Copa (CPA) 20-F 2021 FY Annual report (foreign)

As filed with the Securities and Exchange Commission on April

4

, 2022

UNITED STATES

SECURITIES AND EXCHANGE COMMISSION

Washington, D.C. 20549

FORM

20-F

☐ REGISTRATION STATEMENT PURSUANT TO SECTION 12(b) OR (g) OF THE SECURITIES EXCHANGE ACT OF 1934

OR

☒ ANNUAL REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934 FOR THE FISCAL YEAR ENDED DECEMBER 31, 2021

OR

☐ TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934

OR

☐ SHELL COMPANY REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934

Commission file number:

001-32696

COPA HOLDINGS, S.A.

(Exact name of Registrant as Specified in Its Charter)

Not Applicable

(Translation of Registrant’s Name Into English)

Republic of Panama

(Jurisdiction of Incorporation or Organization)

Avenida Principal y Avenida de la Rotonda, Costa del Este

Complejo Business Park, Torre Norte

Parque Lefevre, Panama City

Panama

(Address of Principal Executive Offices)

Daniel Tapia

Complejo Business Park, Torre Norte

Parque Lefevre, Panama City, Panama

+507 304 2774 (Telephone)

+507

304

2696

(Facsimile)

(Registrant’s Contact Person)

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

Title of Each Class:	Trading Symbol(s)	Name of Each Exchange On Which Registered
Class A Common Stock, without par value	CPA	New York Stock Exchange

Securities registered or to be registered pursuant to Section 12(g) of the Act:

None

Securities for which there is a reporting obligation pursuant to Section 15(d) of the Act:

None

Indicate the number of outstanding shares of each of the issuer’s classes of capital or common stock as of the close of the period covered by the annual report: At December 31, 2021, there were outstanding 41,933,245 shares of common stock, without par value, of which 30,995,120 were Class A shares and 10,938,125 were Class B shares.

Indicate by check mark if the registrant is a well-known seasoned issuer, as defined in Rule 405 of the Securities Act.    ☒  Yes    ☐  No

If this report is an annual or transition report, indicate by check mark if the registrant is not required to file reports pursuant to Section 13 or 15(d) of the Securities Exchange Act of 1934.    

☐

  Yes    

☒

  No

Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (or for such shorter period that the registrant was required to file such reports), and (2) has been subject to such filing requirements for the past 90 days.    

☒

  Yes    

☐

  No

Indicate by check mark whether the registrant has submitted electronically every Interactive Data File required to be submitted pursuant to Rule 405 of Regulation

S-T

(§232.405 of this chapter) during the preceding 12 months (or for such shorter period that the registrant was required to submit such files).    

☒

  Yes    

☐

  No

Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a

non-accelerated

filer, or an emerging growth company. See definition of “large accelerated filer”, “accelerated filer” and “emerging growth company” in Rule

12b-2

of Exchange Act.:

Large Accelerated Filer	☒	Accelerated Filer	☐	Non-accelerated Filer	☐
				Emerging Growth Company	☐

If an emerging growth company that prepares its financial statements in accordance with U.S. GAAP, 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 has filed a report on and attestation to its management’s assessment of effectiveness of its internal control over financial reporting under Section 404(b) of the Sarbanes-Oxley Act (15 U.S.C. 7262(b)) by the registered public accounting firm that prepared or issued its audit report.  

☒

Indicate by check mark which basis of accounting the registrant has used to prepare the financial statements included in this filing:

U.S. GAAP  ☐	International Financial Reporting Standards as issued	☒	Other   ☐
	by the International Accounting Standards Board

If “Other” has been checked in response to the previous question, indicate by check mark which financial statement item the registrant has elected to follow:

☐

  Item 17    

☐

  Item 18

If this is an annual report, indicate by check mark whether the registrant is a shell company (as defined in Rule

12b-2

of the Exchange Act).    

☐

  Yes    

☒

  

No

Table of Contents

Introduction
Market Data
Presentation of Financial and Statistical Data
Special Note About Forward-Looking Statements	2
PART I	3
Item 1. Identity of Directors, Senior Management and Advisers	3
Item 2. Offer Statistics and Expected Timetable	3
Item 3. Key Information	3
Item 4. Information on the Company	24
Item 4A. Unresolved Staff Comments	40
Item 5. Operating and Financial Review and Prospects	40
Item 6. Directors, senior management and employees	48
Item 7. Major Shareholders and Related Party Transactions	56
Item 8. Financial Information	58
Item 9. The Offer and Listing	59
Item 10. Additional Information	60
Item 11. Quantitative and Qualitative Disclosures about Market Risk	64
Item 12. Description of Securities Other than Equity Securities	65
PART II	66
Item 13. Defaults, Dividend Arrearages and Delinquencies	66
Item 14. Material Modifications to the Rights of Security Holders and Use of Proceeds	66
Item 15. Controls and Procedures	66
Item 16. Reserved	70
Item 17. Financial Statements	73
Item 18. Financial Statements	73
Item 19. Exhibits	73

i

Introduction

In this annual report on Form

20-F,

unless the context otherwise requires, references to “Copa Airlines” are to Compañía Panameña de Aviación, S.A., the consolidated operating entity, “Wingo” refers to the

low-cost

business model offered by AeroRepública and La Nueva Aerolínea, S.A., and references to “Copa”, “Copa Holdings”, “we”, “us” or the “Company” are to Copa Holdings, S.A. and its consolidated subsidiaries. References to “Class A shares” refer to Class A shares of Copa Holdings, S.A.

This annual report contains terms relating to operating performance that are commonly used within the airline industry and are defined as follows:

• “Aircraft utilization” represents the average number of block hours operated per day per aircraft for the total aircraft fleet.

• “Available seat miles” or “ASMs” represents the aircraft seating capacity multiplied by the number of miles the seats are flown.

• “Average stage length” represents the average number of miles flown per flight segment.

• “Block hours” refers to the elapsed time between an aircraft leaving an airport gate and arriving at an airport gate.

• “Load factor” represents the percentage of aircraft seating capacity that is actually utilized (calculated by dividing revenue passenger miles by available seat miles).

• “Operating expense per available seat mile” represents operating expenses divided by available seat miles.

• “Operating revenue per available seat mile” represents operating revenues divided by available seat miles.

• “Passenger revenue per available seat mile” represents passenger revenues divided by available seat miles.

• “Revenue passenger miles” represents the number of miles flown by revenue passengers.

• “Revenue passenger kilometers” represents the number of kilometers flown by revenue passengers.

• “Revenue passengers” represents the total number of paying passengers (including all passengers redeeming frequent flyer miles and other travel awards) flown on all flight segments (with each connecting segment being considered a separate flight segment).

• “Yield” represents the average amount one passenger pays to fly one mile.

Market Data

This annual report contains certain statistical data regarding our airline routes, our competitive position, market share and the market size of the Latin American airline industry. This information has been derived from a variety of sources, including the International Air Transport Association, the U.S. Federal Aviation Administration, the International Monetary Fund and other third-party sources, governmental agencies or industry or general publications. Information for which no source is cited has been prepared by us on the basis of our knowledge of Latin American airline markets and other information available to us. The methodology and terminology used by different sources are not always consistent, and data from different sources are not readily comparable. In addition, sources other than us use methodologies that are not identical to ours and may produce results that differ from our own estimates. Although we have not independently verified the information concerning our competitive position, market share, market size, market growth or other similar data provided by third-party sources or by industry or general publications, we believe these sources and publications are generally accurate and reliable.

Presentation of Financial and Statistical Data

Included in this annual report are our audited consolidated statement of financial position as of December 31, 2021 and 2020, and the related audited consolidated statements of profit or loss, comprehensive income or loss, changes in equity and cash flows for the years ended December 31, 2021, 2020 and 2019.

The details of the changes in accounting policies or presentation are disclosed in note 5 of our annual consolidated financial statements.

The Company’s consolidated financial statements have been prepared in accordance with International Financial Reporting Standards or “IFRS,” as issued by the International Accounting Standards Board, or “IASB.”

Unless otherwise indicated, all references in the annual report to “$” or “dollars” refer to U.S. dollars.

Certain figures included in this annual report have been subject to rounding adjustments. Accordingly, figures shown as totals in certain tables may not be an arithmetic aggregation of the figures that precede them.

Special Note About Forward-Looking Statements

This annual report includes forward-looking statements, principally under the captions “Risk Factors,” “Business Overview” and “Operating and Financial Review and Prospects.” We have based these forward-looking statements largely on our current beliefs, expectations and projections about future events and financial trends affecting our business. Many important factors, in addition to those discussed elsewhere in this annual report, could cause our actual results to differ substantially from those anticipated in our forward- looking statements, including, among other things:

• general economic, political and business conditions in Panama and Latin America and particularly in the geographic markets we serve;

• the continued effect of the coronavirus (“COVID-19”) pandemic on our business and the markets in which we operate;

• our management’s expectations and estimates concerning our future financial performance and financing plans and programs;

• our level of debt and other fixed obligations;

• demand for passenger and cargo air service in the markets in which we operate;

• competition;

• our capital expenditure plans;

• changes in the regulatory environment in which we operate;

• changes in labor costs, maintenance costs, fuel costs and insurance premiums;

• changes in market prices, customer demand and preferences and competitive conditions;

• cyclical and seasonal fluctuations in our operating results;

• defects or mechanical problems with our aircraft;

• our ability to successfully implement our growth strategy;

• our ability to obtain financing on commercially reasonable terms; and

• the risk factors discussed under “Risk Factors” beginning on page 4.

The words “believe,” “may,” “will,” “aim,” “estimate,” “continue,” “anticipate,” “intend,” “expect” and similar words are intended to identify forward-looking statements. Forward-looking statements include information concerning our possible or assumed future results of operations, business strategies, financing plans, competitive position, industry environment, potential growth opportunities, the effects of future regulation and the effects of competition. Forward-looking statements speak only as of the date they were made, and we undertake no obligation to update publicly or to revise any forward-looking statements after the date of this annual report because of new information, future events or other factors. In light of the risks and uncertainties described above, the forward- looking events and circumstances discussed in this annual report might not occur and are not guarantees of future performance.

Considering these limitations, you should not place undue reliance on forward-looking statements contained in this annual report.

2

PART I

Item 1. Identity of Directors, Senior Management and Advisers

Not applicable.

Item 2. Offer Statistics and Expected Timetable

Not applicable.

Item 3. Key Information

A. Selected Financial Data

Not applicable.

B. Capitalization and Indebtedness

Not applicable.

C. Reasons for the Offer and Use of Proceeds

Not applicable.

D. Risk Factors

Risks Relating to the

COVID-19

Pandemic

The

COVID-19

pandemic has had and is expected to continue to have a material adverse impact on our business.

The spread of

COVID-19

and the global pandemic had a significant adverse impact on all aspects of our business. In response to the pandemic, many governments around the world implemented a variety of aggressive measures to reduce the spread of the virus, including travel restrictions, bans and vaccination requirements. As a result, we and the broader air travel industry have suffered unprecedented reductions in demand, which has significantly affected our business, financial condition and operating results. This adverse effect, however to a lesser extent, may continue after the virus is contained, particularly if economic conditions, as well as government regulation and consumer attitudes toward air travel change in a lasting way that reduces the effectiveness of our

hub-and-spoke

or

low-cost

business models.

As a result of the travel restrictions imposed by the governments of the countries in which we operate, including the Panamanian authorities’ suspension of commercial operations to and from Panama, we suspended all commercial flights on March 22, 2020. On August 14, 2020, the Company restarted limited scheduled commercial operations, subject to Panama’s health control restrictions on the number of flights and on entry for

non-citizens

and

non-residents

to Panama. These restrictions were subsequently lifted on October 11, 2020. The Company has been gradually increasing capacity since then. The ramp up of our operations have been steady. As of June 15, 2021, we resumed service at our

six-bank

hub at Tocumen International Airport. Our operations have grown steadily during this period. In December 2021, we operated at 88% of the December 2019 capacity. However, we continue to evaluate demand levels, the easing or lifting of travel restrictions, and advisories and changes of health conditions in markets we serve. Reduction of demand levels and new restrictions imposed by governments could require us to reduce flight frequencies and destinations, and consequently, to

re-evaluate

the size of our fleet, our network and our workforce levels going forward.

Laws, regulations, orders, or other government actions that require employees or passengers to be vaccinated in the countries in which we operate could materially adversely affect the Company’s operations. Vaccination requirements for international travelers could negatively impact demand in certain of our markets. For example, the Argentine, Canadian, Chilean and United States governments have required international passengers traveling into each country to be vaccinated or comply with certain quarantine and testing requirements. Additionally, to the extent that our employees or third-party vendors and service providers are subject to vaccination regulations, the Company’s operations could be materially adversely affected should these individuals be unable or unwilling to comply with the applicable requirements.

3

The

COVID-19

pandemic has had, and may continue to have, a material adverse impact on the Company’s operations. The extent of the future impact of

COVID-19

on the Company’s operational and financial performance will depend on future developments, including, but not limited to, the scope and severity of the pandemic related travel advisories and restrictions, the availability and effectiveness of vaccines, the effectiveness of available vaccines against variants of the virus, the duration and severity of the impact of

COVID-19

on overall demand for air travel, and its economic impact, all of which are highly uncertain and cannot be predicted. Pilots, flight attendants and other employees testing positive for COVID has resulted and may result in flight cancellations or may require us to otherwise scale back services. If the Company’s operations were to shut down or significantly reduced levels for an extended period, or if governments implement permanent travel restrictions, including enhanced

COVID-19-related

screening measures that may apply to our personnel and/or the traveling public, our results of operations would be materially adversely affected, and we may have to take additional actions to preserve our long- term sustainability.

In addition, an outbreak of another disease or similar public health threat, or fear of such an event, including a resurgence of

COVID-19

and its variations, that affects travel demand, travel behavior or travel restrictions could have a material adverse impact on the Company’s business, financial condition and operating results. Outbreaks of other diseases could also result in increased government restrictions and regulation, such as those actions described above or otherwise, which could adversely affect our operations.

We may not have sufficient liquidity for the duration of the

COVID-19

pandemic and resulting effects therefrom.

As of December 31, 2021, we had approximately $1.0 billion in cash, cash equivalents, and short-term investments. Our continued access to sources of liquidity depends on multiple factors, including global economic conditions, government regulation, the condition of global financial markets, the availability of sufficient amounts of financing and our operating and financial performance. There is no guarantee that these additional sources of financing will be available on commercially reasonable terms or at all, and there is no guarantee that we will be successful in implementing our other outlined strategic initiatives, in which case we may need to seek other sources of funding. In addition, the terms of future debt agreements could include restrictive covenants, which could restrict our business operations.

The significant adverse effect that the

COVID-19

pandemic has had on the airline industry may cause an impairment in our long-lived assets.

The spread of

COVID-19

and the recent developments surrounding the global pandemic are having an unprecedented adverse impact on the airline industry. As a result, we may be required to write down the carrying value of certain of our long-lived assets, such as aircraft, to the extent the value of those assets declines.

The Company can provide no assurance that a material impairment loss of assets will not occur in a future period, and the risk of future material impairments has been significantly heightened as result of the effects of the

COVID-19

pandemic on our flight schedules and business. The value of the Company’s aircraft could also be impacted in future periods by changes in supply and demand for these aircraft. These changes in supply and demand for certain aircraft types could result from the continued or additional future grounding of aircraft. An impairment loss could have a material adverse effect on the Company’s financial condition, operating results and ability to secure financing.

The

COVID-19

pandemic is having a significant negative impact on the economies of the countries in which we operate, which is reducing demand for travel.

Travel expenditures are sensitive to personal and business discretionary spending levels and grow more slowly or decline during economic downturns. A substantial portion of our assets are located in Panama and a significant portion of our passengers’ trips either originate or end in Panama. Furthermore, a large majority of Copa’s flights operate through our hub at Tocumen International Airport. As a result, we depend on economic and political conditions prevailing from time to time in Panama. We also derive a substantial portion of our revenues from Colombia, Brazil, the United States, and other countries in Latin America.

The

COVID-19

pandemic has significantly and negatively impacted the global economy, including in Panama and other countries where we operate. The pandemic has resulted in increased unemployment, reduced financial capacity of both business and leisure travelers, diminished liquidity and credit availability, declines in consumer confidence and discretionary income, large devaluations in the currencies of many countries in Latin America, and general uncertainty about economic stability. Although we have

4

seen partial economic recovery, we cannot predict the impact future

COVID-19

variants may have on our economic recovery nor can we predict when our business operations will return to pre

COVID-19

levels. This may not occur until well after the broader global economy begins to improve. We cannot predict the effect the

COVID-19

pandemic could have on long-term demand for air travel even once broader global economic conditions improve and travel restrictions are eased or lifted, including whether the increased usage of video conferencing technology results in a permanent reduction in business travel, or whether our

hub-and-spoke

or

low-cost

business models will be effective in a changed demand environment. We cannot predict the magnitude, length or recurrence of these impacts to the global economy, which have impacted, and may continue to impact demand for travel and lead to reduced spending on the services we provide.

Risks Relating to our Company

Failure to successfully implement our business strategy may adversely affect our results of operations and harm the market value of our Class A shares.

We intend to restore capacity to

pre-pandemic

levels, increase the frequency of flights to the markets we currently serve over the long term and offer new destinations that add value to our network. Achieving these goals will allow our business to benefit from cost efficiencies resulting from economies of scale, but will require substantial cash needs. If we do not have enough cash to fund such projects, we may not be able to successfully expand our route system, therefore, our future revenue and earnings growth would be limited.

As we restart routes, add new frequencies to existing routes, or add new routes, our advertising and other promotional costs generally increase, which may result in initial losses that could have a negative impact on our results of operations as well as require substantial amounts of cash. We also periodically run special promotional fare campaigns. Promotional fares can have the effect of increasing load factors while reducing our yield on such routes during the period that they are in effect. The number of markets we serve and flight frequencies depend on available demand and on our ability to identify the appropriate geographic markets upon which to focus and to gain suitable airport access in addition to route approval in the aforementioned markets. There can be no assurance that the markets we enter will yield passenger traffic at the expected fares that will be sufficient to make our operations in those new markets profitable. Any condition that would prevent or delay our access to key airports or routes, including limitations on the ability to process more passengers, the imposition of flight capacity restrictions, the inability to secure additional route rights or renew existing route rights that we ceased to use during the pandemic, under bilateral agreements or the inability to maintain our existing slots, flight banks and obtain additional slots, could constrain the expansion of our operations.

Our business also requires skilled personnel, equipment and facilities. The inability to hire, train and/or retain pilots and other personnel or secure the required equipment and facilities efficiently, cost-effectively, and on a timely basis, could adversely affect our ability to execute our plans. It also could strain our existing management resources and operational, financial and management information systems to the point where they may no longer be adequate to support our operations, requiring us to make significant expenditures in these areas. Difficulties obtaining necessary equipment could also affect our business. Considering these factors, we cannot ensure that we will be able to successfully establish new markets or expand our existing markets, and our failure to do so could have an impact on our business and results of operations, as well as the value of our Class A shares.

Our performance is heavily dependent on economic and political conditions in the countries in which we do business.

Passenger demand is heavily cyclical and highly dependent on global, regional and country-specific economic growth, economic expectations and foreign exchange rate variations. We have been negatively impacted by poor economic performance in certain emerging market countries in which we operate, as well as by weaker Latin American currencies, including as a result of the

COVID-19

pandemic. See “— The

COVID-19

pandemic is having a significant negative impact on the economies of the countries in which we operate, which is reducing demand for travel.”

In addition, Venezuela has experienced difficult political conditions and declines in the rate of economic growth in recent periods as well as governmental actions that have adversely impacted businesses that operate there. In December 2020, the Company cancelled flights between Panama and Venezuela, due to the Venezuelan government’s air travel restrictions intended to contain the

COVID-19

pandemic. The Company resumed service between Panama and Venezuela in January 2021 after the Venezuelan government lifted the passenger flight restrictions. Also, on May 15, 2019 the Homeland Security Department of the United States announced a suspension of all commercial passenger and cargo flights between the United States and Venezuela. The U.S. Department of Transportation (DOT) concurred with this determination and issued an order suspending all foreign air transportation for passengers or cargo to or from any airport in Venezuela.

5

Any of the following developments (or a continuation or worsening of any of the following currently in existence) in the countries in which we operate could adversely affect our business, financial condition, liquidity and results of operations:

• changes in economic or other governmental policies, including exchange controls;

• changes in regulatory, legal or administrative practices; or

• other political or economic developments over which we have no control.

Additionally, a significant portion of our revenues are derived from discretionary and leisure travel, which are especially sensitive to economic downturns and political conditions. An adverse economic and/or political environment, whether global, regional or in a specific country, could result in a reduction in passenger traffic, and leisure travel in particular, as well as a reduction in our cargo business, and could also impact our ability to raise fares, which in turn would materially and negatively affect our financial condition and results of operations.

The cost of financing our aircraft may increase, or the availability of financing could be limited, which could negatively impact our business.

We have historically been able to achieve favorable financing terms through commercial and US Export-Import bank guaranteed loans, sale-leasebacks, as well as financial and operating leases. Given the state of the industry as a result of the

COVID-19

pandemic, aviation financing has become much harder and more expensive to obtain. Therefore, we cannot ensure that we will be able to continue to raise financing from past sources, or from other sources, on terms comparable to our existing financing or at all. Additionally, the disruption and volatility in the global and domestic capital markets resulting from the

COVID-19

pandemic may increase the cost of capital and limit our ability to access capital. If the cost of such financing increases or we are unable to obtain such financing, we may be forced to incur higher than anticipated financing costs, which could have an adverse impact on our business, including the execution of our growth strategy. Due to limited availability of financing, our last seven deliveries have been financed through the Export Import Bank of the United States (or

“Ex-Im”

bank) guaranteed loans.

On April 30, 2020, we issued $350 million aggregate principal amount of 4.5% convertible senior, unsecured notes due 2025 in a private offering. Noteholders may convert their notes at their election on and following October 15, 2024 through the maturity date, with an initial conversion price of approximately $51.66 per share of Class A common stock. The conversion rate of the convertible senior notes may represent a significant premium over the trading price of our stock at the time of conversion, which could result in dilution to our shareholders.

We have historically operated using a

hub-and-spoke

model and are vulnerable to competitors offering direct flights between destinations we serve and/or opening new hubs.

The general structure of our flight operations follows what is known in the airline industry as a

“hub-and-spoke”

model. This model aggregates passengers by operating flights from a number of “spoke” origins to a central hub through which they are transported to their final destinations. In recent years, many traditional

hub-and-spoke

operators have faced significant and increasing competitive pressure from

low-cost,

point-to-point

carriers on routes with sufficient demand to sustain

point-to-point

service. A

point-to-point

structure enables airlines to focus on the most profitable, high-demand routes and to offer greater convenience and, in many instances, lower fares. If demand for air travel in Latin America increases, some of our competitors have initiated

non-stop

service between destinations that we currently serve through our hub in Panama. Additionally, newer aircraft models, such as, Boeing 737 MAX and Airbus

320-NEO,

allow nonstop flights in certain city pairs that could not be served with prior generation narrow-body aircraft and may bypass our hub. Airbus will also launch the A321 XLR: a new model of the Airbus 320 family that will extend the range of the current Airbus 320 NEO allowing competitors to explore new competitive routes overflying our Hub. It is expected to be released in 2023. Competitors are also opening new international hubs, especially in Brazil. Competitive services, which bypass our hub in Panama, may be more convenient and possibly less expensive than our services and could significantly decrease demand for our service to those destinations. In December 2016, we launched a

low-cost

business model, Wingo, to diversify our offerings and to better compete with other

low-cost

carriers, or “LCCs,” in the market. However, our traditional

hub-and-spoke

model remains our primary operational model and we believe that competition from

point-to-point

carriers will be directed towards the largest markets that we serve and is likely to continue at this level or intensify in the future. As a result, the effect of competition on us could be significant and could have a material adverse effect on our business, financial condition and results of operations.

We may not realize benefits from Wingo, our

low-cost

business model.

Wingo is our

low-cost

business model, which is operated by AeroRepública, S.A., During the third quarter of 2021, we incorporated a new operator, La Nueva Aerolínea S.A., which is based in Panama and will initially operate under the Wingo brand. As of December 31, 2021, Wingo operated eight of our Boeing

737-800s,

each configured with 186 seats in a single class cabin. During 2022, Wingo, through La Nueva Aerolinea, S.A., will incorporate one additional aircraft based in Panama City.

6

During recent years, we have successfully operated our Wingo

low-cost

business model, with better results than initially expected. As a result, we decided to change the Boeing

737-700s

fleet to Boeing

737-800s,

with a greater seat density and lower unitary costs, which shall make our competitive position stronger. Even though we have gained knowledge regarding the

low-cost

business model over recent years, we have limited experience operating it, and we may not be able to accurately predict its impact on our main line services. In particular, if demand for Wingo flights is not substantial, or cannibalizes Copa´s mainline flights, if our pricing strategy does not adequately align with our cost structure, or if Wingo does not meet customer expectations, Wingo’s operations could have a negative impact on our reputation or our operating results.

We may not realize benefits from our strategic alliances and other commercial relationships, including from our announced joint business agreement with United Airlines, Inc. (“UAL”) and Avianca Holdings (“Avianca”).

We maintain a number of strategic alliances and other commercial relationships in many of the jurisdictions in which we operate. For example, we have been a Star Alliance member since June 2012, and we renewed our strategic alliance with UAL in May 2021. In addition, on November 30, 2018, we announced a

three-way

joint business agreement (“JBA”) with UAL and Avianca that is intended to cover our combined network between the United States and Latin America (except Brazil). We, UAL and Avianca intend to apply for regulatory approval of the JBA and an accompanying grant of antitrust immunity from the U.S. Department of Transportation and other relevant agencies. However, we can provide no assurances as to whether or when the parties will receive such approvals, and we do not plan to fully implement the JBA until we have received such approvals. Furthermore, there can be no assurance as to what the impact will be of the

COVID-19

pandemic or the implementation of Avianca’s approved bankruptcy reorganization plan following its exit from United States Code title 11 bankruptcy proceeding with the U.S. Bankruptcy Court (“Chapter 11”). The parties to the JBA recently agreed to an amendment that provides, among other terms, that they will negotiate mutually acceptable amendments to the JBA for a period of up to two years after the confirmation of a plan of reorganization in Avianca’s Chapter 11 case. The parties also agreed that any party may terminate the JBA without liability or compensation after the completion of such a

two-year

“discussion period” by delivering notice to the other parties within 60 days. The purpose of these alliances and relationships is to increase revenues by enhancing our network and offering our customers services that we could not otherwise offer. However, the intended benefits may not be realized, or may not outweigh the technological and other costs associated with any alliance or relationship. In addition, if any of our strategic alliances or commercial relationships deteriorate, or is terminated, our business, financial condition and operational results could be adversely affected.

Our business is subject to extensive regulation which may restrict our growth, our operations or increase our costs.

Our business, financial condition and operational results could be adversely affected if we or certain aviation authorities in the countries to which we fly fail to maintain the required foreign and domestic governmental authorizations necessary for our operations. In order to maintain the necessary authorizations issued by the Panamanian Civil Aviation Authority (the

Autoridad Aeronáutica Civil

, or the “AAC”), the Colombian Civil Aviation Administration (the

Unidad Administrativa Especial de Aeronáutica Civil

, or the “UAEAC”), and other corresponding foreign authorities, we must continue to comply with applicable statutes, rules and regulations pertaining to the airline industry, including any rules and regulations that may be adopted in the future. In addition, Panama is a member state of the International Civil Aviation Organization, or “ICAO,” a United Nations specialized agency. ICAO coordinates with its member states and various industry groups to establish and maintain international civil aviation standards and recommended practices and policies, which are then used by ICAO member states to ensure that their local civil aviation operations and regulations conform to global standards. We cannot predict or control any actions that the AAC, the UAEAC, the ICAO or other foreign aviation regulators may take in the future, which could include restricting our operations or imposing new and costly regulations or policies. Also, our fares are subject to review by the AAC, the UAEAC, and the regulators of certain other countries to which we fly, any of which may in the future impose restrictions on our fares.

We are also subject to international bilateral air transport agreements that provide for the exchange of air traffic rights between each of Panama and Colombia, and various other countries, and we must obtain permission from the applicable foreign governments to provide service to foreign destinations. There can be no assurance that existing bilateral agreements between the countries in which our airline operating companies are based and foreign governments will continue, or that we will be able to obtain more route rights under those agreements to accommodate our future expansion plans. Any modification, suspension or revocation of one or more bilateral agreements could have a material adverse effect on our business, financial condition and results of operations. The suspension of our permits to operate in certain airports or destinations, the cancellation of any of our provisional routes, the inability for us to obtain favorable

take-off

and landing rights at certain high-density airports or the imposition of other sanctions could also have a negative impact on our business. We cannot be certain that a change in a foreign government’s administration of current laws and regulations or the adoption of new laws and regulations will not have a material adverse effect on our business, financial condition and results of operations.

7

We plan to restore the scale of our operations and revenues to

pre-pandemic

levels by expanding our presence on previously existing routes and to including new destinations. Our ability to successfully implement this strategy will depend upon many factors, several of which are outside our control or subject to change, including the timing and easing of regulations, restrictions and testing requirements promulgated by health authorities in Panama and other countries where we operate in response to the

COVID-19

pandemic. These factors include the permanence of a suitable political, economic and regulatory environment in the Latin American countries in which we operate or intend to operate and our ability to identify strategic local partners.

The most active government regulator among the countries to which we fly is the U.S. Federal Aviation Administration, or “FAA”. The FAA from time to time issues directives and other regulations relating to the maintenance and operation of aircraft that require significant expenditures. FAA requirements cover, among other things, security measures, collision avoidance systems, airborne wind shear avoidance systems, noise abatement and other environmental issues, and increased inspections and maintenance procedures to be conducted on older aircraft. On March 13, 2019, the FAA issued an emergency order prohibiting the operation of Boeing 737 MAX series airplanes by U.S. certificated operators. On November 18, 2020, the FAA rescinded the order that grounded the Boeing

737-MAX

aircraft type and published an Airworthiness Directive and MAX training requirements, paving the way for a return to service. See “—If we fail to successfully operate new aircraft, in particular our new Boeing 737 MAX aircraft, our business could be harmed.” If the FAA were to issue another order prohibiting the operation of these aircraft, our ability to carry out regular operations could be negatively impacted. Additional new regulations continue to be regularly implemented by the U.S. Transportation Security Administration, or “TSA”, as well. As we expand our presence on routes to and from the United States, we expect to continue incurring expenses to comply with the FAA’s and TSA’s regulations, and any increase in the cost of compliance could have an adverse effect on our financial condition and results of operations.

Copa Airlines is authorized by the DOT to engage in scheduled and charter air transportation services, including the transportation of persons, property (cargo) and mail, or combinations thereof, between points in Panama and points in the United States and beyond (via intermediate points in other countries). Copa Airlines holds the necessary authorizations from the DOT in the form of a foreign air carrier permit, an exemption authority and statements of authorization to conduct our current operations to and from the United States. The exemption authority was granted by the DOT in February 1998 and was due to expire in February 2000. However, the authority remains in effect by operation of law under the terms of the Administrative Procedure Act pending final DOT action on the application we filed to renew the authority on January 3, 2000. There can be no assurance that the DOT will grant the application. Our foreign air carrier permit has no expiration date. A modification, suspension or revocation of any of our DOT authorizations or FAA operating specifications could have a material adverse effect on our business.

The growth of our operations to the United States and the benefits of our code-sharing arrangements with UAL are dependent on Panama’s continued favorable safety assessment.

The FAA periodically audits the aviation regulatory authorities of other countries. As a result of this inspection, each country is given an International Aviation Safety Assessment, or “IASA,” rating. As of 2018, Panama was rated a Category 1 country under the IASA program, which means that Panama complies with the safety requirements set forth by ICAO. Furthermore in 2021, Copa Airlines and AeroRepública successfully completed IOSA audits by external providers. We cannot guarantee that the government of Panama and the AAC in particular, will continue to meet international safety standards, and we have no direct control over their compliance with IASA guidelines. If Panama’s IASA rating were to be downgraded in the future, it could prevent us from increasing service to the United States and could affect our code-share arrangement with UAL.

We are highly dependent on our hub at Panama City’s Tocumen International Airport.

Our business is heavily dependent on our operations at our hub at Panama City’s Tocumen International Airport. The Tocumen International Airport has experienced significant closures and delays as a result of the

COVID-19

pandemic, see “—The

COVID-19

pandemic has had and is expected to continue to have a material adverse impact on our business.”

Most of our Copa flights either depart from or arrive at our hub. Our operations and business strategy is therefore dependent on its facilities and infrastructure, including the success of its multi-phase expansion projects, certain of which have been completed while others are underway and have experienced significant delays. Terminal 2 has experienced delays since one of the contractors responsible for the construction, Norberto Odebrecht Construction, was subject to penalties in 2017 for its past practices related to project approvals. Terminal 2 started operating a few gates during the early part of 2019. In 2021, Tocumen International Airport terminated the contract with Odebrecht due to their

non-compliance

in the

8

construction of the new passenger terminal. As of February 28, 2022, the contract is still in dispute, and no other company has been selected to continue with the construction of Terminal 2. Due to the construction delays, we are currently unable to determine when Copa Operations will function at full capacity in Terminal 2. Due to the magnitude of the construction required for this new Terminal 2, we may experience logistical issues and/or be subject to further increases in passenger taxes and airport charges related to the financing of the construction.

In addition, the

hub-and-spoke

structure of our operations is particularly dependent on the

on-time

arrival of tightly coordinated groupings of flights (or banks) to ensure that passengers can make timely connections to continuing flights. Like other airlines, we are subject to delays caused by factors beyond our control, including air traffic congestion at airports, adverse weather conditions, power outages and increased security/health measures. Delays affect passengers, reduce aircraft utilization and increase costs, all of which in turn negatively affect our profitability.

Tocumen International Airport is operated by a corporation that is owned and controlled by the government of the Republic of Panama. We depend on our good working relationship with the quasi-governmental corporation that operates the airport to ensure that we have adequate access to aircraft parking positions, landing rights and gate assignments for our aircraft to accommodate our current operations and future plans for expansion. The corporation that operates Tocumen International Airport does not enter into any formal, written leases or other agreements with airlines to govern rights to use the airport’s jet ways or aircraft parking spaces. Therefore, we would not have contractual recourse if the airport authority assigned new capacity to competing airlines, reassigned our resources to other aircraft operators, raised fees or discontinued investments in the airport’s maintenance and expansion. Any of these events could result in significant new competition for our routes or could otherwise have a material adverse effect on our current operations or capacity for future growth.

We are exposed to increases in airport charges, taxes and various other fees and cannot be assured access to adequate facilities and landing rights necessary to achieve our business strategy.

We must pay fees to airport operators for the use of their facilities. Any additional fees or substantial increase in current airport charges, including at Tocumen International Airport, could have a material adverse impact on our results of operations. Passenger taxes and airport charges have increased in recent years, sometimes substantially. For example, in 2020 the industry experienced materially higher effective rates related to airport services in North America. Certain important airports that we use may be privatized in the near future, which is likely to result in significant cost increases to the airlines that use these airports. We cannot ensure that the airports used by us will not impose, or further increase, passenger taxes and airport charges in the future, and any such increases could have an adverse effect on our financial condition and results of operations.

Certain airports that we serve (or that we plan to serve in the future) are subject to capacity constraints and impose various restrictions, including slot restrictions during certain periods of the day, limits on aircraft noise levels, limits on the number of average daily departures and curfews on runway use. We cannot be certain that we will be able to obtain a sufficient number of slots, gates and other facilities at airports to expand our services in line with our growth strategy. It is also possible that airports not currently subject to capacity constraints may become so in the future. In addition, an airline must use its slots on a regular and timely basis or risk having those slots

re-allocated

to others. Where slots or other airport resources are not available or their availability is restricted in some way, we may have to amend our schedules, change routes or reduce aircraft utilization. Any of these alternatives could have an adverse financial impact on us. In addition, we cannot ensure that airports at which there are no such restrictions may not implement restrictions in the future or that, where such restrictions exist, they may not become more onerous. Such restrictions may limit our ability to continue to provide or to increase services at such airports.

We have significant fixed financing costs and expect to incur additional fixed costs as we expand our fleet.

The airline business is characterized by high leverage. We have significant fixed expenditures in connection with our operating leases and facility rental costs, and a significant portion of our property and equipment is pledged to secure indebtedness. For the year ended December 31, 2021, our finance cost totaled $76.2 million. As of December 31, 2021, approximately 75.8% of our total indebtedness bore interest at fixed rates and the remainder was determined with reference to LIBOR. Most of our aircraft lease obligations bear interest at fixed rates.

As of December 31, 2021, the Company had one purchase contract with Boeing which entails 66 firm orders of The Boeing 737 MAX aircraft, agreed to be delivered between 2022 and 2028. The aircraft under this contract have an approximate value of $3.1 billion based on contractual obligations net of discounts and

pre-delivery

payments, including estimated amounts for contractual price escalation. We will require substantial capital from external sources to meet our future financial commitments. In addition, the acquisition and financing of these aircraft will likely result in a substantial increase in our leverage and fixed financing costs. A high degree of leverage and fixed payment obligations could:

9

• limit our ability in the future to obtain additional financing for working capital or other important needs;

• impair our liquidity by diverting substantial cash from our operating needs to service fixed financing obligations; or

• limit our ability to plan for or react to changes in our business, in the airline industry or in general economic conditions.

Any one of these factors could have a material adverse effect on our business, financial condition and results of operations.

The phase out of the London Interbank offered Rate (LIBOR), or the replacement of LIBOR with a different reference rate, may adversely affect interest rates.

In March 2021, the ICE Benchmark Administration (the Financial Conduct Authority-regulated and authorized administrator of LIBOR) announced that it would cease the publication of the

one-week

and

two-month

U.S. dollar LIBOR after December 31, 2021, and the publication of all remaining U.S. dollar LIBOR tenors after June 30, 2023.

The U.S. Federal Reserve, in conjunction with the Alternative Reference Rates Committee (the “ARRC”), a steering committee comprised of large U.S. financial institutions, has proposed a new index calculated by short term repurchase agreements, backed by U.S. Treasury securities, called the Secured Overnight Financing Rate (“SOFR”) as an alternative to LIBOR for use in contracts that are currently indexed to U.S. dollar LIBOR and has proposed a paced market transition plan to SOFR. On July 29, 2021, the ARRC formally recommended SOFR as its preferred alternative replacement rate for U.S. dollar LIBOR.

Although many of our LIBOR-based obligations provide for alternative methods of calculating the interest rate payable if LIBOR is not reported, the extent and manner of any future changes with respect to methods of calculating LIBOR or replacing LIBOR with another benchmark are unknown and impossible to predict at this time and, as such, may result in interest rates that are materially higher than current interest rates. This could materially and adversely affect our results of operations, cash flows and liquidity.

If we are unable to successfully operate new aircraft due to safety concerns, in particular our new Boeing 737 MAX aircraft, our business could be harmed.

We fly and rely on Boeing aircraft. As of December 31, 2021, we operated a fleet of 91 Boeing aircraft, including three Boeing

737-700

aircraft currently in temporary storage. In 2022, we expect to take delivery of eight additional Boeing 737 MAX 9 aircraft.

In the future we expect to continue incorporating new aircraft into our fleet. This is based on a variety of factors, including the implementation of our business strategy. Acquisition of new aircraft involves a variety of risks relating to their ability to be successfully placed into service including:

• manufacturer’s delays in meeting the agreed upon aircraft delivery schedule;

• difficulties in obtaining financing on acceptable terms to complete our purchase of all of the aircraft we have committed to purchase; and

• the inability of new aircraft and their components to comply with agreed upon specifications and performance standards.

In addition, we cannot predict the reliability of our new fleet as the aircraft matures. In particular, we cannot predict the reliability of the Boeing 737 MAX aircraft, powered by LEAP 1B engines, which first entered commercial service in May 2017. The LEAP 1B engine was developed by Safran Aircraft Engines and GE through their joint company, CFM International, to power the next generation of single-aisle commercial jets. The LEAP 1B has been selected by Boeing as the exclusive power plant for the new 737 MAX single-aisle jetliner.

Following the Ethiopian Airlines accident involving a Boeing 737 MAX 8 aircraft on March 10, 2019, we suspended operations of our six Boeing 737 MAX 9 aircraft, after authorities in Panama and other countries grounded the 737 MAX fleet worldwide, during the investigation into the cause of the accident. We partially covered our operation with other aircraft in our fleet, with significant cancellations and delays. On November 18, 2020, the FAA rescinded its grounding order, issued an airworthiness directive, and published training requirements enabling the Company to begin modifying certain operating procedures, implementing enhanced pilot training requirements, installing

FAA-approved

flight control software updates and completing other required maintenance tasks specific to the MAX aircraft. In January 2021, we resumed operations of our Boeing 737 MAX fleet after the authorization of the

AAC.

10

In 2020, Boeing announced that it will compensate all airlines impacted by the worldwide suspension of the Boeing MAX fleet operations. During the first quarter of 2021, the Company reached an agreement with Boeing regarding compensation related to the Boeing 737 MAX grounding. As part of the agreement, the Company will receive compensation in the form of certain credits concurrent with specified aircraft deliveries and other considerations, including a revised delivery stream. However, this compensation will only cover financial impact caused by the suspension of Boeing MAX operations. We cannot estimate any reputational and commercial impact that we may have suffered due to the grounding of Boeing MAX aircraft. Any technical issues with our aircraft would increase our maintenance expenses and could cause flight cancellations and other disruptions in our services.

If we were to determine that our aircraft, rotable parts or inventory were impaired, it would have a significant adverse effect on our operating results.

If there is objective evidence that an impairment loss on long-lived assets carried at amortized cost has been incurred, the amount of the impairment loss is measured as the difference between the asset’s carrying amount and the higher of its fair value less cost to sell and its value in use, defined as the present value of estimated future cash flows (excluding future expected credit losses that have not been incurred) discounted at the asset’s risk adjusted interest rate. The carrying amount of the asset is reduced and the loss is recorded in the consolidated statement of profit or loss. In addition to the fact that the value of our fleet declines as it ages, any potential excess capacity in the airline industry, airline bankruptcies and other factors beyond our control may further contribute to the decline of the fair market value of our aircraft and related rotable parts and inventory. When these impairments occur, we are required under IFRS to write down these assets through a charge to earnings. A significant charge to earnings would adversely affect our financial condition and operating results. In addition, the interest rates on and the availability of certain of our aircraft financing loans are tied to the value of the aircraft securing the loans. If those values were to decrease substantially, our interest rates may rise or the lenders under those loans may cease extending credit to us, either of which could have an adverse impact on our financial condition and results of operations.

For example, as a result of the Company’s continuing fleet optimization and efficiency efforts, we signed an aircraft sale and purchase agreement for the remaining Embraer 190 aircraft in 2020. The deliveries of these aircraft was completed by June 2021. This sale resulted in a

non-cash

loss of $89.3 million in 2019 related to the remaining aircraft as well as General Electric CF34 spare engines, and our Embraer 190 spare parts inventory. In 2020, we updated the fair value less cost to sell of the Embraer 190 fleet and related assets (spare engines, spare parts and a simulator) and recorded a

non-cash

loss of $49.3 million.

During 2020, we announced the sale of our

B737-700

fleet which resulted in a

non-cash

impairment charge of $191.2 million. In 2021, we sold six

B737-700

aircraft, and due to an increase in demand in the region, the Board of Directors approved continuing to operate the remaining eleven Boeing

737-700

aircraft for a period of three years. The Company reclassified these aircraft to property plant and equipment since the classification of assets held for sale is no longer met. This reclassification resulted in a reversal of impairment losses of $5.4 million. We may experience additional impairment as a result of the

COVID-19

pandemic. See

“--The

significant adverse effect that the

COVID-19

pandemic has had on the airline industry is likely to cause impairment in our long-lived assets.”

We rely on information and other aviation technology systems to operate our businesses and any failure or disruption of these systems may have an impact on our operational and financial results.

We rely upon information technology systems to operate our business and increase our efficiency. We are highly reliant on certain systems for flight operations, maintenance, reservations,

check-in

boarding, revenue management, baggage handling accounting and cargo distribution. Other systems are designed to decrease distribution costs through internet reservations and to maximize cargo distributions, crew utilization and flight scheduling. These systems may not deliver their anticipated benefits.

In the ordinary course of business, we may upgrade or replace our systems or otherwise modify and refine our existing systems to address changing business requirements. In particular, our digital channels rely on advanced technology and, as this technology is updated, older technology may become obsolete. Our operations and competitive position could be adversely affected if we are unable to upgrade or replace our systems in a timely and effective manner once they become outdated, and any inability to upgrade or replace our systems could negatively impact our financial results.

11

Any transition to new systems may result in a loss of data or service interruption that could harm our business. Information systems could also suffer disruptions due to events beyond our control, including natural disasters, power failures, terrorist attacks, cyber-attacks, data theft, equipment or software failures, computer viruses or telecommunications failures. We cannot ensure that our security measures or disaster recovery plans are adequate to prevent failures or disruptions. Substantial or repeated website, reservations systems or telecommunication system failures or disruptions, including failures or disruptions related to our integration of technology systems, could reduce the attractiveness of our Company versus our competitors, materially impair our ability to market our services and operate flights, result in the unauthorized release of confidential or otherwise protected information, and result in increased costs, lost revenue, or the loss or compromise of important data.

Our reputation and business may be harmed and we may be subject to legal claims if there is a loss, unlawful disclosure or misappropriation of, or unsanctioned access to, our customers’, employees’, business partners’ or our own information, or any other breaches of our information security.

We make extensive use of online services and centralized data processing, including through third-party service providers. The secure maintenance and transmission of customer and employee information is a critical element of our operations. Our information technology and other systems, or those of service providers or business partners that maintain and transmit customer information, may be compromised by a malicious third-party penetration of our security measures or of a third-party service provider or business partner, or impacted by deliberate or inadvertent actions or inactions by our employees or those of a third-party service provider or business partner. As a result, personal information may be lost, disclosed, accessed or taken without consent.

We transmit confidential credit card information throughout secure private retail networks and rely on encryption and authentication technology licensed from third parties to provide the security and authentication necessary to effectively secure transmission and storage of confidential information, such as customer credit card information. The Company has made significant efforts to secure its data network. If our security or network were compromised in any way, it could have a material adverse effect on the reputation, business, operating results and financial condition of the Company and could result in a loss of customers. Additionally, any material failure by the Company to achieve or maintain compliance with the Payment Card Industry security requirements or rectify a security issue may result in fines and the imposition of restrictions on the Company’s ability to accept credit cards as a form of payment.

As a result of these types of risks, we regularly review and update procedures and processes to prevent and protect against unauthorized access to our systems and information and inadvertent misuse of data.

However, it is difficult or impossible to defend against every risk being posed by changing technologies as well as acts of cyber-crime. Increasing sophistication of cyber criminals and terrorists make keeping up with new threats difficult and controls employed by our information technology department and cloud vendors could prove inadequate. As a result, we cannot be certain that we will not be the target of attacks on our networks and intrusions into our data, particularly given continuous advances in the technical capabilities of potential attackers, and increased financial and political motivations to carry out cyber-attacks on physical systems, gain unauthorized access to information, make information unavailable for use through, for example, ransomware or

denial-of-service

attacks, and otherwise exploit new and existing vulnerabilities in our infrastructure. Such a cyber-attack could lead to significant costs or other material financing impacts, which may not be covered by or may exceed the coverage limits of, our cyber insurance, and such costs and impacts may have a material adverse effect on our business, reputation, financial condition, cash flows and operating results. The risk of a data security incident or disruption, particularly through cyber-attack or cyber intrusion, including by computer hackers, foreign governments, criminal organizations and cyber terrorists, has increased as the number, intensity and sophistication of attempted attacks and intrusions from around the world have increased. Also, the

COVID-19

pandemic increased the reliance on employees working remotely, which has increased the risk of malicious actors exploiting vulnerabilities in their devices.

Furthermore, in response to data security threats and to data privacy concerns, there has been heightened legislative and regulatory focus on attacks on critical infrastructures, including those in the transportation sector, and on data security and privacy in Panama, Brazil, the United States and other countries where we operate, including requirements for varying levels of data usage consent and data subject notification in the event of a data security incident.

Any such loss, disclosure or misappropriation of, or access to, customers’, employees’ or business partners’ information or other breach of our information security could result in legal claims or legal proceedings, including regulatory investigations and actions, may have a negative impact on our reputation and may materially adversely affect our business, operating results and financial condition. Furthermore, the loss, disclosure or misappropriation of our business information may materially adversely affect our business, operating results and financial condition.

12

Our liquidity could be adversely impacted in the event one or more of our credit card processors were to impose material reserve requirements for payments due to us from credit card transactions.

We currently have agreements with organizations that process credit card transactions arising from purchases of air travel tickets by our customers. Credit card processors have financial risk associated with tickets purchased for travel that can occur several weeks after the purchase. Our credit card processing agreements provide for reserves to be deposited with the processor in certain circumstances. We do not currently have reserves posted for our credit card processors. If circumstances were to occur requiring us to deposit reserves, the negative impact on our liquidity could be significant, which could materially adversely affect our business.

The Company has agreements with financial institutions that process customer credit card transactions for the sale of air travel and other services. Under certain of the Company’s credit card processing agreements, the financial institutions in certain circumstances have the right to require that the Company maintain a reserve equal to a portion of advance ticket sales that has been processed by that financial institution, but for which the Company has not yet provided the air transportation. Such financial institutions may require additional cash or other collateral reserves to be established or additional withholding of payments related to receivables collected if the Company does not maintain certain minimum levels of unrestricted cash, cash equivalents and short-term investments (collectively, “Unrestricted Liquidity”). In light of the effect

COVID-19

is having on demand, and in turn capacity, the Company has seen an increase in demand from passengers for refunds on their tickets, which could continue for the foreseeable future. Refunds lower our liquidity and put us at risk of triggering liquidity covenants in these credit card processing agreements and, in doing so, could force us to post cash collateral with the credit card companies for advance ticket sales. The Company provides additional credit to incentivize passengers to keep their purchased tickets for future dates, which helps to maintain healthy levels of Unrestricted Liquidity.

Our quarterly results could fluctuate substantially, and the trading price of our Class A shares may be affected by such variations.

The airline industry is by nature cyclical and seasonal, and our operating results may vary from quarter to quarter. In general, demand for air travel is higher in the third and fourth quarters, particularly in international markets, because of the increase in vacation travel during these periods relative to the remainder of the year. We tend to experience the highest levels of traffic and revenue in July and August, with a smaller peak in traffic in December and January. We generally experience our lowest levels of passenger traffic in April and May. Given our high proportion of fixed costs, seasonality can affect our profitability from quarter to quarter. Demand for air travel is also affected by factors such as disease outbreaks, economic conditions, capacity additions by competitors, war or the threat of war, fare levels and weather conditions. The

COVID-19

pandemic has materially affected demand for air travel and disrupted the normal business cycles in our industry. See “—The

COVID-19

pandemic has had and is expected to continue to have a material adverse impact on our business.”

Due to the factors described above and others described in this annual report,

quarter-to-quarter

comparisons of our operating results may not be good indicators of our future performance. In addition, it is possible that in any quarter our operating results could be below the expectations of investors and any published reports or analyses regarding our Company. In that event, the price of our Class A shares could decline, perhaps substantially.

Our reputation and financial results could be harmed in the event of an accident or incident involving our aircraft or the type of aircraft that we operate.

An accident or incident involving one of our aircraft could involve significant claims by injured passengers and others, as well as significant costs related to the repair or replacement of a damaged aircraft and its temporary or permanent loss from service. We are required by our creditors and the lessors of our aircraft under our operating lease agreements to carry liability insurance, but the amount of such liability insurance coverage may not be adequate and we may be forced to bear substantial losses in the event of an accident. Our insurance premiums may also increase, or we may lose our eligibility for insurance, due to an accident or incident affecting one of our aircraft. Substantial claims resulting from an accident in excess of our related insurance coverage or increased premiums would harm our business and financial results.

Moreover, any aircraft accident or incident, even if fully insured, could cause the public to perceive us as less safe or reliable than other airlines, which could harm our business and results of operations. The Copa brand name and our corporate reputation are important and valuable assets. Adverse publicity (whether or not justified) could tarnish our reputation and reduce the value of our brand. Adverse perceptions of the types of aircraft that we operate arising from safety concerns or other problems, whether real or perceived, or in the event of an accident involving those types of aircraft, could significantly harm our business as the public may avoid flying on our aircraft. See “—If we fail to successfully operate new aircraft, in particular our new Boeing 737 MAX aircraft, our business could be harmed.”

13

Fluctuations in foreign exchange rates could negatively affect our net income.

In 2021, approximately 65.8% of revenues and 80.4% of expenses were denominated in U.S. dollars (for 2020, US dollar-denominated revenues and expenses were 65.7% and 86.0%, respectively). A significant part of our revenue is denominated in foreign currencies, including the Colombian peso, Brazilian real, Mexican peso and Argentinian peso, which represented 13.6%, 8.1%, 2.5% and 2.0%, respectively (for 2020, these foreign currencies-denominated revenues were 9.1%, 9.5%, 2.9% and 4.0%, respectively). If any of these currencies decline in value against the U.S. dollar, our revenues, expressed in U.S. dollars, and our operating margin would be adversely affected. We may not be able to adjust our fares denominated in other currencies to offset any increases in U.S. dollar-denominated expenses, increases in interest expense or exchange losses on fixed obligations or indebtedness denominated in foreign currency.

We are also exposed to exchange rate losses, as well as gains, due to the fluctuation in the value of local currencies against the U.S. dollar between the times we are paid in local currencies and the time we are able to repatriate the revenues in U.S. dollars. Typically, this process takes between one and two weeks in most countries to which we fly.

Changes in accounting standards could adversely affect our financial results.

The IASB, or other regulatory authorities, periodically introduce modifications to financial accounting and reporting standards or issue new financial accounting and reporting standards under which we prepare our consolidated financial statements. These changes can materially affect the way we present our financial condition and results of operations. We may also be required to retroactively apply new or revised standards, which would require us to restate previous financial statements.

Our maintenance costs will increase as our fleet ages.

The average age of our fleet was approximately 9.1 years as of December 31, 2021. Historically, we have incurred low levels of maintenance expenses relative to the size of our fleet because most of the parts on our aircraft are covered under multi-year warranties. As our fleet ages, these warranties expire and the time flown by each aircraft increases, our maintenance costs will increase, both on an absolute basis and as a percentage of our operating expenses.

If we enter into a prolonged dispute with any of our employees, many of whom are represented by unions, or if we are required to substantially increase the salaries or benefits of our employees, it may have an adverse impact on our operations and financial condition.

Approximately 65.8% of our 6,127 employees are unionized. There are currently five unions covering our employees based in Panama: the pilots’ union; the flight attendants’ union; the mechanics’ union; the passenger service agents’ union; and an industry union, which represents ground personnel, messengers, drivers, passenger service agents, counter agents and other

non-executive

administrative staff. Copa entered into collective bargaining agreements with the pilot’s union in July 2017, the industry union in December 2017, the mechanics’ union in June 2018 and the flight attendants’ union in October 2018. We do not have a collective bargain agreement with UGETRACAS, an aviation industry union in Panama, because they do not have the required number of employees. Collective bargaining agreements in Panama typically have four-year terms. In addition to unions in Panama, there are unions in Colombia, Brazil and Argentina that cover our employees in these countries. In Colombia there are three unions covering employees. In Brazil, all airline industry employees in the country are covered by the industry union agreements. In Argentina airport employees are affiliated with an industry union (UPADEP).

A strike, work interruption, stoppage or any prolonged dispute with our employees who are represented by any of these unions could have an adverse impact on our operations. These risks are typically exacerbated during periods of renegotiation with the unions, which typically occurs every two to four years depending on the jurisdiction and the union. Any renegotiated collective bargaining agreement could feature significant wage increases and a consequent increase in our operating expenses. Any failure to reach an agreement during negotiations with unions may require us to enter into arbitration proceedings, use financial and management resources and potentially agree to terms that are less favorable to us than our existing agreements. Employees who are not currently members of unions may also form new unions that may seek further wage increases or benefits.

14

Our business is labor-intensive. We expect salaries, wages, benefits and other employee expenses to increase on a gross basis, and these costs could increase as a percentage of our overall costs. If we are unable to hire, train and retain qualified pilots and other employees at a reasonable cost, our business could be harmed and we may be unable to complete our expansion plans.

Our revenues depend on our relationship with travel agents and tour operators and we must manage the costs, rights and functionality of these third-party distribution channels effectively.

In 2021, a significant portion of our revenues were derived from tickets sold through third-party distribution channels, including those provided by conventional travel agents, online travel agents (“OTAs”) or tour operators. We cannot assure that we will be able to maintain favorable relationships with these ticket sellers. Our revenues could be adversely impacted if travel agents or tour operators elect to favor other airlines or to disfavor us. Our relationship with travel agents and tour operators may be affected by:

• the size of commissions offered by other airlines;

• changes in our arrangements with other distributors of airline tickets; and

• the introduction and growth of new methods of selling tickets.

These third-party distribution channels, along with global distribution systems, or “GDSs,” that travel agents, OTAs and tour operators use to obtain airline travel information and issue airline tickets, are more expensive than those we operate ourselves, such as our website. Certain of these distribution channels also effectively restrict the manner in which we distribute our products generally. To remain competitive, we will need to successfully manage our distribution costs and rights, increase our distribution flexibility and improve the functionality of third-party distribution channels, while maintaining an industry-competitive cost structure. These initiatives may affect our relationships with our third-party distribution channels. Any inability to manage our third-party distribution costs, rights and functionality at a competitive level or any material diminishment or disruption in the distribution of our tickets could have a material adverse effect on our business, results of operations and financial condition.

We rely on third parties to provide our customers and us with services that are integral to our business.

We have several agreements with third-party contractors to provide certain services primarily outside of Panama. Maintenance services include aircraft heavy checks, engine maintenance, overhaul, component repairs and line maintenance activities. In addition to call center services, third-party contractors also provide us with airport services. At airports other than Tocumen International Airport, most of our aircraft services are performed by third-party contractors. Substantially all of our agreements with third-party contractors are subject to termination on short notice. The loss or expiration of these agreements or our inability to renew these agreements or to negotiate new agreements with other providers at comparable rates could negatively impact our business and results of operations. Further, our reliance on third parties to provide reliable equipment or essential services on our behalf could lead us to have less control over the costs, efficiency, timeliness and quality of our service. A contractor’s negligence could compromise our aircraft or endanger passengers and crew. This could also have a material adverse effect on our business. We expect to be dependent on such agreements for the foreseeable future and if we enter any new market, we will need to have similar agreements in place.

We depend on a limited number of suppliers.

We are subject to the risks of having a limited number of suppliers for our aircraft and engines. One of the elements of our business strategy is to save costs by operating a simplified fleet. Copa currently operates a fleet of Boeing

737-800/700

Next Generation aircraft powered by CFM

56-7B

engines from CFM International and Boeing 737MAX 9, powered by Leap 1B engines, from CFM International. If any of Boeing, CFM International or General Electric are unable to perform their contractual obligations, or if we are unable to acquire or lease new aircraft or engines from aircraft or engine manufacturers or lessors on acceptable terms, we would have to find another supplier for a similar type of aircraft or engine.

If we have to lease or purchase aircraft from another supplier, we could lose the benefits we derive from our current fleet composition. We cannot ensure that any replacement aircraft would have the same operating advantages as the Boeing

737-800

Next Generation or Boeing

737-MAX

9 that would be replaced or that Copa could lease or purchase engines that would be as reliable and efficient as the CFM

56-7B

and Leap 1B. We may also incur substantial transition costs, including costs associated with acquiring spare parts for different aircraft models, retraining our employees, replacing our manuals and adapting our facilities. Our operations could also be harmed by the failure or inability of Boeing, CFM International or General Electric to provide sufficient parts or related support services on a timely basis.

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Our business would be impacted if a design defect or mechanical problem with any of the types of aircraft, engines or components that we operate were discovered that would ground any of our aircraft while the defect or problem was being addressed, assuming it could be corrected at all. The use of our aircraft could be suspended or restricted by regulatory authorities in the event of any actual or perceived mechanical or design issues. Following the Ethiopian Airlines accident involving a Boeing 737 MAX 8 aircraft, we suspended operations of our six Boeing 737 MAX 9 aircraft, as regulatory authorities around the world grounded the aircraft, and on November 18, 2020 the FAA rescinded the order that grounded the Boeing

737-MAX

aircraft type and published an Airworthiness Directive and MAX training requirements, paving the way for a return to service. On January 2021, we resumed operations of our Boeing 737 MAX fleet after the authorization of the Autoridad Aeronáutica Civil de Panama. Our business would also be negatively impacted if the public began to avoid flying with us due to an adverse perception of the types of aircraft that we operate stemming from safety concerns or other problems, whether real or perceived, or in the event of an accident involving those types of aircraft or components.

We also depend on a limited number of suppliers with respect to supplies obtained locally, such as our fuel. These local suppliers may not be able to maintain the pace of our growth and our requirements may exceed their capabilities, which may adversely affect our ability to execute our

day-to-day

operations and our growth strategy.

Risks Relating to the Airline Industry

An outbreak of disease or similar public health threat, such as the

COVID-19

pandemic, could have a material adverse impact on the Company’s business, operating results and financial condition.

An outbreak of disease or similar public health threat, or fear of such an event, that affects travel demand or travel behavior could have a material adverse impact on the Company’s business, financial condition and operating results. In addition, outbreaks of disease could result in travel bans or restrictions, increased government restrictions and regulation, including quarantines of our personnel or an inability to access facilities or our aircraft, which could adversely affect our operations. The global

COVID-19

pandemic has caused travel restrictions that have had a significant impact on the airline industry. See “Risks Relating to the

COVID-19

Pandemic.”

The airline industry is highly competitive.

We face intense competition throughout our route network. Overall airline industry profit margins are low and industry earnings are volatile. Airlines compete in the areas of pricing, scheduling (frequency and flight times),

on-time

performance, frequent flyer programs and other services. Some of our competitors have larger customer bases and greater brand recognition in the markets we serve outside Panama, and some of our competitors have significantly greater financial and marketing resources than we have. Airlines based in other countries may also receive subsidies, tax incentives or other state aid from their respective governments, which are not provided by the Panamanian government. In addition, the commencement of or increase in service on the routes we serve by existing or new carriers could negatively impact our operating results. Likewise, competitors’ service on routes that we are targeting for expansion may make those expansion plans less attractive.

We compete with a number of other airlines that currently serve some of the routes on which we operate, including Avianca, American Airlines, Delta Air Lines, Aeromexico, and LATAM Group among others. Strategic alliances, bankruptcy restructurings and industry consolidations characterize the airline industry and tend to intensify competition. In the past, several air carriers have merged and/or reorganized, including certain of our competitors, such as

LAN-TAM,

Avianca-Taca,

American-US

Airways and Delta-Northwest. Furthermore, some of our competitors have received, or may receive, government subsidies due to the

COVID-19

pandemic, including from the U.S. government. As a result, they have benefited from lower operating costs and fare discounting in order to maintain cash flows and to enhance continued customer loyalty. It is uncertain how the implementation of Avianca’s restructuring plan following its emergence from Chapter 11 and the current Chapter 11 proceedings of LATAM and Aeromexico will affect future competition in our markets.

Traditional

hub-and-spoke

carriers in the United States and Europe continue to face substantial and increasing competitive pressure from LCCs offering discounted fares. The LCC business model appears to be gaining acceptance in the Latin American aviation industry. The LCCs’ operations are typically characterized by

point-to-point

route networks focusing on the highest demand city pairs, high aircraft utilization, single class service and fewer

in-flight

amenities. As a result, we may face new and substantial competition from LCCs in the future, which could result in significant and lasting downward pressure on the fares we charge for flights on our routes. Current LCCs such as Volaris, Spirit, JetBlue, Azul and Gol are adding pressure to our fares and are also exploring new competitive routes overflying our Hub. We also expect more competition in the market from newer players such as JetSmart and Sky. In December 2016, Copa’s subsidiary in Colombia, AeroRepública, launched Wingo, a

low-cost

business model to serve domestic destinations and some

point-to-point

international leisure markets, to improve Copa’s position within Colombia and better compete with low unbundled prices from LCCs. Although we intend to compete vigorously and maintain our strong competitive position in the industry, Avianca, LATAM and Viva Air represent a significant portion of the domestic market in Colombia and have access to greater resources as a result of their larger size. Therefore, Copa faces stronger competition now than in recent years, and its prior results may not be indicative of its future performance.

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We must constantly react to changes in prices and services offered by our competitors to remain competitive. The airline industry is highly susceptible to price discounting, particularly because airlines incur very low marginal costs for providing service to passengers occupying otherwise unsold seats. Carriers use discount fares to stimulate traffic during periods of lower demand to generate cash flow and to increase market share. Any lower fares offered by one airline are often matched by competing airlines, which tend to result in lower industry yields with little or no increase in traffic levels. Price competition among airlines in the future could lead to lower fares or passenger traffic on some or all of our routes, which could negatively impact our profitability. We cannot be certain that any of our competitors will not undercut our fares in the future or increase capacity on routes in an effort to increase their respective market share. Although we intend to compete vigorously and to assert our rights against any predatory conduct, such activity by other airlines could reduce the level of fares or passenger traffic on our routes to the point where profitable levels of operations cannot be maintained. Due to our smaller size and lesser financial resources compared to several of our competitors, we may be less able to withstand aggressive marketing tactics or fare wars engaged in by our competitors should such events occur.

Significant changes or extended periods of high fuel costs or fuel supply disruptions could materially affect our operating results.

Fuel costs constitute a significant portion of our total operating expenses, representing approximately 28.1% of operating expenses in 2021, 13.2% of operating expenses in 2020 and 29.5% in 2019. Jet fuel costs have been subject to wide fluctuations as a result of fluctuations in demand, sudden disruptions in and other concerns about global supply, as well as market speculation. Both the cost and availability of fuel are subject to many economic, political, weather, environmental and other factors and events occurring throughout the world that we can neither control nor accurately predict, including international political and economic circumstances such as the political instability in major

oil-exporting

countries in Latin America, Africa and Asia. For example, the recent conflict between Russia and Ukraine beginning in February 2022 has lead to an increase in fuel costs. Due to the evolving nature of the conflict, we can neither predict the duration of the increasing fuel costs nor the extent of its impact on our business operations. Any future fuel supply shortage (for example, as a result of production curtailments by the Organization of the Petroleum Exporting Countries, or “OPEC,” a disruption of oil imports, supply disruptions resulting from severe weather or natural disasters, the continued unrest in the Middle East or otherwise could result in higher fuel prices or further reductions in scheduled airline services). We cannot ensure that we would be able to offset any increases in the price of fuel by increasing our fares.

As of December 31, 2021, the Company was not a party to any outstanding fuel hedge contracts, and has adopted a new strategy of remaining unhedged, while regularly reviewing its policies based on market conditions and other factors. For 2022, although we have not hedged any part of our anticipated fuel needs, we continue to evaluate various hedging strategies and may enter into additional hedging agreements in the future, as any substantial and prolonged increase in the price of jet fuel will likely materially and negatively affect our business, financial condition and results of operation.

We may experience difficulty recruiting, training and retaining pilots and other employees.

The airline industry is a labor-intensive business. We employ a large number of flight attendants, maintenance technicians and other operating and administrative personnel. The airline industry has, from time to time, experienced a shortage of qualified personnel. As is common with most of our competitors, considerable turnover of employees may occur and may not always be predictable. When we experience higher turnover, our training costs may be higher due to the significant amount of time required to train each new employee and, in particular, each new pilot. If our pilots terminate their contracts earlier than anticipated, we may be unable to successfully recoup the costs spent to train those pilots. We cannot be certain that we will be able to recruit, train and retain the qualified employees that we need to continue our current operations to replace departing employees. A failure to hire, train and retain qualified employees at a reasonable cost could materially adversely affect our business, financial condition and results of operations.

Under Panamanian law, there is a limit on the maximum number of

non-Panamanian

employees that we may employ. Our need for qualified pilots has at times exceeded the domestic supply and as such, we have had to hire a substantial number of

non-Panamanian

national pilots. However, we cannot ensure that we will continue to attract Panamanian and foreign pilots. The inability to attract and retain pilots, or a change in Panamanian regulations, may adversely affect our growth strategy by limiting our ability to add new routes or increase the frequency of existing routes.

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Because the airline industry is characterized by high fixed costs and relatively elastic revenues, airlines cannot quickly reduce their costs to respond to shortfalls in expected revenue.

The airline industry is characterized by low gross profit margins, high fixed costs and revenues that generally exhibit substantially greater elasticity than costs. The operating costs of each flight do not vary significantly with the number of passengers flown and, therefore, a relatively small change in the number of passengers, fare pricing or traffic mix could have a significant effect on operating and financial results. These fixed costs cannot be adjusted quickly to respond to changes in revenues, and a shortfall from expected revenue levels could have a material adverse effect on our net income.

In connection with the reduction in demand and revenues caused by the

COVID-19

pandemic, during 2020 and 2021, we reduced the number of flights, suspended capital expenditures (other than necessary aircraft maintenance capital expenditures and any aircraft that is delivered to us under existing contractual arrangements) and reduced fixed and variable expenses. However, this reduction in fixed and variable expenses was gradual and was outpaced by the sudden decrease in revenues. The benefits of these negotiations are reflected on the Company’s CASM

ex-Fuel,

as operations grew to levels similar to 2019.

Our business may be adversely affected by downturns in the airline industry caused by terrorist attacks, political unrest, war or outbreak of disease, which may alter travel behavior or increase costs.

Demand for air transportation may be adversely affected by terrorist attacks, war or political and social instability, an outbreak of a disease or similar public health threat, natural disasters, cyber security threats and other events. Any of these events could cause governmental authorities to impose travel restrictions or otherwise cause a reduction in travel demand or changes in travel behavior in the markets in which we operate. Any of these events in our markets could have a material impact on our business, financial condition and results of operations. Furthermore, these types of situations could have a prolonged effect on air transportation demand and on certain cost items, such as security and insurance costs.

The terrorist attacks in the United States on September 11, 2001, for example, had a severe and lasting adverse impact on the airline industry, in particular, a decrease in airline traffic in the United States and, to a lesser extent, in Latin America. Our revenues depend on the number of passengers traveling on our flights. Therefore, any future terrorist attacks or threat of attacks, whether or not involving commercial aircraft, any increase in hostilities relating to reprisals against terrorist organizations, including an escalation of military involvement in the Middle East, or otherwise, and any related economic impact could result in decreased passenger traffic and materially and negatively affect our business, financial condition and results of operations.

Increases in insurance costs and/or significant reductions in coverage would harm our business, financial condition and results of operations.

Following the 2001 terrorist attacks, premiums for insurance against aircraft damage and liability to third parties increased substantially, and insurers could reduce their coverage or increase their premiums even further in the event of additional terrorist attacks, hijackings, airline crashes or other events adversely affecting the airline industry abroad or in Latin America. In the future, certain aviation insurance could become unaffordable, unavailable, or available only for reduced amounts of coverage that are insufficient to comply with the levels of insurance coverage required by aircraft lenders and lessors or applicable government regulations. While governments in other countries have agreed to indemnify airlines for liabilities that they might incur from terrorist attacks or provide

low-cost

insurance for terrorism risks, the Panamanian government has not indicated an intention to provide similar benefits to us. Increases in the cost of insurance may result in higher fares, which could result in a decreased demand and materially and negatively affect our business, financial condition and results of operations.

Failure to comply with applicable environmental regulations could adversely affect our business.

Our operations are covered by various local, national and international environmental regulations. These regulations cover, among other things, emissions to the atmosphere, disposal of solid waste and aqueous effluents, aircraft noise and other activities that result from the operation of aircraft. Future operations and financial results may vary as a result of such regulations. Compliance with these regulations and new or existing regulations that may be applicable to us in the future could increase our cost base and adversely affect our operations and financial results.

Combatting climate change has been the focus of regulators from regional to international governing bodies. For example, the ICAO has issued the first edition of the Carbon Offsetting and Reduction Scheme for International Aviation (“CORSIA”) to address the increase in total CO2 emissions from international aviation. As Colombia and Panama are member states of ICAO, the Civil Aviation Authorities (“CAAs”) of Panama and Colombia have developed new regulations to implement CORSIA. Under CORSIA, airplane operators must annually report the fuel consumption

18

of their international commercial operations and the corresponding CO2 emissions (domestic operations are excluded from these requirements). Although, the impact of CORSIA cannot be fully predicted, it is still expected to result in increased operating costs for airlines that operate internationally, including COPA. The first annual emissions reports corresponding to Copa Airlines and AeroRepública’s 2019 operations were presented in October 2020 and the 2020 emissions report was presented in May 2021. Copa Airlines and AeroRepública have already presented to their respective CAAs the Emission Monitoring Plan (“EMP”) required by CORSIA.

Carbon emissions by the airline industry and their impact on climate change have become a particular focus in the international community, including in the jurisdictions where we operate. There are various regulations currently in place in the jurisdictions where we operate, and we would expect additional regulations in this area in the future. Other than as described in this annual report, to date those regulations have neither applied to nor had a material effect on our operations. However, our operations may become subject to additional regulation in any of the jurisdictions where we operate, which could lead to an impact on our operations and result in increased costs, which could be material. We expect to continue to monitor and evaluate the potential impact of any additional regulation regarding climate change.

In addition to encouraging CO2 emissions reductions, CORSIA will require airline operators to offset CO2 emissions through payments to authorized carbon banks, which will invest in environmental projects to reduce the global carbon footprint. Copa Airlines and AeroRepública will not be subject to the emissions offsetting requirements until 2027, because Panama and Colombia are not participating in the voluntary first phase of CORSIA. It is possible. However, that various national and regional regulators will enforce their own varying emission restrictions due to concerns over climate change, and even individual airports could adopt climate-related goals around greenhouse gas emission.

In January 2021, the U.S. Environmental Protection Agency (EPA) adopted greenhouse gas emission standards for new aircraft engines designed to implement the ICAO standard, aligned with the 2017 ICAO airplane engine GHG emission standards. The final EPA standards would not apply to engines on

in-service

aircraft. States and environmental groups have challenged the standards. The outcome of the legal challenge cannot be predicted. On September 9, 2021, the U.S. Department of Energy, the U.S. Department of Transportation, and the U.S. Department of Agriculture launched the Sustainable Aviation Fuel Grand Challenge to scale up the production of sustainable aviation fuel, reduce greenhouse gas emissions from aviation, and replace all traditional aviation fuel with sustainable aviation fuel by 2050.

We are subject to risks associated with climate change, including increased regulation of our carbon emissions, changing consumer preferences and the potential increased impacts of severe weather events on our operations and infrastructure.

As customers become more aware of the risks of climate change, their preferences around flying may also change, which can pose a risk to our results of operations. For example, customers may choose to fly less in order to decrease their negative impact to the environment and climate. Customers may also decide to choose airlines they perceive to be operating and conducting business in a more environmentally sustainable manner based on the airline’s reputation. Additionally, customers may opt to take a high speed rail instead of a flight or opt out of traveling entirely by engaging in virtual meetings instead. Debt and equity investors may also make investment decisions based on environmental, social and governance considerations, which could increase our cost of capital, to the extent we do not comply with certain criteria.

In addition, climate change may cause severe weather such as increased storms and flooding, rising sea level, and excessive heat. These conditions could negatively impact our operations and infrastructure. The operational impact can include flight cancelations, flight delays, increased fuel prices, among others. Climate change may even make destinations less attractive for visitors if the destination becomes more prone to extreme weather events. All of these factors could result in loss of revenue. We are not able to predict accurately the materiality of any potential losses or costs associated with the physical effects of climate change.

Combatting climate change has been the focus of regulators from regional to international governing bodies. We are subject to various environmental regulations and may become subject to further regulation in the future. See

“—Failure to comply with applicable environmental regulations could adversely affect our business.”

Even though future requirements resulting from climate change-related regulation are unknown, it is likely that they will adversely affect the business resulting in emission reduction requirements, the need to purchase new equipment or technologies, and other increases to operating costs.

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Risks Relating to Panama and our Region

We are highly dependent on conditions in Panama and, to a lesser extent, in Colombia.

A substantial portion of our assets are located in the Republic of Panama and a significant proportion of our passengers’ trips either originate or end in Panama. Furthermore, substantially all of Copa’s flights operate through our hub at Tocumen International Airport. As a result, we depend on economic and political conditions prevailing from time to time in Panama. Panama’s economic conditions in turn highly depend on the continued profitability and economic impact of the Panama Canal. Control of the Panama Canal and many other assets were transferred from the United States to Panama in 1999 after nearly a century of U.S. control. Political events in Panama may significantly affect our operations.

Wingo’s results of operations are also highly sensitive to macroeconomic and political conditions prevailing in Colombia and any political unrest and instability in Colombia could adversely affect Wingo’s financial condition and results of operations.

Panama and Colombia have experienced significant economic growth over the last several years. However, like other countries in the region and around the world, the economies of Panama and Colombia have been adversely affected by the

COVID-19

pandemic. See “—The

COVID-19

pandemic is having a significant negative impact on the economies of the countries in which we operate, which is reducing demand for travel”. According to International Monetary Fund estimates, during 2022 the Panamanian and Colombian economies are expected to grow 5.0% and 3.8% respectively, as measured by their GDP at constant prices, even with preliminary figures indicating that real GDP increased by 12.0% in Panama and by 7.6% in Colombia in 2021. However, if either economy experiences a sustained recession, or significant political disruptions, our business, financial condition or results of operations could be materially and negatively affected.

Any increase in the taxes we or our shareholders pay in Panama or the other countries where we do business could adversely affect our financial performance and results of operations.

We cannot ensure that our current tax rates will not increase. Our income tax expenses (credit) were ($10.5 million), $23.7 million and $46.4 million in the years ended December 31, 2021, 2020 and 2019, respectively, which represented an effective income tax rate of (19.3%), 3.8% and 15.8%, respectively. We are subject to local tax regulations in each of the jurisdictions where we operate, the great majority of which are related to the taxation of income. In some of the countries to which we fly, we are not subject to income taxes, either because those countries do not have income tax or because of treaties or other arrangements those countries have with Panama. In the remaining countries, we pay income tax at rates ranging from 7% to 34% of income.

Different countries calculate income in different ways, but they are typically derived from sales in the applicable country multiplied by our net margin or by a presumed net margin set by the relevant tax legislation. The determination of our taxable income in certain countries is based on a combination of revenues sourced to each particular country and the allocation of expenses of our operations to that particular country. The methodology for multinational transportation company sourcing of revenues and expenses is not always specifically prescribed in the relevant tax regulations, and therefore is subject to interpretation by both us and the respective taxing authorities. Additionally, in some countries, the applicability of certain regulations governing

non-income

taxes and the determination of our filing status are also subject to interpretation. We cannot estimate the amount, if any, of potential tax liabilities that might result if the allocations, interpretations and filing positions used by us in our tax returns were challenged by the taxing authorities of one or more countries. If taxes were to increase, our financial performance and results of operations could be materially and adversely affected. Due to the competitive revenue environment, many increases in fees and taxes have been absorbed by the airline industry rather than being passed on to the passenger. If we were to pass any of these increases in fees and taxes onto passengers, we may no longer compete effectively as those increases may result in reduced customer demand for air travel with us, thereby reducing our revenues. If we were to absorb any increases in fees and taxes, the additional costs could have a material adverse effect on our results of operations.

The Panamanian tax code for the airline industry states that tax is based on net income earned for passenger and cargo traffic with an origin or final destination in the Republic of Panama. The applicable tax rate is currently 25%. Dividends from our Panamanian subsidiaries, including Copa, are separately subject to a 10% percent withholding tax on the portion attributable to Panamanian-sourced income and a 5% withholding tax on the portion attributable to foreign-sourced income. Additionally, a 7% value added tax is levied on tickets issued in Panama for travel commencing in Panama and going abroad, irrespective of where such tickets were ordered. If such taxes were to increase, our financial performance and results of operations could be materially and adversely affected. In February 2020, the Company received two notifications from the tax authority in Panama related to a tax audit process that began in 2019. The notifications include adjustments to the reported dividend tax for the years 2012 to 2016 and income tax 2016. The Company has filed an administrative appeal, which is the first legal stage under Panamanian laws. The Company, along with its tax advisors, has concluded that it is not probable that an outflow of resources embodying economic benefits will be required to settle these notices. According to Panamanian laws, the statute of limitations is 3 and 15 years for income tax and dividend tax, respectively. If our tax position does not prevail after going through the appeal process, we could have to issue a significant disbursement to the tax authorities.

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Political unrest and instability in Latin American countries in which we operate may adversely affect our business and the market price of our Class A shares.

While geographic diversity helps reduce our exposure to risks in any one country, we operate primarily within Latin America and are thus subject to a full range of risks associated with our operations in these regions. These risks may include unstable political or economic conditions, lack of well-established or reliable legal systems, exchange controls and other limits on our ability to repatriate earnings and changeable legal and regulatory requirements. In Venezuela, for example, we and other airlines and foreign companies may only repatriate cash through specific governmental programs, which may effectively preclude us from repatriating cash for periods of time. In addition, Venezuela has experienced difficult political conditions and declines in the rate of economic growth in recent periods as well as governmental actions that have adversely impacted businesses that operate there. For the year ended December 31, 2021, revenue from the Company’s flights to Venezuela, including connecting traffic, represented about 5.8% of consolidated revenues and direct flights between Panama and Venezuela. Inflation, any decline in GDP or other future economic, social and political developments in Latin America may adversely affect our financial condition or results of operations.

Although conditions throughout Latin America vary from country to country, our customers’ reactions to developments in Latin America generally may result in a reduction in passenger traffic, which could materially and negatively affect our financial condition, results of operations and the market price of our Class A shares.

Risks Relating to Our Class A Shares

The value of our Class A shares may be adversely affected by ownership restrictions on our capital stock and the power of our Board of Directors to take remedial actions to preserve our operating license and international route rights by requiring sales of certain outstanding shares or issuing new stock.

Pursuant to the Panamanian Aviation Act, as amended and interpreted to date, and certain of the bilateral treaties affording us the right to fly to other countries, we are required to be “substantially owned” and “effectively controlled” by Panamanian nationals. Our failure to comply with such requirements could result in the loss of our Panamanian operating license and/or our right to fly to certain important countries. Our Articles of Incorporation (

Pacto Social

) give special powers to our independent directors to take certain significant actions to attempt to ensure that the amount of shares held in us by

non-Panamanian

nationals does not reach a level that could jeopardize our compliance with Panamanian and bilateral ownership and control requirements. If our independent directors determine it is reasonably likely that we will be in violation of these ownership and control requirements and our Class B shares represent less than 10% of our total outstanding capital stock (excluding newly issued shares sold with the approval of our independent director’s committee), our independent directors will have the power to issue additional Class B shares or Class C shares with special voting rights solely to Panamanian nationals. See “Item 10B. Memorandum and Articles of Association—Description of Capital Stock.”

If any of these remedial actions are taken, the trading price of the Class A shares may be materially and adversely affected. An issuance of Class C shares could have the effect of discouraging certain changes of control of Copa Holdings or may reduce any voting power that the Class A shares enjoy prior to the Class C share issuance. There can be no assurance that we would be able to complete an issuance of Class B shares to Panamanian nationals. We cannot be certain that restrictions on ownership by

non-Panamanian

nationals will not impede the development of an active public trading market for the Class A shares, adversely affect the market price of the Class A shares or materially limit our ability to raise capital in markets outside of Panama in the future.

Our controlling shareholder has the ability to direct our business and affairs, and its interests could conflict with those of other shareholders.

All of our Class B shares, representing approximately 26.1% of the economic interest in Copa Holdings and 100% of the voting power of our capital stock, are owned by

Corporación de Inversiones Aéreas, S.A

., or “CIASA,” a Panamanian entity. CIASA is in turn controlled by a group of Panamanian investors. In order to comply with the Panamanian Aviation Act, as amended and interpreted to date, we have amended our organizational documents to modify our share capital so that CIASA will continue to exercise voting control of Copa Holdings. CIASA will not be able to transfer its voting control unless control of our Company will remain with Panamanian nationals. CIASA will maintain voting control of the Company so long as CIASA continues to own a majority of our Class B shares and the Class B shares continue to represent more than 10% of our total share capital (excluding newly issued shares sold with the approval of our independent director’s committee). Even if CIASA ceases to own the majority of the voting power of our capital stock, CIASA may continue to control our Board of Directors indirectly through its control of our Nominating and

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Corporate Governance Committee. As the controlling shareholder, CIASA may direct us to take actions that could be contrary to other shareholders’ interests and under certain circumstances CIASA will be able to prevent other shareholders, including you, from blocking these actions. Also, CIASA may prevent change of control transactions that might otherwise provide an opportunity to dispose of or realize a premium on investments in our Class A shares.

The Class A shares will only be permitted to vote in very limited circumstances and may never have full voting rights.

The holders of Class A shares have no right to vote at our shareholders’ meetings except with respect to corporate transformations of Copa Holdings, mergers, consolidations or spin-offs of Copa Holdings, changes of corporate purpose, voluntary delisting of the Class A shares from the NYSE, the approval of nominations of our independent directors and amendments to the foregoing provisions that adversely affect the rights and privileges of any Class A shares. The holders of Class B shares have the power to elect the Board of Directors and to determine the outcome of all other matters to be decided by a vote of shareholders. Class A shares will not have full voting rights unless the Class B shares represent less than 10% of our total capital stock (excluding newly issued shares sold with the approval of our independent director’s committee). See “Item 10B. Memorandum and Articles of Association—Description of Capital Stock.” We cannot assure that the Class A shares will ever carry full voting rights.

Substantial future sales of our Class A shares by CIASA could cause the price of the Class A shares to decrease.

CIASA owns all of our Class B shares, and those Class B shares will be converted into Class A shares if they are sold to

non-Panamanian

investors. In connection with our initial public offering in December 2005, Continental and CIASA reduced their ownership of our total capital stock from 49.0% to approximately 27.3% and from 51.0% to approximately 25.1%, respectively. In a

follow-on

offering in June 2006, Continental further reduced its ownership of our total capital stock from 27.3% to 10.0%. In May 2008, we and CIASA released Continental from its standstill obligations and they sold down their remaining shares in the public market. CIASA holds registration rights with respect to a significant portion of its shares pursuant to a registration rights agreement entered into in connection with our initial public offering. In March 2010, CIASA converted a portion of its Class B shares into 1.6 million

non-voting

Class A shares and sold such Class A shares in an

SEC-registered

public offering. In the event CIASA seeks to reduce its ownership below 10% of our total share capital, our independent directors may decide to issue special voting shares solely to Panamanian nationals to maintain the ownership requirements mandated by the Panamanian Aviation Act. As a result, the market price of our Class A shares could drop significantly if CIASA further reduces its investment in us, other significant holders of our shares sell a significant number of shares or if the market perceives that CIASA or other significant holders intend to sell their shares. As of December 31, 2021 CIASA owned 26.1% of Copa Holdings’ total capital stock.

Holders of our common stock are not entitled to preemptive rights, and as a result, shareholders may experience substantial dilution upon future issuances of stock by us.

Under Panamanian corporate law and our organizational documents, holders of our Class A shares are not entitled to any preemptive rights with respect to future issuances of capital stock by us. Therefore, unlike companies organized under the laws of many other Latin American jurisdictions, we are free to issue new shares of stock to other parties without first offering them to our existing Class A shareholders. In the future we may sell Class A or other shares to persons other than our existing shareholders at a lower price than the shares already sold, and as a result, shareholders may experience substantial dilution of their interest in us.

Shareholders may not be able to sell our Class A shares at the price or at the time desired because an active or liquid mark et for the Class A shares may not continue.

Our Class A shares are listed on the NYSE. During the three months ended December 31, 2021, the average daily trading volume for our Class A shares as reported by the NYSE was approximately 454,728 shares. Active, liquid trading markets generally result in lower price volatility and more efficient execution of buy and sell orders for our investors. The liquidity of a securities market is often affected by the volume of shares publicly held by unrelated parties. We cannot predict whether an active liquid public trading market for our Class A shares will be sustained.

Our operations in Cuba may adversely affect the market price of our Class A shares

We currently offer passenger, cargo and mail transportation services to and from Cuba. For the year ended December 31, 2021, our transported passengers to and from Cuba represented approximately 0.7% of our total passengers. Our operating revenues from Cuban operations during the year ended December 31, 2021 represented approximately 0.4% of our total consolidated operating revenues for the year. Our assets located in Cuba are not significant.

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The United States administers and enforces broad economic and trade sanctions and restrictions against Cuba, and groups opposed to the Cuban regime may seek to exert pressure on companies doing business in Cuba. U.S. policy towards Cuba has been in flux in recent years and uncertainty remains over the future of U.S. economic sanctions against Cuba and the impact such sanctions will have on our operations, particularly if the United States imposes additional relevant sanctions. While we believe our operations in Cuba are in compliance with all applicable laws, any violations of U.S. sanctions could result in the imposition of civil and/or criminal penalties and have an adverse effect on our business and reputation. Additionally, Title III of the Cuban Liberty and Democratic Solidarity (Libertad) Act of 1996 (the Helms-Burton Act) provides a cause of action for U.S. nationals to bring claims against any person who traffics in property expropriated by the Cuban Government. The scope of any potential claims under the Helms-Burton Act are uncertain and companies with commercial dealings in Cuba have faced claims for damages; we could face such claims in the future.

Certain U.S. states have enacted or may enact legislation regarding investments by state-owned investors, such as public employee pension funds and state university endowments, in companies that have business activities with Cuba. As a result, such state-owned institutional investors may be subject to restrictions with respect to investments in companies such as ours, which could adversely affect the market for our shares.

Our Board of Directors may, in its discretion, amend or repeal our dividend policy. Shareholders may not receive the level of dividends provided for in the dividend policy or any dividends at all.

In February 2016, the Board of Directors approved a change to the dividend policy to limit aggregate annual dividends to an amount equal to 40% of the previous year’s annual consolidated adjusted net income, to be distributed in equal quarterly installments subject to board ratification each quarter. Our Board of Directors may, in its sole discretion and for any reason, amend or repeal any aspect of this dividend policy. Our Board of Directors may decrease the level of dividends provided for in this dividend policy or entirely discontinue the payment of dividends. Future dividends with respect to shares of our common stock, if any, will depend on, among other things, our results of operations, cash requirements, financial condition, contractual restrictions, business opportunities, provisions of applicable law and other factors that our Board of Directors may deem relevant. See “Item 8A. Consolidated Statements and Other Financial Information—Dividend Policy.” On April 26, 2020, given the challenges presented by the

COVID-19

pandemic, the Board decided to postpone payment of dividends for the remainder of 2020. No dividends were paid in 2021.

To the extent we pay dividends to our shareholders, we will have less capital available to meet our future liquidity needs.

Our Board of Directors has reserved the right to amend the dividend policy or pay dividends in excess of the level circumscribed in the dividend policy. The aviation industry has cyclical characteristics, and many international airlines are currently experiencing difficulties meeting their liquidity needs. Also, our business strategy contemplates growth over the next several years, and we expect such growth will require a great deal of liquidity. To the extent that we pay dividends in accordance with, or in excess of, our dividend policy, the money that we distribute to shareholders will not be available to us to fund future growth and meet our other liquidity needs.

Our Articles of Incorporation impose ownership and control restrictions on our Company that ensure that Panamanian nationals will continue to control us and these restrictions operate to prevent any change of control or some transfers of ownership in order to comply with the Aviation Act and other bilateral restrictions.

Under Law No. 21 of January 29, 2003, as amended and interpreted to date, or the “Aviation Act”, which regulates the aviation industry in the Republic of Panama, Panamanian nationals must exercise “effective control” over the operations of the airline and must maintain “substantial ownership”. Under certain of the bilateral agreements between Panama and other countries pursuant to which we have the right to fly to those other countries and over their territories, we must also continue to have substantial Panamanian ownership and effective control by Panamanian nationals to retain these rights. On November 25, 2005, the Executive Branch of the Government of Panama promulgated a decree stating that the “substantial ownership” and “effective control” requirements of the Aviation Act are met if a Panamanian citizen or a Panamanian company is the record holder of shares representing 51% or more of the voting power of the Company. Although the decree has the force of law for so long as it remains in effect, it does not supersede the Aviation Act, and it could be modified or superseded at any time by a future Executive Branch decree. Additionally, the decree has no binding effect on regulatory authorities of other countries whose bilateral agreements impose Panamanian ownership and control limitations on us. These phrases are not defined in the Aviation Act itself or in the bilateral agreements to which Panama is a party, and it is unclear how a Panamanian court or, in the case of the bilateral agreements, foreign regulatory authorities, would interpret them.

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The share ownership requirements and transfer restrictions contained in our Articles of Incorporation, as well as the dual-class structure of our voting capital stock, are designed to ensure compliance with these ownership and control restrictions. See “Item 10B. Memorandum and Articles of Association—Description of Capital Stock”. At the present time, CIASA is the record owner of 100% of our Class B voting shares, representing approximately 26.1% of our total share capital and all of the voting power of our capital stock. These provisions of our Articles of Incorporation may prevent change of control transactions that might otherwise provide an opportunity to realize a premium on investments in our Class A shares. They also ensure that Panamanians will continue to control all the decisions of our Company for the foreseeable future.

The protections afforded to minority shareholders in Panama are different from and more limited than those in the United States and may be more difficult to enforce.

Under Panamanian law, the protections afforded to minority shareholders are different from, and much more limited than, those in the United States and some other Latin American countries. For example, the legal framework with respect to shareholder disputes is less developed under Panamanian law than under U.S. law and there are different procedural requirements for bringing shareholder lawsuits, including shareholder derivative suits. As a result, it may be more difficult for our minority shareholders to enforce their rights against us or our directors or controlling shareholder than it would be for shareholders of a U.S. company. In addition, Panamanian law does not afford minority shareholders as many protections for investors through corporate governance mechanisms as in the United States and provides no mandatory tender offer or similar protective mechanisms for minority shareholders in the event of a change in control. While our Articles of Incorporation provide limited rights to holders of our Class A shares to sell their shares at the same price as CIASA in the event that a sale of Class B shares by CIASA results in the purchaser having the right to elect a majority of our board, there are other change of control transactions in which holders of our Class A shares would not have the right to participate, including the sale of interests by a party that had previously acquired Class B shares from CIASA, the sale of interests by another party in conjunction with a sale by CIASA, the sale by CIASA of control to more than one party, or the sale of controlling interests in CIASA itself.

Item 4. Information on the Company

A. History and Development of the Company

General

Copa was established in 1947 by a group of Panamanian investors and Pan American World Airways, which provided technical and economic assistance as well as capital. Initially, Copa served three domestic destinations in Panama with a fleet of three Douglas

C-47

aircraft. In the 1960s, Copa began its international service with three weekly flights to cities in Costa Rica, Jamaica and Colombia using a small fleet of Avro 748s and Electra 188s. In 1971, Pan American World Airways sold its stake in Copa to a group of Panamanian investors who retained control of the airline until 1986. During the 1980s, Copa suspended its domestic service to focus on international flights.

In 1986, CIASA purchased 99% of Copa, which was controlled by the group of Panamanian shareholders who currently control CIASA. From 1992 until 1998, Copa was a part of a commercial alliance with Grupo TACA’s network of Central American airline carriers. In 1997, together with Grupo TACA, Copa entered into a strategic alliance with American Airlines. After a year our alliance with American Airlines was terminated by mutual consent.

On May 6, 1998, Copa Holdings, S.A., the holding company for Copa and related companies was incorporated as a

sociedad

anónima

under the laws of Panama to facilitate the sale by CIASA of a 49% stake in Copa Holdings to Continental. In connection with Continental’s investment, we entered into an extensive alliance agreement with Continental providing for code-sharing, joint marketing, technical exchanges and other cooperative initiatives between the airlines. At the time of our initial public offering in December 2005, Continental reduced its ownership of our total capital stock from 49% to approximately 27.3%. In a

follow-on

offering in June 2006, Continental further reduced its ownership of our total capital stock from 27.3% to 10.0%. In May 2008, Continental sold its remaining shares in the public market. In March 2010, CIASA sold 4.2% of its interest and as of December 31, 2021 held 26.1% of our total capital stock.

Since 1998, we have grown and modernized our fleet while improving customer service and reliability. Our operational fleet has grown from 13 aircraft in 1998 to 91 aircraft as of December 31, 2021. In 1999, we received our first Boeing

737-700s,

followed by our first Boeing

737-800

in 2003 and our first Embraer 190 in 2005. We discontinued the use of our last Boeing

737-200

in 2005. In 2018, we took delivery of our first four Boeing 737 MAX 9 aircraft. In addition, continuing our fleet optimization and efficiency efforts, in 2020, we signed an aircraft sale and purchase agreement for the remaining Embraer 190 fleet. In 2021, we sold three

B737-700

aircraft. We intend to restore capacity to

pre-pandemic

levels during 2022 and expand our network with new frequencies and routes in the

mid-term.

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On April 22, 2005, we acquired an initial 85.6% equity ownership interest in AeroRepública, which was one of the largest domestic carriers in Colombia in terms of passengers carried. Through subsequent acquisitions, we increased our total ownership interest in AeroRepública to 99.9% by the end of that year. In December 2016, we launched a

low-cost

business model, Wingo, to diversify our offerings and to better compete with other

low-

cost carriers in the markets. We believe that Copa Airlines creates additional passenger traffic in our existing route network by providing Colombian passengers more convenient access to the international destinations served through our Panama hub and by offering direct domestic and international service through our

low-cost

business model, Wingo.

In July 2015, we elected to cease

co-branding

the MileagePlus frequent flyer program in Latin America and launched our own frequent flyer program, ConnectMiles. We believe that establishing our own direct relationship with our customers is essential to better serve them. Copa and UAL will remain strong loyalty partners through our participation in Star Alliance.

In addition, on November 30, 2018, we disclosed that we have entered into a

three-way

joint business agreement (“JBA”) with UAL and Avianca that is intended to cover our combined network between the United States and Latin America (except Brazil). We, UAL and Avianca intend to apply for regulatory approval of the JBA and an accompanying grant of antitrust immunity from the U.S. Department of Transportation and other relevant agencies. However, there can be no assurance as to what the impact will be of the recent

COVID-19

pandemic or Avianca’s Chapter 11 proceedings.

Our registered office is located at Avenida Principal y Avenida de la Rotonda, Urbanización Costa del Este, Complejo Business Park, Torre Norte, Parque Lefevre, Panama City, Panama and our telephone number is +507

304-2774.

The website of Copa Airlines is www.copaair.com. Information contained on, or accessible through, this website is not incorporated by reference herein and shall not be considered part of this annual report. Our agent for service of process in the United States is Puglisi & Associates, 850 Library Avenue, Suite 204, Newark, Delaware 19715, and its telephone number is +(302)

738-6680.

Also, the SEC maintains an internet site (www.sec.gov) that contains reports, proxy and information statements and other information about the Company that the Company has filed electronically with the SEC.

Capital Expenditures

During 2021, our capital expenditures were $412.9 million, which consisted of advance payments and reimbursements on aircraft purchase contracts and acquisition of property and equipment, that correspond mainly to the 7 aircraft that arrived during 2021, compared to capital expenditures of $44.1 million in 2020 and $89.6 million in 2019.

B. Business Overview

We are a leading Latin American provider of airline passenger and cargo service through our two principal operating subsidiaries, Copa Airlines and AeroRepública. Copa Airlines operates from its strategically located position in the Republic of Panama, and AeroRepública operates a

low-cost

business model, Wingo, within Colombia and various cities in the region. As of December 31, 2021, we operate a fleet of 91 aircraft, 77 Boeing

737-Next

Generation aircraft and 14 Boeing 737 MAX 9 aircraft to meet our current capacity requirements. The Company had one purchase contract with Boeing, which entails 66 firm orders of Boeing 737 MAX aircraft, agreed to be delivered between 2022 and 2028.

Copa currently offers approximately 204 daily scheduled flights among 69 destinations in 29 countries in North, Central and South America and the Caribbean from its Panama City hub. Copa provides passengers with access to flights to more than 150 other destinations through code-share arrangements with UAL and other airlines pursuant to which each airline places its name and flight designation code on the other’s flights. Through its Panama City hub, Copa is able to consolidate passenger traffic from multiple points to serve each destination effectively.

Copa has a strategic alliance with United Airlines, or “UAL” or “United,” that encompass joint marketing strategies and code-sharing arrangements, among other things. We have been a member of Star Alliance since June 2012.

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Our Strengths

We believe our primary business strengths that have allowed us to compete successfully in the airline industry include the following:

• Our “Hub of the Americas” airport is strategically located. We believe that Copa’s base of operations at the geographically central location of Tocumen International Airport in Panama City, Panama provides convenient connections to our principal markets in North, Central and South America and the Caribbean, enabling us to consolidate traffic to serve several destinations that do not generate enough demand to justify point-to-point service. Flights from Panama operate with few service disruptions due to weather, contributing to high completion factors and on-time performance. Tocumen International Airport’s sea-level altitude allows our aircraft to operate without the performance restrictions they would be subject to in higher altitude airports. We believe that Copa’s hub in Panama allows us to benefit from Panama City’s status as a center for financial services, shipping and commerce and from Panama’s stable, dollar-based economy, free-trade zone and growing tourism.

• We focus on keeping our operating costs low. In recent years, our low operating costs and efficiency have contributed significantly to our profitability. We believe that our cost per available seat mile reflects our modern fleet, efficient operations and the competitive cost of labor in Panama. During 2020, Panama’s authorities suspended commercial operations to and from Panama, during this time Copa underwent through extensive renegotiations of contracts and a cost reduction exercise that we believe will lead us to achieve CASM ex-fuel below 6.0 cents at approximately 90% of pre-COVID-19 capacity levels. See “—The COVID-19 pandemic has had and is expected to continue to have a material adverse impact on our business.”

• We operate a modern fleet. Our fleet consists of Boeing 737-MAX and Boeing 737 -Next Generation aircraft equipped with winglets and other modern cost-saving and safety features. Over the next several years, we intend to enhance our modern fleet through the addition of 66 Boeing 737 MAX aircraft to be delivered between 2022 and 2028. We believe that our modern fleet contributes to our on-time performance and high completion factor (percentage of scheduled flights not cancelled).

• We believe Copa has a strong brand and a reputation for quality service . We believe that the Copa brand is associated with value to passengers, providing world-class service and competitive pricing. For the year ended December 31, 2021, Copa’s statistic for on-time performance, according to DOT standard methodology of arrivals within 14 minutes of scheduled arrival time, was and its completion factor was 90.3%. We believe our focus on customer service has helped to build passenger loyalty. In addition, the excellent response to our new loyalty program, ConnectMiles, demonstrates the strong affinity Copa customers have for the brand. In January 2022, we were recognized by The Cirium 2021 On Time Performance (OTP) Review as the most on-time airline in Latin America for the eighth consecutive year.

• Our management fosters a culture of teamwork and continuous improvement . Our management team has been successful at creating a culture based on teamwork and focused on continuous improvement. Each of our employees has individual objectives based on corporate goals that serve as a basis for measuring performance. When corporate operational and financial targets are met, employees are eligible to receive bonuses according to our profit-sharing program. See “Item 6D. Employees”. We also recognize outstanding performance of individual employees through company-wide recognition, one-time awards, special events and, in the case of our senior management, grants of restricted stock and stock options. Our goal-oriented culture and incentive programs have contributed to a motivated work force that is focused on satisfying customers, achieving efficiencies and growing profitability.

Our Strategy

Our goal is to continue to grow profitably and enhance our position as a leader in Latin American aviation by providing a combination of superior customer service, convenient schedules and competitive fares, while maintaining competitive costs. The key elements of our business strategy include the following:

• Expand our network by increasing frequencies and adding new destinations. We believe that demand for air travel in Latin America is likely to expand in the next decade, and we intend to use our increasing fleet capacity to meet this growing demand. We intend to focus on expanding our operations by increasing flight frequencies on our most profitable routes and initiating service to new destinations. Copa’s Panama City hub allows us to consolidate traffic and provide non-stop or one-stop connecting service to over 2,000 city pairs, and we intend to focus on providing new or increased service to destinations that we believe best enhance the overall connectivity and profitability of our network.

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• Continue to focus on keeping our costs low . We seek to reduce our cost per available seat mile without sacrificing services valued by our customers as we execute our growth plans. Our goal is to maintain a modern fleet and to make effective use of our resources through efficient aircraft utilization and employee productivity. We intend to reduce our distribution costs by increasing direct sales as well as improving efficiency through technology and automated processes.

• Emphasize superior service and value to our customers. We intend to continue to focus on satisfying our customers and earning their loyalty by providing a combination of superior service and competitive fares. We believe that continuing our operational success in keeping flights on time, reducing mishandled luggage and offering convenient schedules to attractive destinations will be essential to achieving this goal. In January 2022, we were recognized by The Cirium 2021 On Time Performance (OTP) Review as the most on-time airline in Latin America for the eighth consecutive year. We intend to continue to incentivize our employees to improve or maintain operating and service metrics relating to our customers’ satisfaction by continuing our profit-sharing plan and employee recognition programs. We will continue to reward our customer loyalty with, ConnectMiles awards, upgrades and access to our Copa Club lounges.

Industry

In Latin America, the scheduled passenger service market consists of three principal groups of travelers: strictly leisure, business and travelers visiting friends and family. Leisure passengers and passengers visiting friends and family typically place a higher emphasis on lower fares, whereas business passengers typically place a higher emphasis on flight frequency,

on-time

performance, breadth of network and service enhancements, including loyalty programs and airport lounges.

According to data from the International Air Transport Association, or “IATA”, Latin America comprised approximately 6.8% of international worldwide passengers flown in 2020 or 124 million passengers.

The Central American aviation market is dominated by international traffic. According to data from IATA, international revenue passenger kilometers, or “RPKs”, are concentrated between North America and Central America. This segment represented 82% of international RPKs flown to and from Central America in 2019, compared to 13.3% RPKs flown between Central America and South America and 4.6% for RPKs flown between Central American countries. Total RPKs flown on international flights to and from Central America decreased 63.8%, and load factors on international flights to and from Central America were 70% on average.

The chart below details passenger traffic between regions in 2020:

	2020 IATA Traffic Results
	Passenger Kms Flown					Available Seat Kms					Passenger Load Factor
	(Million)		Change (%)			(Million)		Change (%)			Load Factor			Change (%)
North America - Central America / Caribbean		63,324		(60.4	)		91,976		(52.2	)		68.8	%		(14.3 p.p.	)
North America - South America		36,453		(68.8	)		52,663		(61.5	)		69.2	%		(16.4 p.p.	)
Within South America		9,583		(76.2	)		12,716		(74.6	)		75.4	%		(5.1 p.p.	)
Central America/Caribbean - South America		10,255		(72.1	)		13,515		(69.7	)		75.9	%		(6.7 p.p.	)
Within Central America		3,570		(73.4	)		4,900		(71.6	)		72.9	%		(4.9 p.p.	)

For 2020, due to the COVID pandemic, some countries in Latin America declared a suspension of operations for several months. Operations were restarted for most airlines in Latin America in the fourth quarter, and capacity is being gradually restored during 2021 and 2022.

Panama serves as a hub for connecting passenger traffic between major markets in North, South, and Central America and the Caribbean. Accordingly, passenger traffic to and from Panama is significantly influenced by economic growth in surrounding regions.

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Preliminary figures indicate that real GDP increased by 12% in Panama and by 7.6% in Colombia, according to data of the World Economic and Financial Survey conducted by the International Monetary Fund or “IMF”.

	GDP (in US$ billions)				GDP per Capita
	2021		2021		2021
	Current Prices		Real GDP		Current Prices
	(US$)		(% Growth)		(US$)
Argentina		455		7.5		9,929
Brazil		1,646		5.2		7,741
Chile		331		11.0		16,799
Colombia		301		7.6		5,892
Mexico		1,286		6.2		9,967
Panama		60		12.0		13,861
USA		22,940		6.0		69,375

Source: International Monetary Fund, World Economic Outlook Database, October 2021.

Prior to the

COVID-19

pandemic, Panama had benefited from a stable economy with moderate inflation and steady GDP growth. According to IMF estimates, from 2014 to 2021, Panama’s real GDP grew at an average annual rate of 2.7%, while inflation averaged 0.6% per year. The IMF currently estimates Panama’s population to be approximately 4.3 million in 2021, with the majority of the population concentrated in Panama City, where our hub at Tocumen International Airport is located. We believe the combination of a stable, service-oriented economy and steady population growth has helped drive our domestic origin and destination passenger traffic.

Domestic travel within Panama primarily consists of individuals visiting families as well as domestic and foreign tourists visiting the countryside. Most of this travel is done via ground transportation, and its main flow is to and from Panama City, where most of the economic activity and population is concentrated. Demand for domestic air travel is growing and relates primarily to leisure travel from foreign and local tourists. Since January 2015, Copa has operated daily flights to the second-largest city in Panama, David in the province of Chiriqui. The remaining market is served primarily by one local airline, Air Panama, which operates a fleet consisting of mainly turbo prop aircraft generally with less than 50 seats. This airline offers limited international service and operates in the secondary Marcos Gelabert airport of Panama City, which is located 30 minutes by car from Tocumen International Airport.

Colombia is the third largest country in Latin America in terms of population, with a population of approximately 51.0 million in 2021 according to the IMF and has a land area of approximately 440,000 square miles. Colombia’s GDP is estimated to be $300.8 billion for 2021, and per capita income was approximately $5.9 thousand (current prices) according to the IMF. Colombia’s geography is marked by the Andean mountains and an inadequate road and rail infrastructure, making air travel a convenient and attractive transportation alternative. Colombia shares a border with Panama, and for historic, cultural and business reasons it represents a significant market for many Panamanian businesses.

Route Network and Schedules

As of December 31, 2021, Copa provided regularly scheduled flights to 69 cities in North, Central and South America and the Caribbean. These destinations represent 90% the number of cities served in 2019. The reduction in the number of cities served is due to the effects of the

COVID-19

pandemic on the economies in the region. The majority of Copa flights operate through our hub in Panama City which allows us to transport passengers and cargo among a large number of destinations with service that is more frequent than if each route were served directly.

We believe our

hub-and-spoke

model is the most efficient way for us to operate our business since most of the origination/destination city pairs we serve do not generate sufficient traffic to justify

point-to-point

service. Also, since we serve many countries, it would be very difficult to obtain the bilateral route rights necessary to operate a competitive network-wide

point-to-point

system.

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Copa schedules its hub flights using a “connecting bank” structure, where flights arrive at the hub at approximately the same time and depart a short time later. In June 2011, we increased our banks of flights from four to six a day. This allowed us to increase efficiency in the use of hub infrastructure in addition to providing more

time-of-day

choices to passengers.

As a part of our strategic relationship with UAL, Copa provides flights through code-sharing arrangements to over 150 other destinations. In addition to codeshares provided with our Star Alliance partners, Copa also has code-sharing arrangements in place with several other carriers, including Air France, KLM, Iberia, Air Europa, Emirates, Gol, Azul and Cubana.

In addition to increasing the frequencies to destinations we already serve, Copa’s business strategy is also focused on adding new destinations across Latin America, the Caribbean and North America in order to increase the attractiveness of our Hub of the Americas at Tocumen International Airport for intra-American traffic. We currently plan to introduce new destinations and to increase frequencies to many of the destinations that Copa currently serves. Our fleet allows us to improve our service by increasing frequencies and service to new destinations with the

right-sized

aircraft.

In December 2016, we launched a

low-cost

business model, Wingo, to diversify our offerings and to better compete with other

low-cost

carriers in the markets. Wingo serves domestic flights in Colombia and some international cities to and from Colombia. In 2021 we incorporated a new Wingo operator, La Nueva Aerolínea S.A., based in Panama and it is expected to start operating one

737-800

aircraft during 2022.

Revenue by Region

The following table shows our revenue generated in each of our major operating regions.

	Year Ended December 31,
Region	2021			2020			2019			2018
North America (1)		28.9	%		29.8	%		32.0	%		31.2	%
South America		37.6	%		36.0	%		36.5	%		40.6	%
Central America (2)		32.0	%		31.6	%		27.7	%		24.5	%
Caribbean (3)		1.5	%		2.7	%		3.8	%		3.7	%

(1) Includes USA, Canada and Mexico

(2) Includes Panama

(3) Includes Cuba, Dominican Republic, Haiti, Jamaica, Puerto Rico, Aruba, Curaçao, St. Maarten, Bahamas, Barbados and Trinidad and Tobago

Airline Operations

Passenger Operations

Passenger revenue accounted for approximately $1.4 billion in 2021, $760.6 million in 2020, and $2.6 billion in 2019, representing 93.5%, 95.0%, and 96.5%, respectively, of Copa’s total revenues. Leisure traffic, which makes up close to half of Copa’s total traffic, tends to coincide with holidays, school vacations and cultural events and peaks in July and August, and again in December and January. Approximately one third of Copa’s passengers regard Panama City as their destination or origination point, and most of the remaining passengers pass through Panama City in transit to other points on our route network.

Cargo Operations

In addition to our passenger service, we make efficient use of extra capacity in the belly of our aircraft by carrying cargo. Our cargo operations consist principally of freight service. Copa’s cargo business generated revenues of approximately

$71.6

 million

in 2021, $21.0 million in 2020, and $62.5 million in 2019, representing 4.7%, 2.6%, and 2.3% respectively, of Copa’s operating revenues. We primarily move our cargo in the belly of our aircraft; however, we also

wet-lease

and charter freighter capacity when necessary to meet our cargo customers’ needs. In 2021, we converted a Boeing

737-800

passenger aircraft into a cargo aircraft, which we expect will begin its operations later in 2022.

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Pricing and Revenue Management

Copa has designed its fare structure to balance its load factors and yields in a way that it believes will maximize profits on its flights. Copa also maintains revenue management policies and procedures that are intended to maximize total revenues, while remaining generally competitive with those of our major competitors. In 2020, Copa implemented the PROS Revenue Management system, replacing the system formerly used by the company.

Copa charges higher fares for tickets sold on higher-demand routes, tickets purchased on short notice and other itineraries suggesting a passenger would be willing to pay a premium. This represents strong value to Copa’s business customers, who need more flexibility with their flight plans. The number of seats Copa offers at each fare level in each market results from a continual process of analysis and forecasting. Past booking history, seasonality, the effects of competition and current booking trends are used to forecast demand. Current fares and knowledge of upcoming events at destinations that will affect traffic volumes are included in Copa’s forecasting model to arrive at optimal seat allocations for its fares on specific routes. Copa uses a combination of approaches, taking into account yields, flight load factors and effects on load factors of continuing traffic, depending on the characteristics of the markets served, to arrive at a strategy for achieving the best possible revenue per available seat mile, balancing the average fare charged against the corresponding effect on our load factors.

Relationship with UAL

In May 1998, Copa Airlines and Continental entered into a comprehensive alliance agreement to offer a more complete and seamless travel experience to passengers. The agreement encompasses a broad array of activities, including Copa’s participation in Continental’s frequent flyer programs and VIP lounges, as well as trademark agreements merged to permit joint marketing activities. Continental became a subsidiary of UAL after its merger with United Airlines in 2010, and UAL has recognized all benefits of our original alliance with Continental.

As a result of our alliance, we have benefited from Continental’s and UAL’s expertise and experience over the years. For example, prior to July 2015 when we launched our own frequent flyer program, ConnectMiles, we adopted Continental’s OnePass (now UAL’s MileagePlus) frequent flyer program and rolled out a

co-branded

joint product in most of Latin America, which enabled Copa to develop brand loyalty among travelers. The

co-branding

of the OnePass (now MileagePlus) loyalty program helped Copa to leverage the brand recognition that Continental already enjoyed across Latin America and has enabled Copa to compete more effectively against regional airlines. We also have adopted several important information technology systems, such as the SHARES computer reservation system in an effort to maintain commonality with UAL.

Our alliance relationship with UAL enjoys a grant of antitrust immunity from the U.S. Department of Transportation, or “DOT”. The alliance agreement expires in 2026, and is terminable by either airline in cases of, among other things, uncured material breaches of the alliance agreement, bankruptcy, termination of the services agreement for breach, termination of the frequent flyer participation agreement without entering into a successor agreement, certain competitive activities, certain changes of control of either of the parties and certain significant operational service failures.

Trademark License Agreement

. Under our trademark license agreement with UAL, we have the right to use a logo incorporating a design that is similar to the design of the UAL logo. We also have the right to use UAL’s trade dress, aircraft livery and certain other UAL marks under the agreement that allow us to more closely align our overall product with our strategic alliance partner. The trademark license agreement is coterminous with the alliance agreement and can also be terminated for breach. In most cases, we have a period of five years after termination to cease to use the marks on our aircraft, with less time provided for signage and other uses of the marks or in cases where the agreement is terminated for a breach by us.

Joint Business Agreement

In November 2018, Copa Airlines announced it has reached an agreement with UAL and Avianca for a JBA that, pending government approval, is expected to provide substantial benefits for customers, communities and the marketplace for air travel between the United States and 19 countries in Central and South America. The parties to JBA recently agreed to an amendment to the JBA that provides, among other terms, that they will negotiate mutually accepted amendments to the JBA for a period of up to two years after the confirmation of a plan of reorganization in Avianca’s Chapter 11 case.

Sales, Marketing and Distribution

Sales and Distribution

. A significant portion of our sales were completed through travel agents, including OTAs and other airlines while the rest came from direct sales via our city ticket offices, or “CTOs,” call centers, airport counters or website. In recent years, travel agents’ base commissions have decreased significantly in most markets as more efficient

back-end

incentive programs have been implemented to reward selected travel agencies that exceed their sales targets.

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Travel agents obtain airline travel information and issue airline tickets through a direct connection program that we launched in

mid-2021

using the New Distribution Capability (NDC) Level 4 standard and through the traditional global distribution systems, or “GDSs,” that enable them to make reservations on flights from a large number of airlines. GDSs are also used by travel agents to make hotel and car rental reservations. Copa participates actively in all major international GDSs, including SABRE, Amadeus and Travelport. In return for access to these GDS systems, Copa pays transaction fees that are generally based on the number of segments booked through each system.

Copa has a sales and marketing network consisting of 32 ticket offices, including city ticket offices located in Panama and Colombia, in addition to the airports where we operate.

Advertising and Promotional Activities

. In recent years, we have increased our use of digital marketing, including social media via Facebook, Instagram and Twitter to enhance our brand image and engage customers in a new way. Although the majority of our efforts are currently focused on digital channels, our advertising and promotional activities also include the use of television, print, radio and billboards, as well as targeted public relation events in the cities where we fly. We believe that the corporate traveler is an important part of our business, and we particularly promote our service to these customers by conveying the reliability, convenience and consistency of our service and offering value-added services such as convention and conference travel arrangements. We also promote package deals for the destinations where we fly through combined efforts with selected hotels and travel agencies.

Competition

We face considerable competition throughout our route network. Overall airline industry profit margins are relatively low and industry earnings are volatile. Airlines compete in the areas of pricing, scheduling (frequency and flight times),

on-time

performance, frequent flyer programs and other services. Strategic alliances, bankruptcy restructurings and industry consolidations characterize the airline industry and tend to intensify competition.

Copa competes with a number of other airlines that currently serve the routes on which we operate, including Avianca, American Airlines, Delta Air Lines, Spirit, JetBlue, Azul, Aeromexico, Gol, Volaris, Viva Air and LATAM, among others. In order to remain competitive, we must constantly react to changes in prices and services offered by our competitors.

The airline industry continues to experience increased consolidation and changes in international alliances, both of which have altered and will continue to alter the competitive landscape in the industry by resulting in the formation of airlines and alliances with increased financial resources, more extensive global networks and altered cost structures. Moreover, the

COVID-19

pandemic and consequent economic effects has created significant uncertainty about the competitive landscape in the coming years.

The airline industry is highly susceptible to price discounting, particularly because airlines incur very low marginal costs for providing service to passengers occupying otherwise unsold seats. Carriers use discount fares to stimulate traffic during periods of lower demand to generate cash flow and to increase market share. Any lower fares offered by one airline are often matched by competing airlines, which frequently results in lower industry yields with little or no increase in traffic levels. Price competition among airlines could lead to lower fares or passenger traffic on some or all of our routes, which could negatively impact our profitability.

Airlines based in other countries may also receive subsidies, tax incentives or other state aid from their respective governments, which are not provided by the Panamanian government. The commencement of, or increase in, service on the routes we serve by existing or new carriers could negatively impact our operating results. Likewise, competitors’ service on routes that we are targeting for expansion may make those expansion plans less attractive. We must constantly react to changes in prices and services offered by our competitors to remain competitive.

Traditional

hub-and-spoke

carriers in the United States and Europe have in recent years faced substantial and increasing competitive pressure from

low-cost

carriers offering discounted fares. The

low-cost

carriers’ operations are typically characterized by

point-to-point

route networks focusing on the highest demand city pairs, high aircraft utilization, single class service and fewer

in-flight

amenities. As evidenced by the operations of competitors in South and Central American countries it is clear that

low-cost

carriers are gaining acceptance in the Latin American aviation industry.

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With respect to our cargo operations, we will continue to face competition from all of the major airfreight companies, most notably DHL, which has a cargo hub operation at Tocumen International Airport.

Aircraft

As of December 31, 2021, Copa operated a fleet consisting of 91 aircraft

.

As of December 31, 2021, Copa had firm orders to purchase 66 Boeing 737 MAX aircraft to be delivered between 2022 and 2028. In October 2018 Copa signed an aircraft sale and purchase agreement with Azorra Aviation for the sale of five Embraer 190 aircraft in 2019. In 2020, we signed an aircraft sale and purchase agreement for the remaining Embraer 190 aircraft. The deliveries of these aircraft were completed by June 2021.

The current composition of the Copa fleet as of December 31, 2021 is fully described below:

Average Term of Lease

	Number of Aircraft						Remaining		Average Age		Seating
	Total		Owned		Leased		(Years)		(Years)		Capacity
Boeing 737 MAX		14		14		0		0.0		1.8		166
Boeing 737-700		9		9		0		0.0		18.2		124
Boeing 737-800		68		41		27		2.4		9.4		154/160/186
Total		91		64		27		2.4		9.1		—

The table below describes the expected size of our fleet at the end of each year set forth below, assuming delivery of all aircraft for which we currently have firm orders but not taking into account any aircraft for which we have purchase rights and options:

Aircraft Type	2022		2023		2024		2025		2026		2027		2028
737-700		9		9		3		0		0		0		0
737-800		68		59		48		41		41		41		39
737-MAX (1)		22		32		46		55		64		73		80
Total Fleet		99		100		97		96		105		114		119

(1) We have the flexibility to choose between the different members of the 737 MAX family. The delivery schedule above reflects contractual commitments.

The Boeing 737 aircraft currently in our fleet are fuel-efficient and suit our operations well for the following reasons:

• They have simplified maintenance procedures.

• They require just one type of standardized training for our crews.

• They have one of the lowest operating costs in their class.

Our focus on profitable operations means that we periodically review our fleet composition. As a result, our fleet composition changes over time when we conclude that adding other types of aircraft will help us achieve this goal. Following our strategy, by December 31, 2021 we had an order for 66 Boeing 737 MAX aircraft. The 737 MAX provides additional benefits to the current fleet such as fuel efficiency, longer range and additional capacity compared to the current Copa seat configuration. Following the Ethiopian Airlines accident involving a Boeing 737 MAX 8 aircraft, we suspended operations of our six Boeing 737 MAX 9 aircraft as regulatory authorities around the world grounded the aircraft. On November 18, 2020 the FAA rescinded its grounding order, issued an airworthiness directive, and published training requirements enabling the Company to begin modifying certain operating procedures, implementing enhanced pilot training requirements, installing

FAA-approved

flight control software updates, and completing other required maintenance tasks specific to the MAX aircraft. On January 2021, we resumed operations of our Boeing 737 MAX fleet after the authorization of the

Autoridad Aeronáutica Civil de Panama.

Through several special purpose vehicles, we currently have beneficial ownership of 64 of our aircraft. In addition, we lease 27 of our Boeing

737-800s

under long-term lease agreements that have an average remaining term of 2.4 years. Leasing some of our aircraft provides us with flexibility to change our fleet composition if we consider it to be in our best interests to do so. We make monthly rental payments, some of which are based on floating rates, but we are not required to make termination payments at the end of the lease.

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Currently, we do not have purchase options under any of our operating lease agreements. Under our operating lease agreements, we are required to make supplemental rent payments at the end of the lease that are calculated with reference to the aircraft’s maintenance schedule. In either case, we must return the aircraft in the agreed-upon condition at the end of the lease term. Title to the aircraft remains with the lessor. We are responsible for the maintenance, servicing, insurance, repair and overhaul of the aircraft during the term of the lease.

To better serve our business travelers, we offer a business class (

Clase Ejecutiva

) configuration in our fleet. Our business class service features upgraded meal service, special

check-in

desks, bonus mileage for full-fare business class passengers and access to VIP lounges. Our Boeing

737-800

aircraft currently have two different configurations, one with 16 business class seats with

38-inch

pitch; and a second, with

48-inch

pitch seats, which is currently being used in 36 of our

737-800s.

In order to accommodate these seats, a row from economy class was removed, decreasing the total number of seats in those aircraft from 160 to 154. The Boeing 737 MAX 9 aircraft feature two configurations: one with 16 full

lie-flat

seats in business class (Dreams) and a total of 166 seats and another configuration with 12 full

lie-flat

seats in business class (Dreams) and a total of 174 seats.

Also, within the Copa Holdings fleet, there are eight

737-800s

dedicated to the operations of Wingo. These aircraft are equipped with 186 economy class seats.

Each of our Boeing

737-Next

Generation aircraft is powered by two CFM International Model CFM

56-7B

engines. Our Boeing 737 MAX 9 aircraft are powered by two CFM International Leap 1B engines. We currently have nine spare engines for service replacements and for periodic rotation through our fleet.

Maintenance

The maintenance performed on our aircraft can be divided into two general categories: line and heavy maintenance. Line maintenance consists of routine, scheduled maintenance checks on our aircraft, including

pre-flight,

service visits,

“A-checks”

and any diagnostics and routine repairs. Copa’s line maintenance is performed by Copa’s own technicians at our main base in Panama and/or at the out stations by Copa Airlines and/or AeroRepública employees or third-party contractors. Heavy maintenance consists of more complex inspections and overhauls, including

“C-checks,”

and servicing of the aircraft that cannot be accomplished during an overnight visit. Maintenance checks are performed intermittently as determined by the aircraft manufacturer through Copa Airlines AAC approved maintenance program. These checks are based on the number of hours, departures or calendar months flown. Historically we had contracted with certified outside maintenance providers, such as COOPESA. In October of 2010, Copa decided to begin performing a portion of the heavy maintenance work

in-house.

The hiring, training, facility and tooling setup, as well as enhancing certain support shops, were completed during a

ten-month

period. Ultimately, Copa acquired the required certifications by the local authorities to perform the first

in-house

C-Check

in August 2011, followed by its second

C-check

in October of the same year. Today we are performing a continuous line of

C-Checks

in-house

for the entire year, and on January 20, 2017 we held the ground-breaking of our new maintenance facility at Tocumen International Airport which allows us to perform up to three complete continuous lines of

C-checks,

as required. The new facility commenced operations in January 2019. In 2021, 22 heavy maintenance checks were successfully performed

in-house.

When possible, Copa attempts to schedule heavy maintenance during its lower-demand seasons in order to maximize productive use of its aircraft. Additionally, as of the December 31, 2021, three of our Boeing

737-700/800

are still in CAVU Aerospace at Roswell International Air Center in New Mexico for storage due to the

COVID-19

pandemic impact on the economies we serve and our operations.

Copa has exclusive long-term contracts with GE Engines whereby they perform maintenance on all of our

CFM-56

engines.

In October of 2014, Copa Airlines established its own maintenance technician training academy. Through this program, we recruit and train technicians through

on-the-job

training and formal classes. These future technicians stay in the program for four years total. After the first two years, each trainee receives their airframe license and becomes a mechanic. After the next two years, each trainee receives their power plant license and is released as a mechanic into our work force.

Copa Airlines and AeroRepública employ, system-wide, around 477 maintenance professionals, who perform maintenance in accordance with maintenance programs that are established by the manufacturers and approved and certified by international aviation authorities. Every mechanic is trained in factory procedures and goes through our own rigorous

in-house

training program. Every mechanic is licensed by the AAC and approximately 24 of our mechanics are also licensed by the FAA. Our safety and maintenance procedures are reviewed and periodically audited by the AAC (Panama), UAEAC (Colombia), the FAA (United States), IATA (IOSA) and, to a lesser extent, every foreign country to which we fly. Copa Airlines’ maintenance facility at Tocumen International Airport has been certified by the FAA as an approved repair station, under FAR Part 145, and once a year the FAA inspects this facility to validate and renew the certification. Copa’s aircraft are initially covered by warranties that have a term of four years, resulting in lower maintenance expenses during the period of coverage. All of Copa Airlines’ and AeroRepública’s mechanics are trained to perform line maintenance on each of the Boeing

737-Next

Generation and Boeing 737 MAX.

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All of AeroRepública’s’s maintenance and safety procedures are certified by the

Aeronáutica Civil

of Colombia and Bureau Veritas Quality International (“BVQI”), the institute that issues International Organization for Standardization, or “ISO,” quality certificates. All of AeroRepública’s maintenance personnel are licensed by the

Aeronáutica Civil

of Colombia. In December 2017, AeroRepública received its IATA Operational Safety Audit, or “IOSA,” compliance certification, which will remain valid until December 2021.

Safety

We place a high priority on providing safe and reliable air service. We are focused on continuously improving our safety performance by implementing internationally recognized best practices such as Safety Management System, or “SMS,” Flight Data Analysis (FDA), internal and external operational safety audits, and associated programs.

Our SMS provides operational leaders with reactive, proactive, and predictive data analyses that are delivered on a frequent and recurring basis. This program also uses a three-tiered meeting structure to ensure the safety risk of all identified hazards are assessed and corrective actions (if required) are implemented. At the lowest meeting level, the Operational Leaders review the risk assessments, assign actions, and monitor progress. At the middle meeting level, the Chief Operations Officer meets with the Operational Leaders to ensure all cross-divisional issues are properly addressed and funded. At the highest meeting level, the Chief Executive Officer monitors the performance of the SMS program and ensures the safety risk is being properly managed.

The SMS is supported by safety investigations and a comprehensive audit program. Investigations are initiated either by operational events or analyses of relevant trend information, such as via our Flight Data Analysis program. These investigations are conducted by properly qualified and trained internal safety professionals. Our audit program consists of three major components. The first serves as the aircraft maintenance quality assurance program and is supported by six dedicated maintenance professionals. The second team consists of an internal team dedicated to conducting standardized audits of airport, flight operations, and associated functions. The third component of our audit program is a biennial audit of all operational components by the internationally recognized standard IOSA (IATA Operational Safety Audit). In 2021 Copa Airlines and AeroRepública successfully completed IOSA audits by external providers.

Airport Facilities

We believe that our hub at Panama City’s Tocumen International Airport (PTY) is an excellent base of operations for the following reasons:

• Panama’s consistently temperate climate is ideal for airport operations.

• Tocumen International Airport is the only airport in Central America with two operational runways. Also, unlike some other regional airports, consistent modernization and growth of our hub has kept pace with our needs. In 2012, Tocumen International Airport completed Phase II of an expansion project of the existing terminal. In 2013, Tocumen International Airport awarded the bid for the construction of a new terminal (“Terminal 2” or “T2”), with an additional 20 gates and eight remote positions. Terminal 2 started operating a few gates during the early part of 2019. In 2021, Tocumen International Airport terminated the contract with Odebrecht due to their non-compliance in the construction of the new passenger terminal. As of February 28, 2022, the contract is still in dispute, and no other company has been selected to continue with the construction of Terminal 2.

• Panama’s central and sea level location provides a very efficient base to operate our narrow body fleet, efficiently serving short and long-haul destinations in Central, North and South America, as well as the Caribbean.

Tocumen International Airport is operated by an independent corporate entity established by the government, where stakeholders have a say in the operation and development of the airport. The law that created this entity also provided for a significant portion of revenues generated at Tocumen International Airport to be used for airport expansion and improvements. None of the airlines operating at Tocumen International Airport have any formal, written agreements with the airport management to govern access fees, landing rights or allocation of terminal gates. We rely upon our good working relationship with the airport’s management and the Panamanian government to ensure that we have access to the airport resources we need at prices that are reasonable.

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We provide most of our own ground services and handling of passengers and cargo at Tocumen International Airport. In addition, we provide services to several of the main foreign airlines that operate at Tocumen International Airport. In most of the other airports where we operate, airport support services are provided by external third parties.

We use a variety of facilities at Tocumen International Airport, including our maintenance hangars and our operations facilities in the airport terminal. In January 2019, we opened a new hangar next to our existing maintenance facility. This new hangar has an area of approximately 90,000 square feet and can accommodate up to three narrow body aircraft simultaneously.

Our Gold and higher PreferMember passengers have access to a Copa Club at the Tocumen International Airport in Panama. These passengers also have access to other Copa Clubs in the region, which are strategically located in San José, Guatemala City, Santo Domingo and Bogota.

Fuel

Fuel costs are extremely volatile, as they are subject to many global economic, geopolitical, weather, environmental and other factors that we can neither control nor accurately predict. Due to its inherent volatility, aircraft fuel has historically been our most unpredictable unit cost. In the past, rapid increases in prices have come from increased demand for oil coupled with limited refinery capacity and instability in

oil-exporting

countries.

Aircraft Fuel Data

	2021		2020		2019
Average price per gallon of jet fuel into plane (excluding hedge) (in U.S. dollars)	$	2.14	$	1.81	$	2.16
Gallons consumed (in millions)		177.4		92.8		321.4
Available seat miles (in millions)		14,934		7,301		25,113
Gallons per ASM (in hundredths)		1.19		1.27		1.28

In 2021, the average price of West Texas Intermediate or “WTI” crude oil, a benchmark widely used for crude oil prices that is measured in barrels and quoted in U.S. dollars, increased by 73.3% from $39.2 per barrel to $68.0 per barrel. In 2021, we did not hedge any of our fuel needs, and we have not hedged any part of our fuel needs for 2022. Although we have not added hedge positions since August of 2015, we continue to evaluate various hedging strategies and may enter into additional hedging agreements in the future, as any substantial and prolonged increase in the price of jet fuel will likely materially and negatively affect our business, financial condition and results of operation. In the past, we have managed to offset some of the increases in fuel prices with higher load factors, fuel surcharges and fare increases. In addition, our relatively young, winglet-equipped fleet and robust fuel conservation measures also help us mitigate the impact of higher fuel prices.

Additionally, global geopolitical events, such as the conflict between Russia and Ukraine beginning in February 2022, have led to an increase in fuel costs which may negatively impact our business operations. Due to the evolving nature of such events, we are unable to predict the duration of the conflict or the extent of the impact on our business.

Insurance

We maintain passenger liability insurance in an amount consistent with industry practice, and we insure our aircraft against losses and damages on an “all risks” basis. We have obtained all insurance coverage required by the terms of our leases. We believe our insurance coverage is consistent with airline industry standards and appropriate to protect us from material losses in light of the activities we conduct. No assurance can be given, however, that the amount of insurance we carry will be sufficient to protect us from material losses. By leveraging the purchasing power of our alliance partner, UAL, we have been able to negotiate lower premiums than those we would get if we were to purchase a standalone Hull and Airline Liability Insurance policy.

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Environmental

Our operations are covered by various local, national, and international environmental regulations. These regulations cover, among other things, gas emissions into the atmosphere, disposal of solid waste and aqueous effluents, aircraft noise, and other activities that result from the operation of aircraft and our aircraft comply with all environmental standards applicable to their operations as described in this annual report. Currently, we maintain an Environmental Management and Adequacy Program (“PAMA”), in all our facilities located in Panama, including our maintenance hangar and support facilities at the Tocumen International Airport, Administrative Offices in Costa del Este and Training Center in Clayton. This program was approved by the Panamanian National Environmental Authority (“ANAM”) in 2013, a governmental entity now named the Ministry of Environment (“MiAmbiente”), and includes actions such as a recycling program, better use of natural resources and final disposition of the unfiltered water used for aircraft maintenance, among many others. Currently, the Copa Tocumen International Airport’s PAMA final report is presented to MiAmbiente on an annual basis to monitor and report our environmental

follow-up

assessments. Copa Airlines is an active signatory company of the Global Compact of the United Nations with its local chapter of the Global Compact Network Panama, and have, thus, published our Communication on Progress (“COP”) since October 2001. This Global Compact agreement requires us to implement measures like maintaining a young fleet, incorporating new navigation technologies such as RNAV to reduce fuel consumption, installing latest generation winglets and scimitars in our planes to reduce fuel consumption and recycling, among many others.

Starting in 2019, Copa is reporting the fuel consumption burned during its annual flight operations and its gas emissions to the AAC. As a result, Copa is in line with the global aviation effort led by ICAO, Colombia, and Panama Civil Aviation Authorities with the implementation of the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). The first gas emissions report corresponding to 2019 operations was successfully delivered to the AAC on October 2020, after passing the audit by our external Verification Body of greenhouse gas emissions accredited by ICAO. The Gas Emissions Report (ER) corresponding to 2020 operations was delivered to the AAC on May 2021.

In 2021, we were able to collect a total of 41 tons of recycling materials in Panama’s Copa facilities and avoid sending waste to the landfill. During the same period, we recycled vehicle oil and aircraft fuel, for which we outsourced the collection of 10,801 gallons of hydrocarbons for use as alternative fuel for other industries, thus avoiding the contamination of natural resources. We also outsourced the collection of 435,319 gallons of water contaminated with chemicals generated during aircraft cleaning and painting operations, and from vehicle maintenance processes. The subsequent treatment of the collected water made it possible to recover 348,255 gallons of water which were then returned to nature. We have properly disposed of a total of 25,190 kilograms of chemical waste from Aircraft Maintenance operations.

Regulation

Panama

Authorizations and Certificates

. Panamanian law requires airlines providing commercial services in Panama to hold an Operation Certificate and an Air Transportation License/Certificate issued by the AAC. The Air Transportation Certificate specifies the routes, equipment used, capacity, and frequency of flights. This certificate must be updated every time Copa acquires new aircraft, or when routes and frequencies to a particular destination are modified.

Panamanian law also requires that the aircraft operated by Copa Airlines be registered with the Panamanian National Aviation Registrar kept by the AAC, and that the AAC certifies the airworthiness of each aircraft in the fleet.

The Panamanian government does not have an equity interest in our Company. Bilateral agreements signed by the Panamanian government have protected our operational position and route network, allowing us to have a significant hub in Panama to transport traffic within and between the Americas and the Caribbean. All international fares are filed and, depending on the bilateral agreement, are technically subject to the approval of the Panamanian government. Historically, we have been able to modify ticket prices on a daily basis to respond to market conditions. Copa Airlines’ status as a private carrier means that it is not required under Panamanian law to serve any particular route and is free to withdraw service from any of the routes it currently serves, subject to bilateral agreements. We are also free to determine the frequency of service we offer across our route network without any minimum frequencies imposed by the Panamanian authorities.

Ownership Requirements

. The most significant restriction on our Company imposed by the Panamanian Aviation Act, as amended and interpreted to date, is that Panamanian nationals must exercise “effective control” over the operations of the airline and must maintain “substantial ownership.” These phrases are not defined in the Aviation Act itself and it is unclear how a Panamanian court would interpret them. The share ownership requirements and transfer restrictions contained in our Articles of Incorporation, as well as the structure of our capital stock described under the caption “Description of Capital Stock”, are designed to ensure compliance with these ownership and control restrictions created by the Aviation Act. While we believe that our ownership structure complies with the ownership and control restrictions of the Aviation Act as interpreted by a decree by the Executive Branch, we cannot assure you that a Panamanian court would share our interpretation of the Aviation Act or the decree or that any such interpretations would remain valid for the entire time you hold our Class A shares.

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Although the Panamanian government does not currently have the authority to dictate the terms of our service, the government is responsible for negotiating the bilateral agreements with other nations that allow us to fly to other countries. Several of these agreements require Copa to remain “effectively controlled” and “substantially owned” by Panamanian nationals in order for us to use the rights conferred by the agreements. Such requirements are analogous to the Panamanian Aviation Act described above that requires Panamanian control of our business.

Antitrust Regulations.

In 1996, the Republic of Panama enacted antitrust legislation, which regulates industry concentration and vertical anticompetitive practices and prohibits horizontal collusion. The Consumer Protection and Free Trade Authority is in charge of enforcement and may impose fines only after a competent court renders an adverse judgment. The law also provides for direct action by any affected market participant or consumer, independently or through class actions. The law does not provide for the granting of antitrust immunity, as is the case in the United States. In February 2006, the antitrust legislation was amended to increase the maximum fines that may be assessed to $1,000,000 for violations and $250,000 for minor infractions of antitrust law. In October 2007, the antitrust legislation was amended again to include new regulations.

Colombia

Even though the Colombian aviation market continues to be regulated by the Colombian Civil Aviation Administration,

Unidad Especial Administrativa de Aeronáutica Civil

, or “

Aeronáutica Civil

,” the government policies have become more liberal in recent years.

Colombia has expanded its open-skies agreements with several countries in the last years. In addition to Aruba and the Andean Pact nations of Bolivia, Ecuador and Peru, open-skies agreements have been negotiated with Costa Rica, El Salvador, Panama and Dominican Republic. In the framework of liberalization between Colombia and Panama, any airline has the right to operate unlimited frequencies between any city pair of the two countries. As a result, Copa offers scheduled services between nine main cities in Colombia and Panama. In November 2010, Colombia signed an open-skies agreement with the United States, which took effect in January 2013. With respect to domestic aviation, airlines must present feasibility studies to secure specific route rights, and no airline may serve the city pairs with the most traffic unless that airline has at least five aircraft with valid airworthiness certificates. While

Aeronáutica Civil

has historically regulated the competition on domestic routes, in December 2012 it revoked a restriction requiring a maximum number of competing airlines on each domestic route.

In October 2011,

Aeronáutica Civil

announced its decision to liberalize air fares in Colombia starting April 1, 2012, including the elimination of fuel surcharges. However, airlines are required to charge an administrative fee (

tarifa administrativa

) for each ticket sold on domestic routes within Colombia through an airline’s direct channels. Passengers in Colombia are also entitled by law to compensation in the event of delays in excess of four hours, over-bookings and cancellations. Currently, the San Andrés, Bogotá, Pereira, Cali, Cartagena, Medellin, Bucaramanga, Santa Marta and Cucuta airports, among others, are under private management arrangements. The government’s decision to privatize airport administration in order to finance the necessary expansion projects and increase the efficiency of operations has increased airports fees and facility rentals at those airports.

Authorization and Certificates.

Colombian law requires airlines providing commercial services in Colombia to hold an operation certificate issued by the

Aeronáutica Civil,

which is renewed every five years. AeroRepública’s operation certificate was renewed in 2017.

Safety Assessment.

On December 9, 2010, Colombia was

re-certified

as a Category 1 country under the FAA’s IASA program.

Ownership Requirements.

Colombian regulations establish that an airline satisfies the ownership requirements of Colombia if it is registered under the Colombian Laws and Regulations.

Antitrust Regulations.

In 2009, an antitrust law was issued by the Republic of Colombia; however, commercial aviation activities remain under the authority of the

Aeronáutica Civil

.

Airport Facilities.

The airports of the major cities in Colombia have been granted to concessionaries, who impose charges on the airlines for the rendering of airport services. The ability to contest these charges is limited, but contractual negotiations with the concessionaries are possible.

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United States

Operations to the United States by

non-U.S.

airlines, such as Copa Airlines, are subject to Title 49 of the U.S. Code, under which the DOT, the FAA and the TSA exercise regulatory authority. The U.S. Department of Justice also has jurisdiction over airline competition matters under federal antitrust laws.

Authorizations and Licenses

. The DOT has jurisdiction over international aviation with respect to air transportation to and from the United States, including regulation of related route authorities, the granting of which are subject to review by the President of the United States. The DOT exercises its jurisdiction with respect to unfair practices and methods of competition by airlines and related consumer protection matters as to all airlines operating to and from the United States. Copa Airlines is authorized by the DOT to engage in scheduled and charter air transportation services, including the transportation of persons, property (cargo) and mail, or combinations thereof, between points in Panama and points in the United States and beyond (via intermediate points in other countries). Copa Airlines holds the necessary authorizations from the DOT in the form of a foreign air carrier permit, an exemption authority and statements of authorization to conduct our current operations to and from the United States. The exemption authority was granted by the DOT in February 1998 and was due to expire in February 2000. However, the authority remains in effect by operation of law under the terms of the Administrative Procedure Act pending final DOT action on the application we filed to renew the authority on January 3, 2000. There can be no assurance that the DOT will grant the application. Our foreign air carrier permit has no expiration date.

Copa Airlines’ operations in the United States are also subject to regulation by the FAA with respect to aviation safety matters, including aircraft maintenance and operations, equipment, aircraft noise, ground facilities, dispatch, communications, personnel, training, weather observation, air traffic control and other matters affecting air safety. The FAA requires each foreign air carrier serving the United States to obtain operational specifications pursuant to 14 CFR Part 129 of its regulations and to meet operational criteria associated with operating specified equipment on approved international routes. We believe that we are in compliance in all material respects with all requirements necessary to maintain in good standing our operations specifications issued by the FAA. The FAA can amend, suspend, revoke or terminate those specifications, or can temporarily suspend or permanently revoke our authority if we fail to comply with the regulations, and can assess civil penalties for such failure. A modification, suspension or revocation of any of our DOT authorizations or FAA operating specifications could have a material adverse effect on our business. The FAA also conducts safety audits and has the power to impose fines and other sanctions for violations of airline safety regulations. We have not incurred any material fines related to operations. The FAA also conducts safety International Aviation Safety Assessment, or “IASA,” as to Panama’s compliance with ICAO safety standards. Panama is currently considered a Category 1 country that complies with ICAO international safety standards. As a Category 1 country, no limitations are placed upon our operating rights to the Unites States. If the FAA should determine that Panama does not meet the ICAO safety standards, the FAA and DOT would restrict our rights to expand operations to the United States.

Security

. On November 19, 2001, the U.S. Congress passed, and the President signed into law, the Aviation and Transportation Security Act or the “Aviation Security Act”. This law federalized substantially all aspects of civil aviation security and created the TSA, an agency of the Department of Homeland Security, to which the security responsibilities previously held by the FAA were transitioned. The Aviation Security Act requires, among other things, the implementation of certain security measures by airlines and airports, such as the requirement that all passengers, their bags and all cargo be screened for explosives and other security-related contraband. Funding for airline and airport security required under the Aviation Security Act is provided in part by a $2.50 per segment passenger security fees for flights departing from the United States, subject to a $10 per roundtrip cap; however, airlines are responsible for costs incurred to meet security requirements beyond those provided by the TSA. The United States government is considering increases to this fee as the TSA’s costs exceed the revenue it receives from these fees. Implementation of the requirements of the Aviation Security Act has resulted in increased costs for airlines and their passengers. Since the events of September 11, 2001, the U.S. Congress has mandated, and the TSA has implemented numerous security procedures and requirements that have imposed and will continue to impose burdens on airlines, passengers and shippers.

Passenger Facility Charges

. Most major U.S. airports impose passenger facility charges. The ability of airlines to contest increases in these charges is restricted by federal legislation, DOT regulations and judicial decisions. With certain exceptions, air carriers pass these charges on to passengers. However, our ability to pass through passenger facility charges to our customers is subject to various factors, including market conditions and competitive factors. Passenger facility charges are capped at $4.50 per flight segment with a maximum of two PFCs charged on a

one-way

trip or four PFCs on a round trip, for a maximum of $18 total, respectively.

Airport Access

. Two U.S. airports at which we operate, O’Hare International Airport in Chicago (O’Hare) and John F. Kennedy International Airport in New York, or “JFK”, were formerly designated by the FAA as “high density” traffic airports subject to arrival and departure slot restrictions during certain periods of the day. From time to time, the FAA has also issued temporary orders imposing slot restrictions at certain airports. Although slot restrictions at JFK were formally eliminated as of January 1, 2007, on January 15, 2008, the FAA issued an order limiting the number of scheduled flight operations at JFK during peak hours to address the over-scheduling, congestion and delays at JFK. The FAA is currently contemplating the implementation of a long-term congestion management rule at LaGuardia Airport, JFK and Newark Liberty International Airport, which would replace the order currently in effect at JFK. We cannot predict the outcome of this potential rule change on our costs or ability to operate at JFK.

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On July 8, 2008, the DOT also issued a revised Airport Rates and Charges policy that allows airports to establish

non-weight

based fees during peak hours and to apportion certain expenses from “reliever” airports to the charges for larger airports in an effort to limit congestion.

Noise Restrictions.

Under the Airport Noise and Capacity Act of 1990 and related FAA regulations, aircraft that fly to the United States must comply with certain Stage 3 noise restrictions, which are currently the most stringent FAA operating noise requirements. All of our Copa aircraft meet the Stage 3 requirement.

Other Regulation.

U.S. laws and regulations have been proposed from time to time that could significantly increase the cost of airline operations by imposing additional requirements or restrictions on airlines. There can be no assurance that laws and regulations currently enacted or enacted in the future will not adversely affect our ability to maintain our current level of operating results.

Other Jurisdictions

We are also subject to regulation by the aviation regulatory bodies that set standards and enforce national aviation legislation in each of the jurisdictions to which we fly. These regulators may have the power to set fares, enforce environmental and safety standards, levy fines, restrict operations within their respective jurisdictions or any other powers associated with aviation regulation. We cannot predict how these various regulatory bodies will perform in the future, and the evolving standards enforced by any of them could have a material adverse effect on our operations.

C. Organizational Structure

The following is an organizational chart showing Copa Holdings and its principal subsidiaries.

* Includes ownership by us held through wholly-owned holding companies organized in the British Virgin Islands.

Copa Airlines is our principal airline operating subsidiary that operates out of our hub in Panama and provides passenger service in North, South and Central America and the Caribbean. Copa Airlines Colombia is our operating subsidiary that provides air travel from Colombia to Copa Airlines Hub of the Americas in Panama, and operates a

low-cost

business model, Wingo, within Colombia and various cities in the region. Oval Financial Leasing, Ltd. controls the special purpose vehicles that have a beneficial interest in the majority of our fleet.

39

D. Property, plants and equipment

Headquarters

Our headquarters are located six miles away from Tocumen International Airport. We have leased five floors consisting of approximately 105,981 square feet of the building from

Desarollo Inmobiliario Del Este, S.A.

, an entity controlled by some of the investors that controls CIASA, under a

ten-year

lease that began in January 2015 at a rate of $0.2 million per month.

Other Property

At Tocumen International Airport, we lease two maintenance hangars, operations offices in the terminal, counter space, parking spaces and other operational properties from the entity that manages the airport. We pay approximately $119,333 per month for this leased property. Around Panama City, we also lease various office spaces, parking spaces and other properties from a variety of lessors, for which we pay approximately $115,744 per month in the aggregate.

In each of our destination cities, we also lease space at the airport for

check-in,

reservations and airport ticket office sales, and we lease space for CTOs in those cities.

AeroRepública leases most of its airport offices and CTOs. Owned properties only include one CTO and a warehouse close to the Bogota airport.

See also our discussion of “Aircraft” and “Airport Facilities” above.

Item 4A. Unresolved Staff Comments

None.

Item 5. Operating and Financial Review and Prospects

A. Operating Results

You should read the following discussion in conjunction with our consolidated financial statements and the related notes and the other financial information included elsewhere in this annual report. Discussions of year-over-year comparisons between 2020 and 2019 that are not included in this Form

20-F

can be found in Part I, Item 5, Operating and Financial Review and Prospects” of our Form

20-F

for the fiscal year ended December 31, 2020.

We are a leading Latin American provider of airline passenger and cargo service through our two principal operating subsidiaries, Copa Airlines and AeroRepública. Copa Airlines operates from its strategically located position in the Republic of Panama, and AeroRepública operates a

low-cost

business model within Colombia and various cities in the region.

Copa currently offers approximately 204 daily scheduled flights among 69 destinations in 29 countries in North, Central, South America and the Caribbean from its Panama City hub. Copa provides passengers with access to flights to more than 150 other destinations through code-share arrangements with our Star Alliance partners and other carriers including Air France, KLM, Iberia, Emirates, Gol, Azul, Tame, Cubana and Aeromexico. Through its Panama City hub, Copa Airlines is able to consolidate passenger traffic from multiple points to serve each destination effectively.

As of December 31, 2021, Copa Airlines and Wingo operate a modern fleet of 91 Boeing 737 aircraft. To meet growing capacity requirements, we have firm orders, including purchase and lease commitments. The Company had one purchase contract with Boeing, which entails 66 firm orders of Boeing 737 MAX aircraft, agreed to be delivered between 2022 and 2028.

40

Factors Affecting Our Results of Operations

Fuel

In 2021, the average price of WTI crude oil, a benchmark widely used for crude oil prices that is measured in barrels and quoted in U.S. dollars, increase by 73.3% from $39.2 per barrel to $68.0 per barrel. In 2021, we did not hedge any of our fuel needs. For 2022 although we have not hedged any part of our anticipated fuel needs, we continue to evaluate various hedging strategies and may enter into additional hedging agreements in the future, as any substantial and prolonged increase in the price of jet fuel will likely materially and negatively affect our business, financial condition and results of operation. In the past, we have managed to offset some of the increases in fuel prices with higher load factors, fuel surcharges and fare increases. In addition, our relatively young, winglet-equipped fleet and robust fuel conservation measures also help us mitigate the impact of higher fuel prices.

Additionally, global geopolitical events, such as the conflict between Russia and Ukraine beginning in February 2022, have led to an increase in fuel costs which may negatively impact our business operations. Due to the evolving nature of such events, we are unable to predict the duration of the conflict or the extent of the impact on our business.

Regional Economic Environment

Our historical financial results have been, and we expect them to continue to be, materially affected by the general level of economic activity and growth of per capita disposable income in North, South and Central America and the Caribbean, which have a material impact on discretionary and leisure travel (drivers of our passenger revenue) and the volume of trade between countries in the region (the principal driver of our cargo revenue). As a result of the effects of

COVID-19

global pandemic, in March 2020 the Company and the entire aviation industry began to experience a significant drop in the demand for air travel. This demand has been steadily recovering since the beginning of 2021.

In Colombia, real GDP, at constant prices, increased 7.6% in 2021. Average inflation of consumer prices in Colombia was approximately 3.2% in 2021, according to the IMF.

According to data from The Preliminary Overview of the Economies of Latin America and the Caribbean, an annual United Nations publication prepared by the Economic Development Division, the economy of Latin America (including the Caribbean) is estimated to increase by 2.1% in 2022. Preliminary figures for 2021 indicate that the Panamanian economy increased by 12.0% (versus 17% decrease in 2020). Headline inflation in Panama (as indicated by the consumer price index) was 1.5% compared to 1.6% in 2020.

Revenues

We derive our revenues primarily from passenger transportation, which represented 93.5% of our revenues for the year ended December 31, 2021. In addition, 4.7% of our total revenues are derived from cargo and 1.7% from other activities.

We recognize passenger revenue from tickets when transportation is provided rather than when a ticket is sold. Passenger revenues reflect the capacity of our aircraft on the routes we fly, load factor and yield. Our capacity is measured in terms of available seat miles, or “ASMs”, which represents the number of seats available on our aircraft multiplied by the number of miles the seats are flown. Our usage is measured in terms of RPMs, which is the number of revenue passengers multiplied by the miles these passengers fly. Load factor, or the percentage of our capacity that is actually used by paying customers, is calculated by dividing RPMs by ASMs. Yield is the average amount that one passenger pays to fly one mile. We use a combination of approaches, taking into account yields, flight load factors and effects on load factors of connecting traffic, depending on the characteristics of the markets served, to arrive at a strategy for achieving the best possible revenue per available seat mile, balancing the average fare charged against the corresponding effect on our load factors.

We recognize cargo revenue when transportation is provided. Historically our other revenue consists primarily of commissions earned on tickets sold for flights on other airlines, special charges,

non-air

frequent flyer program revenue and services provided to other airlines.

Overall demand for our passenger and cargo services is highly dependent on the regional economic environment in which we operate, including the GDP of the countries we serve and the disposable income of the residents of those countries. Approximately 40% of our passengers travel at least in part for business reasons, and the growth of intraregional trade greatly affects that portion of our business. The remaining 60% of our passengers are tourists or travelers visiting friends and family.

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The following table sets forth our capacity, load factor and yields for the periods indicated.

	2021			2020			2019
Capacity (in available seat miles, in millions)		14,934			7,301			25,113
Load factor		78.6	%		79.6	%		84.8	%
Yield (in cents)		12.04			13.09			12.26

Seasonality

Generally, revenues and profitability of our flights peak during the northern hemisphere’s summer season in July and August and again during the December and January holiday season. Given our high proportion of fixed costs, this seasonality is likely to cause our results of operations to vary from quarter to quarter.

Operating Expenses

The main components of our operating expenses are aircraft fuel, wages, salaries, benefits and other employees’ expenses, sales and distribution and airport facilities and handling charges. A common measure of per unit costs in the airline industry is cost per available seat mile, or “CASM”, which is generally defined as operating expenses divided by ASMs.

Fuel.

The price we pay for aircraft fuel varies significantly from country to country primarily due to local taxes. While we purchase aircraft fuel at most of the airports to which we fly, we attempt to negotiate fueling contracts with companies that have a multinational presence in order to benefit from volume purchases. During 2021, as a result of the location of its hub, Copa purchased 53% of its aircraft fuel in Panama. Copa has 21 suppliers of aircraft fuel across its network. In some cases, we tanker fuel in order to minimize our cost, by fueling in airports where fuel prices are lowest. Our aircraft fuel expenses are variable and fluctuate based on global oil prices.

Aircraft Fuel Data
	2021		2020		2019
Average price per gallon of jet fuel into plane (excluding hedge) (in U.S. dollars)	$	2.14	$	1.81	$	2.16
Gallons consumed (in millions)		177.4		92.8		321.4
Available seat miles (in millions)		14,934		7,301		25,113
Gallons per ASM (in hundredths)		1.19		1.27		1.28

Wages, salaries and other employees’ expenses

. Salary and benefit expenses have historically increased at the rate of inflation and by the growth in the number of our employees. In some cases, we have adjusted the salaries of our employees to correspond to changes in the cost of living in the countries where these employees work. We do not increase salaries based on seniority. During 2021, we have been gradually reincorporating personnel, whose contracts had been suspended, in line with our operational needs.

Passenger servicing

. Our passenger servicing expenses consist of catering,

in-flight

entertainment and liability insurance among others. These expenses are generally directly related to the number of passengers we carry or the number of flights we operate.

Airport facilities and handling charges

. Our airport facility and handling charges consist of

take-off/landing

charges, aircraft parking charges, baggage handling, and airport security charges. These charges are mainly driven by the number of flights we operate.

Sales and distribution.

Our sales and distribution expensesare driven mainly by passenger revenues, indirect channel penetration performance, agreed commission rates, and from payments to global distribution systems “GDS”, such as Amadeus and Sabre. Our commission expenses consist primarily of payments for ticket sales made by travel agents and commissions paid to credit card companies, depending on the country. During the last few years we have reduced our commission expense per available seat mile as a result of an industry-wide trend of paying lower commissions to travel agencies and by increasing the proportion of our sales made through direct channels. We expect this trend to continue as more of our customers become accustomed to purchasing through our website at www.copaair.com, mobile app, and call centers. While increasing direct sales may increase the commissions we pay to credit card companies, we expect that the savings from the corresponding reduction in travel agency commissions will more than offset this increase. In recent years, base commissions paid to travel agents have decreased significantly. At the same time, we have encouraged travel agencies to move from standard base commissions to incentive compensation based on sales volume and fare types. In addition, the GDS or reservation systems tend to raise their rates periodically, but we expect that if we are successful in encouraging our customers to

42

purchase tickets through our direct sales channels, these costs will decrease as a percentage of our operating costs. A portion of our reservations and sales expenses is also comprised of our licensing payments for the SHARES reservation and

check-in

management software we use, which is not expected to change significantly from period to period.

Maintenance, materials and repairs.

Our maintenance, materials and repairs expenses consist of aircraft repair expenses and charges related to the line maintenance of our aircraft, including maintenance materials, and aircraft return costs. As the age of our fleet increases and our warranties expire, our maintenance expenses will increase. We conduct line and heavy maintenance internally and outsource some of the heavy maintenance to independent third-party contractors. In 2015, we restructured the original contract negotiated with GE Engine Services in 2003 for the repair and maintenance of our

CFM-56

engines which power our Boeing

737-Next

Generation fleet. Our engine maintenance costs are also aided by the

sea-level

elevation of our hub and the use of winglets which allow us to operate the engines on our Boeing

737-Next

Generation aircraft with lower thrust, thus putting less strain on the engines.

Depreciation, amortization and impairment

. These expenses correspond primarily to the depreciation of aircraft owned by the company, engines, maintenance components, other related flight equipment and the depreciation of the right of use on leased assets.

Flight operations.

These expenses are related to the charges that the countries which we overfly levy on our aircraft as overflight charges. These fees are generally related to the number of flights we operate.

Other operating and administrative expenses.

Other expenses include cargo and courier expenses, overhead expenditures and miscellaneous expenses. Also includes the expense for contract services, variable lease payments, short term and low value leases.

Taxes

We pay taxes in the Republic of Panama and in other countries in which we operate, based on regulations in effect in each respective country. Our revenues come principally from foreign operations, and according to the Panamanian Fiscal Code income from these foreign operations are not subject to income tax in Panama.

The Panamanian Fiscal Code for the airline industry states that tax is based on net income earned for traffic whose origin or final destination is the Republic of Panama. The applicable tax rate is currently 25%. Dividends from our Panamanian subsidiaries, including Copa, are separately subject to a 10% percent withholding tax on the portion attributable to Panamanian sourced income and a 5% withholding tax on the portion attributable to foreign sourced income. Additionally, a 7% value added tax is levied on tickets issued in Panama for travel commencing in Panama and going abroad, irrespective of where such tickets were ordered. In February 2020, the Company received two notifications from the tax authority in Panama related to a tax audit process that began in 2019. The notifications include adjustments to the reported dividend tax for the years 2012 to 2016 and income tax 2016. The Company has filed an administrative appeal which is the first legal stage under Panamanian laws. The Company, along with its tax advisors, has concluded that it is not probable that an outflow of resources embodying economic benefits will be required to settle these notices. According to Panamanian laws, the statute of limitations is 3 and 15 years for income tax and dividend tax, respectively.

We are also subject to local tax regulations in each of the other jurisdictions where we operate, the great majority of which are related to the taxation of our income. In some of the countries to which we fly, we do not pay any income taxes because we do not generate income under the laws of those countries either because they do not have income taxes or due to treaties or other arrangements those countries have with Panama. In the remaining countries, we pay income tax at rates ranging from 7% to 34% of our income attributable to those countries. Different countries calculate our income in different ways, but they are typically derived from our sales in the applicable country multiplied by our net margin or by a presumed net margin set by the relevant tax legislation.

The determination of our taxable income in several countries is based on a combination of revenues sourced to each particular country and the allocation of expenses to that particular country. The methodology for multinational transportation company sourcing of revenue and expense is not always specifically prescribed in the relevant tax regulations, and therefore is subject to interpretation by both ourselves and the respective tax authorities. Additionally, in some countries, the applicability of certain regulations governing

non-income

taxes and the determination of our filing status are also subject to interpretation. We cannot estimate the amount, if any, of the potential tax liabilities that might result if the allocations, interpretations and filing positions we use in preparing our income tax returns were challenged by the tax authorities of one or more countries. If taxes were to increase, our financial performance and results of operations could be materially and adversely affected. Due to the competitive revenue environment, many increases in fees and taxes have been absorbed by the airline industry rather than being passed on to the passenger. Any such increases in our fees and taxes may reduce demand for air travel and thus our revenues.

43

Under a reciprocal exemption confirmed by a bilateral agreement between Panama and the United States, we are exempt from the U.S. source transportation income tax derived from the international operation of aircraft.

Our income tax expense (credit) totaled approximately $10.5 million in 2021, $23.7 million in 2020 and $46.4 million in 2019.

Results of Operation

The following table shows each of the line items in our statement of profit or loss for the periods indicated as a percentage of our total operating revenues for that period:

	2021			2020			2019
Operating revenues:
Passenger revenue		93.5	%		95.0	%		96.5	%
Cargo and mail revenue		4.7	%		2.6	%		2.3	%
Other operating revenue		1.7	%		2.4	%		1.2	%
Total operating revenues		100.0	%		100.0	%		100.0	%
Operating expenses:
Fuel		25.4	%		20.8	%		25.7	%
Wages, salaries, benefits and other employees expenses		17.1	%		32.0	%		16.6	%
Passenger servicing		2.4	%		3.4	%		3.8	%
Airport facilities and handling charges		8.7	%		7.4	%		6.7	%
Sales and distribution		8.6	%		8.8	%		7.8	%
Maintenance, materials and repairs		2.8	%		9.6	%		4.7	%
Depreciation, amortization and impairment		15.9	%		32.4	%		10.4	%
Impairment of non financial assets		(0.4	%)		30.3	%		3.3	%
Flight operations		3.7	%		3.7	%		3.8	%
Other operating and administrative expenses		5.8	%		9.0	%		4.4	%
Total operating expenses		89.9	%		157.5	%		87.2	%
Operating income		10.1	%		(57.5	%)		12.8	%
Non-operating income (expense):
Finance cost		(5.0	%)		(9.1	%)		(2.1	%)
Finance income		0.7	%		2.5	%		0.9	%
Gain (loss) on foreign currency fluctuations		(0.4	%)		(1.1	%)		(0.6	%)
Net change in fair value of derivatives		(1.5	%)		(13.4	%)		0.0	%
Other non-operating income (expense)		(0.2	%)		(0.1	%)		(0.2	%)
Total non-operating income (expense)		(6.5	%)		(21.2	%)		(1.9	%)
Profit before income taxes		3.6	%		(78.7	%)		10.8	%
Income taxes		(0.7	%)		3.0	%		(1.7	%)
Net profit		2.9	%		(75.8	%)		9.1	%

Year 2021 Compared to Year 2020

Our consolidated net profit in 2021 totaled $43.8 million, compared to a net loss of $607.1 million in 2020. In addition, we had consolidated operating profit of $152.0 million in 2021, compared to an operating loss of $460.9 million in 2020. Our consolidated operating margin in 2021 was 10.1%, an increase of 67.6 percentage points versus 2020. These results were driven by passenger demand ramping up to the point where capacity in the fourth quarter 2021 was roughly 83% of the same period in 2019, and load factors were 83.5%.

Operating revenue

Our consolidated revenue totaled $1.5 billion in 2021, an 88.5% increase over operating revenue of $801.0 million in 2020, mainly due to passenger demand ramping up after the gradual uplift of travel restrictions resulting from the

COVID-19

pandemic.

44

Passenger revenue

. Passenger revenue totaled $1.4 billion in 2021, an 85.7% increase over passenger revenue of $760.6 million in 2020. This was driven by a 118.8% increase in passengers, partially offset by a decrease of 15.1% in passenger average fare compared to 2020.

Cargo and mail revenue

. Cargo and mail revenue totaled $71.6 million in 2021, a 240.8% increase from cargo and mail revenue of $21.0 million in 2020, reflecting an increase in capacity and a 12% higher average fare per kilo.

Other operating revenue

. Other operating revenue totaled $26.0 million in 2021, a 33.8% increase from other revenue of $19.4 million in 2020 driven by an increase in frequent flyer program partnership revenues.

Operating expenses

Our consolidated operating expenses totaled $1.4 billion in 2021, a 7.6% increase over operating expenses of $1.3 billion in 2020. This is mainly as a result of 104.6% increase of ASMs versus 2020. This includes a

non-recurring

impairment charge related to the Boeing

737-700

fleet in 2020.

An overview of the major variances in operating expenses on a consolidated basis follows:

Fuel

. Aircraft fuel totaled $383.2 million in 2021, a 129.8% increase from aircraft fuel of $166.7 million in 2020, mainly due to a 18.4% higher effective fuel price and a 91.3% increase in block hours.

Wages, salaries and other employees

’

expenses

. Salaries and benefits totaled $258.1 million in 2021, a 0.7% increase over salaries and benefits of $256.3 million in 2020, mostly as a result of employee reactivations from contract suspensions, the end of workhour reduction and the rehiring of personnel due to operations volume recovery.

Passenger servicing

. Passenger servicing totaled $35.9 million in 2021 compared to $27.6 million in 2020. This represented a 30.1% increase driven by 118.8% more passengers, offset by a lower effective rate per passenger that resulted from a simplified onboard product offering due to temporary

COVID-19

biosafety protocols.

Airport facilities and handling charges

. Airport facilities and handling charges totaled $131.3 million in 2021, a 120.6% increase over $59.5 million in 2020. This increase was driven mainly by a 100.1% increase in departures and by higher airport fees mainly in the United States.

Sales and Distribution

. Sales and distribution totaled $129.9 million in 2021, an 84.5% increase compared to $70.4 million in 2020, driven mainly to 85.7% more passenger revenue.

Maintenance, materials and repairs.

Maintenance, materials and repairs totaled $41.9 million in 2021, a 45.6% decrease over maintenance, materials and repairs of $76.9 million in 2020. This decrease was primarily a result of a reduction of the company’s provision related to the return of leased aircraft, offset by 90% more flight hours in 2021 vs 2020.

Depreciation, amortization and impairment

. Depreciation totaled $234.5 million in 2021, a 53.3% decrease over $502.4 million in 2020, mainly due to a

non-recurring

impairment charge related to the Boeing

737-700

fleet in 2020.

Flight operations.

Flight operations amounted to $55.8 million in 2021, an 85.7% increase compared to $30.0 million in 2020, mainly due to 91.3% more block hours.

Other operating and administrative expenses.

Other expenses totaled $87.4 million in 2021, a 21.5% increase from $72.0 million in 2020, mainly due to more overhead and cargo related expenses.

Total

Non-operating

Income (Expense)

Non-operating

expense totaled $97.6 million in 2021, as compared to

non-operating

expense of $169.8 million in 2020 mainly due to a translational loss in fair value derivatives in 2020.

45

Finance cost

. Finance cost totaled $76.2 million in 2021 mainly comprised of convertible notes interest expense, loan interest, commission expenses and interest charges related to operating leases. This represents a 4.4% increase over finance cost of $73.0 million in 2020.

Finance income

. Finance income totaled $10.8 million in 2021, an 45.7% decrease over finance income of $20.0 million in 2020 mainly due to lower interest rates.

Loss in foreign currency fluctuations

. Loss in foreign currency fluctuations totaled $6.2 million in 2021, an 27.0% decrease over finance income of $8.4 million in 2020 mainly due to lower exchange rates.

Net change in fair value of derivatives

. Net fair value of derivatives totaled $22.8 million in 2021, a 78.7% decrease over $107.1 million in 2020, due to unrealized mark to market loss related to the senior convertible notes issued in 2020.

Other

non-operating

income (expense).

Other

non-operating

expense totaled $3.3 million in 2021, compared to $1.2 million in 2020 mainly due to Embraer sales related expenses.

B. Liquidity and Capital Resources

Our cash, cash equivalents, and short-term investments at December 31, 2021 increased by $127.5 million, to $1.0 billion. As part of our financing policy, we expect to meet our liquidity needs with cash from operations, cash on hand and the utilization of committed credit facilities, if needed. As of the date hereof, our current unrestricted cash exceeds our forecasted cash requirements to carry out operations, including capital expenditures and payment of debt service for fiscal year 2022.

Our cash, cash equivalent and short-term investment position represented 67.4% of our revenues for the year ended December 31, 2021; 23.9% of our total assets and 78.5% of our total equity as of December 31, 2021, which we believe provides us with an adequate liquidity position.

In recent years, we have been able to meet our working capital requirements through cash from our operations. In 2021 we experienced an operational net cash inflow of $502.0 million. Our ability to meet our liquidity needs in the future is subject to numerous risks and uncertainties, including the levels of cash refunds of customer deposits, the result of contract negotiations with suppliers and whether we take delivery of aircraft pursuant to existing commitments as well as the terms on which we do so and the terms of any related financing available to us. Additionally, if air traffic levels do not rebound, or if we face further interruptions to air travel, then we may not be able to maintain sufficient liquidity to me our liquidity needs.

Our capital expenditures, which consist primarily of aircraft purchases, are funded through a combination of our cash from operations and long-term financing. From time to time, we finance

pre-delivery

payments related to our aircraft with short or medium-term financing in the form of commercial bank loans and/or bonds privately placed with commercial banks, as well as resorting to a deferred

pre-delivery

schedule from the aircraft manufacturer. Given the state of the industry as a result of the

COVID-19

pandemic, aviation financing has become much harder and more expensive to obtain. Therefore, we cannot ensure that we will be able to continue to raise financing from past sources, or from other sources, on terms comparable to our existing financing or at all.

Copa Holdings, S.A., through its subsidiaries, has short term unsecured committed credit facilities with financial institutions in the aggregate amount of $345.0 million, including $295.0 million in unutilized credit facilities as of December 31, 2021. These lines of credit have been put in place to finance aircraft

pre-delivery

payments and for working capital purposes. As of December 31, 2021, we had $50.0 million borrowing under these credit lines.

Operating Activities

We rely primarily on cash flows from operations to provide working capital for current and future operations. Our net cash flows provided by operating activities for the year ended December 31, 2021 were a net operating cash inflow of $507.3 million, an increase of $502.0 million compared to a net operating cash inflow of $5.3 million in 2020. Our principal source of cash is receipts from ticket sales to customers, which for the year ended December 31, 2021 increased by $822.2 million over receipts in the year 2020.

46

Investing Activities

Net cash flow used in investing activities was $459.1 million in 2021 compared to a net cash flow used in investing activities of $93.8 million in 2020. During 2021, we made capital expenditures of $412.9 million, which consisted of expenditures related to acquisition of property and equipment and the net of advance payments and reimbursements on aircraft purchase contracts, related to the arrival of 7 Boeing 737 MAX during 2021, compared to $44.1 million in 2020. In 2021, the Company used $115.9 million in acquisition and redemption from investments compared to $63.9 million in 2020. Also, in 2021 we had proceeds from sale of property and equipment of $81.3 million, compared to $30.6 million in 2020 corresponding to the sale of our Embraer 190 fleet and 3 Boeing 737-700. We also had expenditures of $11.6 million in acquisition of intangible assets in 2021 compared to $16.4 million in 2020.

Financing Activities

Net cash inflow used in financing activities were $88.5 million in 2021 compared to net cash inflow used in financing activities of $93.6 million in 2020. During 2021, $352.3 million of proceeds from borrowings were offset by the repayment of $142.2 million in debt, $81.0 million in payment of lease liability and $40.5 million in repurchase of treasury shares. During 2020, $342.9 million in proceeds from issue of convertible notes and $145.0 million of proceeds from borrowings were offset by the repayment of $267.1 million in debt, $34.0 million in dividends paid and $93.2 million in payment of lease liability.

Over the years, we have financed the acquisition of Boeing

737-Next

Generation aircraft through syndicated loans provided by international financial institutions with the support of guarantees issued by the Export-Import Bank of the United States, or

“Ex-Im”,

with repayment profiles of 12 years. The

Ex-Im

guarantees support

80%-85%

of the net purchase price and are secured with a first priority mortgage on the aircraft in favor of a security trustee on behalf of

Ex-Im.

The documentation for each loan follows standard market forms for this type of financing, including standard events of default. Our

Ex-Im

supported financings amortize on a quarterly basis, are denominated in dollars and can bear interest at a floating rate linked to LIBOR or be set at a fixed rate. Our

Ex-Im

guarantee facilities typically offer an option to fix the applicable interest rate. We have exercised this option with respect to $347.3 million as of December 31, 2021 at an average weighted interest rate of 1.35%, $55.3 million bears interest at a floating weighted average interest rate of 0.41% representing a spread of 20 bps over the 3 month LIBOR as of December 31, 2021. At December 31, 2021, the total amount outstanding under our

Ex-Im-supported

financings totaled $403.2 million.

Since 2014, we have financed our aircraft through a mix of Japanese Operating Leases with Call Options, or “JOLCO”, and sale-leasebacks.

JOLCO is a Japanese-sourced lease transaction that provides for 100% financing and is typically used to finance new aircraft and has a minimum lease term of 10 years. In a JOLCO, the aircraft is purchased by a Japanese equity investor. The Japanese equity investor funds approximately 30% of the acquisition cost of the aircraft and becomes the owner of the aircraft via a Special Purpose Entity. An international bank with onshore lending capabilities provides the balance of the aircraft purchase price via a senior secured mortgage loan. JOLCOs have a call option, which lessees often expect the lessor to exercise. Under IFRS, these transactions are accounted for as financings. We have financed 21 Boeing 737 Next Generation and 737 MAX aircraft since 2014 through JOLCO financing. As of December 31, 2021 JOLCO financed debt outstanding was $729.0 million.

Capital resources

. We finance our aircraft through long-term debt and operating lease financings. Although we expect to finance future aircraft deliveries with a combination of similar debt arrangements and financing leases, we may not be able to secure such financing on attractive terms. To the extent we cannot secure financing, we may be required to modify our aircraft acquisition plans or incur higher than anticipated financing costs. We expect to meet our operating obligations as they become due through available cash and internally generated funds, supplemented as necessary by short-term or medium-term credit lines.

As of December 31, 2021, the Company had one purchase contract with Boeing which entails 66 firm orders of Boeing 737 MAX aircraft, agreed to be delivered between 2022 and 2028. The aircraft under this contract have an approximate value of $3.1 billion based on contractual obligations net of discounts and

pre-delivery

payments, including estimated amounts for contractual price escalation.

We meet our

pre-delivery

deposit requirements for our Boeing 737 MAX aircraft by using cash from operations, or by using short or medium-term borrowing facilities and/or vendor financing for deposits required between three years and six months prior to delivery.

The Company maintained letters of credit with several banks with a value of $20.2 million as of December 31, 2021 (2020: $44.3 million). These letters of credit are pledged mainly for operating lessors, maintenance providers and airport operators.

47

The Company has committed unsecured credit facilities in the amount of $225.0 million, of which $50.0 million was drawn as of December 31, 2021. In addition, the Company maintains a secured revolving credit facility for an aggregate amount of $120.0 million. Including this facility, the Company had available $295.0 million in unutilized committed credit facilities as of December 31, 2021 (2020: $305.0 million). These credit facilities have been put in place for contingency and working capital purposes.

C. Research and Development, Patents and Licenses, etc.

We believe that the Copa brand has strong value and indicates superior service and value in the Latin American travel industry. We have registered the trademarks “Copa”, “Copa Airlines”, “Wingo” and “Hub of the Americas” with the trademark offices in Panama, the United States, and the majority of the countries in which we operate. We license certain brands, logos and trade uniforms under the trademark license agreement with UAL related to our alliance. We will have the right to continue to use our current logos on our aircraft for up to five years after the end of the alliance agreement term. “Copa Colombia”, “Copa Airlines Colombia”, “Wingo” and “Hub of the Americas” are registered names and trademarks in Colombia, Panama, Ecuador, Venezuela, Mexico, Dominican Republic, and Guatemala.

We operate many software products under licenses from our vendors, including our passenger services system, booking engine, revenue management software and our cargo management system. Under our agreements with Boeing, we also use a large amount of Boeing’s proprietary information to maintain our aircraft. The loss of these software systems or technical support information from our vendors could negatively affect our business.

D. Trend Information

In 2020 and 2021, the

COVID-19

pandemic had a material adverse impact on the airline industry and the Company’s operations. Despite the recent significant economic improvements due to more passenger demand and less travel restrictions, the extent of the future impact of the

COVID-19

pandemic on the Company’s operational and financial performance will depend on future developments, including, but not limited to, the scope and severity of the pandemic related travel advisories and restrictions, the availability and effectiveness of vaccines, the effectiveness of available vaccines against variants of the virus, the duration and severity of the impact of the

COVID-19

pandemic on overall demand for air travel, and the deep economic recession expected, all of which are highly uncertain and cannot be predicted. See “Risk Relating to the

COVID-19

pandemic”.

Additionally, global geopolitical events, such as the conflict between Russia and Ukraine beginning in February 2022, have led to an increase in fuel costs which may negatively impact our business operations. Due to the evolving nature of such events, we are unable to predict the duration of the conflict or the extent of the impact on our business. While we do not expect that the conflict will be directly material to us, collateral effects off the geopolitical instability, such as the imposition of sanctions against Russia and Russia’s response to such sanctions, could adversely affect the global economy or domestic markets where we operate.

E. Off-Balance Sheet arrangements

Not applicable.

Item 6. Directors, senior management and employees

A. Directors and Senior Management

Currently, our Board of Directors is comprised of eleven members. The number of directors elected each year varies. Messrs. Stanley Motta, Jaime Arias, Jose Castañeda and Josh Connor were

re-elected

as directors for

two-year

terms at our annual shareholders’ meeting held in 2021. Messrs. Pedro Heilbron, Ricardo A. Arias, Alvaro Heilbron, Carlos A. Motta, John Gebo, Andrew Levy and Mrs. Julianne Canavaggio were each

re-elected

for

two-year

terms at our annual shareholders’ meeting held in 2020.

The following table sets forth the name, age and position of each member of our Board of Directors as of February 28, 2022. A brief biographical description of each member of our Board of Directors follows the table:

Name	Position	Age
Pedro Heilbron	Chief Executive Officer and Director		63
Stanley Motta	Chairman and Director		76
Alvaro Heilbron	Director		56
Jaime Arias	Director		87
Ricardo Alberto Arias	Director		82
Carlos A. Motta	Director		49
John Gebo	Director		51
Jose Castañeda Velez	Director		77
Andrew Levy	Director		52
Josh Connor	Director		48
Julianne Canavaggio	Director		40

48

Mr.

 Pedro Heilbron.

See “—Executive Officers”.

Mr.

 Stanley

 A. Motta

has been one of the directors of Copa Airlines since 1986 and a director of Copa Holdings since it was established in 1998. Since 1990, he has served as the President of Motta Internacional, S.A. an international importer and distributor of consumer goods. Mr. Motta is father of Mr. Carlos A. Motta. He serves on the boards of directors of Motta Internacional, S.A., Grupo ASSA and ASSA Compañía de Seguros, S.A., Inversiones Bahía, Ltd. and GBM Corporation and also serves as a director in numerous other privately held companies. Mr. Motta is a graduate of Tulane University 67.

Mr.

 Alvaro Heilbron

was elected as director of Copa Holdings in 2012. He is the brother of Mr. Pedro Heilbron, our chief executive officer. Mr. Heilbron is

Co-Founder

of Editora del Caribe, S.A. He serves on the board of Grupo PTM Panama, S.A., Gold Mills de Panama, S.A., Desarrollo Costa del Este, Inversiones Haripasa and he is a member of Babson College´s Global Advisory Board. Mr. Heilbron holds a B.S. in Business Administration from George Washington University, and a Post-Graduate degree in Management from INCAE Business School. Mr. Heilbron also served as Vice-President of Commercial for Copa Airlines between the years of 1988 and 1999.

Mr.

 Jaime Arias

has been one of the directors of Copa Airlines since 1983 and a director of Copa Holdings since it was established in 1998. He is a founding partner of Galindo, Arias & Lopez. Mr. Arias holds a BA from Yale University, a JD from Tulane University and completed legal studies at the University of Paris, Sorbonne. In addition to COPA, he presently only serves in one other public company, which is Promed, S.A.

Mr.

 Ricardo Arias

has been one of the directors of Copa Airlines since 1985 and a director of Copa Holdings since it was established in 1998. He is a founding partner of Galindo, Arias & Lopez. Mr. Arias is the former Panamanian ambassador to the United Nations. Mr. Arias holds a BA in international relations from Georgetown University, an LL.B. from the University of Puerto Rico and an LL.M. from Yale Law School. He serves on the boards of directors of Banco General, S.A. and Empresa General de Inversiones, S.A., which is the holding company that owns Banco General, S.A. Mr. Arias is also listed as a principal or alternate director of several subsidiary companies of Banco General, S.A. and Empresa General de Inversiones, S.A. Mr. Arias is a former Director and President of the Panamanian Stock Exchange.

Mr.

 Carlos

 A. Motta

was elected as a director of Copa Holdings in 2014. He has held several positions within Motta Internacional, S.A. and is currently a director and part of the executive committee. He is the son of Mr. Stanley Motta. Mr. Motta serves on the board of Inversiones Bahia, Copa Holdings, ASSA Compañía de Seguros, S.A, Banco General, Motco Inc., Fundación Alberto C. Motta, IFF Panama (Panama Film Festival), and Junior Achievement Worldwide among others. Mr Motta is a member of YPO (Young Presidents Organization); AGLN (The Aspen Global Leadership Network); CEAL (Consejo Empresarial de America Latina). Mr. Motta received a bachelor’s degree in marketing from Boston College and an MBA from Thunderbird (The American Graduate School of International Management).

Mr.

 John Gebo

was elected as a director of Copa Holdings in 2015. He is Senior Vice President of Transformation for United Airlines. Prior to his current position, Mr. Gebo was United’s Senior Vice President of Alliances, and Senior Vice President of Financial Planning and Analysis. Mr. Gebo joined United in 2000, and has held positions of increasing responsibility in finance, investor relations, and alliances. Prior to joining United, Mr. Gebo worked at General Motors Corporation in manufacturing engineering. Mr. Gebo received his bachelor’s degree in mechanical engineering from the University of Texas and his master’s degree in business administration from the University of Michigan. Mr. Gebo has also been a member of the board of directors of Azul S.A. and served for eight years on the board of directors of Alliant Credit Union, one of the largest credit unions in the United States, last serving as Vice Chairman in 2018.

Mr.

 Jose Castañeda Velez

is one of the independent directors of Copa Holdings. He is currently a director on the boards of MMG Bank Corporation and MMG Trust S.A. Previously, Mr. Castañeda Velez was the chief executive officer of Banco Latinoamericano de Exportaciones, S.A.—BLADEX and has held managerial and officer level positions at Banco Río de la Plata, Citibank, N.A., Banco de Credito del Peru and Crocker National Bank. He is a graduate of the University of Lima.

49

Mr.

 Andrew Levy

was elected as a director of Copa Holdings in 2016. Mr. Levy is currently Chairman and CEO of Avelo, Inc. and its wholly owned subsidiary Avelo Airlines, a new

ultra-low-cost

carrier focused on the US domestic market. Previously, he served as Executive Vice President and Chief Financial Officer of United Airlines from 2016 to 2018. He also served as President, Chief Operating Officer, Chief Financial Officer, Treasurer and as a member of the Board of Directors of Allegiant Travel Company, parent company of US

ultra-low-cost

carrier Allegiant Air, from 2001 to 2014. Mr. Levy started his airline career in 1994 at ValuJet Airlines, Inc. and then joined Savoy Capital, an investment banking and advisory firm specializing in the airline industry in 1996. He holds a Juris Doctor degree from Emory University School of Law and a BA degree in Economics from Washington University in St. Louis.

Mr.

 Josh Connor

is the founding partner of Connor Capital SB, LLC, an investment firm founded in December 2015. Since April 2017, he has served as a managing director and

co-portfolio

manager of infrastructure investing at Oaktree Capital Management, an asset management firm specializing in alternative investment strategies. From October 2013 to July 2015, Mr. Connor served as a managing director and

co-head

of the industrials banking group at Barclays Capital Inc., an international investment bank. While at Barclays, Mr. Connor also served as global head of transportation banking from April 2011 to October 2013. Prior to joining Barclays, Mr. Connor was with Morgan Stanley, an international investment bank, for 15 years, where he served as

co-head

of the global transportation and infrastructure investment banking group. Mr. Connor has served on the board of Frontier Airlines since August 2015, on the board of managers of Watco Companies LLC since December 2018, on the board of U.S. Rail & Logistics since June 2021, and as chairman of the board of Neighborhood Property Group, LLC since November 2020. Mr. Connor holds a B.A. in Economics from Williams College.

Ms. Julianne Canavaggio

was elected as an independent director of Copa Holdings in 2019. Julianne is an investment banker and lawyer with over 20 years of experience working in the US and Latin America. She is Chief of Staff for the financial advisory division of Lazard, where she supports its leadership team, clients, and external partners in the delivery of Lazard’s strategic priorities. Prior to her role as Chief of Staff, she held various positions at the company, most recently as Managing Director and Head of Central America and the Caribbean. Julianne works with business leaders, entrepreneurs and families as a trusted advisor, supporting them on strategic decisions, so that these decisions best serve their greater company goals. Her client work focuses on domestic and cross-border mergers and acquisitions, divestitures, joint ventures, and special committee assignments. Ms. Canavaggio is also an independent board member of Provivienda / Cusezar, a real estate development conglomerate in Colombia, Panama and Mexico, and holds multiple independent and non-independent director positions in privately held companies. She has previously served on the board of directors of a conglomerate of wholesale distribution operations for personal care products, as well as a chain of department stores, and a general license bank. Ms. Canavaggio is on the board of trustees for the Panamerican Development Foundation, a nonprofit organization established by the Organization of American States. Ms. Canavaggio holds a BA from Harvard University and a JD from Tulane University.

The following table sets forth the name, age and position of each of our executive officers as of February 28, 2022. A brief biographical description of each of our executive officers follows the table.

Name	Position	Age
Pedro Heilbron	Chief Executive Officer and Director		63
José Montero	Chief Financial Officer		52
Daniel Gunn	Senior Vice-President of Operations		54
Dennis Cary	Senior Vice-President of Commercial and Planning		57
Peter Donkersloot	Vice-President of Human Resources		38
Julio Toro	Vice-President of Technology		48
Bolívar Domínguez	Vice-President of Flight Operations		46
Christophe Didier	Vice-President of Sales		58
Eduardo Lombana	Chief Executive Officer of AeroRepública, S.A. (Wingo)		60
Rafael Samudio	Vice-President of Technical Operations		51
Maria Jaen	Vice-President of On Board Service		48
Jan Ohlsson Svensson	Vice-President of Airport		59

Mr.

 Pedro Heilbron

has been our Chief Executive Officer since 1988. He received an MBA from George Washington University and a BA from College of the Holy Cross. Mr. Heilbron is the brother of Mr. Alvaro Heilbron, a member of our Board of Directors.

50

Mr.

 Jose Montero

has been our Chief Financial Officer since March 2013. He started his career with Copa Airlines in 1993 and has held various technical, supervisory, and management positions including Manager of Flight Operations, Director of System Operations Control Center (SOCC), and, between 2004 and 2013, Director of Strategic Planning. He has a BS in Aeronautical Studies from Embry-Riddle Aeronautical University and an MBA from Cornell University. He serves as independent director of Latinex, Inc, the holding company of the Panamá Stock Exchange, and is a member of IATA’S Financial Advisory Council.

Mr.

 Daniel Gunn

has been our Senior Vice-President of Operations since February 2009. Prior to this Mr. Gunn had served as Vice-President of Commercial and Planning and Vice-President of Planning and Alliances. Prior to joining Copa in 1999, he spent five years with American Airlines holding positions in Finance, Real Estate and Alliances. Mr. Gunn received a BA in Business & Economics from Wheaton College and an MBA from the University of Southern California.

Mr.

 Dennis Cary

has been our Senior Vice-President of Commercial and Planning, since April 2015. Prior to joining Copa Airlines, Mr. Cary held Senior Vice-President position in various industries, including aviation. Mr. Cary served as Senior Vice-President, Chief Marketing and Customer Officer at United Airlines, and several other top management positions in United Airlines and American Airlines. Mr. Cary graduated from California State University, Northridge with a bachelor’s degree in Computer Sciences and holds an MBA from Duke University.

Mr.

 Peter Donkersloot

joined Copa Airlines in August 2019 and has served as Vice President of Human Resources since January 2020. Mr. Donkersloot has over seventeen years working experience holding key positions in five different countries (Jamaica, Panama, Peru, El Salvador and Guatemala). His experience ranges in Commercial Operations, Logistics, Risk Assessment, Strategic Planning and General Management. He holds a Global MBA from the Thunderbird School of Global Management along with professional qualifications in Industrial Engineering from the

Instituto Tecnológico y de Estudios Superiores de Monterrey

(ITESM).

Mr.

 Julio Toro

has been our Vice-President of Technology since October 2015. He joined Copa in May 2011 as Director of the Project Management Office. Before joining Copa, he served as Operations Manager and Vice-President of Information Systems for Cable & Wireless Panama. He received a BS in Electrical Engineering from Texas A&M University, a Master in Renewable Energy from

Universidad Tecnológica

, and an MBA jointly issued by New York University Stern School of Business, London School of Economics and Political Science, and HEC Paris School of Management.

Captain Bolivar Dominguez G.

has been our Vice President of Flight Operations since December 2017. He began his career with Copa Airlines in 2000 as a Copilot in the Boeing

737-200,

and has held positions of increasing responsibility, such as Head of Training on the Embraer fleet, Director of our System Operations Control Center (SOCC), and before his latest appointment as Chief Pilot. Bolivar is also a member since 2019 of the IATA Safety, Flight and Ground Operations Advisory Council (SFGOAC), responsible to act as advisor to the Board of Governors and the Director General of IATA on all matters connected with the improvement of safety and efficiency of civil air transport, ground operations and baggage. Bolivar holds an Airline Transport Pilot License, with Type Ratings on the Boeing 727, Embraer 190, and Boeing 737, and received a BS in Industrial Engineering from

Universidad Latina

in Panama, and an MBA from the University of Louisville.

Mr.

 Christophe Didier

has been our Vice-President of Sales since September 2016. Prior to joining Copa Airlines, Mr. Didier held several sales and marketing positions in the airline industry since 1990, including Air France, Delta Air Lines and Etihad Airways, based in Europe and the Americas. He served as Delta’s Vice-President for Latin America and the Caribbean during Delta’s significant expansion in the region, merger with Northwest Airlines and Transatlantic joint venture implementation with Air France / KLM and equity investment in Gol and Aeromexico. Mr. Didier, a French and Brazilian National, holds a Master in Management from ESCP Europe business school based in Paris and speaks English, Spanish, Portuguese and French.

Mr.

 Eduardo Lombana

joined the Company in May 2005 as Chief Operating Officer and was appointed as Chief Executive Officer of AeroRepública as of February 2012. He served three years at Avianca as Vice-President of Network, responsible for revenue management, network planning and revenue accounting during the company’s bankruptcy turn over. Prior to that, he served as VicePresident of Flight Operations for ACES before it merged with Avianca. Mr. Lombana holds a BS in Aviation Technology and an AS in Aviation Maintenance Technology from Embry Riddle Aeronautical University.

The business address for all of our senior management is c/o Copa Airlines, Avenida Principal y Avenida de la Rotonda, Urbanización Costa del Este, Complejo Business Park, Torre Norte, Parque Lefevre Panama City, Panama.

51

Mr.

 Rafael Samudio

has been our Vice President of Technical Operation since January 2022. He started his career with Copa Airlines in 1994 and has held various technical, supervisory, and management positions including, Director of Engineering & Maintenance Planning, and Senior Director of Procurement & Technical Contracts. He has a BS in Electromechanical Engineering from Technology University of Panama and an MBA from Latin American University of Science and Technology (ULACIT).

Mrs.

 Maria Alejandra Jaén

has been our Vice-President of Inflight Services since January 2022. She joined Copa in November 2014 as Director of Inflight Training and Standards. Before joining Copa, she held several management positions in large multinational companies such as Dell and Citibank. Her previous experience included Operations, Customer Service, Project Management and Business Process Improvement, being a Certified Black Belt. She has a BS in Industrial Engineering from Universidad Tecnológica de Panama, an MBA from Nova Southeastern University and an Executive Certification in Management and Leadership from MIT Sloan School of Management.

Mr.

 Jan Ohlsson

has been our Vice-President of Airports since May 2021. Prior to joining Copa Airlines, Mr. Ohlsson has held various positions in the tour operation, hotel and airline industry since 1984. First in the SAS group, including 21 years in Spanair holding the positions as Senior Vice-President Passenger Services and later as Senior Vice-President Traffic Execution. His previous experience before Copa Airlines during the last 9 years was the Spanish LCC Start up Volotea where he served as Director Ground Operations and Inflight Services. Mr. Ohlsson, a Swedish and Spanish National, is a Construction Engineer, and speaks English, Spanish and the Scandinavian languages.

The business address for all of our senior management is c/o Copa Airlines, Avenida Principal y Avenida de la Rotonda, Urbanización Costa del Este, Complejo Business Park, Torre Norte, Parque Lefevre Panama City, Panama.

B. Compensation

In 2021, we paid an aggregate of approximately $2.7 million in cash compensation to our executive officers. In addition, members of committees of the Board of Directors receive additional compensation per committee meeting. All of the members of our Board of Directors and their spouses receive benefits to travel on Copa flights as well.

Incentive Compensation Program

In 2005, the Compensation Committee of our Board of Directors eliminated the then-existing Long-Term Retention Plan and approved a

one-time

non-vested

stock bonus award program for certain executive officers or the “Stock Incentive Plan”.

Non-vested

stock delivered under the Stock Incentive Plan may be sourced from treasury stock or authorized

un-issued

shares. In accordance with this program, the Compensation Committee of our Board of Directors had granted restricted stock awards to our senior management and to certain named executive officers and key employees. Normally, these shares vest over three to five years in yearly installments equal to

one-third

of the awarded stock on each anniversary of the grant date, 100% of the awarded stock at the third anniversary of the grant date or in yearly installments equal to 15% of the awarded stock on each of the first three anniversaries of the grant date, 25% on the fourth anniversary and 30% on the fifth anniversary. See note 25 – “Share-based payments” from our consolidated financial statements beginning on page

F-1.

The following table shows shares granted:

	2021		2020		2019
Shares		137,799		28,201		29,462
Fair value	$	85.31	$	93.99	$	89.33/$96.25
Contractual life		3 to 5 years		1 to 3 years		1 to 3 years

52

The Compensation Committee plans to make additional equity-based awards under the plan from time to time, including additional

non-vested

stock and stock option awards. While the Compensation Committee will retain discretion to vary the exact terms of future awards, we anticipate that future employee

non-vested

stock and stock option awards granted pursuant to the plan will generally vest over a three-year period and the stock options will carry a

ten-year

term.

The total compensation cost recognized for

non-vested

stock and options awards amounts to $7.1 million, $5.3 million, and $6.1 million in 2021, 2020, and 2019, respectively, and was recorded as a component of “Wages, salaries, benefits and other employees’ expenses” within operating expenses.

During the first quarter of 2022, the Compensation Committee of the Company’s Board of Directors approved three awards. Awards under these plans will grant approximately 25,643 shares of

non-vested

stock, which will vest over a period of three to five years. The Company estimates the fair value of these awards to be approximately $2.4 million and the 2022 compensation cost for these plans will be $1.1 million.

Please also see “Item 6D. Employees” for a description of the bonus plan implemented by the Company.

C. Board Practices

Our Board of Directors currently meets quarterly. Additionally, informal meetings with UAL are held on an ongoing basis and are supported by annual formal meetings of an “Alliance Steering Committee”, which directs and reports on the progress of the Copa and UAL Alliance. Our Board of Directors is focused on providing our overall strategic direction and as a result is responsible for establishing our general business policies and for appointing our executive officers and supervising their management.

Currently, our Board of Directors is comprised of eleven members. The number of directors elected each year varies. Messrs. Stanley Motta, Jose Castañeda, Jaime Arias and Josh Connor were

re-elected

as directors for

two-year

terms at our annual shareholders’ meeting held in 2021. Messrs. Pedro Heilbron, Ricardo A. Arias, Alvaro Heilbron, Carlos A. Motta, John Gebo, Andrew Levy and Mrs. Julianne Canavaggio were each

re-elected

for

two-year

terms at our annual shareholders’ meeting held in 2020.

Pursuant to contractual arrangements with us and CIASA, UAL is entitled to designate one of our directors. Currently, Mr. John Gebo is the

UAL-appointed

director.

None of our Directors has entered into any service contract with the Company or its subsidiaries.

Committees of the Board of Directors

Audit Committee

. The primary function of the Audit Committee is to assist the Board of Directors in fulfilling its oversight

responsibilities by reviewing:

• the integrity of financial reports and other financial information made available to the public or any regulator or governmental body;

• the effectiveness of our internal financial control and risk management systems, including cybersecurity and privacy risks and the Company’s procedures and policies for assessing and managing such risks;

• the effectiveness of our internal audit function, and the independent audit process including the appointment, retention, compensation, and supervision of the independent auditor; and

• the compliance with laws and regulations, as well as the policies and ethical codes established by management and the Board of Directors.

The Audit Committee is also responsible for implementing procedures for receiving, retaining and addressing complaints regarding accounting, internal control and auditing matters, including the submission of confidential, anonymous complaints regarding questionable accounting, ethical or auditing matters.

53

Messrs. Jose Castañeda, Josh Connor and Mrs. Julianne Canavaggio, are independent

non-executive

directors under the applicable rules of the New York Stock Exchange, are the current members of the committee. The Committee´s chairman is Mr. Josh Connor. All members are financially literate. Messrs. Castañeda, Connor and Mrs. Canavaggio have been determined to be financial experts by the Board of Directors.

Compensation Committee

. Our Compensation Committee is responsible for the selection process of the Chief Executive Officer and the evaluation of all executive officers (including the CEO), recommending the level of compensation and any associated bonus. The charter of our Compensation Committee requires that all its members shall be

non-executive

directors, of which at least one member will be an independent director under the applicable rules of the New York Stock Exchange. Messrs. Stanley Motta, Jaime Arias and Jose Castañeda are the members of our Compensation Committee, and Mr. Stanley Motta is the Chairman of the Compensation Committee.

Nominating and Governance Committee

. Our Nominating and Governance Committee is responsible for developing and recommending criteria for selecting new directors, overseeing evaluations of the Board of Directors, its members and committees of the Board of Directors, environmental, social and governance matters and handling other issues that are specifically delegated to the Nominating and Governance Committee by the Board of Directors from time to time. Our charter documents require that there be at least one independent member of the Nominating and Governance Committee until the first shareholders’ meeting to elect directors after such time as the Class A shares are entitled to full voting rights. Messrs. Carlos Alberto Motta, Alvaro Heilbron, and José Castañeda are the members of our Nominating and Governance Committee, and Mr. Carlos Alberto Motta is the Chairman of the Nominating and Governance Committee.

Independent Directors Committee

. Our Independent Directors Committee is created by our Articles of Incorporation and consists of any directors that the Board of Directors determines from time to time meet the independence requirements of the NYSE rules applicable to audit committee members of foreign private issuers. Our Articles of Incorporation provide that there will be no fewer than three independent directors at all times, subject to certain exceptions. Under our Articles of Incorporation, the Independent Directors Committee must approve:

• any transactions in excess of $5 million between us and our controlling shareholders;

• the designation of certain primary share issuances that will not be included in the calculation of the percentage ownership pertaining to the Class B shares for purposes of determining whether the Class A shares should be converted to voting shares under our Articles of Incorporation; and

• the issuance of additional Class B shares or Class C shares to ensure Copa Airlines’ compliance with aviation laws and regulations.

The Independent Directors Committee shall also have any other powers expressly delegated by the Board of Directors. Under the Articles of Incorporation, these powers can only be changed by the Board of Directors acting as a whole upon the written recommendation of the Independent Directors Committee. The Independent Directors Committee will only meet regularly until the first shareholders’ meeting at which the Class A shareholders will be entitled to vote for the election of directors and afterwards at any time that Class C shares are outstanding. All decisions of the Independent Directors Committee shall be made by a majority of the members of the committee. See “Item 10B. Memorandum and Articles of Association—Description of Capital Stock”.

Mrs. Julianne Canavaggio, Messrs. Jose Castañeda, and Josh Connor, are independent

non-executive

directors under the applicable rules of the New York Stock Exchange, are the current members of the committee.

D. Employees

We believe that our growth potential and the achievement of our results-oriented corporate goals are directly linked to our ability to attract, motivate and maintain the best professionals available in the airline business. In order to help retain our employees, we encourage open communication channels between our employees and management. Our CEO meets quarterly with all of our Copa employees in Panama in town hall-style meetings during which he explains the Company’s performance and encourages feedback from attendees. A similar presentation is made by our senior executives at each of our foreign stations. Our compensation strategy reinforces our determination to retain talented and highly motivated employees and is designed to align the interests of our employees with our shareholders through profit-sharing.

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Approximately 84.2% of the Company’s employees are located in Panama, while the remaining 15.8% are distributed among our foreign stations. Copa’s employees can be categorized as follows:

December 31,
	2021		2020		2019
Pilots		1040		1,060		1,391
Flight attendants		1822		1,462		2,185
Mechanics		477		340		527
Customer service agents, reservation agents, ramp and others		913		1,087		2,544
Management and clerical		1,875		1,718		2,230
Total employees		6,127		5,667		8,877

Our profit-sharing program reflects our belief that our employees will remain dedicated to our success if they have a stake in that success. We identify key performance drivers within each employee’s control as part of our annual objectives plan, or “Path to Success”. Typically, we pay bonuses in the first quarter of the year based on our performance during the preceding calendar year. For members of management, 75% of the bonus amount is based on our performance as a whole and 25% is based on the achievement of individual goals. Bonuses for

non-management

employees are based on the Company’s performance and payment is typically a multiple of the employee’s weekly salary. The bonus payments are approved by our compensation committee. We typically make accruals each month for the expected annual bonuses, which are reconciled to actual payments at their dispersal within the first half of the following year.

We provide training for all of our employees, including technical training for our pilots, dispatchers, flight attendants and other technical staff. In addition, we provide recurrent customer service training to frontline staff, as well as leadership training for managers. We currently have three flight simulators at our training facility in Panama’s City of Knowledge. In 2006, we leased a Level B flight simulator for Boeing

737-Next

Generation training that served 80% of our initial training, transition and upgrade training, and 100% of our recurrent training needs relating to that aircraft. During 2007, we upgraded this simulator to Level C to provide 100% of our initial training. In 2011, Copa bought a second

737-Next

Generation Full Flight Simulator, or “FFS”, Level D. The Level D qualification is the highest certification provided by the Federal Aviation Administration (FAA) to any Flight Training Device. Another important acquisition in 2011 was the second B737 Virtual Procedure Trainer (VPT), which complements the new FFS training. In October 2012, the lease on our first B737 Next Generation simulator expired and we bought a new FFTX technology training device accompanied by a new Virtual Procedure Trainer (VPT). In 2015, Copa bought a new Boeing

737-800

Full Flight Simulator

(FFS-X)

compliant with regulatory Qualification Level D, and two new

B737-800

Cockpit Procedure Trainers (CPTs) compliant with regulatory Qualification FTD Level 4 to provide 100% of our initial, recurrent, transition and upgrade training needs. We bought a new Boeing 737 MAX Full Flight Simulator compliant with regulatory qualification Level D to provide 100% of our training needs which is available for use since May of 2019, which underwent an important upgrade with the Boeing 737

MAX-9

data package software in November 2021 to resemble our fleet.

Approximately 65.8% of the Company’s 6,127 employees are unionized. Our employees currently belong to eight union organizations; five covering employees in Panama and three covering employees in Colombia, in addition to union organizations in other countries to which we fly. Copa Airlines has traditionally had good relations with its employees and all the unions and expects to continue to enjoy good relations with its employees and the unions in the future.

The five unions covering employees in Panama include: the pilots’ union (UNPAC); the flight attendants’ union (SIPANAB); the mechanics’ union (SITECMAP), the industry union (SIELAS), which represents ground personnel, messengers, drivers, passenger service agents, counter agents and other

non-executive

administrative staff, and other industry union named UGETRACAS which represents ground personnel and flight attendants.

Copa entered into collective bargaining agreements with the pilots’ union in July 2017, the industry union in December 2017, the mechanics’ union in June 2018 and with the flight attendants’ union in October 2018. Collective bargaining agreements in Panama are typically between three and four-year terms.

The three unions covering employees in Colombia are: the pilots’ union (ACDAC), the flight attendants’ union (ACAV) and the industry union in Colombia (SITRANAC).

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Copa entered into collective bargaining with ACDAC in January 2018 and ended without agreement. ACDAC ended without agreement and resolved to extend the benefits provided by arbitration in December 2014 up to June 2022. ACAV arbitration decision was extended until March 2022, since ACAV has not presented a new bill of petitions. Additionally, SINTRATAC and Copa entered into collective bargaining agreement in December 2017 for terms of four years until December 2021. This agreement was automatically extended until June 2022. Negotiations with ACMA were resolved by arbitration on December 31, 2015, extending the validation every 6 months from this date, until June 2022. ACMA has not presented a new bill of petition.

Typically, collective bargaining agreements in Colombia have terms of two to three years. Although AeroRepública usually settles many of its collective bargaining agreement negotiations through arbitration proceedings, it has traditionally experienced good relations with its unions.

In addition to the unions in Panama and Colombia, the Company’s employees in Brazil are covered by industry union agreements that cover all airline industry employees in the country and airport employees in Argentina are affiliated with an industry union (UPADEP).

E. Share Ownership

The members of our Board of Directors and our executive officers as a group own less than one percent of our Class A shares. See “Item 7A. Major Shareholders”.

For a description of stock options granted to our Board of Directors and our executive officers, see “—Compensation—Incentive Compensation Program”.

Item 7. Major Shareholders and Related Party Transactions

A. Major Shareholders

The following table sets forth information relating to the beneficial ownership of our Class A shares as of December 31, 2021 by each person known to us to beneficially own 5% or more of our common shares and all our directors and officers as a group.

Class A shares are limited voting shares entitled only to vote in certain specified circumstances. See “Item 10B. Additional Information – Memorandum and Articles of Association – Description of Capital Stock”.

Class A Shares
Beneficially Owned
	Shares
CIASA (2)		42,989
Executive officers and directors as a group (13 persons)		113.446
Others		30,838,685
Total		30,995,120

(1) Based on a total of 30,995,120 Class A shares outstanding.

(2) CIASA owns 100% of the Class B shares of Copa Holdings representing 26.1% of our total capital stock.

In June 2006, Continental reduced its ownership of our total capital stock from 27.3% to 10.0%. In May 2008, Continental sold down its remaining shares in the public market.

CIASA currently owns 100% of the Class B shares of Copa Holdings, representing 100% of the voting power of our capital stock. CIASA is controlled by a group of Panamanian investors representing several prominent families in Panama. This group of investors has historically acted together in a variety of business activities both in Panama and elsewhere in Latin America, including banking, insurance, real estate, telecommunications, international trade and commerce and wholesale. Members of the Motta, Heilbron and Arias families, and their affiliated companies, including our Chief Executive Officer, Mr. Pedro Heilbron, and several of our directors beneficially own approximately 83% of CIASA’s shares, as of February 28, 2022. Such individual shareholders of CIASA have entered into a shareholders’ agreement that restricts transfers of CIASA shares to

non-Panamanian

nationals. Mr. Stanley Motta exercises effective control of CIASA.

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In March 2010, CIASA converted a portion of its Class B shares into 1.6 million

non-voting

New York Stock Exchange-listed Class A shares and sold such Class A shares in an

SEC-registered

public offering. As a result, CIASA’s ownership decreased from 29.2% to 25.1% of our capital stock. CIASA’s current ownership is 26.1% of our capital stock. In the event CIASA seeks to reduce its ownership below 10% of our total share capital, our independent directors may decide to issue special voting shares solely to Panamanian nationals to maintain the ownership requirements mandated by the Panamanian Aviation Act.

The address of CIASA is Corporación de Inversiones Aéreas, S.A., c/o Copa Holdings, S.A., Boulevard Costa del Este, Avenida Principal y Avenida de la Rotonda, Urbanización Costa del Este, Complejo Business Park, Torre Oeste, Parque Lefevre, Panama City, Panama.

It is not practicable for us to determine the number of Class A shares beneficially owned in the United States. As of February 28, 2022, we had 231 registered record holders of our Class A shares.

B. Related Party Transactions

Registration Rights Agreement

Under the registration rights agreement, as amended by the supplemental agreement, CIASA continues to have the right to make one demand on us with respect to the registration and sale of our common stock held by them. The registration expenses incurred in connection with a demand registration requested after the date hereof, which expenses exclude underwriting discounts and commissions, will be paid ratably by each security holder participating in such offering in proportion to the number of their shares that are included in the offering.

Agreements with our controlling shareholders and their affiliates

Our directors and controlling shareholders have many other commercial interests within Panama and throughout Latin America. We have commercial relationships with several of these affiliated parties from which we purchase goods or services, as described below. In each case we believe our transactions with these affiliated parties are consistent with market rates and terms.

Banco General, S.A.

We have a strong commercial banking relationship with Banco General, S.A., a Panamanian bank partially owned by our controlling shareholders. We have obtained financing from Banco General under short to medium-term financing arrangements for part of the commercial loan tranche of one of the Company’s Export-Import Bank facilities. We also maintain general lines of credit and time deposit accounts with Banco General. Interest received from Banco General amounted to $1.5 million, $2.7 million and $4.2 million in 2021, 2020, or 2019, respectively. There have not been any material interest payments for the last three years. There was no outstanding debt balance at December 31, 2021, 2020, or 2019.

ASSA Compañía de Seguros, S.A.

Panamanian law requires us to maintain our insurance policies through a local insurance company. We have contracted with ASSA, an insurance company that provide substantially all of the Company’s insurance policies. While the Company’s controlling shareholders do not hold a controlling equity interest in ASSACompañía de Seguros, S. A

.

, various members of the Company’s Board of Directors are also board members of ASSA Compañía de Seguros, S. A. ASSA has, in turn, reinsured almost all of the risks under those policies with insurance companies around the world. The payments to ASSA totaled $9.7 million in 2021, $7.2 million in 2020 and $11.2 million in 2019.

Petróleos Delta, S.A.

Since 2005, we entered into a contract with Petróleos Delta, S.A. to supply our jet fuel needs. The contract term is two years and the last contract subscribed was in June 2020. While our controlling shareholders do not hold a controlling equity interest in Petróleos Delta, S.A., several of our directors are also board members of Petróleos Delta, S.A. Payments to Petróleos Delta totaled $190.6 million in 2021, $102.7 million in 2020 and $376.8 million in 2019.

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Desarollo Inmobiliario del Este, S.A.

During January 2006, we moved into headquarters located six miles away from Tocumen International Airport. We lease four floors consisting of approximately 105,981 square feet of the building from Desarollo Inmobiliario Del Este, S.A., an entity controlled by the same group of investors that controls CIASA. Payments to Desarrollo Inmobiliario Del Este, S.A. totaled $3.4 million, $3.3 million and $4.0 million in 2021, 2020 and 2019, respectively.

Galindo, Arias & Lopez

Most of our legal work is carried out by the law firm Galindo, Arias & Lopez. Messrs. Jaime Arias and Ricardo Alberto Arias, partners of Galindo, Arias & Lopez, are indirect shareholders of CIASA and serve on our Board of Directors. Payments to Galindo, Arias & Lopez totaled $0.2 million, $0.2 million and $0.3 million in 2021, 2020 and 2019, respectively.

Milicom Tigo Panama, S.A.

The Company is responsible for providing television and internet broadcasting services in Panama. A member of the Company’s Board of Directors is shareholder of Milicom Tigo Panama, S.A. Payments to Milicom Tigo Panama, S.A. totaled $0.6 million. $0.7 million, and $1.4 million in 2021, 2020 and 2019, respectively.

Panama Air Cargo Terminal

Provides cargo and courier services in Panama, an entity controlled by the same group of investors that controls CIASA. Payments to Panama Air Cargo Terminal totaled $3.2 million in 2021, $2.0 million in 2020 and $3.5 million in 2019.

GBM International, Inc.

Provides systems integration and computer services, as well as technical services and enterprise management. A member of the Company’s Board of Directors is shareholder of GBM International, Inc. Payments to GBM International, Inc. totaled $0.1 million, $0.1 million and $0.2 million in 2021, 2020, 2019, respectively.

Other Transactions

We also purchase most of the alcohol and some of the other beverages served on our aircraft from Motta Internacional, S.A. and Global Brands, S.A., both of which are controlled by our controlling shareholders. We do not have any formal contracts for these purchases but pay wholesale prices based on price lists periodically submitted by those importers and comparisons to other options in the marketplace. We paid these entities approximately $0.1 million in 2021, $0.6 million in 2020 and $1.9 million in 2019.

C. Interests of Experts and Counsel

Not applicable.

Item 8. Financial Information

A. Consolidated Statements and Other Financial Information

See “Item 3A. Key Information—Selected Financial Data” and “Item 18. Financial Statements.”

Legal Proceedings

In the ordinary course of our business, we are party to various legal actions, which we believe are incidental to the operation of our business. While legal proceedings are inherently uncertain, we believe that the outcome of the proceedings to which we are currently a party is not likely to have a material adverse effect on our financial position, results of operations and cash flows.

Dividends and Dividend Policy

The payment of dividends on our shares is subject to the discretion of our Board of Directors. Under Panamanian law, we may pay dividends only out of retained earnings and capital surplus. So long as we do not default on our payments under our loan agreements, there are no covenants or other restrictions on our ability to declare and pay dividends. Our Articles of Incorporation provide that all dividends declared by our Board of Directors will be paid equally with respect to all of the Class A and Class B shares. See “Item 10B. Additional Information—Memorandum and Articles of Association—Description of Capital Stock—Dividends”.

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In February 2016, the Board of Directors approved a change to the dividend policy to limit aggregate annual dividends to an amount equal to 40% of the prior year’s annual consolidated adjusted net income, to be distributed in equal quarterly installments subject to board ratification each quarter. Our Board of Directors may, in its sole discretion and for any reason, amend or discontinue the dividend policy. Our Board of Directors may change the level of dividends provided for in this dividend policy or entirely discontinue the payment of dividends. Future dividends with respect to shares of our common stock, if any, will depend on, among other things, our results of operations, cash requirements, financial condition, contractual restrictions, business opportunities, provisions of applicable law and other factors that our Board of Directors may deem relevant.

During the first quarter of 2020, the Company paid dividends in the amount of $80 cents per share. Given the uncertainty related to the

COVID-19

pandemic, including the effect on future air travel demand, on April 26, 2020 the Board of Directors postponed dividend payments for the remaining quarters of 2020 and as of December 31, 2021, the decision remains.

Dividend or Fiscal Year:	Payment Date	Total Dividend Payment (U.S. Dollars)		Cash Dividend per Share
2020	March 13, 2020	$	34 million		0.80
2019	December 13, 2019	$	28 million		0.65
2019	September 13, 2019	$	28 million		0.65
2019	June 14, 2019	$	28 million		0.65
2019	March 15, 2019	$	28 million		0.65
2018	December 14, 2018	$	37 million		0.87
2018	September 14, 2018	$	37 million		0.87
2018	June 15, 2018	$	37 million		0.87
2018	March 15, 2018	$	37 million		0.87
2017	December 15, 2017	$	32 million		0.75
2017	September 12, 2017	$	32 million		0.75
2017	June 15, 2017	$	22 million		0.51
2017	March 13, 2017	$	22 million		0.51
2016	December 15, 2016	$	22 million		0.51
2016	September 13, 2016	$	22 million		0.51
2016	June 16, 2016	$	21 million		0.51
2016	March 16, 2016	$	21 million		0.51

B. Significant Changes

None.

Item 9. The Offer and Listing

A. Offer and Listing Details

Our Class A shares have been listed on the New York Stock Exchange, or NYSE, under the symbol “CPA” since December 14, 2005.

B. Plan of Distribution

Not applicable.

C. Markets

Our Class A shares have been listed on the NYSE under the symbol “CPA” since December 14, 2005. Our Class B shares are not listed on any exchange and are not publicly traded. We are subject to the NYSE corporate governance listing standards. The NYSE requires that corporations with shares listed on the exchange comply with certain corporate governance standards. As a foreign private issuer, we are only required to comply with

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certain NYSE rules relating to audit committees and periodic certifications to the NYSE. The NYSE also requires that we provide a summary of the significant differences between our corporate governance practices and those that would apply to a U.S. domestic issuer. Please refer to “Item 16 G. Corporate Governance” for a summary of the significant differences between our corporate governance practices and those that would typically apply to a U.S. domestic issuer under the NYSE corporate governance rules.

D. Selling Shareholders

Not applicable.

E. Dilution

Not applicable.

F. Expenses of the Issue

Not applicable.

Item 10. Additional Information

A. Share Capital

Not applicable.

B. Memorandum and Articles of Association

Copa Holdings was formed on May 6, 1998 as a corporation (

sociedad anónima

) duly incorporated under the laws of Panama with an indefinite duration. The Registrant is registered under Public Document No. 3.989 of May 5, 1998 of the Notary Number Eight of the Circuit of Panama and recorded in the Public Registry Office, Microfilm (Mercantile) Section, Microjacket 344962, Film Roll 59672, Frame 0023.

Objects and Purposes

Copa Holdings is principally engaged in the investment in airlines and aviation-related companies and ventures, although our Articles of Incorporation grant us general powers to engage in any other lawful business, whether or not related to any of the specific purposes set forth in the Articles of Incorporation (See Article 2 of the Company’s Articles of Incorporation).

Common Stock

Our authorized capital stock consists of 80 million shares of common stock without par value, divided into Class A shares, Class B shares and Class C shares. As of December 31, 2021, we had 33,998,654 Class A shares issued and 30,995,120 Class A shares outstanding; 10,938,125 Class B shares issued and outstanding, and no Class C shares outstanding. Class A and Class B shares have the same economic rights and privileges, including the right to receive dividends, except as described in this section.

For a description of our common stock, see Exhibit 2.1 to this annual report.

C. Material Contracts

Engine Services Agreements between GE Engine Services, LLC and Copa Holdings, S.A.

Since May 2011, we have entered into three separate Rate per Engine Flight Hour Engine Services Agreements with GE Engine Services, LLC, pursuant to which GE shall be the exclusive provider of maintenance, repair and overhaul services to our

CF-34

and

CFM-56

aircraft engines. Most maintenance services are performed at a certain rate per engine flight hour incurred by our engines. These rates were set based on our predicted operating parameters and will be adjusted in case of variation of those parameters. Unless terminated, the agreement with respect to the

CF-34

engines will continue through September 30, 2022 while the agreements with respect to the

CFM-56

engines expire on December 31, 2021 and April 30, 2028, respectively, in each case unless renewed upon the parties’ mutual agreements. Either party may terminate the agreement in the event of insolvency of the other party or upon a material breach by the other party which remains uncured. Any material breach by us of this agreement could, at the option of GE, trigger a cross-default of all our other contracts with GE. GE may also terminate this agreement if the number of engines covered decreases below the prescribed minimum. Upon early termination of the agreement for any reason, we shall pay GE for all services or work performed by GE up to the time of such termination by means of reconciliation.

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MAX Aircraft purchase Agreement between the Boeing Company and Copa Airlines.

In April 2015, Copa finalized negotiations with the Boeing Company for the purchase of 737 MAX airplanes. These negotiations started in 2013, and the agreement has been amended several times since then, most recently in November 2021.

D. Exchange Controls

There are currently no Panamanian restrictions on the export or import of capital, including foreign exchange controls, and no restrictions on the payment of dividends or interest, nor are there limitations on the rights.

E. Taxation

United States

The following summary describes the material United States federal income tax consequences of the ownership and disposition of our Class A shares as of the date hereof. The discussion set forth below is applicable to United States Holders (as defined below) that beneficially own our Class A shares as capital assets for United States federal income tax purposes (generally, property held for investment). This summary does not represent a detailed description of the United States federal income tax consequences applicable to you if you are subject to special treatment under the United States federal income tax laws, including if you are:

• a bank;

• a dealer in securities or currencies;

• a financial institution;

• a regulated investment company;

• a real estate investment trust;

• an insurance company;

• a tax-exempt organization;

• a person holding our Class A shares as part of a hedging, integrated or conversion transaction, a constructive sale or a straddle;

• a trader in securities that has elected the mark-to-market method of accounting for your securities;

• a person liable for alternative minimum tax;

• a person who owns 10% or more of our stock (by vote or value);

• a partnership or other pass-through entity (or investor therein) for United States federal income tax purposes; or

• a person whose “functional currency” is not the United States dollar.

The discussion below is based upon the provisions of the Internal Revenue Code of 1986, as amended (the “Code”), and regulations, rulings and judicial decisions thereunder as of the date hereof, and such authorities may be replaced, revoked or modified so as to result in United States federal income tax consequences different from those discussed below.

If you are considering the purchase, ownership or disposition of our Class A shares, you should consult your own tax advisors concerning the United States federal income tax consequences to you in light of your particular situation as well as any consequences arising under state or local law or under the laws of any other taxing jurisdiction.

As used herein, “United States Holder” means a beneficial owner of our Class A shares that is for United States federal income tax purposes:

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• an individual citizen or resident of the United States;

• a corporation (or other entity treated as a corporation for United States federal income tax purposes) created or organized in or under the laws of the United States, any state thereof or the District of Columbia;

• an estate the income of which is subject to United States federal income taxation regardless of its source; or

• a trust if it (1) is subject to the primary supervision of a court within the United States and one or more United States persons have the authority to control all substantial decisions of the trust or (2) has a valid election in effect under applicable United States Treasury regulations to be treated as a United States person.

If a partnership holds our Class A shares, the tax treatment of a partner will generally depend upon the status of the partner and upon the activities of the partnership. An investor who is a partner of a partnership holding our Class A shares should consult its own tax advisor.

Taxation of Dividends

Distributions on the Class A shares (including amounts withheld to reflect Panamanian withholding taxes, if any) will be taxable as dividends to the extent paid out of our current or accumulated earnings and profits, as determined under United States federal income tax principles. Such income (including withheld taxes) will be includable in your gross income as foreign-source ordinary income on the day actually or constructively received by you. Such dividends will not be eligible for the dividends received deduction allowed to corporations. Because we do not intend to keep earnings and profits in accordance with United States federal income tax principles, you should expect that distributions on the Class A shares will generally be treated as dividends.

With respect to

non-corporate

United States Holders, certain dividends received from a qualified foreign corporation may be subject to reduced rates of taxation. A foreign corporation generally is treated as a qualified foreign corporation with respect to dividends paid by that corporation on shares that are readily tradable on an established securities market in the United States. United States Treasury Department guidance indicates that our Class A shares, which are listed on the NYSE, are currently readily tradable on an established securities market in the United States. There can be no assurance, however, that our Class A shares will be considered readily tradable on an established securities market at a later date.

Non-corporate

United States Holders that do not meet a minimum holding period requirement during which they are not protected from the risk of loss or that elect to treat the dividend income as “investment income” pursuant to Section 163(d)(4) of the Code will not be eligible for the reduced rates of taxation regardless of our status as a qualified foreign corporation. In addition, the rate reduction will not apply to dividends if the recipient of a dividend is obligated to make related payments with respect to positions in substantially similar or related property. This disallowance applies even if the minimum holding period has been met. You should consult your own tax advisors regarding the application of these rules to your particular circumstances.

Subject to certain conditions and limitations, Panamanian withholding taxes on dividends may be treated as foreign taxes eligible for credit against your United States federal income tax liability. For purposes of calculating the foreign tax credit, dividends paid on the Class A shares generally will be treated as income from sources outside the United States and will generally constitute passive income. Further, in certain circumstances, if you:

• have held Class A shares for less than a specified minimum period during which you are not protected from risk of loss, or

• are obligated to make related to the payments with respect to positions in substantially similar or related property,

You will not be allowed a foreign tax credit for foreign taxes imposed on dividends paid on the Class A shares, if any. The rules governing the foreign tax credit are complex. You are urged to consult your tax advisors regarding the availability of the foreign tax credit under your particular circumstances.

Passive Foreign Investment Company

We do not believe that we were a passive foreign investment company (a “PFIC”) for United States federal income tax purposes for 2021, and we expect to operate in such a manner so as not to become a PFIC in 2022 or the foreseeable future. However, the determination whether we are a PFIC must be made annually based on the facts and circumstances at that time, some of which may be beyond our control, such as our market capitalization and the valuation of our assets, including goodwill and other intangible assets, and the nature and sources of our income. If, contrary to our expectations, we are or become a PFIC, you could be subject to additional United States federal income taxes on gain recognized with respect to the Class A shares and on certain distributions, plus an interest charge on certain taxes treated as having been deferred under the PFIC rules. Further,

non-corporate

United States Holders will not be eligible for reduced rates of taxation on any dividends received from us if we are a PFIC in the taxable year in which such dividends are paid or the preceding taxable year.

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Taxation of Disposition of Shares

For United States federal income tax purposes, you will recognize taxable gain or loss on any sale or exchange of a Class A share in an amount equal to the difference between the amount realized for the Class A share and your tax basis in the Class A share. Such gain or loss will generally be capital gain or loss. Capital gains of individuals derived with respect to capital assets held for more than one year generally are eligible for reduced rates of taxation. The deductibility of capital losses is subject to limitations. Any gain or loss recognized by you will generally be treated as United States source gain or loss.

Information Reporting and Backup Withholding

In general, information reporting will apply to dividends in respect of our Class A shares and the proceeds from the sale, exchange or redemption of our Class A shares that are paid to you within the United States (and in certain cases, outside the United States), unless you establish that you are an exempt recipient such as a corporation. A backup withholding tax may apply to such payments unless you provide an accurate taxpayer identification number and make any other required certification or otherwise establish an exemption.

Any amounts withheld under the backup withholding rules will be allowed as a refund or a credit against your United States federal income tax liability provided the required information is timely furnished to the Internal Revenue Service.

Panama

The following is a discussion of the material Panamanian tax considerations to holders of Class A shares under Panamanian tax law and is based upon the tax laws and regulations in force and effect as of the date hereof, which may be subject to change. This discussion, to the extent it states matters of Panamanian tax law or legal conclusions and subject to the qualifications herein, represents the opinion of Galindo, Arias & Lopez, our Panamanian counsel.

Taxation of Dividends

Dividends paid by a corporation duly licensed to do business in Panama, whether in the form of cash, stock or other property, are subject to a 10% withholding tax on the portion attributable to Panamanian sourced income, and a 5% withholding tax on the portion attributable to foreign sourced income. Dividends paid by a holding company which correspond to dividends received from its subsidiaries for which the dividend tax was previously paid, are not subject to any further withholding tax under Panamanian law.

Therefore, distributions on the Class A shares would not be subject to withholding tax to the extent that said distributions are attributable to dividends received from any of our subsidiaries for which the dividend tax was previously paid.

Taxation of Capital Gains

As long as the Class A shares are registered with the SMV and are sold through an organized market, Panamanian taxes on capital gains will not apply either to Panamanians or other countries’ nationals. We have registered the Class A shares, with both the NYSE and the SMV.

Other Panamanian Taxes

There are no estate, gift or other taxes imposed by the Panamanian government that would affect a holder of the Class A shares, whether such holder were Panamanian or a national of another country.

F. Dividends and Paying Agents

Not applicable.

G. Statement by Experts

Not applicable.

63

H. Documents on Display

We are subject to the informational requirements of the U.S. Securities Exchange Act of 1934, which is also known as the Exchange Act. Accordingly, we are required to file reports and other information with the Commission, including annual reports on Form

20-F

and reports on Form

6-K.

You may inspect and copy reports and other information to be filed with the Commission at the Public Reference Room of the Commission at 100 F Street, N.W., Washington D.C. 20549, and copies of the materials may be obtained there at prescribed rates. The public may obtain information on the operation of the Commission’s Public Reference Room by calling the Commission in the United States at

1-800-SEC-0330.

In addition, the Commission maintains a website at www.sec.gov, from which you can electronically access the registration statement and its materials.

As a foreign private issuer, we are not subject to the same disclosure requirements as a domestic U.S. registrant under the Exchange Act. For example, we are not required to prepare and issue quarterly reports. In 2016, the SEC approved a new rule and the NYSE published a new requirement for foreign private issuers to submit interim financials as of the end of and for the first two quarters of its fiscal year if they do not already furnish interim financials at least semi-annually. This new requirement will not affect us because we furnish our shareholders with annual reports containing financial statements audited by our independent auditors and make available to our shareholders quarterly reports containing unaudited financial data for the first three quarters of each fiscal year. We furnish such quarterly reports with the SEC within two months of each quarter of our fiscal year, and we file annual reports on Form

20-F

within the time period required by the SEC, which is currently four months from December 31, the end of our fiscal year.

I. Subsidiary Information

Not applicable.

Item 11. Quantitative and Qualitative Disclosures about Market Risk

The risks inherent in our business are the potential losses arising from adverse changes to the price of fuel, interest rates and the U.S. dollar exchange rate. Please also refer to note 28 of our financial statements.

Aircraft Fuel

. Our results of operations are affected by changes in the price and availability of aircraft fuel. The Company has not entered into new fuel hedge contracts and has adopted a strategy of remaining unhedged, while regularly reviewing its policies based on market conditions and other factors. As of December 31, 2021, the Company did not have any outstanding fuel hedge contracts. Market risk is estimated as a hypothetical 10% increase in the December 31, 2021 cost per gallon of fuel. Based on projected 2022 fuel consumption, such an increase would result in an increase to aircraft fuel expense of approximately $62.0 million in 2022. There are no hedged contracts for 2022. Additionally, global geopolitical events, such as the conflict between Russia and Ukraine beginning in February 2022, have led to an increase in fuel costs which may negatively impact our business operations. Due to the evolving nature of such events, we are unable to predict the duration of the conflict or the extent of the impact on our business.

Interest

. Our earnings are affected by changes in interest rates due to the impact those changes have on interest expense from variable-rate debt instruments and operating leases and on interest income generated from our cash and investment balances. If the interest rate average is 100 basis points more in 2021, the variable-rate debt interest expense would increase by approximately $2.8 million and the estimated fair value of the fixed-rate debt would decrease by approximately $0.1 million. These amounts are determined by considering the impact of the hypothetical interest rates on the variable-rate debt and marketable securities equivalent balances at December 31, 2021.

Foreign Currencies.

The majority of our obligations are denominated in U.S. dollars. Since Panama uses the U.S. dollar as legal tender, the majority of our operating expenses are also denominated in U.S. dollars, approximately 65.8% of revenues and 80.4% of expenses are in U.S. dollars. A significant part of our revenue is denominated in foreign currencies, including the Colombian peso, Brazilian real, Mexican peso and Argentinian peso, which represented 13.6%, 8.1%, 2.5% and 2.0%, respectively of our revenue in 2021, respectively.

On January 1, 2015, given the change in its business strategy focused on international markets, AeroRepública concluded that the most appropriate functional currency of the Company would be U.S. dollars. This reflects the fact that the majority of the airline’s business is influenced by pricing in international markets, with a dollar economic environment. In the same way, the major operating expenses such as fuel, leasing, airport services and sales commissions are dollarized. Until December 31, 2014, the previous functional currency of the Company was the Colombian peso.

64

The following chart summarizes the Company’s exchange risk exposure (assets and liabilities denominated in foreign currency) at December 31, 2021 and 2020:

	2021		2020
Assets
Cash and cash equivalents		10,848		12,322
Accounts receivable, net		50,103		27,670
Other assets		17,811		18,942
Total assets	$	78,762	$	58,934
Liabilities
Accounts payable		35,948		20,142
Taxes payable		25,827		13,757
Other liabilities		12,239		11,387
Total liabilities	$	74,014	$	45,286
Net position	$	4,748	$	13,648

Item 12. Description of Securities Other than Equity Securities

Not applicable.

A. Debt securities

Not applicable.

B. Warrants and rights

Not applicable.

C. Other securities

Not applicable.

D. American depositary shares

Not applicable.

65

PART II

Item 13. Defaults, Dividend Arrearages and Delinquencies

None.

Item 14. Material Modifications to the Rights of Security Holders and Use of Proceeds

None.

Item 15. Controls and Procedures

A. Disclosure Controls and Procedures

Disclosure controls and procedures are designed to ensure that information required to be disclosed by the Company in reports filed or submitted under the Securities Exchange Act of 1934 is recorded, processed, summarized and reported within the time periods specified in the SEC’s rules and forms. We carried out an evaluation under the supervision of our Management, including our Chief Executive Officer and Chief Financial Officer, of the effectiveness of the design and operation of our disclosure controls and procedures as of December 31, 2021. There are inherent limitations to the effectiveness of any system of disclosure controls and procedures, including the possibility of human error and the circumvention or overriding of the controls and procedures. Accordingly, even effective disclosure controls and procedures can only provide reasonable assurance of achieving their control objectives. Based upon our evaluation, our Chief Executive Officer and Chief Financial Officer concluded that our disclosure controls and procedures were effective to provide reasonable assurance that information required to be disclosed by us in the reports that we file or submit under the Exchange Act is recorded, processed, summarized and reported, within the time periods specified in the applicable rules and forms, and that it is accumulated and communicated to our management, including our Chief Executive Officer and Chief Financial Officer, as appropriate to allow timely decisions regarding required disclosure.

B. Management’s Annual Report on Internal Control over Financial Reporting

The Management of Copa Holdings, S.A. or the “Company”, is responsible for establishing and maintaining effective internal control over financial reporting as defined in Rules

13a-15(f)

under the Securities Exchange Act of 1934. The Company’s internal control over financial reporting is designed to provide reasonable assurance to the Company’s management and board of directors regarding the preparation and fair presentation of published financial statements.

Because of its inherent limitations, internal control over financial reporting may not prevent or detect misstatements. Therefore, even those systems determined to be effective can provide only reasonable assurance with respect to financial statement preparation and presentation.

Management assessed the effectiveness of the Company’s internal control over financial reporting as of December 31, 2021. In making this assessment, management used the criteria set forth by the Committee of Sponsoring Organizations of the Treadway Commission (COSO) in Internal Control – Integrated Framework (2013).

Our internal control over financial reporting is a process designed to provide reasonable assurance regarding the reliability of financial reporting and the preparation of financial statements for external purposes in accordance with generally accepted accounting principles. Our internal control over financial reporting includes those policies and procedures that:

(i) pertain to the maintenance of records that, in reasonable detail, accurately and fairly reflect the transactions and dispositions of our assets;

(ii) provide reasonable assurance that transactions are recorded as necessary to permit preparation of financial statements in accordance with IFRS, and that our receipts and expenditures are being made only in accordance with authorizations of our management and directors; and

66

(iii) provide reasonable assurance regarding prevention or timely detection of unauthorized acquisition, use or disposition of our assets that could have a material effect on our financial statements.

Based on this assessment, Management believes that, as of December 31, 2021, the Company’s internal control over financial reporting is effective based on those criteria.

C. Attestation Report of the Registered Public Accounting Firm

The effectiveness of our internal controls over financial reporting as of December 31, 2021 has been audited by Ernst &Young, the independent registered public accounting firm who also audited the Company’s consolidated financial statements. Ernst & Young’s attestation report of the effectiveness of the Company’s internal control over financial reporting is included herein.

D. Changes in Internal Control over Financial Reporting

There has been no change in our internal control over financial reporting during 2021 that has materially affected, or is reasonably likely to materially affect, our internal control over financial reporting.

67

Report of Independent Registered Public Accounting Firm

To the Shareholders and the Board of Directors Of

Copa Holdings, S.A. and Subsidiaries

Opinion on Internal Control over Financial Reporting

We have audited Copa Holdings, S.A. and subsidiaries’ (the Company) internal control over financial reporting as of December 31, 2021, based on criteria established in Internal Control—Integrated Framework issued by the Committee of Sponsoring Organizations of the Treadway Commission (2013 framework) (the COSO criteria). In our opinion, Copa Holdings, S.A. and subsidiaries maintained, in all material respects, effective internal control over financial reporting as of December 31, 2021, based on the COSO criteria.

We also have audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States) (PCAOB), the consolidated statements of financial position of the Company as of December 31, 2021 and 2020 and the related consolidated statements of profit or loss, comprehensive income (loss), changes in equity and cash flows for each of the three years in the period ended December 31, 2021, and the related notes, and our report dated April 4, 2022, expressed an unqualified opinion thereon.

Basis for Opinion

The Company’s management is responsible for maintaining effective internal control over financial reporting and for its assessment of the effectiveness of internal control over financial reporting included in the accompanying Management’s Annual Report on Internal Control over Financial Reporting. Our responsibility is to express an opinion on the Company’s internal control over financial reporting based on our audit. We are a public accounting firm registered with the PCAOB and are required to be independent with respect to the Company in accordance with the U.S. federal securities laws and the applicable rules and regulations of the Securities and Exchange Commission and the PCAOB.

We conducted our audit in accordance with the standards of the PCAOB. Those standards require that we plan and perform the audit to obtain reasonable assurance about whether effective internal control over financial reporting was maintained in all material respects.

Our audit included obtaining an understanding of internal control over financial reporting, assessing the risk that a material weakness exists, testing and evaluating the design and operating effectiveness of internal control based on the assessed risk, and performing such other procedures as we considered necessary in the circumstances. We believe that our audit provides a reasonable basis for our opinion.

Definition and Limitations of Internal Control Over Financial Reporting

A company’s internal control over financial reporting is a process designed to provide reasonable assurance regarding the reliability of financial reporting and the preparation of financial statements for external purposes in accordance with International Financial Reporting Standards, as issued by the International Accounting Standards Board. A company’s internal control over financial reporting includes those policies and procedures that (1) pertain to the maintenance of records that, in reasonable detail, accurately and fairly reflect the transactions and dispositions of the assets of the company; (2) provide reasonable assurance that transactions are recorded as necessary to permit preparation of financial statements in accordance with International Financial Reporting Standards, as issued by the International Accounting Standards Board, and that receipts and expenditures of the company are being made only in accordance with authorizations of management and directors of the company; and (3) provide reasonable assurance regarding prevention or timely detection of unauthorized acquisition, use or disposition of the company’s assets that could have a material effect on the financial statements.

68

Because of its inherent limitations, internal control over financial reporting may not prevent or detect misstatements. Also, projections of any evaluation of effectiveness to future periods are subject to the risk that controls may become inadequate because of changes in conditions, or that the degree of compliance with the policies or procedures may deteriorate.

Ernst & Young Limited Corp.

A member practice of Ernst & Young Global Limited

/s/ Ernst & Young Limited Corp.

Panama City, Republic of Panama

April

4

, 2022

69

Item 16. Reserved

Item 16A. Audit Committee Financial Expert

Our Board of Directors has determined that Messrs. Jose Castañeda and Josh Connor and Mrs. Julianne Canavaggio qualify as an “audit committee financial experts” as defined by current SEC rules and meet the independence requirements of the SEC and the NYSE listing standards. For a discussion of the role of our audit committee, see “Item 6C. Board Practices—Audit Committee”.

Item 16B. Code of Ethics

Our Board of Directors has adopted a Code of Business Conduct and Ethics applicable to our directors, officers, employees and consultants. The Code of Business Conduct and Ethics can be found at www.copaair.com under the heading “Investor Relations—Corporate Governance”. Information found on this website is not incorporated by reference into this document.

Item 16C. Principal Accountant Fees and Services

The following table sets forth by category of service the total fees for services performed by our independent registered public accounting firm Ernst & Young Limited Corp (PCAOB ID No. 1415) and its affiliates during the fiscal years ended December 31, 2021, 2020 and 2019:

	2021		2020		2019
Audit Fees	$	695,934	$	815,000	$	944,220
Audit-Related Fees		—		—		—
Tax Fees		—		—		—
All Other Fees		—		—		245,000
Total	$	695,934	$	815,000	$	1,189,220

Audit Fees

Audit fees for 2021, 2020 and 2019 included the audit of our annual financial statements and internal controls.

Audit-Related Fees

There were no audit-related fees for 2021, 2020 or 2019.

Tax Fees

There were no tax fees for 2021, 2020 or 2019.

All Other Fees

Other fees for 2021 and 2020 include amounts paid for permitted consulting services performed by Ernst & Young and

pre-approved

by our audit committee.

Pre-Approval

Policies and Procedures

Our audit committee approves all audit, audit-related, tax and other services provided by Ernst & Young. Any services provided by Ernst & Young that are not specifically included within the scope of the audit must be

pre-approved

by the audit committee in advance of any engagement. Pursuant to Rule 201 of Regulation

S-X,

audit committees are permitted to approve certain fees for audit-related services, tax services and other services pursuant to a de minimis exception prior to the completion of an audit engagement. In 2021, none of the fees paid to Ernst & Young were approved pursuant to the de minimis exception.

70

Item 16D. Exemptions from the Listing Standards for Audit Committees 

None.

Item 16E. Purchase of Equity Securities by the Issuer and Affiliated Purchasers

In November 2014, the Board of Directors of the Company approved a $250 million share repurchase program. Purchases will be made from time to time, subject to market and economic conditions, applicable legal requirements, and other relevant factors.

The following table provides a summary for the Company’s share repurchase program as of December 31, 2021:

Period	Total number of shares purchased		Average price paid per share		Total number of shares purchased as part of publicly announced program		Maximum number of shares that may be yet be purchased under the program (1)
Program 2014 (EOMR)
December 2014		182,592	$	101.84		182,592		2,274,440
January 2015		139,196	$	104.13		321,788		2,084,941
February 2015		28,454	$	109.65		350,242		1,951,529
ASR 2015
September 2015		500,000				850,242
December 2015		1,460,250				2,310,492
Program 2021 (10b5-1)
July 2021		1,474	$	64.88		2,311,966		1,373,184
November 2021		54,998	$	70.68		2,366,964		1,326,157
December 2021		502,553	$	72.67		2,869,517		884,346
Total		2,869,517

(1) Calculated based on the last share price for the end of the year

As of December 31, 2021, the Company had $73.1 million remaining to purchase shares under its share repurchase program.

Item 16F. Changes in Registrant’s Certifying Accountant

None.

Item 16G. Corporate Governance

Companies that are registered in Panama are required to disclose whether or not they comply with certain corporate governance guidelines and principles that are recommended by the Superintendence of the Securities Market (

Superintendencia del Mercado de Valores, or SMV

). Statements below referring to Panamanian governance standards reflect these voluntary guidelines set by the SMV rather than legal requirements or standard national practices. Our Class A shares are registered with the SMV, and we comply with the SMV’s disclosure requirements.

NYSE Standards	Our Corporate Governance Practice
Director Independence. Majority of board of directors must be independent. §303A.01	Panamanian corporate governance standards recommend that one in every five directors should be an independent director. The criteria for determining independence under the Panamanian corporate governance standards differs from the NYSE rules. In Panama, a director would be considered independent as long as the director does not directly or indirectly own 5% or more of the issued and outstanding voting shares of the Company, is not involved in the daily management of the Company and is not a spouse or related to the second degree by blood or marriage to the persons named above.
	Our Articles of Incorporation require us to have three independent directors as defined under the NYSE rules.
Executive Sessions. Non-management directors must meet regularly in executive sessions without management. Independent directors should meet alone in an executive session at least once a year. §303A.03	There are no mandatory requirements under Panamanian law that a company should hold, and we currently do not hold, such executive sessions.

71

NYSE Standards	Our Corporate Governance Practice
Nominating/Corporate Governance Committee. Nominating/corporate governance committee of independent directors is required. The committee must have a charter specifying the purpose, duties and evaluation procedures of the committee. §303A.04	Panamanian corporate governance standards recommend that registered companies have a nominating committee composed of three members of the board of directors, at least one of which should be an independent director, plus the chief executive officer and the chief financial officer. In Panama, the majority of public corporations do not have a nominating or corporate governance committee. Our Articles of Incorporation require that we maintain a Nominating and Corporate Governance Committee with at least one independent director until the first shareholders’ meeting to elect directors after such time as the Class A shares are entitled to full voting rights.
Compensation Committee. Compensation committee of independent directors is required, which must approve or make a recommendation to the board regarding executive officer compensation. The committee must have a charter specifying the purpose, duties and evaluation procedures of the committee. §303A.05	Panamanian corporate governance standards recommend that the compensation of executives and directors be overseen by the nominating committee but do not otherwise address the need for a compensation committee. While we maintain a compensation committee that operates under a charter as described by the NYSE governance standards, currently only one of the members of that committee is independent.
Equity Compensation Plans. Equity compensation plans require shareholder approval, subject to limited exemptions.	Under Panamanian law, shareholder approval is not required for equity compensation plans.
Code of Ethics. Corporate governance guidelines and a code of business conduct and ethics is required, with disclosure of any waiver fordirectors or executive officers. §303A.10	Panamanian corporate governance standards do not require the adoption of specific guidelines as contemplated by the NYSE standards, although they do require that companies disclose differences between their practices and a list of specified practices recommended by the SMV. We have not adopted a set of corporate governance guidelines as contemplated by the NYSE, although we will be required to comply with the disclosure requirement of the SMV.
	Panamanian corporate governance standards recommend that registered companies adopt a code of ethics covering such topics as its ethical and moral principles, how to address conflicts of interest, the appropriate use of resources, obligations to inform of acts of corruption and mechanism to enforce the compliance with established rules of conduct.

Item 16H. Mine Safety Disclosure

None.

72

PART III

Item 17. Financial Statements

See “Item 18. Financial Statements”

Item 18. Financial Statements

See our consolidated financial statements beginning on page

F-1.

Item 19. Exhibits

2.1 (2019)	Description of the registrant’s securities registered pursuant to Section 12 of the Securities Exchange Act of 1934.
3.1**	English translation of the Amended Articles of Incorporation (Pacto Social) of the Registrant
4.1 (2008)	Supplemental Agreement dated as of May 13, 2008 by and among Copa Holdings, S.A. Corporation de Inversiones Aereas, S.A. and Continental Airlines, Inc.
4.2†	Aircraft Lease Agreement, dated as of March 4, 2004, between International Lease Finance corporation and Compañía Panameña de Aviación, S.A., Boeing Model 737-700 or 800 Aircraft, Serial No. 32800
4.3**	Aircraft General Terms Agreement, dated November 25, 1998, between The Boeing Company and Copa Holdings, S.A.
4.4†	Maintenance Cost per Hour Engine Service Agreement, dated March 5, 2003, between G.E. Engine Services, Inc. and Copa Holdings, S.A.
4.5†	Form of Amended and Restated Alliance Agreement between Continental Airlines, Inc. and Compañía Panameña de Aviación, S.A.
4.6**	Form of Amended and Restated Services Agreement between Continental Airlines, Inc. and Compañía Panameña de Aviación, S.A.
4.7**	Form of Second Amended and Restated Shareholders’ Agreement among Copa Holdings, S.A., Corporación de Inversiones Aéreas, S.A. and Continental Airlines, Inc.
4.8**	Form of Guaranteed Loan Agreement
4.9**	Form of Amended and Restated Registration Rights Agreement among Copa Holdings, S.A., Corporación de Inversiones Aéreas, S.A. and Continental Airlines, Inc.
4.10**	Form of Copa Holdings, S.A. 2005 Stock Incentive Plan
4.11**	Form of Copa Holdings, S.A. Restricted Stock Award Agreement
4.12*	Form of Indemnification Agreement with the Registrant’s directors
4.13**	Form of Amended and Restated Trademark License Agreement between Continental Airlines, Inc. and Compañía Panameña de Aviación, S.A.
4.14†	Supplemental Agreement No. 11 dated as of August 30, 2006 to the Boeing Purchase Agreement Number 2191 dated November 25, 1998 between the Boeing Company and Copa Holdings, S.A.
4.15†	Supplemental Agreement No. 12 dated as of February 26, 2007 to the Boeing Purchase Agreement Number 2191 dated November 25, 1998 between the Boeing Company and Copa Holdings, S.A.
4.16†	Supplemental Agreement No. 13 dated as of April 23, 2007 to the Boeing Purchase Agreement Number 2191 dated November 25, 1998 between the Boeing Company and Copa Holdings, S.A.
4.17†	Supplemental Agreement No. 14 dated as of August 31, 2007 to the Boeing Purchase Agreement Number 2191 dated November 25, 1998 between the Boeing Company and Copa Holdings, S.A.

73

4.18†	Supplemental Agreement No. 15 dated as of February 21, 2008 to the Boeing Purchase Agreement Number 2191 dated November 25, 1998 between the Boeing Company and Copa Holdings, S.A.
4.19†	Supplemental Agreement No. 16 dated as of June 30, 2008 to the Boeing Purchase Agreement Number 2191 dated November 25, 1998 between the Boeing Company and Copa Holdings, S.A.
4.20†	Supplemental Agreement No. 17 dated as of December 15, 2008 to the Boeing Purchase Agreement Number 2191 dated November 25, 1998 between the Boeing Company and Copa Holdings, S.A.
4.21†	Supplemental Agreement No. 18 dated as of July 15, 2009 to the Boeing Purchase Agreement Number 2191 dated November 25, 1998 between the Boeing Company and Copa Holdings, S.A
4.22†	Supplemental Agreement No. 19 dated as of August 31, 2009 to the Boeing Purchase Agreement Number 2191 dated November 25, 1998 between the Boeing Company and Copa Holdings, S.A
4.23†	Supplemental Agreement No. 20 dated as of November 19, 2009 to the Boeing Purchase Agreement Number 2191 dated November 25, 1998 between the Boeing Company and Copa Holdings, S.A
4.24†	Supplemental Agreement No. 21 dated as of May 28, 2010 to the Boeing Purchase Agreement Number 2191 dated November 25, 1998 between the Boeing Company and Copa Holdings, S.A
4.25†	Supplemental Agreement No. 22 dated as of September 24, 2010 to the Boeing Purchase Agreement Number 2191 dated November 25, 1998 between the Boeing Company and Copa Holdings, S.A
4.26†	Supplemental Agreement No. 23 dated as of October, 2010 to the Boeing Purchase Agreement Number 2191 dated November 25, 1998 between the Boeing Company and Copa Holdings, S.A
4.27†	On Pointsm Solutions Rate per Engine Flight Hour Service Agreement dated as of April 15, 2012 between GE Engine Services, LLC., Compañía Panameña de Aviación, S.A., and Lease Management Services, LLC.
4.28†	Purchase Agreement No. PA-03774 dated June 27, 2012 between The Boeing Company and Copa Holdings S.A. relating to Boeing Model 737 MAX Aircraft.
8.1	Subsidiaries of the Registrant
12.1	Certification of the Chief Executive Officer, pursuant to Rules 13a-14 and 15d-14 under the Securities Exchange Act of 1934.
12.2	Certification of the Chief Financial Officer, pursuant to Rules 13a-14 and 15d-14 under the Securities Exchange Act of 1934.
13.1	Certification of Chief Executive Officer, pursuant to Section 906 of the Sarbanes-Oxley Act of 2002.
13.2	Certification of the Chief Financial Officer, pursuant to Section 906 of the Sarbanes-Oxley Act of 2002.
101. INS	Inline XBRL Instance Document.
101. SCH	Inline XBRL Taxonomy Extension Schema Document.
101. CAL	Inline XBRL Taxonomy Extension Calculation Linkbase Document.
101. LAB	Inline XBRL Taxonomy Extension Label Linkbase Document.
101. PRE	Inline XBRL Taxonomy Extension Presentation Linkbase Document.
101. DEF	Inline XBRL Taxonomy Extension Definition Document.
104.	Cover Page Interactive Data File (formatted as Inline XBRL and contained in Exhibit 101).

* Previously filed with the SEC as an exhibit and incorporated by reference from our Registration Statement on Form F-1, filed June 15, 2006, File No. 333-135031.

** Previously filed with the SEC as an exhibit and incorporated by reference from our Registration Statement on Form F-1, filed November 28, 2005, as amended on December 1, 2005 and December 13, 2005, File No. 333-129967.

2008  Previously filed with the SEC as an exhibit and incorporated by reference from our Annual Report on Form 20-F, filed May 6, 2009, File No. 001- 09801609.

74

2019  Previously filed with the SEC as an exhibit and incorporated by reference from our Annual Report on Form 20-F, filed April 8, 2020, File No. 001- 32696.

† Certain information from this exhibit has been excluded from this exhibit because it is both not material and is the type the registrant treats as private or confidential.

75

SIGNATURES

The Registrant hereby certifies that it meets all of the requirements for filing on Form

20-F

and that it has duly caused and authorized the undersigned to sign this annual report on its behalf.

COPA HOLDINGS, S.A.
By:	/s/ Pedro Heilbron
	Name: Pedro Heilbron
	Title: Chief Executive Officer
By:	/s/ Jose Montero
	Name: Jose Montero
	Title: Chief Financial Officer

Dated: April

4

, 2022

Consolidated Financial Statements

Copa Holdings, S. A. and Subsidiaries

Year ended December 31, 2021

with Report of the Independent Registered Public Accounting Firm

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Contents

			Pages
Report of the Independent Registered Public Accounting Firm			F-1
Consolidated statement of financial position			F-4
Consolidated statement of profit or loss			F-5
Consolidated statement of comprehensive income			F-6
Consolidated statement of changes in equity			F-7
Consolidated statement of cash flows			F-8
1.	Corporate information		F-9
2.	Basis of preparation		F-10
3.	Significant accounting policies		F-11
(a)	Basis of consolidation		F-11
(b)	Current versus non-current classification		F-12
(c)	Foreign currencies	��	F-12
(d)	Revenue recognition		F-13
(e)	Cash and cash equivalents		F-14
(f)	Financial instruments		F-15
(g)	Impairment of non - financial assets		F-21
(h)	Senior convertible notes		F-21
(i)	Expendable parts and supplies		F-21
(j)	Passenger traffic commissions		F-22
(k)	Property and equipment		F-22
(l)	Leases		F-23
(m)	Intangible assets		F-25
(n)	Taxes		F-26
(o)	Borrowing costs		F-28
(p)	Provisions		F-28
(q)	Employee benefits		F-28
(r)	Non-current assets held for sale and discontinued operations		F-29
4.	Significant accounting judgments, estimates and assumptions		F-30
5.	Adoption of new and amended standards and interpretations		F-34
6.	Standards issued but not yet effective		F-35
7.	Revenue from contract with customers		F-39
7.1	Revenue disaggregation		F-39

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Contents

		Pages
7.2	Contract balances	F-39
7.3	Segment reporting	F-40
8.	Cash and cash equivalents	F-40
9.	Investments	F-41
10.	Accounts receivable	F-42
11.	Expendable parts and supplies	F-42
12.	Prepaid expenses	F-43
13.	Property and equipment	F-44
14.	Leases	F-46
15.	Net defined benefit liability	F-49
16.	Intangible assets	F-53
17.	Other assets	F-55
18.	Loans and borrowings	F-55
19.	Trade, other payables and financial liabilities	F-58
20.	Accrued expenses payable	F-59
21.	Other long-term liabilities	F-59
22.	Income taxes	F-61
23.	Accounts and transactions with related parties	F-62
24.	Equity	F-64
25.	Share-based payments	F-66
26.	Earnings per share	F-68
27.	Commitments and contingencies	F-69
28.	Financial instruments - Risk management and fair value	F-70
28.1	Fuel price risk	F-71
28.2	Market risk	F-71
28.3	Credit risk	F-72
28.4	Interest rate and cash flow risk	F-74
28.5	Liquidity risk	F-74
28.6	Fair value measurement	F-75
29.	Subsequent events	F-77

Report of Independent Registered Public Accounting Firm

To the Shareholders and the Board of Directors of

Copa Holdings, S.A. and Subsidiaries

Opinion on the Financial Statements

We have audited the accompanying consolidated statements of financial position of Copa Holdings, S.A. and Subsidiaries (the Company) as of December 31, 2021 and 2020, the related consolidated statements of profit or loss, comprehensive income (loss), changes in equity and cash flows for each of the three years in the period ended December 31, 2021, and the related notes (collectively referred to as the consolidated financial statements). In our opinion, the consolidated financial statements present fairly, in all material respects, the financial position of the Company at December 31, 2021 and 2020, and the results of its operations and its cash flows for each of the three years in the period ended December 31, 2021, in conformity with International Financial Reporting Standards, as issued by the International Accounting Standards Board.

We also have audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States) (PCAOB), the Company’s internal control over financial reporting as of December 31, 2021, based on criteria established in Internal Control-Integrated Framework issued by the Committee of Sponsoring Organizations of the Treadway Commission (2013 framework) and our report dated April 4, 2022 expressed an unqualified opinion thereon.

Basis for Opinion

These financial statements are the responsibility of the Company’s management. Our responsibility is to express an opinion on the Company’s financial statements based on our audits. We are a public accounting firm registered with the PCAOB and are required to be independent with respect to the Company in accordance with the U.S. federal securities laws and the applicable rules and regulations of the Securities and Exchange Commission and the PCAOB.

We conducted our audits in accordance with the standards of the PCAOB. Those standards require that we plan and perform the audit to obtain reasonable assurance about whether the financial statements are free of material misstatement, whether due to error or fraud. Our audits included performing procedures to assess the risks of material misstatement of the financial statements, whether due to error or fraud, and performing procedures that respond to those risks. Such procedures included examining, on a test basis, evidence regarding the amounts and disclosures in the financial statements. Our audits also included evaluating the accounting principles used and significant estimates made by management, as well as evaluating the overall presentation of the financial statements. We believe that our audits provide a reasonable basis for our opinion.

Critical Audit Matters

The critical audit matters communicated below are matters arising from the current period audit of the financial statements that were communicated or required to be communicated to the audit committee and that: (1) relate to accounts or disclosures that are material to the financial statements and (2) involved our especially challenging, subjective or complex judgments. The communication of critical audit matters does not alter in any way our opinion on the consolidated financial statements, taken as a whole, and we are not, by communicating the critical audit matters below, providing separate opinions on the critical audit matters or on the accounts or disclosures to which they relate.

F-1 (Continued)

	Impairment of aircraft fleet cash-generating unit
Description of the Matter	As described in Notes 3, 4, 13 and 16 to the consolidated financial statements, the Company assesses at each reporting date whether there is an indication that an asset or its cash-generating unit (CGU) may be impaired. If any such indication exists, or when annual impairment testing for an asset is required, the Company estimates the asset’s or CGU’s recoverable amount. The recoverable amount is the higher of an asset’s or its CGU’s fair value less costs to sell and its value in use. When the carrying amount of an asset or CGU exceeds its recoverable amount, the asset is considered impaired and is written down to its recoverable amount. As part of this analysis the Company identified one CGU which includes the aircraft fleet, right of use assets, goodwill and certain definitive useful life intangible assets. In 2021 the Company performed a quantitative impairment test and estimated the recoverable amount of the CGU by calculating the CGU value in use. As a result of this analysis, the Company determined the recoverable amount was in excess of the CGU’s carrying amount, therefore, no impairment was recorded. Auditing management’s impairment test was complex and highly judgmental due to the significant estimation required to determine the value in use. In particular, the value in use estimate was sensitive to significant assumptions, such as changes in the discount rate, fuel expense and revenue growth rate, which are affected by expectations about future market and economic conditions.
How We Addressed the Matter in Our Audit	We obtained an understanding, evaluated the design and tested the operating effectiveness of controls over the CGU impairment analysis including controls over management’s review of the significant assumptions described above. To test the CGU’s value in use, our audit procedures included, among others, evaluating the Company’s use of the discounted cash flows method, testing of the significant assumptions and inputs to the valuation model used to develop the projected financial information and testing the completeness and accuracy of the underlying data. We involved our valuation specialists to assist in our evaluation of the Company’s model, significant assumptions including the revenue growth rates, fuel expense and the discount rate. We compared the significant assumptions to current industry, market, analyst reports and economic trends, to the Company’s historical results and those of other guideline companies in the same industry. In addition, we assessed the accuracy of the Company’s historical projections by comparing them to actual operating results and performed a sensitivity analysis of the significant assumptions to evaluate the change in the recoverable amount of the CGU that would result from changes in the assumptions.
	Provision for Return Conditions
Description of the Matter	As described in Notes 3, 4 and 21 to the consolidated financial statements, the Company records a provision in accordance with IAS 37 – Provisions, Contingent Liabilities and Contingent Assets to accrue for the expected cost that will be incurred to return aircraft to their lessors in an agreed-upon condition. These payments are generally owed at the end of the lease term and represent a restoration obligation incurred over the lease term as the aircraft and engines are utilized. The provision is based on the net present value of the estimated costs of returning the aircraft and is accrued during the term of the lease.

F-2 (Continued)

	These costs are reviewed annually and adjusted as appropriate. Changes in estimates between the provision balance and the expected costs are adjusted prospectively with any final difference recorded in the period when the aircraft is returned. As of December 31, 2021, the Company’s provision for return conditions totaled US$159 million. Auditing this provision is a Critical Audit Matter because of the subjectivity and complexity of the required assumptions applied in the model used by the Company, including estimates of future maintenance costs, leases extension, determination of an appropriate discount rate and operational estimates of aircraft utilization.
How We Addressed the Matter in Our Audit	We obtained an understanding, evaluated the design and tested the operating effectiveness of controls over the Company’s return condition estimation process. We tested controls over management´s review of the expected return cost, leases extension, expected aircraft utilization and discount rate calculation Our audit procedures included, among others, evaluating the methodology and the significant assumptions used, the review of the accuracy and completeness of the lease contract population and underlying data used by the Company to calculate the return cost. We tested the inputs used in the calculation, discount rate, specified return conditions requirements and the actual utilization reports from the Company’s aircraft maintenance records. We involved a valuation specialist to assist in the review of the discount rate. We evaluated the change in the provision for return conditions from prior years in relation to changes in return costs and discount rates. In addition, we independently recalculated the discount rate as of December 31, 2021 and we compared our results with the Company’s calculations.
	Frequent Flyer Deferred Revenue – Mileage Breakage
Description of the Matter	The Company’s frequent flyer deferred revenue totaled $95 million as of December 31, 2021. As described in Notes 3, 4 and 7 to the consolidated financial statements, members of the Company’s ConnectMiles program earn miles through the Company’s flights, Star Alliance partners and also by purchasing the goods and services of the Company network of non-airline partners and co-branded credit cards. The miles or points earned can be exchanged for flights on Copa or any of other Star Alliance partner airlines. In determining the value of mileage credits earned, the Company applies an estimate of mileage credits earned that are not expected to be redeemed (“breakage”) prior to their expiration. To estimate breakage the Company uses a statistical model that incorporates the internal historical redemption data as well as industry patterns. However, considering Copa’s frequent flyer program was established in 2015, its historical redemption data is limited. Changes in the estimated breakage are applied on a prospective basis. The initial estimate of breakage is established at the time the miles are earned, but the expected breakage on outstanding miles is updated annually along with the estimated fair value of the miles earned. The Company engages a specialist to assist in the performance of the breakage calculation. Auditing the breakage in the frequent flyer program is a Critical Audit Matter due to the complexity of the models used related to the determination of future behavior of redemptions.
How We Addressed the Matter in Our Audit	We obtained an understanding, evaluated the design and tested the controls over the Company’s frequent flyer program. We tested controls over management’s review of the breakage calculations including redemptions statistical behavior method and the data inputs used for the calculation. To test the estimated miles that will expire without use, our procedures included evaluating the redemptions statistical behavior used and the assumptions applied, including whether the historical redemption data used in the model is representative of future redemption behavior. We also evaluated the competence of management’s specialist. We involved our valuation specialists to assist in our evaluation of the Company’s model, assumptions related to redemptions behavior and calculation of mileage breakage. Also, we performed a sensitivity analysis to determine the impact of changes in the breakage rate. To test the completeness and accuracy of the underlying data our procedures included a review of the actual redemptions made from program inception to 2021.

Ernst & Young Limited Corp.

A member practice of Ernst & Young Global Limited

/s/ Ernst & Young Limited Corp.

We have served as the Company’s auditor since 1999

Panama City, Republic of Panama

April

4

, 2022

F-3

Copa Holdings, S. A. and Subsidiaries     

Consolidated statement of financial position     

As of December, 31     

(In US$ thousands)  

		Notes		2021			2020
ASSETS
Current assets
Cash and cash equivalents			8	$	211,081		$	119,065
Investments			9		806,340			770,816
Accounts receivable			10,23		92,450			64,635
Expendable parts and supplies			11		74,778			74,319
Prepaid expenses			12		31,148			30,473
Prepaid income tax					16,938			16,716
Other currents assets			17		6,054			7,805
					1,238,789			1,083,829
Asset held for sale			13		0			135,542
					1,238,789			1,219,371
Non-current assets
Investments			9		199,670			119,617
Accounts receivable			10		0			1,054
Prepaid expenses			12		6,727			6,066
Property and equipment			13		2,512,704			2,147,486
Right of use assets			14		166,328			214,279
Intangible assets			16		81,749			95,568
Deferred tax assets			22		28,196			35,595
Other non-current assets			17		14,098			14,348
					3,009,472			2,634,013
Total assets				$	4,248,261		$	3,853,384
LIABILITIES AND EQUITY
Current liabilities
Loans and borrowings			18	$	196,602		$	127,946
Current portion of lease liabilities			14		73,917			83,605
Trade, other payables and financial liabilities			19,23		121,330			66,683
Air traffic liability			7.2		557,331			470,695
Frequent flyer deferred revenue			7.2		34,719			16,041
Taxes payable					32,600			13,400
Accrued expenses payable			20		32,767			33,995
Income tax payable					3,835			1,023
					1,053,101			813,388
Non-current liabilities
Loans and borrowings long-term			18		1,229,031			1,035,954
Lease liabilities			14		104,734			146,905
Frequent flyer deferred revenue			7.2		60,395			75,172
Net defined benefit liabilities			15		7,670			14,332
Derivative financial instruments			18		268,338			245,560
Deferred tax liabilities			22		18,782			22,190
Other long-term liabilities			21		206,813			216,325
	��				1,895,763			1,756,438
Total liabilities					2,948,864			2,569,826
Equity			24
Issued capital
Class A common stock - 33,998,654 (2020 -33,861,872) shares issued 30,995,120 (2020 - 31,421,265) outstanding					21,289			21,199
Class B common stock   - 10,938,125 (2020 - 10,938,125) shares issued and outstanding, 0 par value					7,466			7,466
Additional paid in capital					98,348			91,341
Treasury stock					(176,902	)		(136,388	)
Retained earnings					1,367,866			1,324,022
Accumulated other comprehensive loss					(18,670	)		(24,082	)
Total equity					1,299,397			1,283,558
Commitments and contingencies			27		0			0
Total liabilities and equity				$	4,248,261		$	3,853,384

The accompanying notes are an integral part of these consolidated financial statements.

F-4

Copa Holdings, S. A. and Subsidiaries     

Consolidated statement of profit or loss    

For the year ended December, 31    

(In US$ thousands)    

	Notes		2021			2020			2019
Operating revenue
Passenger revenue		$	1,412,390		$	760,594		$	2,612,605
Cargo and mail revenue			71,577			21,002			62,460
Other operating revenue			25,964			19,407			32,343
	7		1,509,931			801,003			2,707,408
Operating expenses
Fuel			383,179			166,723			696,249
Wages, salaries, benefits and other employees’ expenses			258,128			256,327			450,439
Passenger servicing			35,869			27,566			102,103
Airport facilities and handling charges			131,335			59,536			181,959
Sales and distribution			129,877			70,395			210,623
Maintenance, materials and repairs			41,888			76,948			127,562
Depreciation and amortization	13,14,16		239,946			259,336			282,080
(Reversal) impairment of non financial assets	13,16		(5,441	)		243,097			89,344
Flight operations			55,766			30,028			102,806
Other operating and administrative expenses			87,426			71,977			118,090
			1,357,973			1,261,933			2,361,255
Operating profit (loss)			151,958			(460,930	)		346,153
Non-operating (expense) income
Finance cost	14,18		(76,234	)		(73,045	)		(57,432	)
Finance income	18		10,849			19,963			24,405
Loss on foreign currency fluctuations			(6,174	)		(8,459	)		(15,408	)
Net change in fair value of derivatives	18		(22,778	)		(107,139	)		—
Other net non-operating expense			(3,291	)		(1,169	)		(4,279	)
			(97,628	)		(169,849	)		(52,714	)
Profit (loss) before taxes			54,330			(630,779	)		293,439
Income tax expense	22		(10,486	)		23,717			(46,437	)
Net profit (loss)		$	43,844		$	(607,062	)	$	247,002
Earnings (loss) per share
Basic and diluted	26	$	1.03		$	(14.28	)	$	5.81

The accompanying notes are an integral part of these consolidated financial statements.

F-5

Copa Holdings, S. A. and Subsidiaries                      

Consolidated statement of comprehensive income (loss)

For the year ended December, 31                     

(In US$ thousands)                     

	2021		2020			2019
Net profit (loss)	$	43,844	$	(607,062	)	$	247,002
Other comprehensive income (loss)
Other comprehensive loss not to be reclassified to profit or loss in subsequent periods - Remeasurement of actuarial income (loss), net of amortization		5,412		(15,454	)		(4,401	)
Total comprehensive income (loss) for the year	$	49,256	$	(622,516	)	$	242,601

The accompanying notes are an integral part of these consolidated financial statements.                      

F-6

Copa Holdings, S. A. and Subsidiaries                           

Consolidated statement of changes in equity                      

For the year ended December,31                      

(In US$ thousands)    

			Common stock (Non - par value)					Issued capital				Additional paid in capital			Treasury stock			Retained earnings			Accumulated other comprehensive income (loss)			Total equity
	Notes		Class A			Class B		Class A		Class B
At January 1, 2019				31,257,686			10,938,125	$	21,087	$	7,466	$	80,041		$	(136,388	)	$	1,828,615		$	(4,227	)	$	1,796,594
Net profit				—			—		—		—		—			—			247,002			—			247,002
Other comprehensive loss		15		—			—		—		—		—			—			—			(4,401	)		(4,401	)
Issuance of stock for employee awards				80,170			—		55		—		(55	)		—			—			—			—
Share-based compensation expense		25		—			—		—		—		6,149			—			—			—			6,149
Dividends pai d		24		—			—		—		—		—			—			(110,438	)		—			(110,438	)
																				��
At December 31, 2019				31,337,856			10,938,125	$	21,142	$	7,466	$	86,135		$	(136,388	)	$	1,965,179		$	(8,628	)	$	1,934,906
Net loss				—			—		—		—		—			—			(607,062	)		—			(607,062	)
Other comprehensive loss		15		—			—		—		—		—			—			—			(15,454	)		(15,454	)
Issuance of stock for employee awards				83,409			—		57		—		(57	)		—			—			—			—
Share-based compensation expense		25		—			—		—		—		5,263			—			—			—			5,263
Dividends paid		24		—			—		—		—		—			—			(33,990	)		—			(33,990	)
Other				—			—		—		—		—			—			(105	)		—			(105	)
At December 31, 2020				31,421,265			10,938,125	$	21,199	$	7,466	$	91,341		$	(136,388	)	$	1,324,022		$	(24,082	)	$	1,283,558
Net profit				—			—		—		—		—			—			43,844			—			43,844
Other comprehensive income		15		—			—		—		—		—			—			—			5,412			5,412
Issuance of stock for employee awards				132,880			—		90		—		(90	)		—			—			—			—
Share-based compensation expense		25		—			—		—		—		7,097			—			—			—			7,097
Repurchase of treasury shares				(559,025	)		—		—		—		—			(40,514	)		—			—			(40,514	)
At December 31, 2021				30,995,120			10,938,125	$	21,289	$	7,466	$	98,348		$	(176,902	)	$	1,367,866		$	(18,670	)	$	1,299,397

The accompanying notes are an integral part of these consolidated financial statements.     

F-7

Copa Holdings, S. A. and Subsidiaries     

Consolidated statement of cash flows    

For the year ended December,31     

(In US$ thousands)    

	Notes		2021			2020			2019
Operating activities
Net profit (loss)			$	43,844		$	(607,062	)	$	247,002
Adjustments for:
Income tax expense				10,846			(23,717	)		46,437
Finance cost	18			76,234			73,045			57,432
Finance income	18			(10,849	)		(19,963	)		(24,405	)
Depreciation and amortization	13,14,16			239,946			259,336			282,080
(Reversal) impairment of non finacial assets				(5,441	)		243,097			89,344
Disposal of non financial assets				4,260			4,635			3,850
Impairment of financial assets	9,10			1,516			1,570			483
Allowance for obsolescence of expendable parts and supplies				30			47			164
Share-based compensation expense	25			7,097			5,263			6,149
Net change in fair value of derivatives	18			22,778			107,139			0
Unrealized loss on investment				274			0			0
Net foreign exchange differences				44,853			44,328			45,086
Change in:
Accounts receivable				(35,645	)		71,625			(17,054	)
Accounts receivable from related parties	10			(403	)		(1,282	)		76
Other current assets				(4,599	)		11,148			15,653
Other assets				(6,786	)		8,895			20,678
Accounts payable				49,285			(55,718	)		(2,984	)
Accounts payable from related parties	19			4,978			(11,116	)		(587	)
Air traffic liability				86,636			(26,679	)		25,698
Frequent flyer deferred revenue				3,901			10,887			12,512
Other liability				6,450			(36,975	)		48,400
Cash from operating activities				538,845			58,503			856,014
Income tax paid				(3,904	)		(37,631	)		(42,999	)
Interest paid				(40,170	)		(41,938	)		(52,234	)
Interest received				12,514			26,343			24,102
Net cash from operating activities				507,285			5,277			784,883
Investing activities
Acquisition of investments				(1,117,214	)		(904,570	)		(711,045	)
Proceeds from redemption of investments				1,001,268			840,627			589,602
Advance payments on aircraft purchase contracts and other				(276,939	)		0			(75,428	)
Reimbursement of advance payments on aircraft purchase contracts				70,800			0			48,262
Acquisition of property and equipment				(206,795	)		(44,065	)		(62,397	)
Proceeds from sale of property and equipment				81,336			30,666			43,603
Acquisition of intangible assets	16			(11,591	)		(16,419	)		(25,465	)
Net cash used in investing activities				(459,135	)		(93,761	)		(192,868	)
Financing activities
Proceeds from issue of convertible notes, net of costs	18			0			342,898			0
Proceeds from new borrowings	18			352,278			145,000			95,000
Payments on loans and borrowings	18			(142,233	)		(267,086	)		(426,827	)
Payment of lease liability	14			(80,992	)		(93,213	)		(103,069	)
Repurchase of treasury shares	24			(40,514	)		0			0
Dividends paid				0			(33,990	)		(110,438	)
Net cash from (used) in financing activities				88,539			93,609			(545,334	)
Net increase in cash and cash equivalents				136,689			5,125			46,681
Cash and cash equivalents at January 1				119,065			158,732			156,158
Effect of exchange rate change on cash				(44,673	)		(44,792	)		(44,107	)
Cash and cash equivalents at December 31		$		211,081		$	119,065		$	158,732

The accompanying notes are an integral part of these consolidated financial statements.

F-8

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

1. Corporate information

Copa Holdings, S. A. (“the Company”) was incorporated according to the laws of the Republic of Panama on May 6, 1988 with an indefinite duration. The Company is a public company listed in the New York Stock Exchange (NYSE) under the symbol CPA since December 14, 2005. The address of its registered office is Boulevard Costa del Este, Avenida Principal y Avenida de la Rotonda, Urbanización Costa del Este, Complejo Business Park, Torre Norte, Parque Lefevre, Panama City, Republic of Panama.

These consolidated financial statements comprise the Company and its subsidiaries: Compañía Panameña de Aviación, S. A. (“Copa Airlines”), Oval Financial Leasing, Ltd. (“OVAL”), AeroRepública, S. A. (“AeroRepública”) and, La Nueva Aerolínea, S.A.

• Copa Airlines: the Company’s core operation is incorporated according to the laws of the Republic of Panama and provides international air transportation for passengers, cargo and mail, operating from its Panama City hub in the Republic of Panama.

• AeroRepública: is a Colombian air carrier, incorporated according to the laws of the Republic of Colombia which provides domestic and international air transportation for passengers, cargo, and mail.

AeroRepública operates “Wingo” a brand under a

low-cost

business model. Wingo operates administratively and functionally under AeroRepública, with an independent structure for its commercialization, distribution systems and customer service.

• OVAL: incorporated according to the laws of the British Virgin Islands, it controls the special-purpose entities that have a beneficial interest in the majority of the Company’s fleet, which is leased to either Copa Airlines or AeroRepública.

• La Nueva Aerolínea, S.A. is a Panamanian air carrier, incorporated according to the laws of the Republic of Panama and will provide international air transportation for passengers, cargo and mail, operating from the Republic of Panama.

La Nueva Aerolínea, S.A. will operate under “Wingo’s” brand,

low-cost

business model, and it is expected to start operations during 2022.

The Company currently offers approximately

 204 daily scheduled flights to 69 destinations in 29 countries in North, Central and South America and the Caribbean, mainly from its Panama City Hub. Additionally, the Company provides passengers with access to flights to more than 150 international destinations through codeshare agreements. The Company is part of Star Alliance, the leading global airline network since June 2012.

The Company has a broad commercial alliance with United Airlines Holdings, Inc. (“United”), which was renewed during May 2021, for another five years. This Alliance includes an extensive and expanding code-sharing and technology cooperation.

Copa Airlines has the loyalty program “ConnectMiles”, designed to strengthen the relationship with its frequent flyers and provide exclusive attention. ConnectMiles members are eligible to earn and redeem miles to any of Star Alliance’s 1,300 (unaudited) destinations in 195 countries (unaudited) within 26 airlines members (unaudited).

As of December 31, 2021, the Company operates a fleet of 91 aircraft with an average age of 9.1 years, and consists of 68 Boeing

737-800

Next Generation aircraft, 9 Boeing

737-700

Next Generation aircraft, and 14

737-MAX

aircraft. 

F- 9 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

The consolidated financial statements for the year ended December 31, 2021 have been authorized for issuance by the Company’s Chief Executive Officer and Chief Financial Officer on April

4

, 2022.

2. Basis of preparation

Statement of compliance     

The Company’s consolidated financial statements have been prepared in accordance with International Financial Reporting Standards (“IFRS”) as issued by the International Accounting Standards Board (“IASB”).

As used in these notes to the consolidated financial statements, the terms “the Company”, “we”, “us”, “our”, and similar terms refer to Copa Holdings, S. A. and, unless the context indicates otherwise, its consolidated subsidiaries.

Basis of measurement

The consolidated financial statements have been prepared on a historical cost basis, except for the following:    

• certain financial assets, certain classes of property, plant and equipment, investment property and derivative financial instruments – measured at fair value

• assets held for sale – measured at fair value less cost of disposal, and

• defined benefit pension plans – plan assets measured at fair value.

Functional and presentation currency

These consolidated financial statements are presented in United States dollars (U.S. dollars “$”), which is the Company’s functional currency and the legal tender of the Republic of Panama. The Republic of Panama does not issue its own paper currency; instead, the U.S. dollar is used as legal currency.

All values are rounded to the nearest thousand in U.S. dollars ($000), except when otherwise indicated.

Going concern

Covid-19

significantly impacted the world economy since 2020 and may continue to do so in the years to come.

In an effort to slow-down outbreak in the region, Panama and several countries throughout Latin America extended their restrictions on international travel. Due to these air travel restrictions, the Company did not provide scheduled commercial flights from April 2020 until July 2020, and only operated a small number of charters and humanitarian flights during that period. In August 2020, the Panamanian Government authorized the establishment of a Controlled Operations Center for the interconnection of international commercial aviation in which, in a limited way, permitted air operations for transit through the Tocumen Airport for the departure of passengers and the controlled entry of Panamanians or Panama residents.

During 2021, even though the aviation industry in Latin America still faces significant challenges due to the impact of the

Covid-19

pandemic, international travel demand is showing some signs of recovery, mainly in countries without significant travel restrictions. However, several countries in the region continue to have travel restrictions and health requirements, which affect air travel demand and continue to limit the Company’s ability to further grow its capacity. 

F- 10 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Management has taken various measures to manage the impact of

Covid-19

including cost saving measures, revised capital expenditures plan and payments of financial obligations, reduction of labor-related expenses, as well as the reduction of other costs as a result of contract renegotiations with suppliers.

As of December 31, 2021, the Company ended the year with US$1.5 billion of available liquidity, consisting of approximately US$1.2 billion in cash, short-term and long-term investments (see notes 8 and 9), and US$295 million of committed and undrawn credit facilities (see note 27).

The Company’s continued access to sources of liquidity depends on multiple factors, including global economic conditions, government regulation, the condition of global financial markets, the availability of sufficient amounts of financing, its operating performance and its credit ratings.

Based on the recovery plan and measures taken since the inception of the

Covid-19

pandemic, the consolidated financial statements as of December 31, 2021 have been prepared according to going concern basis.

3. Significant accounting policies

(a) Basis of consolidation

These consolidated financial statements comprise the financial statements of the Company and its subsidiaries. Control is achieved when the Company is exposed to, or has right to, variable returns from its involvement with the investee and has the ability to affect those returns through its power over the investee. Specifically, the Company controls the investee, when it has:

• power over the investee,

• exposure, or rights to, variable returns from its involvement with the investee, and

• the ability to use its power over the investee to affect its returns.

The Company reassesses whether or not it controls an investee if facts and circumstances indicate that there are changes to one or more of the three elements of control. Consolidation of a subsidiary begins when the Company obtains control over the subsidiary and ceases when the Company loses control of the subsidiary.

The financial statements of the subsidiaries are prepared for the same reporting period as the parent company, using consistent accounting policies. All intercompany balances, transactions, and dividends are eliminated in full.

The following are the significant subsidiaries included in these financial statements:

	Country of Incorporation	Ownership interest
Name		2021			2020
Copa Airlines	Panama		99.9	%		99.9	%
AeroRepública	Colombia		99.9	%		99.9	%
Oval	British Virgin Islands		100	%		100	%
La Nueva Aerolínea	Panama		100	%		100	%

F- 11 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

(b) Current versus non-current classification

The Company presents assets and liabilities in the statement of financial position based on

current/non-current

classification.

An asset is current when it is:

• expected to be realized or intended to be sold or consumed in the normal operating cycle

• expected to be realized within twelve months after the reporting period, or

• cash or cash equivalent, unless restricted.

All other assets are classified as

non-current.

A liability is current when:

• it is expected to be settled in the normal operating cycle

• it is due to be settled within twelve months after the reporting period, or

• there is no unconditional right to defer the settlement of the liability for at least twelve months after the reporting period.

The Company classifies all other liabilities as

non-current.

Deferred tax assets and liabilities are classified as

non-current

assets and liabilities.

(c) Foreign currencies

The Company’s consolidated financial statements are presented in U.S. dollars, which is the Company’s functional currency. The Company determines the functional currency for each entity, and the items included in the financial statements of each entity are measured using that functional currency.

Transactions and balances

Transactions in foreign currencies are initially recorded by the Company at the respective functional currency spot rates on the date when the transaction first qualifies for recognition.

Monetary assets and liabilities denominated in foreign currencies are translated at the functional currency spot exchange rate at the reporting date.

Non-monetary

items that are measured in terms of historical cost in a foreign currency are translated using the exchange rates at the dates of the initial transactions.

Foreign exchange gains and losses are included in the exchange rate difference line in the consolidated statement of profit or loss for the year.

F- 12 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

(d) Revenue recognition

Revenue is recognized when control of the goods or services is transferred to the customer at an amount that reflects the consideration to which the Company expects to be entitled in exchange for those goods or services. The consideration received or receivable is measured taking into account contractually defined terms of payment and excluding taxes or duties. The following specific recognition criteria must also be met before revenue is recognized:

Passenger revenue

Passenger revenue is primarily composed of passenger ticket sales, frequent flyer miles redeemed and ancillaries revenues associated with a passenger’s flight.

• Passenger tickets

Passenger revenue from tickets is recognized when transportation is provided rather than when a ticket is sold. The amount of passenger ticket sales, not yet recognized as revenue, is reflected under “Air traffic liability” in the consolidated statement of financial position. Refundable and nonrefundable tickets expire after one year from the date of issuance.

In addition, revenue is recognized for tickets that are expected not to be used, the Company performs a monthly liability evaluation using its historical experience with refundable and nonrefundable expired tickets and other facts. A year after the sale is made, actual ticket breakage is removed from “Air Traffic liability” and the provision is reversed.

The unused tickets expire after one year, and any revenue associated with tickets sold for future travel is recognized within 12 months.

In response to

Covid-19,

the Company has established a new commercial policy that extended the tickets expiration to certain ticket to June 30, 2022, for those tickets which were scheduled to expire before June 2021. During 2021, the Company calculated a specific breakage for tickets that are expected not to be used based on this new commercial policy, therefore, the Company’s estimates may be subject to variability and may differ from historical averages.

The Company sells certain tickets with connecting flights with one or more segments operated by its other airline partners. For segments operated by other airline partners, the Company has determined that it is acting as an agent on behalf of the other airlines as they are responsible for their portion of the contract. The Company, as the agent, reduces its “Air traffic liability” when consideration is remitted to those airlines, and recognizes revenue for the net amount representing commission to be retained by the Company for any segments flown by other airlines.

Denied boarding compensation made to customers for voluntarily or involuntarily denied boarding reduces revenue when the voucher is issued to the passenger.

• Frequent flyer program

The Company’s frequent flyer program objective, is to reward customer loyalty. Members in this program earn miles for travel on Copa Airlines, Star Alliance partners’ airlines and also by purchasing the goods and services of the Company network of

non-airline

partners and

co-branded

credit cards. The miles or points earned can be exchanged for flights on Copa or any of other Star Alliance partners’ airlines.

Passenger revenue includes flights redeemed under our frequent flyer program. When a passenger elects to receive Copa’s frequent flyer miles in connection with a flight, the Company recognizes a portion of the tickets sale as revenue when the air transportation is provided and recognizes a deferred liability (Frequent flyer deferred revenue) for the portion of the ticket sale representing the value of the related miles as a separate performance obligation. To determine the amount of revenue to be deferred, the Company estimates and allocates the fair value of the miles that were essentially sold along with the airfare, based on a weighted average ticket value, which incorporates the expected redemption of miles including factors such as redemption pattern, cabin class and geographic region.

F- 13 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

A statistical model that estimates the percentages of points that will not be redeemed before expiration is used to estimate breakage. The breakage and the fair value of the miles are reviewed at least annually, and any adjustments are reflected on a prospective basis to passenger revenues.

The Company calculates the short and long-term portion of the frequent flyer deferred revenue, using a model that includes estimates based on the members´ redemption rates projected by management due to clients’ behavior.

Currently, when a member of another carrier frequent flyer program redeems miles on a Copa Airlines flight, those carriers pay to the Company a per mile rate. The rates paid by them depend on the class of service, the flight length, and the availability of the reward and is included in passenger revenues.

• Ancillaries revenues

Primarily composed of services performed in conjunction with a passenger’s flight, including administrative fees (such as ticket change fees), baggage fees, and other ticket-related fees. These ancillary fees are part of the travel performance obligation and, as such, are recognized as passenger revenue when the travel occurs.

Cargo and mail revenue

Cargo and mail revenue is recognized when the Company provides and completes the shipping services as requested by the client and the risks on the merchandise and goods are transferred.

Other operating revenue

Other operating revenue includes revenue associated with the marketing component of the frequent flyer program. This revenue is comprised of the marketing component of mileage sales to

co-branded

card, other partners and other marketing related payments.

The Company sells miles to

non-airline

businesses with which it has marketing agreements. The main contracts to sell miles are related to

co-branded

credit card relationships with major banks in the region. The Company determined the selling prices of miles according to a method which allocates consideration based upon the relative selling price of the deliverables. The relative selling price of the deliverables is determined based upon the estimated standalone selling prices of each deliverable in the arrangement and is allocated between the miles sold to the passenger (as described above) and the marketing elements. Revenue allocated to the performance obligations related to, marketing components, is recorded in other operating revenue when miles are delivered.

The remaining amounts included within other revenue are related to lease income, advertising and vacation-related services.

(e) Cash and cash equivalents

Cash and cash equivalents in the statement of financial position, comprise cash on hand and in banks, money market accounts, and time deposits with original maturities of three months or less from the date of purchase.

The Company evaluates the term and conditions relating to its restricted cash to determine where it should be presented, as current assets in cash and cash equivalents or as

non-current

assets in long-term investments. 

F-14 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

For the purpose of the consolidated statement of cash flows, cash and cash equivalents consist of cash net of outstanding bank overdrafts, if any. The Company has elected to present the statement of cash flows using the indirect method.

(f) Financial instruments

A financial instrument is any contract that gives rise to a financial asset of one entity and a financial liability or equity instrument of another entity.

Financial assets

The Company’s financial assets include cash and cash equivalents, short and long-term investments and accounts receivable.

(i) Initial recognition and measurement

Financial assets are classified, at initial recognition, as subsequently measured at amortized cost, fair value through other comprehensive income (OCI), and fair value through profit or loss.

The classification of financial assets at initial recognition depends on the financial assets contractual cash flow characteristics and the Company’s business model for managing them. With the exception of accounts receivables that do not contain a significant financing component or for which the Company has applied the practical expedient, the Company initially measures a financial asset at its fair value plus, in the case of a financial asset not at fair value through profit or loss, transaction costs. Accounts receivable that do not contain a significant financing component or for which the Company has applied the practical expedient are measured at the transaction price.

In order for a financial asset to be classified and measured at amortized cost or fair value through OCI, it needs to give rise to cash flows that are ‘solely payments of principal and interest’ (SPPI) on the principal amount outstanding. This assessment is referred to as the SPPI test and is performed at an instrument level.

The Company’s business model for managing financial assets refers to how it manages its financial assets in order to generate cash flows. The business model determines whether cash flows will result from collecting contractual cash flows, selling the financial assets, or both.

All financial assets are recognized on the trade date, which is the date on which the Company becomes a party to the contractual provisions of an instrument.

(ii) Subsequent measurement

For purposes of subsequent measurement, financial assets are classified in four categories:

• Financial assets at amortized cost (debt instruments)

• Financial assets at fair value through OCI with recycling of cumulative gains and losses (debt instruments)

• Financial assets designated at fair value through OCI with no recycling of cumulative gains and losses upon derecognition (equity instruments)

• Financial assets at fair value through profit or loss

F- 15 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Financial assets at amortized cost

This category is the most relevant to the Company. The Company measures financial assets at amortized cost if both of the following conditions are met:

• The financial asset is held within a business model with the objective to hold financial assets in order to collect contractual cash flows; and

• The contractual terms of the financial asset give rise on specified dates to cash flows that are solely payments of principal and interest on the principal amount outstanding.

Financial assets at amortized cost are subsequently measured using the effective interest rate (EIR) method and are subject to impairment. Gains and losses are recognized in profit or loss when the asset is derecognized, modified or impaired.

The Company’s financial assets at amortized cost includes the Company’s investments and its receivables.

The Company invests in short-term deposits and bonds with original maturities of more than three months but less than one year, and invests in long-term deposits and bonds with maturities greater than one year. These investments are classified as short and long-term investments, respectively, in the accompanying consolidated statement of financial position.

Accounts receivable are

non-derivative

financial assets with fixed or determinable payments that are not quoted in an active market. These financial instruments are initially recognized and carried at the original invoice amount since recognition of interest under the amortized cost would be immaterial less a provision for impairment.

Financial assets at fair value through OCI (debt instruments)

The Company measures debt instruments at fair value through OCI if both of the following conditions are met:

• The financial asset is held within a business model with the objective of both holding to collect contractual cash flows and selling; and

• The contractual terms of the financial asset give rise on specified dates to cash flows that are solely payments of principal and interest on the principal amount outstanding

For debt instruments at fair value through OCI, interest income, foreign exchange revaluation and impairment losses or reversals are recognized in the statement of profit or loss and computed in the same manner as for financial assets measured at amortized cost. The remaining fair value changes are recognized in OCI. Upon derecognition, the cumulative fair value change recognized in OCI is recycled to profit or loss.

The Company currently does not have assets classified under this category.

Financial assets designated at fair value through OCI (equity instruments)

Upon initial recognition, the Company may elect to classify irrevocably its equity investments as equity instruments designated at fair value through OCI when they meet the definition of equity under IAS 32

Financial Instruments: Presentation and are not held for trading

. The classification is determined on an

instrument-by-instrument

basis.

F- 16 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Gains and losses on these financial assets are never recycled to profit or loss. Dividends are recognized as other income in the statement of profit or loss when the right of payment has been established, except when the Company benefits from such proceeds as a recovery of part of the cost of the financial asset, in which case, such gains are recorded in OCI. Equity instruments designated at fair value through OCI are not subject to impairment assessment.

The Company currently does not have assets classified under this category.

Financial assets at fair value through profit or loss

Financial assets at fair value through profit or loss include financial assets held for trading, financial assets designated upon initial recognition at fair value through profit or loss, or financial assets mandatorily required to be measured at fair value. Financial assets are classified as held for trading if they are acquired for the purpose of selling or repurchasing in the near term. Derivatives, including separated embedded derivatives, are also classified as held for trading unless they are designated as effective hedging instruments. Financial assets with cash flows that are not solely payments of principal and interest are classified and measured at fair value through profit or loss, irrespective of the business model. Notwithstanding the criteria for debt instruments to be classified at amortized cost or at fair value through OCI, as described above, debt instruments may be designated at fair value through profit or loss on initial recognition if doing so eliminates, or significantly reduces, an accounting mismatch.

Financial assets at fair value through profit or loss are carried in the statement of financial position at fair value with net changes in fair value recognized in the statement of profit or loss.

(iii) Derecognition

A financial asset is derecognized when:

• the rights to receive cash flows from the asset have expired, or

• the Company has transferred its rights to receive cash flows from the asset or has assumed an obligation to pay the received cash flows in full without material delay to a third party under a “pass-through” arrangement, and either (a) the Company has transferred substantially all the risks and rewards of the asset, or (b) the Company has neither transferred nor retained substantially all the risks and rewards of the asset, but has transferred control of the asset.

When the Company has transferred its rights to receive cash flows from an asset or has entered into a pass-through arrangement, it evaluates, if and to what extent, it has retained the risks and rewards of ownership. When it has neither transferred nor retained substantially all the risks and rewards of the asset nor transferred control of the asset, the asset is recognized to the extent of the Company’s continuing involvement in the asset. In that case, the Company also recognizes an associated liability. The transferred asset and the associated liability are measured on a basis that reflects the rights and obligations that the Company has retained.

(iv) Impairment of financial assets

The Company recognizes an allowance for expected credit losses (ECLs) on financial asset measured at amortized cost. Loss allowance for financial assets are deducted from the gross carrying amount on the assets.

F- 17 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

ECLs are based on the difference between the contractual cash flows due in accordance with the contract and all the cash flows that the Company expects to receive, discounted at an approximation of the original effective interest rate.

ECLs are recognized in two stages. For credit exposures for which there has not been a significant increase in credit risk since initial recognition, ECLs are provided for credit losses that result from default events that are possible within the next

12-months

(a

12-month

ECL). For those credit exposures for which there has been a significant increase in credit risk since initial recognition, a loss allowance is required for credit losses expected over the remaining life of the exposure, irrespective of the timing of the default (a lifetime ECL).

Both, lifetime ECLs and

12-month

ECLs, are calculated on either an individual basis or a collective basis, depending on the nature of the underlying portfolio of financial instruments.

The Company has established a policy to perform an assessment, at the end of each quarterly reporting period, of whether a financial instrument’s credit risk has increased significantly since initial recognition, by considering the change in the risk of default occurring over the remaining life of the financial instrument.

For accounts receivables the Company applies a simplified approach in calculating ECLs. Therefore, the Company does not track changes in credit risk, but instead recognizes a loss allowance based on lifetime ECLs at each quarterly reporting date.

The Company has established a provision matrix to measure ECLs. Loss rates are calculated using a ‘roll rate’ method based on the probability of a receivable progressing through successive stages of delinquency to

write-off.

To measure the ECLs, trade receivables have been grouped based on shared credit risk characteristics and the day past due.

Loss rates are based on actual credit loss experience over the last 12 months and adjusted for forward-looking factors specific to the debtors and the economic environment over the expected life of the receivables.

A financial asset is written off when there is no reasonable expectation of recovering the contractual cash flows. The Company considers that there are no realistic prospects of recovery of the asset if any of the following indicators are present:

• the debtor is in a state of permanent disability

• the Company has exhausted all legal and/or administrative recourse

• where the account exceeds one year without decreases

• when there are no documents that establishing the debt

Losses arising from impairment are recognized under “Other operating and administrative expenses” in the consolidated statement of profit or loss.

Financial liabilities

(i) Initial recognition and measurement

F- 18 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Financial liabilities are classified, at initial recognition, as financial liabilities at fair value through profit or loss, loans and borrowings, payables, or derivatives designated as hedging instruments in an effective hedge, as appropriate.

All financial liabilities are recognized initially at fair value and, in the case of loans and borrowings and payables, net of directly attributable transaction costs.

The Company’s financial liabilities include trade and other payables and loans and borrowings including bank overdrafts, and derivative financial instruments.

(ii) Subsequent measurement

For purposes of subsequent measurement, financial liabilities are classified in two categories:

• Financial liabilities at fair value through profit or loss

• Financial liabilities at amortized cost (loans and borrowings)

Financial liabilities at fair value through profit or loss

Financial liabilities at fair value through profit or loss include financial liabilities held for trading and financial liabilities designated upon initial recognition as at fair value through profit or loss.

Financial liabilities are classified as held for trading if they are incurred for the purpose of repurchasing in the near term. This category also includes derivative financial instruments entered into by the Company that are not designated as hedging instruments in hedge relationships as defined by IFRS 9. Separated embedded derivatives are also classified as held for trading unless they are designated as effective hedging instruments.

Gains or losses on liabilities held for trading are recognized in the statement of profit or loss.

Financial liabilities at amortized cost (loans and borrowings)

Subsequent to initial recognition, all borrowings and loans are measured at amortized cost using the EIR method. Gains and losses are recognized in the consolidated statement of profit or loss when the liabilities are derecognized as well as through the EIR amortization process.

Amortized cost is calculated by taking into account any discount or premium on acquisition and fees or costs that are an integral part of the EIR. The EIR amortization is included under finance cost in the consolidated statement of profit or loss.

(iii) Derecognition

Financial liabilities are derecognized when the obligation under the liability is discharged, cancelled, or expire. When an existing financial liability is replaced by another from the same lender on substantially different terms, or the terms of an existing liability are substantially modified, such an exchange or modification is treated as a derecognition of the original liability and the recognition of a new liability, and the difference in the respective carrying amounts is recognized in the consolidated statement of profit or loss.

F- 19 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Offsetting of financial instruments

Financial assets and financial liabilities are offset and the net amount presented in the consolidated statement of financial position when, and only when, the Company has a legally enforceable right to set off the recognized amounts and it intends either to settle them on a net basis or to realize the asset and settle the liability simultaneously. The legally enforceable right must not be contingent on future events and must be enforceable in the ordinary course of business and in the event of default, insolvency or bankruptcy of the Company or the counterparty.

Derivative financial instruments and hedging activities

Derivative instruments are initially recognized at fair value on the date on which a derivative contract is entered into and are subsequently remeasured at their fair value.

Derivatives are carried as financial assets when the fair value results in a right to the Company and as financial liabilities when the fair value results in an obligation. The accounting for changes in value depends on whether the derivative is designated as a hedging instrument, and if so, the classification of the hedge.

For hedge accounting purposes, hedges are classified into:

• Fair value hedges when hedging the exposure to changes in the fair value of a recognized asset or liability or an unrecognized firm commitment

• Cash flow hedges when hedging the exposure to variability in cash flows that is either attributable to a particular risk associated with a recognized asset or liability or a highly probable forecast transaction or the foreign currency risk in an unrecognized firm commitment

• Hedges of a net investment in a foreign operation.

At the inception of a hedge relationship, the Company formally designates and documents the hedge relationship to which it wishes to apply hedge accounting and the risk management objective and strategy for undertaking the hedge.

The documentation includes identification of the hedging instrument, the hedged item, the nature of the risk being hedged and how the Company will assess whether the hedging relationship meets the hedge effectiveness requirements. A hedging relationship qualifies for hedge accounting if it meets all of the following effectiveness requirements:

• There is ‘an economic relationship’ between the hedged item and the hedging instrument.

• The effect of credit risk does not ‘dominate the value changes’ that result from that economic relationship.

• The hedge ratio of the hedging relationship is the same as that resulting from the quantity of the hedged item that the Company actually hedges and the quantity of the hedging instrument that the Company actually uses to hedge that quantity of hedged item.

As of December 31, 2021 and 2020, the Company does not have financial instruments designated under hedge accounting.

F- 20 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

(g) Impairment of non - financial assets 

The Company assesses at each reporting date whether there is an indication that an asset or its cash-generating unit (CGU) may be impaired. If any such indication exists, or when annual impairment testing for an asset is required, the Company estimates the asset’s or CGU’s recoverable amount. The recoverable amount is the higher of an asset’s or its CGU’s fair value less costs to sell and its value in use. The recoverable amount is determined for an individual asset, unless the asset does not generate cash inflows that are largely independent of those from other assets or group of assets. When the carrying amount of an asset or CGU exceeds its recoverable amount, the asset is considered impaired and is written down to its recoverable amount.

In assessing value in use, the estimated future cash flows are discounted to their present value using a

pre-tax

discount rate that reflects current market assessments of the time value of money and the risks specific to the asset for which the estimates of future cash flows have not been adjusted.

Impairment losses of continuing operations, including impairment on inventories, are recognized under “Impairment of

non-financial

assets” in the consolidated statement of profit or loss.

For assets, excluding goodwill, an assessment is made at each reporting date to determine whether there is any indication that previously recognized impairment losses no longer exist or may have decreased. If such indication exists, the Company estimates the asset’s or CGU’s recoverable amount.

A previously recognized impairment loss is reversed only if there has been a change in the assumptions used to determine the asset’s recoverable amount since the last impairment loss was recognized. The reversal is limited so that the carrying amount of the asset does not exceed its recoverable amount, nor exceed the carrying amount that would have been determined, net of depreciation, had no impairment loss been recognized for the asset in prior years. Such reversal is recognized in the statement of profit or loss.

(h) Senior convertible notes

Senior convertible notes are classified as hybrid instruments that comprise a debt host contract for the interest and principal payments plus a derivative instrument for the conversion option.

The initial carrying amount of the

non-derivative

host contract is the difference between the fair value minus transaction costs of the hybrid instrument and the fair value of the embedded derivative. Under this approach, all of the transaction costs are always allocated to and deducted from the carrying amount of the

non-derivative

host contract on initial recognition.

After initial recognition, the debt host contract would be measured at amortized cost and the derivative liability, not being closely related to the debt host contract, would be measured at fair value through profit or loss. 

(i) Expendable parts and supplies

Expendable parts and supplies for flight equipment are carried at the lower of the average acquisition cost or replacement cost, and are expensed when used in operations. The replacement cost is the estimated purchase price in the ordinary course of business.

F-21 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

(j) Passenger traffic commissions

Passenger traffic commissions are recognized as expense when transportation is provided and the related revenue is recognized. Passenger traffic commissions paid but not yet recognized as expense are included under “Prepaid expenses” in the accompanying consolidated statement of financial position. 

(k) Property and equipment

Property and equipment comprise mainly airframe, engines, and other related flight equipment. All property and equipment are stated at cost, net of accumulated depreciation and accumulated impairment losses, if any.

When a major maintenance inspection or overhaul cost is embedded in the initial purchase cost of an aircraft, the Company estimates the carrying amount of the component. These initial

built-in

maintenance assets are depreciated over the estimated time period until the first maintenance event is performed. The cost of major maintenance events completed after the aircraft acquisition are capitalized and depreciated over the estimated time period until the next major maintenance event. The remaining value of the previously capitalized component if any, is charged to expense upon completion of the subsequent maintenance event.

The Company recognizes the depreciation on a straight-line basis which for some aircraft components is akin to depreciation based on use, over the estimated useful life of the assets. Depreciation is recognized in the consolidated statement of profit or loss from the date the property, and equipment is installed and ready for use.

Property and equipment	Estimate useful life (years)	ResidualValue
Flight equipment (*)
Airframe and engines	27	15	%
Major maintenance events	3-16	—
Ramp and miscellaneous
Ground equipment	10	—
Furniture, fixture, equipment and other	5-10	—
Leasehold improvements	Lesser of remaining lease term and estimated useful life of the leasehold improvement	—

(*)   Estimates for Boeing 737-700 fleet may differ , see note 13.     

An item of property and equipment and any significant part initially recognized is derecognized upon disposal or when no future economic benefits are expected from its use or disposal. Any gain or loss arising on derecognition of the asset (calculated as the difference between the net disposal proceeds and the carrying amount of the asset) is included in the statement of profit or loss when the asset is derecognized.

The costs of major maintenance events for leased aircraft are capitalized and depreciated over the shorter of the scheduled usage period to the next major inspection event or the remaining life of lease term (as appropriate), the remaining value of the previously capitalized maintenance or the

right-of-use

asset (“ROU”) component if any, is charged to expense upon completion of the subsequent maintenance event.

F- 22 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

The residual values, useful lives, and methods of depreciation of property and equipment are reviewed at each financial

year-end

and adjusted prospectively, if appropriate.

The land owned by the Company is recognized at cost less any accumulated impairment.

(l) Leases

At inception of a contract, the Company assesses whether the contract is, or contains, a lease. A contract is, or contains, a lease if the contract conveys the right to control the use of an identified asset for a period of time in exchange for consideration. To assess whether a contract, conveys the right to control the use of an identified asset, the Company assesses whether:

• The Company has the right to obtain substantially all of the economic benefits from use of the identified asset; and

• The Company has the right to direct the use of the identified asset.

The Company as a lessee

At the commencement date, the Company recognizes a ROU and a lease liability.

The ROU is measured at cost and comprises:

• the amount of the initial measurement of the lease liability,

• any lease payments made at or before the commencement date, less any lease incentives received;

• any initial direct costs incurred by the lessee; and

• an estimate of costs to be incurred by the lessee in dismantling and removing the underlying asset, restoring the site on which it is located or restoring the underlying asset to the condition required by the terms and conditions of the lease, unless those costs are incurred to produce inventories. The Company incurs the obligation for those costs either at the commencement date or as a consequence of having used the underlying asset during a particular period.

The ROU is subsequently depreciated using the straight line method from the commencement date to the earlier of the end of the useful life of the ROU or component, or lease term. The estimated useful life of ROU is determined of the same basis of owned property and equipment.

At inception or on reassessment of a contract that contains a lease component, the Company allocates the consideration in the contract to each lease component on the basis of their relative stand-alone prices.

The ROU assets are also subject to impairment. Refer to the accounting policies in section (g) impairment of

non-financial

assets.

In this regard, the Company applies the following, by class of underlying asset:

• for the leases of real estate, the Company has elected to separate non-lease components.

F- 23 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements 

• for aircraft leases, the value of major maintenance inspection or overhaul embedded in the aircraft is recognized as a separated component and is depreciated over the estimated time period until the first maintenance event is performed or the remaining life of lease term (as appropriate) which ever is shorter.

The lease liability, is initially measured at the present value of the lease payments that are not paid at that date, discounted using the interest rate implicit in the lease, if that rate can be readily determined or the lessee’s incremental borrowing rate.

The lease payments included in the measurement of the lease liability comprise:

• fixed payments (including in-substance fixed payments), less any lease incentives receivable;

• variable lease payments that depend on an index or a rate, initially measured using the index or rate as at the commencement date;

• amounts expected to be payable by the lessee under residual value guarantees;

• the exercise price of a purchase option if the lessee is reasonably certain to exercise that option; and

• payments of penalties for terminating the lease, if the lease term reflects the lessee exercising an option to terminate the lease.

Variable lease payments that do not depend on an index or a rate are recognized as lease expenses in the period in which the event or condition that triggers the payment occurs, under “Other operating and administrative expenses” in the consolidated statement of profit or loss.

The lease liability is measured at amortized cost using the effective interest method. It is remeasured when there is a change in future lease payments arising from a change in an index or a rate, if there is a change in the Company’s estimated amount expected to be payable under a residual value guarantee or if the Company changes its assessment of whether it will exercise a purchase, extension or termination option.

When the lease liability is remeasured in this way, a corresponding adjustment is made to the carrying amount of the ROU, or is recorded in profit or loss if the carrying amount of ROU has been reduced to zero.

Financing arrangements where is certain that the asset will be purchased at the end of the lease term, are “in substance purchases” and not leases, in those cases, the related liability is considered a financial liability under IFRS 9 and the asset, as property and equipment, according to IAS 16.

The Company has elected not to recognize ROU and lease liabilities for short-term leases that have a lease term of 12 months or less and leases of low value assets. The Company recognizes the lease payments associated with these leases as an expense on a straight-line basis over the lease term as “Other operating and administrative expenses” in the consolidated statement of profit or loss.

The Company as lessor

When assets are leased under operating leases, the asset is included in the consolidated statement of financial position according to its nature. Revenue from operating leases is recognized over the lease term on a straight-line basis as part of other operating revenue.

F- 24 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Initial direct costs incurred by the Company in negotiating and arranging an operating lease are added to the carrying amount of the leased asset and recognized as an expense over the lease term on the same basis as the related lease income

.

(m) Intangible assets

Goodwill

Goodwill is initially measured at cost, being the excess of the aggregate of the consideration transferred over the net identifiable assets acquired and liabilities assumed of the acquired subsidiary at the date of acquisition.

After initial recognition, goodwill is measured at cost less any accumulated impairment losses. For the purpose of impairment testing, goodwill acquired in a business combination is, from the acquisition date, allocated to each of the Company’s CGU or group of CGU’s that are expected to benefit from the combination, irrespective of whether other assets or liabilities of the acquiree are assigned to those units. When the recoverable amount of the CGU is less than its carrying amount, an impairment loss is recognized. Impairment losses relating to goodwill cannot be reversed in future periods.

Other intangible assets

Intangible assets acquired separately are measured on initial recognition at cost. The cost of intangible assets acquired in a business combination is their fair value at the date of acquisition. Following initial recognition, intangible assets are carried at cost less any accumulated amortization and accumulated impairment losses. Internally generated intangible assets, excluding capitalized development costs, are not capitalized and the expenditure is reflected in the consolidated statement of profit or loss in the year in which the expenditure is incurred.

The useful lives of intangible assets are assessed as either finite or indefinite.

Intangible assets with finite lives are amortized over their useful economic life and assessed for impairment whenever there is an indication that the intangible asset may be impaired. The amortization period and amortization method for an intangible asset with a finite useful life are reviewed at least at the end of each reporting period. Changes in the expected useful life or the expected pattern of consumption of future economic benefits embodied in the asset are considered to modify the amortization period or method, as appropriate, and are treated as changes in accounting estimates. The amortization expense on intangible assets with finite life is recognized in the consolidated statement of profit or loss as the expense category that is consistent with the function of the intangible assets.

Intangible assets with indefinite useful life are not amortized but are tested for impairment at least annually, either individually or at the CGU level. The assessment of indefinite life is reviewed annually to determine whether the indefinite life continues to be supportable. If not, the change in useful life from indefinite to finite is made on a prospective basis.

Gains and losses arising from the derecognition of an intangible asset are measured as the difference between the net disposal proceeds and the carrying amount of the asset and are recognized in the consolidated statement of profit or loss when the asset is derecognized.

The Company’s intangible assets and the policies applied are summarized as follows: 

F- 25 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

• Licenses and software rights

Acquired computer software licenses are capitalized on the basis of the costs incurred to acquire and bring to use the specific software. These costs are amortized using the straight-line method over their estimated useful life (from three to eight years) and the amortization is recognized in the consolidated statement of profit or loss. Costs associated with maintaining computer software programs are recognized as an expense as incurred.

Costs that are directly associated with the production of identifiable and unique software products controlled by the Company and that are estimated to generate economic benefits exceeding costs beyond one year, are recognized as intangible assets. Direct costs include the software development employee costs and an appropriate portion of relevant overheads. These costs are amortized using the straight-line method over their estimated useful life (from five to fifteen years). 

(n) Taxes

Income tax expense

Income tax expense comprises current and deferred tax. It is recognized in profit or loss except when related to the items recognized directly in equity or in other comprehensive income (“OCI”).

• Current income tax

The Company pays taxes in the Republic of Panama and in other countries in which it operates, based on regulations in effect in each respective country.

Revenue arises principally from foreign operations, and according to the Panamanian Tax Code, these foreign operations are not subject to income tax in Panama.

The Panamanian tax code for the airline industry states that tax is based on net income earned for passenger traffic with origin or final destination in the Republic of Panama. The applicable tax rate is currently 25%. Additionally, entities with annual taxable income over one million five hundred thousand dollars, must pay income tax on the greater of:

• Net taxable income calculated by the traditional method, or

• Net taxable income resulting from applying four-point sixty-seven percent (4.67%) to the total taxable income (alternative method “CAIR”).

In the event that, due to income tax, the taxpayer incurs in losses or that the effective rate is higher than 25%, the taxpayer may submit a request to the authorities for the

non-application

of the alternative method and in its effective that the payment of income tax is accepted on the traditional basis.

Dividends from the Panamanian subsidiaries are separately subject to a 10% withholding tax on the portion attributable to Panamanian sourced income and a 5% withholding tax on the portion attributable to foreign sourced income.

The Company is also subject to local tax regulations in each of the other jurisdictions where it operates, the great majority of which are related to income taxes.

Current income tax assets and liabilities are measured at the amount expected to be recovered from or paid to the taxation authorities. The tax rates and tax laws used to compute the amount are those that are enacted or substantively enacted, at the reporting date in the countries where the Company operates and generates taxable income.

F- 26 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Management periodically evaluates positions taken in the tax returns with respect to situations in which applicable tax regulations are subject to interpretation and establishes provisions when appropriate.

• Deferred tax

Deferred tax is calculated using the liability method on temporary differences between the tax bases of assets and liabilities and their carrying amounts for financial reporting purposes at the reporting date.

Deferred tax assets are recognized for all deductible temporary differences, the carry forward of unused tax credits and unused tax losses. Deferred tax assets are recognized to the extent that it is probable that taxable profit will be available against which the deductible temporary differences and the carry forward of unused tax credits and unused tax losses can be utilized, except:

• when the deferred tax asset relating to the deductible temporary difference arises from initial recognition of an asset or liability in a transaction that is not a business combination and, at the time of the transaction, affects neither accounting profit nor taxable profit or loss.

• in respect of deductible temporary differences associated with investments in subsidiaries, associates, and interests in joint ventures, deferred tax assets are recognized only to the extent that it is probable that the temporary differences will reverse in the foreseeable future and taxable profit will be available against which the temporary differences can be utilized.

The carrying amount of deferred tax assets is reviewed at each reporting date and reduced to the extent that it is no longer probable that sufficient taxable profit will be available to allow all or part of the deferred tax asset to be utilized. Unrecognized deferred tax assets are reassessed at each reporting date and are recognized to the extent that it has become probable that future taxable profits will allow the deferred tax asset to be recovered.

Deferred tax liabilities are recognized for all taxable temporary differences, except:

• when the deferred tax liability arises from the initial recognition of goodwill or an asset or liability in a transaction that is not a business combination and, at the time of the transaction, affects neither accounting profit nor taxable profit or loss.

• in respect of taxable temporary differences associated with investments in subsidiaries, associates, and interests in joint ventures, when the timing of the reversal of the temporary differences can be controlled and it is probable that the temporary differences will not reverse in the foreseeable future.

Deferred tax assets and liabilities are measured at the tax rates that are expected to apply in the year when the asset is realized or the liability settled, based on tax rates (and tax laws) that have been enacted or substantively enacted at the reporting date.

Deferred tax relating to items recognized outside profit or loss is recognized outside profit or loss. Deferred tax items are recognized in correlation to the underlying transaction either in other comprehensive income or directly in equity.

F- 27 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Deferred tax assets and deferred tax liabilities are offset, if a legally enforceable right exists to set off current tax assets against current income tax liabilities and the deferred taxes relate to the same taxable entity and the same taxation authority.

Ticket taxes

The Company is required to charge certain taxes and fees on its passenger tickets. These taxes and fees include transportation taxes, airport passenger facility charges, and certain governmentally imposed airport arrival and departure taxes. These taxes and fees are legal assessments on the customer. Since the Company has a legal obligation to act as a collection agent with respect to these taxes and fees, such amounts are not included in passenger revenue. The Company records a liability when these amounts are collected and derecognizes the liability when payments are made to the applicable government agency or operating carrier.

(o) Borrowing costs

Borrowing costs directly attributable to the acquisition, construction, or production of any qualifying asset, that necessarily takes a substantial period of time to get ready for its intended use or sale, are capitalized as part of the cost of the asset during that period of time.

Other borrowing costs are expensed in the period in which they occur. Borrowing costs consist of interest and other costs that an entity incurs in connection with the borrowing of funds.

(p) Provisions

Provisions for costs, including restitution, restructuring and legal claims and assessments are recognized when:

• the Company has a present legal or constructive obligation as a result of past events;

• it is probable that an outflow of resources embodying economic benefits will be required to settle the obligation; and

• the amount of obligation can be reliably estimated.

For aircraft leases, the Company is contractually obliged to return the aircraft in a defined condition. The Company accrues a provision for return conditions which are based on the usage of leased aircraft throughout the duration of the lease.

Return conditions are based on the net present value of the estimated costs of returning the aircraft and are recognized in the consolidated statement of profit or loss under “Maintenance, materials and repairs”. These costs are reviewed annually and adjustments, if any, are recognized prospectively over the remaining lease term.

(q) Employee benefits

Defined benefit plan

The Company sponsors a defined benefit plan, which requires contributions to be made to a separately administered fund.

The calculation of the defined benefit obligation is performed annually by a qualified actuary using the projected unit credit actuarial cost method (PUC).

F- 28 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Remeasurements of the net defined benefit liability, which comprises actuarial gains and losses, the return on plan assets and the effect of the asset ceiling (if any), are recognized immediately in other comprehensive income. The Company determines the net interest by applying the discount rate to the net defined benefit liability or asset. The Company recognizes the following changes in the net defined benefit obligation in the consolidated statement of profit or loss.

Share-based payments

Employees (including senior executives) of the Company receive compensation in the form of share-based payment transactions, whereby employees render services as consideration for equity instruments (equity-settled transactions).

The cost of equity-settled transactions is recognized, together with a corresponding increase in additional paid in capital in equity, over the period in which the performance and/or service conditions are fulfilled. The cumulative expense recognized for equity-settled transactions at each reporting date until the vesting date reflects the extent to which the vesting period has expired and the Company’s best estimate of the number of equity instruments that will ultimately vest. Expense or credit for a period represents the movement in cumulative expense recognized as of the beginning and end of that period and is recognized under “Wages, salaries, benefits and other employees’ expenses” expense in the consolidated statement of profit or loss (note 25).

Termination benefits

Termination benefits are payable when employment is terminated by the Company before the normal retirement date, or whenever an employee accepts voluntary redundancy in exchange for these benefits. The Company recognizes termination benefits when it is demonstrably committed to either terminating the employment of current employees according to a detailed formal plan without realistic possibility of withdrawal, or providing termination benefits as a result of an offer made to encourage voluntary redundancy.

(r) Non-current assets held for sale and discontinued operations

The Company classifies

non-current

assets and disposal groups as held for sale if their carrying amounts will be recovered principally through a sale transaction rather than through continuing use.

Non-current

assets and disposal groups classified as held for sale are measured at the lower of their carrying amount and fair value less costs to sell. Costs to sell are the incremental costs directly attributable to the disposal of an asset (disposal group), excluding finance costs and income tax expense.

The criteria for held for sale classification is regarded as met only when the sale is highly probable and the asset or disposal group is available for immediate sale in its present condition. Actions required to complete the sale should indicate that it is unlikely that significant changes to the sale will be made or that the decision to sell will be withdrawn. Management must be committed to the plan to sell the asset and the sale expected to be completed within one year from the date of the classification.

Property and equipment and intangible assets are not depreciated or amortized once classified as held for sale.

If the Company has classified an asset as held for sale, but the criteria for held for sale classification is no longer met, the Company shall cease to classify the asset as held for sale.

F- 29 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

The Company shall measure a non-current asset that ceases to be classified as held for sale at the lower of:

i) its carrying amount before the asset was classified as held for sale, adjusted for any depreciation, amortization or revaluations that would have been recognized had the asset not been classified as held for sale, and

ii) its recoverable amount at the date of the subsequent decision not to sell or distribute. The recoverable amount of the asset is the higher between its fair value less costs to sell and its value in use.

All the financial statements include amounts for continuing operations. Additional disclosures about assets held for sale are provided in note 13.

4. Significant accounting judgments, estimates and assumptions

The preparation of the Company’s consolidated financial statements requires management to make judgments, estimates, and assumptions that affect the reported amounts of revenues, expenses, assets, and liabilities and the accompanying disclosures and the disclosure of contingent liabilities.

Uncertainty about these assumptions and estimates could result in outcomes that require a material adjustment to the carrying amount of assets or liabilities in future periods.

The consolidated financial statements have thus been established taking into consideration the current context of the

Covid-19

pandemic and on the basis of financial parameters available at the closing date.

Judgments

In the process of applying the Company’s accounting policies, management has made judgments, which have the most significant effect on the amounts recognized in the consolidated financial statements in the following area: 

• Leases

The Company enters into contracts for the use of the aircraft and real estate which include, airport and terminal facilities, sales offices, maintenance facilities, and general offices. The Company assesses, based on the terms and conditions of the arrangements, whether the contract is, or contains, a lease. A contract is, or contains, a lease if the contract conveys the right to control the use of an identified asset for a period of time in exchange for consideration.

• Lease term

The Company determines the lease term as the

non-cancellable

term of the lease, together with any periods covered by an option to extend the lease if it is reasonably certain to be exercised, or any periods covered by an option to terminate the lease, if it is reasonably certain not to be exercised.

The Company applies judgement in evaluating whether it is reasonably certain or not to exercise the option to renew or terminate the lease. That is, it considers all relevant factors that create an economic incentive for it to exercise either the renewal or termination. After the commencement date, the Company reassesses the lease term if there is a significant event or change in circumstances that is within its control and affects its ability to exercise or not to exercise the option to renew or to terminate (e.g., construction of significant leasehold improvements or significant customization to the leased asset). 

F-30 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

• Assets held for sale

In 2020, the Company decided to sell 14 Boeing

737-700

fleet over the next year. As of December 31, 2020 the Boeing

737-700

fleet was classified as “Asset held for sale” in the consolidated statement of financial position.

The Company considered the fleet to meet the criteria to be classified as held for sale for the following reasons:

• The fleet was available for immediate sale and can be sold to the buyer in its current condition.

• The actions to complete the sale were initiated and expected to be completed within one year from the date of initial classification.

• The Board of Directors approved the plan to sell its Boeing 737-700 fleet.

During 2021, the Company signed an agreement for the sale of 3 Boeing

737-700

and the Board of Directors approved to keep the remaining 11 Boeing

737-700

for a period of three years. The Company has reclassified these aircraft to “Property and equipment” in the consolidated statement of financial position. Additional estimates were made by the Company to proceed with this reclassification.

For more details refer to note 13.

Estimates and assumptions

The key assumptions concerning the future and other key sources of estimation uncertainty at the reporting date, that have a significant risk of causing a material adjustment to the carrying amounts of assets and liabilities within the next financial year, are described below.

The Company based its assumptions and estimates on parameters available when the consolidated financial statements were prepared. Existing circumstances and assumptions about future developments, however, may change due to market changes or circumstances arising beyond the Company’s control. Such changes are reflected in the assumptions when they occur.

• Impairment of financial assets

The loss allowances for financial assets are based on assumptions about risk of default and expected loss rates. The Company uses judgement in making these assumptions and selecting the inputs to the impairment calculation, based on the Company’s past history, existing market conditions as well as forward looking estimates at the end of each quarterly reporting period.

• Impairment of non-financial assets

Impairment exists when the carrying amount of an asset or CGU exceeds its recoverable amount, which is the higher of its fair value less costs to sell and its value in use. The fair value less costs to sell calculation is based on available data from binding sales transactions, conducted at arm’s length, for similar assets or observable market prices less incremental costs for disposing of the asset. The value in use calculation is based on a discounted cash flow model. The cash flows are derived from the budget for the next five years and do not include restructuring activities that the Company is not yet committed to or significant future investments that will enhance the asset’s performance of the CGU being tested. The recoverable amount is most sensitive to the discount rate used for the discounted cash flow model as well as the expected future cash-inflows and the growth rate used for extrapolation purposes (see note 16). 

F-31 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

• Property and equipment

The Company’s management has determined that the residual value of the airframe, engines, and components (rotable parts) owned is 15%

of the cost of the asset, therefore the depreciation of flight equipment is made accordingly. Annually, management reviews the useful life and residual value of each of these assets (see note 13).

• Reclassification from assets held for sale to property and equipment

During 2021, the Board of Directors of the Company approved not to sale for a period of three years, eleven Boeing

737-700

that were reclassified to available for sale assets on 2020. During 2021, the Company reclassified these aircraft to property and equipment.

According to IFRS 5

“Non-current

Assets Held for Sale and Discontinued Operations”

, the Company shall measure a non-current asset that ceases to be classified as held for sale at the lower of:

i) its carrying amount before the asset was classified as held for sale, adjusted for any depreciation, amortization or revaluations that would have been recognized had the asset not been classified as held for sale, and

ii) its recoverable amount at the date of the subsequent decision not to sell or distribute. The recoverable amount of the asset is the higher between its fair value less costs to sell and its value in use.

The Company concluded that the recoverable amount was the fair value less cost to disposal. The Company plans to exit of its

737-700

fleet in 2025 (see note 13).

• Provision for return condition

The Company records a provision to accrue for the cost that will be incurred in order to return the lease aircraft to their lessor in the agreed-upon condition, excluded estimated dismantling costs not based on utilization of the aircraft which are included in the ROU asset and lease liability. The methodology applied to calculate the provision requires management to make assumptions, including the future maintenance costs, discount rate, and related inflation rates and aircraft utilization. The cash flows are discounted at a current

pre-tax

rate that reflects the risks specific to the decommissioning.

Any difference in the actual maintenance cost incurred and the amount of the provision is recorded under “Maintenance, materials and repairs” in the consolidated statement of profit or loss. The effect of any changes in estimates, including those mentioned above, is also recognized under “Maintenance, materials and repairs” for the period (see note 21).

• Revenue recognition – expired tickets

The Company recognizes estimated fare revenue for tickets that are expected to expire based on departure date (unused tickets), based on historical data and experience. Estimating the expected expiration rate requires management’s judgment, among other things, the historical data and experience is an indication of the future customer behavior.

The unused tickets expire after one year, and any revenue associated with tickets sold for future travel is recognized within 12 months.

In response to

Covid-19,

the Company has established a new commercial policy that

extended the tickets expiration to certain ticket to June 30, 2022, for those tickets which were scheduled to expire before June 2021.

F- 32 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

During 2021, the Company calculated a specific breakage for tickets that are expected not to be used based on this new commercial policy, therefore, the Company’s estimates may be subject to variability and may differ from historical averages.

• Multiple deliverable revenue arrangements - Frequent flyer program

The frequent flyer program includes two major transactions that are considered revenue arrangements with multiple performance obligations: (i) mileage credits earned with travel and (ii) mileage credits sold to

co-branded

credit card partner and other partners. The Company estimates the fair value of the miles in those transactions using a blended calculation of rates charged when miles are sold to other partners and the average value of a mile flown by a customer earned with travel, less an estimate of the miles that will expire unused (breakage). The Company engages a specialist to assist in the performance of the breakage calculation.

• Taxes

The Company believes that taken tax positions, including transfer pricing between entities, are reasonable. However, in the event of an audit by the tax authorities, they may challenge the positions taken by the Company, resulting in additional taxes and interest liabilities.

The tax positions involve considerable judgment by management and are reviewed and adjusted to account for changes in circumstances, such as lapsing of applicable statutes of limitations, conclusion of tax audits, additional exposures based on identification of new issues, or court decisions affecting a particular tax issue. Actual results may differ from estimates (see note 22).

• Incremental borrowing rate for leases

The Company cannot readily determine the interest rate implicit in the lease, therefore, it uses its incremental borrowing rate (IBR) to measure lease liabilities. The IBR is the rate of interest that the Company would have to pay to borrow over a similar term, and with a similar security, the funds necessary to obtain an asset of a similar value to the

right-of-use

asset in a similar economic environment. The Company estimates the IBR using observable inputs (such as market interest rates) when available and is required to make certain entity-specific estimates.

• Fair value measurement

The Company measures financial instruments such as derivatives at fair value at the date of each statement of financial position. Fair values of financial instruments measured at amortized cost are disclosed in note 28.6.

Fair value is the price that would be received to sell an asset or paid to transfer a liability in an orderly transaction between market participants at the measurement date.

The fair value measurement is based on the presumption that the transaction to sell the asset or transfer the liability takes place either:

• in the principal market for the asset or liability, or

• in the absence of a principal market, in the most advantageous market for the asset or liability.

The principal or the most advantageous market must be accessible to the Company.

The fair value of an asset or a liability is measured using the assumptions that market participants would use when pricing the asset or liability, assuming that market participants act in their economic best interest.

F- 33 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

A fair value measurement of a

non-financial

asset takes into account a market participant’s ability to generate economic benefits by using the asset in its highest and best use or by selling it to another market participant that would use the asset in its highest and best use.

The Company uses valuation techniques that are appropriate in the circumstances and for which sufficient data are available to measure fair value, maximizing the use of relevant observable inputs and minimizing the use of unobservable inputs. All assets and liabilities for which fair value is measured or disclosed in the financial statements are categorized within the fair value hierarchy, described as follows, based on the lowest level input that is significant to the fair value measurement as a whole (see note 28.6 for further disclosures):

i) Level 1 - Quoted (unadjusted) market prices in active markets for identical assets or liabilities.

ii) Level 2 - Valuation techniques for which the lowest level input that is significant to the fair value measurement is directly or indirectly observable.

iii) Level 3 - Valuation techniques for which the lowest level input that is significant to the fair value measurement is unobservable. The inputs to these models are taken from observable markets where possible, but where this is not feasible, a degree of judgment is required in establishing fair values. Judgments include considerations of inputs such as liquidity risk, credit risk and volatility. Changes in assumptions about these factors could affect the reported fair value of financial instruments.

For assets and liabilities that are recognized in the financial statements on a recurring basis, the Company determines whether transfers have occurred between levels in the hierarchy by

re-assessing

categorization (based on the lowest level input that is significant to the fair value measurement as a whole) at the end of each reporting period.

5. Adoption of new and amended standards and interpretations

Interest Rate Benchmark Reform –

Phase 2: Amendments to IFRS 9, IAS 39, IFRS 7, IFRS 4 and IFRS 16

The amendments provide temporary reliefs which address the financial reporting effects when an interbank offered rate (IBOR) is replaced with an alternative nearly risk-free interest rate (RFR). The amendments include the following practical expedients:

• A practical expedient to require contractual changes, or changes to cash flows that are directly required by the reform, to be treated as changes to a floating interest rate, equivalent to a movement in a market rate of interest

• Permit changes required by IBOR reform to be made to hedge designations and hedge documentation without the hedging relationship being discontinued

• Provide temporary relief to entities from having to meet the separately identifiable requirement when an RFR instrument is designated as a hedge of a risk component

The Company has exposures to LIBORs on its variable rate aircraft loans. Amendments to the financial debt instruments with contractual terms indexed to LIBOR such that they incorporate new benchmark rates, is expected to be completed between 2022 and 2023, using as the alternative reference rate, the Secured Overnight Financing Rate (SOFR).

F- 34 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Although US dollar LIBOR was planned to be discontinued by the end of 2021, in November 2020 the ICE Benchmark Administration (IBA), the

FCA-regulated

and authorized administrator of LIBOR, announced that it had started to consult on its intention to cease the publication of certain USD LIBORs after June 2023. As of 31 December 2021, it is still unclear when the announcement that will set a date for the termination of the publication of US dollar LIBOR will take place. Nevertheless, the Company is in the process of implementing appropriate fallback provisions for all US dollar LIBOR indexed exposures and expects to finish by the end of 2023.

As of December 31, 2021 the amendment had no impact on the consolidated financial statements of the Company. The Company intends to use the practical expedients in following years, when the change on interest rate in our financing contracts become applicable.

Amendment to IFRS 16

Leases –

Covid-19

related rent concessions

On May 28, 2020, the IASB issued

Covid-19-Related

Rent Concessions

—amendment IFRS 16

Leases

.

The amendments provide relief to lessees from applying IFRS 16 guidance on lease modification accounting for rent concessions arising as a direct consequence of the

Covid-19

pandemic. As a practical expedient, a lessee may elect not to assess whether a

Covid-19

related rent concession from a lessor is a lease modification. A lessee that makes this election accounts for any change in lease payments resulting from the

Covid-19

related rent concession the same way it would account for the change under IFRS 16, if the change were not a lease modification.

The amendment was intended to apply until 30 June 2021, but as the impact of the

Covid-19

pandemic is continuing, on 31 March 2021, the IASB extended the period of application of the practical expedient to 30 June 2022. The amendment applies to annual reporting periods beginning on or after 1 April 2021.

The practical expedient applies only to rent concessions occurring as a direct consequence of the

Covid-19

pandemic and only if all of the following conditions described in IFRS 16 paragraph 46B are met:

• The change in lease payments results in revised consideration for the lease that is substantially the same as, or less than, the consideration for the lease immediately preceding the change.

• Any reduction in lease payments affects only payments originally due on or before June 30, 2022 (for example, a rent concession will meet this condition if it results in reduced lease payments before June 30, 2022 and increased lease payments that extend beyond June 30, 2022).

• There is no substantive change to other terms and conditions of the lease.

The amendment is effective for annual reporting periods beginning on or after 1 April 2021. Earlier application is permitted.

The Company received rent concessions occurred as a direct consequence of the

Covid-19

pandemic only for its real estate leases, and applied the practical expedient, accounting the concession in the form of forgiveness or deferral of lease payments, as a negative variable lease payment to the concessions. (See note 14 –

Leases

).

6. Standards issued but not yet effective

The new and amended standards and interpretations that are issued, but not yet effective, up to the date of issuance of the Company’s financial statements are disclosed below. The Company intends to adopt these standards, if applicable, when they become effective.

F- 35 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Amendments to IAS 1

– Classification of Liabilities as Current or

Non-current

In January 2020, the IASB issued amendments to paragraphs 69 to 76 of IAS 1

Presentation of Financial Statements

to specify the requirements for classifying liabilities as current or

non-current.

The amendments clarify:

• What is meant by a right to defer settlement.

• That a right to defer must exist at the end of the reporting period.

• That classification is unaffected by the likelihood that an entity will exercise its deferral right.

• That only if an embedded derivative in a convertible liability is itself an equity instrument would the terms of a liability not impact its classification

The amendments are effective for reporting periods beginning on or after January 1, 2023 and must be applied retrospectively. The Company does not expect that these amendments have a material impact on its consolidated financial statements.

Amendments to IFRS 3

– Reference to the Conceptual Framework

In May 2020, the IASB issued Amendments to IFRS 3

Business Combinations—Reference to the Conceptual Framework

. The amendments are intended to replace a reference to the Framework for the Preparation and Presentation of Financial Statements, issued in 1989, with a reference to the Conceptual Framework for Financial Reporting issued in March 2018 without significantly changing its requirements.

The Board also added an exception to the recognition principle of IFRS 3 to avoid the issue of potential ‘day 2’ gains or losses arising for liabilities and contingent liabilities that would be within the scope of IAS 37

Provisions, Contingent Liabilities and Contingent Assets

or IFRIC 21

Levies

, if incurred separately.

At the same time, the Board decided to clarify existing guidance in IFRS 3 for contingent assets that would not be affected by replacing the reference to the Framework for the Preparation and Presentation of Financial Statements.

The amendments are effective for annual reporting periods beginning on or after January 1, 2022 and apply prospectively. The Company does not expect that these amendments have a material impact on its consolidated financial statements.

Amendment to IAS 16

– Property, Plant and Equipment: Proceeds before Intended Use

In May 2020, the IASB issued

Property, Plant and Equipment — Proceeds before Intended Use

, which prohibits entities deducting from the cost of an item of property, plant and equipment, any proceeds from selling items produced while bringing that asset to the location and condition necessary for it to be capable of operating in the manner intended by management. Instead, an entity recognizes the proceeds from selling such items, and the costs of producing those items, in profit or loss.

The amendment is effective for annual reporting periods beginning on or after January 1, 2022 and must be applied retrospectively to items of property, plant and equipment made available for use on or after the beginning of the earliest period presented when the entity first applies the amendment.

The amendment is not expected to have a material impact on the Company.

F- 36 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Amendments to IAS 37

– Onerous Contracts – Costs of Fulfilling a Contract

In May 2020, the IASB issued amendments to IAS 37 to specify which costs an entity needs to include when assessing whether a contract is onerous or loss-making.

The amendments apply a “directly related cost approach”. The costs that relate directly to a contract to provide goods or services include both incremental costs and an allocation of costs directly related to contract activities. General and administrative costs do not relate directly to a contract and are excluded unless they are explicitly chargeable to the counterparty under the contract.

The amendments are effective for annual reporting periods beginning on or after 1 January 2022. The Company will apply these amendments to contracts for which it has not yet fulfilled all its obligations at the beginning of the annual reporting period in which it first applies the amendments.

Amendment to IFRS 9 –

Fees in the ’10 per cent’ test for derecognition of financial liabilities

As part of its 2018-2020 annual improvements to IFRS standards process the IASB issued amendment to IFRS 9. The amendment clarifies the fees that an entity includes when assessing whether the terms of a new or modified financial liability are substantially different from the terms of the original financial liability. These fees include only those paid or received between the borrower and the lender, including fees paid or received by either the borrower or lender on the other’s behalf. An entity applies the amendment to financial liabilities that are modified or exchanged on or after the beginning of the annual reporting period in which the entity first applies the amendment.

The amendment is effective for annual reporting periods beginning on or after 1 January 2022 with earlier adoption permitted. The Company will apply the amendments to financial liabilities that are modified or exchanged on or after the beginning of the annual reporting period in which the entity first applies the amendment.

The amendment is not expected to have a material impact on the Company.

Amendments to IAS 8 -

Definition of Accounting Estimates

In February 2021, the IASB issued amendments to IAS 8, in which it introduces a definition of ‘accounting estimates’. The amendments clarify the distinction between changes in accounting estimates and changes in accounting policies and the correction of errors. Also, they clarify how entities use measurement techniques and inputs to develop accounting estimates.

The amendments are effective for annual reporting periods beginning on or after 1 January 2023 and apply to changes in accounting policies and changes in accounting estimates that occur on or after the start of that period. Earlier application is permitted as long as this fact is disclosed.

The amendments are not expected to have a material impact on the Company.

Amendments to IAS 1 and IFRS Practice Statement 2 -

Disclosure of Accounting Policies

-

In February 2021, the IASB issued amendments to IAS 1 and IFRS Practice Statement 2 Making Materiality Judgements, in which it provides guidance and examples to help entities apply materiality judgements to accounting policy disclosures. The amendments aim to help entities provide accounting policy disclosures that are more useful by replacing the requirement for entities to disclose their ‘significant’ accounting policies with a requirement to disclose their ‘material’ accounting policies and adding guidance on how entities apply the concept of materiality in making decisions about accounting policy disclosures.

F- 37 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

The amendments to IAS 1 are applicable for annual periods beginning on or after 1 January 2023 with earlier application permitted. Since the amendments to the Practice Statement 2 provide

non-mandatory

guidance on the application of the definition of material to accounting policy information, an effective date for these amendments is not necessary.

The Company will be assessing the impact of the amendments to determine the impact they will have on the Company’s accounting policy disclosures.

Amendments to IAS 12

Deferred Tax related to Assets and Liabilities arising from a Single Transaction

In May 2021 the IASB issued the amendments to IAS 12 Income Taxes require companies to recognize deferred tax on transactions that, on initial recognition, give rise to equal amounts of taxable and deductible temporary differences. They will typically apply to transactions such as leases of lessees and decommissioning obligations and will require the recognition of additional deferred tax assets and liabilities.

The amendments apply for annual reporting periods beginning on or after 1 January 2023, and should be applied to transactions that occur on or after the beginning of the earliest comparative period presented. In addition, entities should recognize deferred tax assets (to the extent that it is probable that they can be utilized) and deferred tax liabilities at the beginning of the earliest comparative period for all deductible and taxable temporary differences associated with:

• Right-of-use assets and lease liabilities, and

• Decommissioning, restoration and similar liabilities, and the corresponding amounts recognized as part of the cost of the related assets.

The cumulative effect of recognizing these adjustments is recognized in retained earnings, or another component of equity, as appropriate.

The Company does not expect that these amendments have a material impact on its consolidated financial statements.

F- 38 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

7. Revenue from contract with customers

7.1     Revenue disaggregation

Operating revenues are comprised of passenger revenues, cargo and mail, and other operating revenues. The following table shows disaggregated operating revenues for the years ended as December 31, 2021, 2020 and 2019.

	2021		2020		2019
Passenger revenue
Passenger revenue	$	1,388,089	$	752,050	$	2,581,179
Miles redeemed		24,301		8,544		31,426
		1,412,390		760,594		2,612,605
Cargo and mail revenue		71,577		21,002		62,460
Other operating revenue
Frequent flyer program - marketing services		18,897		15,452		22,170
Other operating revenue		7,067		3,955		10,173
		25,964		19,407		32,343
	$	1,509,931	$	801,003	$	2,707,408

7.2     Contract balances

The significant contract liabilities are comprised of ticket sales for transportation that has not yet been provided, recorded as “Air traffic liability” and outstanding loyalty program miles that may be redeemed for future travel, recorded as “Frequent flyer deferred revenue”.

The table below presents the changes in air traffic liability:

	2021			2020
Balance at beginning of year	$	470,695		$	497,374
Sales		1,801,347			887,004
Revenue recognition		(1,326,627	)		(700,406	)
Tax recognition		(218,624	)		(113,473	)
Reimbursements		(129,296	)		(82,910	)
Interline tickets		(26,436	)		(15,056	)
Other		(13,728	)		(1,838	)
Balance at end of year	$	557,331		$	470,695

The contract duration of passenger tickets is one year. Accordingly, any revenue associated with tickets sold for future travel dates will be recognized within twelve months. In response to

Covid-19,

the Company has established

a

new commercial policy that extended the tickets expiration to certain ticket to June 30, 2022, for those tickets which were scheduled to expire before June 2021. 

F- 39 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

The table below presents the activity of the current and

non-current

frequent flyer liability:

	2021			2020
Balance at beginning of year	$	91,213		$	80,326
Deferred of revenue		28,202			19,431
Recognition of revenue		(24,301	)		(8,544	)
Balance at end of year	$	95,114		$	91,213
Current		34,719			16,041
Non-current		60,395			75,172
	$	95,114		$	91,213

Contract assets are reflected as account receivable. See note 10.

7.3     Segment reporting

The Company’s business activities are conducted as 1operating segment – Air transportation (that includes cargo and mail revenue), the reporting results of which are regularly reviewed by management for purposes of analyzing its performance and making decisions about resource allocations. Information concerning operating revenue by geographic area for the period ended December 31 is as follows:

	2021		2020		2019
North America	$	428,457	$	233,039	$	857,002
South America		557,827		281,008		975,530
Central America		475,590		246,727		740,358
Caribbean		22,093		20,822		102,175
	$	1,483,967	$	781,596	$	2,675,065

The Company attributes revenue to the geographic areas based on point of sales. Our tangible assets and capital expenditures consist primarily of flight and related ground support equipment, which is mobile across geographic markets and, therefore, has not been allocated.

8.     Cash and cash equivalents

	2021		2020
Checking and saving accounts	$	210,818	$	99,286
Time deposits of no more than ninety days		0		19,500
Cash on hand		263		279
	$	211,081	$	119,065

Time deposits earned interest based on rates determined by the banks in which the instruments are held, ranging between 0.24% and 0.40% for U.S. dollars investments during 2021 (2020: between 0.24% and 0.35% for U.S. dollars investments).

F- 40 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

As of December 31, 2021, the cash and cash equivalents disclosed above and in the consolidated statement of cash flows include $

12.9 

million (2020: $

5.9

million) that the Company has pledged from its checking and saving accounts to fulfill the collateral requirement.

As of December 31, 2021 and 2020, except for the cash pledged to fulfill collateral requirement, the Company’s cash and cash equivalents are free of restriction or charges that could limit its availability.

9. Investments

	2021									2020
	Current			Non Current			Total			Current			Non Current			Total
Investment at amortised cost
Time deposits	$	382,000		$	103,000		$	485,000		$	430,000		$	80,000		$	510,000
Bonds		300,630			96,966			397,596			341,854			39,796			381,650
		682,630			199,966			882,596			771,854			119,796			891,650
Allowance for expected credit losses		(1,016	)		(296	)		(1,312	)		(1,038	)		(179	)		(1,217	)
		681,614			199,670			881,284			770,816			119,617			890,433
Investment at fair value through profit or loss
Investment funds		124,726			0			124,726			0			0			0
	$	806,340		$	199,670		$	1,006,010		$	770,816		$	119,617		$	890,433

Time deposits earned interest based on rates determined by the banks in which the instruments are held. The use of these instruments depends on the cash requirements of the Company. Time deposits with a contractual maturity of less than 365 days, bear interest at rates ranging between 0.22% and 4.25% (2020: between 0.27% and 4.38%), and those with a contractual maturity of more than 365 days have rates ranging between 0.60% and 2.41% (2020: between 1.20% and 4.25%).

The Company acquired bonds with semiannual interest payment, the effective interest rates of these investments ranging between 0.15% and 5.75% (2020: between 0.21% and 3.32%).

All of the investments at amortized cost are denominated in U.S. dollar, as a result, there is 0exposure to foreign currency risk. There is also 0exposure to price risk as the investments will be held to maturity.

The information about the expected credit loss over these financial assets is disclosed in note 28.3.

Investments at fair value through profit or loss (“FVPL”) include investments in listed equity shares of an Investment fund. Fair values of these equity shares are determined by reference to published price quotations in an active market. During 2021, the Company recognize a net loss on instruments at FVPL of $0.3 million recorded under “Other net

non-operating

expense” in the accompanying consolidated statement of profit or loss.

For information about the methods and assumptions used in determining fair value see 28.6.

F- 41 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

10. Accounts receivable

	2021			2020
Credit cards	$	48,361		$	35,882
Cargo and other travel agencies		12,998			10,052
Airlines and clearing house		19,689			6,156
Government		6,060			5,466
Trade receivables from related parties		1,832			1,429
Other		11,075			13,187
		100,015			72,172
Allowance for expected credit losses		(7,565	)		(6,483	)
	$	92,450		$	65,689
Current		92,450			64,635
Non-current		0			1,054
	$	92,450		$	65,689

Trade receivables are

non-interest

bearing and have maturities between 30 to 90 days.

See detail of trade receivables from related parties in note 23.

The category “Other” mainly includes receivables from miles’ partners and employees accounts.

The change in the allowance for expected credit losses in respect of accounts receivable during the year was as follows.

	2021			2020			2019
Balance at beginning of years	$	(6,483	)	$	(5,579	)	$	(5,057	)
Additions		(1,421	)		(1,310	)		(744	)
Write-off		339			406			222
Balance at end of year	$	(7,565	)	$	(6,483	)	$	(5,579	)

The information about the credit exposures is disclosed in note 28.3.

11. Expendable parts and supplies

	2021			2020
Material for repair and maintenance	$	70,929		$	69,737
Other inventories		4,217			4,920
		75,146			74,657
Allowance for obsolescence		(368	)		(338	)
	$	74,778		$	74,319

Expendable parts and supplies recognized when used as an expense in the accompanying consolidated statement of profit or loss under “Maintenance, materials and repairs” amount to $22.0 million, $12.7 million and $32.4 million, for the years ended December 31, 2021, 2020 and 2019, respectively.

F- 42 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

12. Prepaid expenses

	2021		2020
Prepaid taxes	$	13,095	$	10,022
Prepaid commissions		4,822		3,908
Prepaid insurance		522		5,385
Prepaid to supplier		19,436		17,224
	$	37,875	$	36,539
Current		31,148		30,473
Non-current		6,727		6,066
	$	37,875	$	36,539

The current portion of prepaid taxes include $6.4 million of tax advance of VAT, and withholdings taxes (2020: $4.0 million). The

non-current

portion of prepaid expenses mainly include tax credits for $5.2 million (2020: $4.5 million).

Prepaid to supplier mainly includes operating expenses related to aircraft rent, fuel and maintenance services.

F- 43 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

13.    Property and equipment

	Land		Flight equipment			Purchase deposits for flight equipment			Ramp and miscellaneous			Furniture, fixtures, equipment a and other			Leasehold improvements			Construction in progress			Total
Cost -
Balance atJanuary 1,2019	$	6,301	$	3,449,527		$	474,060		$	53,736		$	30,918		$	49,404		$	14,253		$	4,078,199
Transfer of pre-delivery payments		0		78,143			(78,143	)		0			0			0			0			—
Additions		0		109,286			67,357			2,693			2,450			3,269			4,436			189,491
Disposals		0		(184,685	)		0			(102	)		(570	)		(134	)		(340	)		(185,831	)
Assets held for sale		0		(413,677	)		0			0			0			0			0			(413,677	)
Reclassifications		0		0			0			10			0			12,752			(12,762	)		—
Balance at December 31, 2019	$	6,301	$	3,038,594		$	463,274		$	56,337		$	32,798		$	65,291		$	5,587		$	3,668,182
Transfer of pre-delivery payments		0		49,860			(49,860	)		0			0			0			0			—
Additions		0		39,492			0			582			221			566			3,204			44,065
Disposals		0		(34,626	)		0			(306	)		(223	)		(780	)		0			(35,935	)
Assets held for sale		0		(554,790	)		0			0			0			0			0			(554,790	)
Reclassifications		0		244			(5,600	)		0			0			2,382			(2,626	)		(5,600	)
Balance at December 31, 2020	$	6,301	$	2,538,774		$	407,814		$	56,613		$	32,796		$	67,459		$	6,165		$	3,115,922
Transfer of pre-delivery payments		0		284,170			(284,170	)		0			0			0			0			—
Additions		0		75,080			347,010			525			1,114			290			11,296			435,315
Disposals		0		(36,351	)		0			(3,576	)		(140	)		(3,139	)		0			(43,206	)
Reclassifications		0		1,028			5,600			0			135			657			(1,877	)		5,543
Reclassifications from assets held for sale		0		62,875			0			0			0			0			0			62,875
Balance at December 31, 2021	$	6,301	$	2,925,576		$	476,254		$	53,562		$	33,905		$	65,267		$	15,584		$	3,576,449
Accumulated depreciation and impairment -
Balance at January 1, 2019	$	0	$	(1,283,740	)	$	0		$	(40,681	)	$	(25,086	)	$	(30,561	)	$	0		$	(1,380,068	)
Depreciation for the year		0		(148,832	)		0			(3,292	)		(2,938	)		(5,757	)		0			(160,819	)
Disposals		0		178,168			0			102			518			0			0			178,788
Assets held for sale		0		226,319			0			0			0			0			0			226,319
Balance at December 31, 2019	$	0	$	(1,028,085	)	$	0		$	(43,871	)	$	(27,506	)	$	(36,318	)	$	0		$	(1,135,780	)
Depreciation for the year		0		(126,988	)		0			(3,121	)		(3,134	)		(5,759	)		0			(139,002	)
Disposals		0		32,335			0			290			179			295			0			33,099
Impairment		0		0			0			0			0			0			(4	)		(4	)
Assets held for sale		0		273,251			0			0			0			0			0			273,251
Balance at December 31, 2020	$	0	$	(849,487	)	$	0		$	(46,702	)	$	(30,461	)	$	(41,782	)	$	(4	)	$	(968,436	)
Depreciation for the year		0		(127,432	)		0			(2,576	)		(1,639	)		(4,696	)		0			(136,343	)
Disposals		0		34,893			0			3,501			137			2,503			0			41,034
Balance at December 31, 2021	$	0	$	(942,026	)	$	0		$	(45,777	)	$	(31,963	)	$	(43,975	)	$	(4	)	$	(1,063,745	)
Carrying amounts -
At December 31, 2019	$	6,301	$	2,010,509		$	463,274		$	12,466		$	5,292		$	28,973		$	5,587		$	2,532,402
At December 31, 2020	$	6,301	$	1,689,287		$	407,814		$	9,911		$	2,335		$	25,677		$	6,161		$	2,147,486
At December 31, 2021	$	6,301	$	1,983,550		$	476,254		$	7,785		$	1,942		$	21,292		$	15,580		$	2,512,704

F-44 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Flight equipment

Flight equipment includes aircraft, engines, aircraft components, and major maintenance of own and leased aircraft.

During 2021, the Company capitalized 7Boeing 737 MAX aircraft (2020: 1 Boeing 737 MAX aircraft). The Company acquired these aircraft mainly through financing from the Export-Import Bank of the United States (the “EXIM Bank”). These arrangements establish quarterly payments of obligations, and have a term of 12 years.

Aircraft with a carrying value of $1.5 billion (include aircraft acquired through JOLCO) are pledged as collateral for the obligation of the special purpose entities as of December 31, 2021 (2020: $1.3 billion).

During 2021 and 2020, the Company identified indicators of impairment in its CGU due the capacity reductions, the temporary grounding of part of its fleet, following by the reduction in air traffic as a result of the

Covid-19

pandemic. To determine whether impairment exists, the recoverable amount at the level of the CGU, was determined using cash flow projections from financial forecasts approved by senior management covering a five-year period. The

pre-tax

discount rate applied to cash flow projections was 13.6% (2020: 13.8%). As a result of this analysis, the Company determined the recoverable amount of the CGU was in excess of its book value and, therefore, no impairment was recorded (See note 16).

Purchase deposits for flight equipment

As of December 31, 2021 the additions for $347.0 million include $276.9 million of advance payments paid on aircraft purchase contracts made during 2021.

During the first quarter of 2021, the Company reached an agreement with Boeing regarding compensation related to the Boeing 737 MAX grounding. The terms of the agreement are confidential, but the Company has received compensation in the form of certain credits concurrent with the aircraft deliveries and other considerations, including a revised delivery stream. In accordance with applicable accounting principles, the Company accounted for substantially all the compensation received from Boeing as a reduction in cost basis of the aircraft. No material financial impacts of the agreement were recorded in the Company’s earnings during the year ended December 31, 2021.

As of December 31, 2021 the total amount of purchase deposits for flight equipment corresponds to the future purchase of MAX aircraft (see note 27).

As of December 31, 2020 there were 0 additions to purchase deposits.

Other property and equipment

During 2021, the Company capitalized under “Leasehold improvements” $0.7 million of remodeling projects for airport facilities and offices.

As of December 31, 2021 and 2020, construction in progress mainly includes the construction of the new VIP lounge in the Terminal 2 of Tocumen airport and other remodeling projects for airport facilities and offices.

During 2020, the Company capitalized under “Leasehold improvements” $1.6 million for improvements to the Training Center located at the Ciudad del Saber in Panama City, and $0.8 million in other remodeling projects for airport facilities and offices.

F- 45 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Assets held for sale

Embraer 190 fleet

In November 2019, the Company announced its decision to accelerate the exit of its Embraer 190 fleet and initiated an active program to locate a buyer to sell the remaining 14 aircraft, spare engines, spare parts and inventory by 2020.

In June 2020, the Company updated the fair value less cost to sell of the Embraer 190 fleet and related assets and recognized additional impairment losses of $49.5 million, which have been included under “Impairment of

non-financial

assets” in the accompanying consolidated statement of profit or loss.

During the third quarter of 2020 the Company signed the contract for the sale of 14

EMB-190s,

6 spare engines, expendables, spare parts and supplies, and an EMB 190 flight simulator.

As of December 31, 2021, the Company has completed the delivery of the Embraer 190 assets according to the sales plan, 0 significant additional gain or loss was recognized on the sale.

Boeing

737-700

fleet

In August 2020, motivated by the decrease in demand as a consequence of

Covid-19,

the Board of Directors of the Company approved the plan to sell fourteen aircraft Boeing

737-700.

As of December 31, 2020, this decision resulted in impairment losses of $191.2 million.

During 2021, the Company signed an agreement for the sale of 3 Boeing

737-700

and4 spare engines. As of December 31, 2021, the Company has completed the sale of the assets according to the sales plan, 0 significant additional gain or loss was recognized on the sale.

Due to an increase in demand in the region, the Board of Directors approved to keep the remaining eleven Boeing

737-700

for a period of three years. The Company reclassified these aircraft to property and equipment since the classification as assets held for sale is no longer met, and proceeded to measure the aircraft at its fair value less cost of disposal determined considering sales contracts.

This reclassification resulted in reversal of impairment losses of $5.4 million, which have been included under “Impairment of

non-financial

assets” in the accompanying consolidated statement of profit or loss.

14.    Leases

The Company as a lessee

The Company leases some aircraft under long-term lease agreements with an average duration of 11 years. Aircraft under operating leases may be renewed in accordance with management’s business plan.

Other leased assets include real estate, airport and terminal facilities, sales offices, maintenance facilities, and general offices. Most lease agreements include renewal options; a few have escalation clauses, but no purchase options.

F-46 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Information about leases for which the Company is a lessee is presented below:

Right of use assets

	Aircraft			Real estate			Total
Balance at January 1, 2019	$	333,049		$	28,944		$	361,993
Additions		23,162			8,512			31,674
Depreciation expense		(95,564	)		(7,260	)		(102,824	)
Balance at December 31, 2019	$	260,647		$	30,196		$	290,843
Additions/(Terminations)		21,706			(1,888	)		19,818
Impairment		(1,541	)		0			(1,541	)
Depreciation expense		(88,451	)		(6,390	)		(94,841	)
Balance at December 31, 2020	$	192,361		$	21,918		$	214,279
Additions/(Terminations)		29,157			1,085			30,242
Depreciation expense		(73,687	)		(4,506	)		(78,193	)
Balance at December 31, 2021	$	147,831		$	18,497		$	166,328

Additions to the

right-of-use

assets include new leases, contract extensions, changes in discount rate and changes in rental payments.

At December 31, 2020, the impairment loss relates to leased aircraft grounded until its redelivery due the capacity reductions a result of the

Covid-19

pandemic.

Lease liabilities 

	2021		2020
Current portion of lease liability
Aircraft	$	70,061	$	77,777
Real estate		3,856		5,828
	$	73,917	$	83,605
Long-term lease liability
Aircraft	$	86,167	$	125,216
Real estate		18,567		21,689
	$	104,734	$	146,905
	$	178,651	$	230,510

For leases under IFRS 16 the Company recognizes a provision to estimate the costs for work required to be performed just before the redelivery of the aircraft to the lessors and which does not depend on the aircraft utilization. This provision is booked as a dismantling provision cost under “long term liabilities” in the consolidated statement of financial position. As of December 31, 2021 the total liability related to leases including the provision of dismantling amounts to $203.1 million (2020: $255.5 million).

F- 47 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Total cash outflow for leases for the years ended as December 31, 2021 and 2020: 

	2021		2020
Aircraft	$	81,936	$	97,353
Real estate		5,862		6,039
	$	87,798	$	103,392

As of December 31, 2021 the average incremental borrowing rate of leased aircraft is 2.95% (2020: 3.37%).

The maturity analysis of lease liabilities is disclosed in note 28.5.

Amounts recognized in the consolidated statement of profit or loss related to leases: 

	2021			2020			2019
Depreciation and amortization
Aircraft	$	73,687		$	88,451		$	95,564
Real estate		4,506			6,390			7,260
	$	78,193		$	94,841		$	102,824
Impairment of non financial assets
Aircraft	$	0		$	1,541		$	0
Other operating and administrative expenses
Short-term leases	$	440		$	90		$	364
Leases of low-value assets		279			330			733
Variable lease payments not include in the measurement of lease liabilities		1,352			827			706
Variable lease payments by rental concessions received		(1,295	)		(489	)		0
	$	776		$	758		$	1,803
Finance cost
Aircraft	$	5,480		$	8,185		$	11,221
Real estate		1,326			1,717			2,073
Unwinding of discount and changes in the discount rate		762			832			846
	$	7,568		$	10,734		$	14,140
	$	86,537		$	107,874		$	118,767

Some property leases contain variable payment terms that are linked to the number of passengers or employees using the areas. Additional, some aircraft leases contain variable payment terms that depend on the aircraft’s flight hours.

The unwinding of discount and changes in the discount rate over leased aircraft correspond to the interest expenses of the discounted dismantling provision.

The Company as a lessor

Since 2015, the Company is the lessor of two aircraft Boeing

737-700,

as part of the strategy of fleet management, in order to optimize the use of aircraft in relation to the routes scheduled for that year. Each lease 

F-48 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

is scheduled to expire in 2022. The carrying amount of the two aircraft under operating leases is up to $12.9 million (2020: $12.3 million).

Total lease income amounts to $3.0 million for the period ended December 31, 2021 (2020: $3.2 million and 2019: $3.5 million), included under “Other operating revenue” in the accompanying consolidated statement of profit or loss.

The following table sets out a maturity analysis of lease payments, showing the undiscounted lease payments to be received after the reporting date.

The future minimum lease receivables under

non-cancellable

leases are as follows: 

	2021		2020
Up to one year	$	2,875	$	3,000
One to five years		0		2,875
Total minimum lease rental receivables	$	2,875	$	5,875

15.     Net defined benefit liability 

	2021			2020
Fair value of plan assets	$	27,413		$	25,783
Defined benefit obligation		(34,593	)		(39,466	)
Other employee benefits		(490	)		(649	)
	$	(35,083	)	$	(40,115	)
Net defined benefit liability	$	(7,670	)	$	(14,332	)

In accordance with Panamanian law, the Company contributes to the following defined benefit plans: 

Seniority premium plan:

is a contingent liability that companies must pay to their employees according to article 224 of Panama´s Labor Code according to the following:

Eligibility:	All employees
Benefit:	One week of salary per years of service
Salary:	Average of the 5 prior years of the monthly base salary
Payment:	Lump sum

The actuarial liability is recognized for the legal obligation under the formal terms of the plan, and for the implied projections as required under IAS 19R. These actuarial projections do not constitute a legal obligation for the Company.

Indemnity plan:

According to paragraph 225 of Panama’s Labor Code, in the case of unjustified dismissal the employee is entitled to an Indemnity Plan depending on their weekly salary and seniority. However, this benefit does not constitute a constructive obligation for the Company as described in paragraphs 61 and 62 of IAS19, therefore there is no obligation calculated for this benefit. The following table summarizes the components of net benefit expense included under “Wages, salaries, benefits and other employees´ expenses” in the accompanying consolidated statement of profit or loss:

F- 49 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Year ended December 31, 2021	Defined benefit obligation			Fair value of assets			Defined benefit assets (liability)
Current service cost	$	3,272		$	0		$	3,272
Interest cost on net benefit obligation		721			(472	)		249
Past service cost		191			0			191
Net periodic benefit cost (income)	$	4,184		$	(472	)	$	3,712
Year ended December 31,2020	Defined benefit obligation			Fair value of assets			Defined benefit assets (liability)
Current service cost		2,393		$	0		$	2,393
Interest cost on net benefit obligation		706			(731	)		(25	)
Past service cost		457			0			457
Curtailment / Settlement		(2,026	)		0			(2,026	)
Net periodic benefit cost (income)	$	1,530		$	(731	)	$	799
Year ended December 31,2019	Defined benefit obligation			Fair value of assets			Defined benefit assets (liability)
Current service cost		2,192			0			2,192
Interest cost on net benefit obligation		887			(979	)		(92	)
Net periodic benefit cost (income)	$	3,079		$	(979	)	$	2,100

F- 50 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

The following table shows reconciliation from the opening balance to the closing balances for net employee defined benefit liabilities and its components:

	Defined benefit obligation			Fair value of assets			Other employee benefits liability			Net defined benefit assets (liability)
At January 1, 2019	$	(22,568	)	$	28,339		$	(680	)	$	5,091
Current service cost		(2,192	)		0			0			(2,192	)
Interest (cost) income		(887	)		979			0			92
Experience gain (loss)		(1,681	)		0			0			(1,681	)
Return on plan assets		0			138			0			138
Actuarial changes arising from changes in financial assumptions		(1,874	)		0			0			(1,874	)
Employer contributions		0			1,903			0			1,903
Benefits paid		1,007			(1,086	)		0			(79	)
Others		0			(1,187	)		38			(1,149	)
As of December 31, 2019	$	(28,195	)	$	29,086		$	(642	)	$	249
Current service cost		(2,393	)		0			0			(2,393	)
Interest (cost) income		(706	)		731			0			25
Past service cost		(457	)		0			0			(457	)
Curtailment / Settlement		2,026			0			0			2,026
Return on plan assets		0			374			0			374
Experience gain (loss)		(4,001	)		0			0			(4,001	)
Actuarial changes arising from changes in demographic assumptions		(11,285	)		0			0			(11,285	)
Actuarial changes arising from changes in financial assumptions		(1,028	)		0			0			(1,028	)
Employer contributions		0			1,709			0			1,709
Benefits paid		6,573			(6,117	)		0			456
Others		0			0			(7	)		(7	)
As of December 31, 2020	$	(39,466	)	$	25,783		$	(649	)	$	(14,332	)
Current service cost		(3,272	)		0			0			(3,272	)
Interest (cost) income		(721	)		472			0			(249	)
Past service cost		(191	)		0			0			(191	)
Return on plan assets		0			416			0			416
Experience gain (loss)		602			0			0			602
Actuarial changes arising from changes in financial assumptions		4,411			0			0			4,411
Employer contributions		0			2,565			0			2,565
Benefits paid		1,622			(1,102	)		0			520
Adjustments		2,422			0			0			2,422
Others		0			(721	)		159			(562	)
As of December 31, 2021	$	(34,593	)	$	27,413		$	(490	)	$	(7,670	)

As of December 31, 2021, and 2020, plan assets are comprised totally by fixed term deposits.

For the year ended December 31, 2021, actuarial gain of $5.4 million, (2020: actuarial loss of $15.5 million and 2019: $4.4 million) were recognized in other comprehensive income.

During 2021, the Company did not retire interest earned of the fund. As of December 31, 2020 employer contributions is a net amount of regular contributions by $2.8 million (2019: $4.4 million) and retirement of interest earned by $1.1 million (2019:$2.5).

F- 51 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

The following were the principal actuarial assumptions at the reporting date:

	2021	2020	2019
Economic assumptions -
Discount rate	2.9%	2.0%	2.5%
Compensation - salary increase	4.0%	4.0%	4.0%
Demographic assumptions -
Mortality	Panama expirence		RP - 2000 no collar
Termination	2003 SoA pension plan		13% all ages
Retirement
Males		62 years
Females		57 years

Reasonably possible changes at the reporting date to one of the relevant actuarial assumptions, holding other assumptions constant, would have affected the defined benefit

obligation by the amount shown below:

	December, 31 2021					December, 31 2020					December, 31 2019
	Increase		Decrease			Increase		Decrease			Increase		Decrease
Discount rate (0.5% movement)	$	1,876	$	(2,056	)	$	2,318	$	(2,554	)	$	709	$	(751	)

The sensitivity analyses above have been determined based on a method that extrapolates the impact on the defined benefit obligation as a result of reasonable changes in key assumptions occurring at the end of the reporting period. The sensitivity analyses are based on a change in a significant assumption, keeping all other assumptions constant. The sensitivity analyses may not be representative of an actual change in the defined benefit obligation as it is unlikely that changes in assumptions would occur in isolation from one another.

The following payments are expected contributions to the defined benefit plan in future years:

	2021		2020
Up to one year	$	2,202	$	2,299
One to five years		8,853		8,777
Over five years		13,271		14,112
Total expected payments	$	24,326	$	25,188

The average duration of the defined benefit plan obligation at the end of the reporting period is 11.8 years.

F- 52 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

16. Intangible assets

			Other intangibles assets
	Goodwill		License and software rights			Intangible in process			Total
Cost -
Balance at January 1, 2019	$	20,380	$	94,124		$	41,632		$	156,136
Additions		0		8,503			16,962			25,465
Disposals		0		(86	)		0			(86	)
Reclassifications		0		40,660			(40,660	)		0
Balance at December 31, 2019	$	20,380	$	143,201		$	17,934		$	181,515
Additions		0		4,378			12,041			16,419
Disposals		0		(5,546	)		0			(5,546	)
Reclassifications		0		13,975			(13,975	)		0
Balance at December 31, 2020	$	20,380	$	156,008		$	16,000		$	192,388
Additions		0		1,694			9,897			11,591
Reclassifications		0		14,495			(14,495	)		0
Balance at December 31, 2021	$	20,380	$	172,197		$	11,402		$	203,979
Accumulated amortization and impairment -
Balance at January 1, 2019	$	0	$	(54,968	)	$	0		$	(54,968	)
Amortization for the year		0		(18,437	)		0			(18,437	)
Disposals		0		6			0			6
Balance at December 31, 2019	$	0	$	(73,399	)	$	0		$	(73,399	)
Amortization for the year		0		(25,493	)		0			(25,493	)
Impairment		0		0			(1,020	)		(1,020	)
Disposals		0		3,092			0			3,092
Balance at December 31, 2020	$	0	$	(95,800	)	$	(1,020	)	$	(96,820	)
Amortization for the year		0		(25,410	)		0			(25,410	)
Balance at December 31, 2021	$	0	$	(121,210	)	$	(1,020	)	$	(122,230	)
Carrying amounts -
At December 31, 2019	$	20,380	$	69,802		$	17,934		$	108,116
At December 31, 2020	$	20,380	$	60,208		$	14,980		$	95,568
At December 31, 2021	$	20,380	$	50,987		$	10,382		$	81,749

Goodwill

For impairment testing, goodwill acquired through business combinations is allocated to the air transportation CGU which is also the operating and reportable segment of the Company. Goodwill is tested for impairment annually at August, 31 and when circumstances indicate that the carrying value may be impaired. The Company considers the relationship between its market capitalization and its book value, among other factors, when reviewing for indicators of impairment. During 2021, the overall decline in air transportation around the world, as well as the ongoing economic uncertainty, have led to a decreased demand in the CGU.

The recoverable amount of the CGU of $2.8 billion (2020: $2.5 billion) has been determined based on a value in use calculation using cash flow projections from financial budgets approved by senior management covering a five-year period. The

pre-tax

discount rate applied to cash flow projections is 13.6% (2020: 13.8%) and the cash flows beyond the five-year period are extrapolated using a 4.9% (2020: 4.5%) growth rate.

It was concluded that no impairment charge is necessary since the estimated recoverable amount of the CGU exceed its carrying value.

F- 53 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

The calculations of value in use of the CGU are sensitive to the following main assumptions:

• Revenue – the Company calculated the projected passenger revenue based on the current beliefs, expectations, and projections about future events and financial trends affecting its business.

• Cash flows - determination of the terminal value is based on the present value of the Company’s cash flows in perpetuity. When estimating the cash flows for use in the residual value calculation, it is essential to clearly define the normalized cash flows level, the appropriate discount rate for the degree of risk inherent in that return stream, and a constant future growth rate for the related cash flows. To estimate the value, the Gordon Growth Model was used. 

• Discount rates – The selected pre-tax rate of 13.6% represents the current market assessment of the risks specific to the CGU, taking into consideration the time value of money and individual risks of the underlying assets that have not been incorporated in the cash flow estimates. The discount rate calculation is based on the specific circumstances of the Company and its operating segment and is derived from its pre-tax weighted average cost of capital (WACC). The WACC takes into account both debt and equity. The cost of equity is derived from the expected return on investment by the Company’s investors. The cost of debt is based on the interest-bearing borrowings the Company is obliged to service. Segment-specific risk is incorporated by applying individual beta factors. The beta factors are evaluated annually based on publicly available market data.

A rise

in the discount rate to 15.3% (i.e., +1.7%) would result in an impairment.

Other intangible assets

Intangible assets in process

Intangible assets in process as of December 31, 2021 and 2020 mainly comprise the development of sales and operational systems and improvements.

During 2021, the Company capitalized $11.2 million on marketing, sales and revenue programs. During 2020, the Company capitalized $10.8 million on marketing, sales and human resources programs.

As of December 31, 2020 the amount of $1.0 million recognized as “Impairment of

non-financial

assets” in the consolidated statement of profit or loss, is related to intangibles in process that will not continue to develop as consequence of the

Covid-19

pandemic. In addition, the Company identified and

wrote-off

$2.5 million, net of amortization related to capitalized software that were discontinued as a result of the

COVID-19

pandemic.

F- 54 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

17. Other assets

	2021		2020
Current -
Interest receivable	$	4,791	$	6,457
Other		1,263		1,348
		6,054		7,805
Non-current -
Guarantee deposits		3,296		3,010
Deposits for litigation		7,590		8,126
Other		3,212		3,212
		14,098		14,348
	$	20,152	$	22,153

Guarantee deposits are mainly amounts paid to fuel suppliers, as required at the inception of the agreements (see note 23).

Deposit for litigation is cash deposited into the escrow account until the related dispute is settled (see note 21). 

18. Loans and borrowings

	2021
	Due through	Effective rates ranged	Carrying Amount
Long term fixed rate debt	2033	0.97% to 3.70%		896,607
Long term variable rate debt	2029	0.31% to 1.47%		235,632
Loan payable	2022			50,014
Senior convertible notes	2025	14.68%		243,380
				1,425,633
Current maturities				(196,602	)
Loans and borrowings long-term			$	1,229,031

	2020
	Due through	Effective rates ranged	Carrying Amount
Long-term fixed rate debt	2029	1.49% to 4.45%		663,293
Long-term variable rate debt	2029	0.42% to 1.66%		279,778
Senior convertible notes	2025	14.68%		220,829
				1,163,900
Current maturities				(127,946	)
Loans and borrowings long-term			$	1,035,954

F- 55 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Maturities of the loans and borrowings for the next five years are as follows: 

Year ending December 31,
2022		196,602
2023		121,829
2024		186,329
2025		426,577
2026		79,810
Thereafter		414,486
	$	1,425,633

Senior convertible notes

In April 2020, the Company issued Senior Convertible Notes (“notes”) in the total principal amount of $350.0 million maturing on April 15, 2025, in a private offering to qualified institutional buyers pursuant to Rule 144A under the Securities Act of 1933, as amended (the “Securities Act”).

The notes are senior, unsecured obligations of the Company and will accrue interest at a rate of 4.50% per annum, payable semi-annually in arrears on April 15 and October 15 of each year.

Noteholders have the right to convert their notes only upon the occurrence of certain events. From and after October 15, 2024, noteholders may convert their notes at any time at their election until the close of business on the second scheduled trading day immediately before the maturity date. The Company will settle conversions by paying or delivering, as applicable, cash, shares of their Class A common stock or a combination of cash and shares of their Class A common stock, at the Company’s election. The initial conversion rate is 19.3564 shares per $1,000 principal amount of notes, which represents an initial conversion price of approximately $51.66 per share of Class A common stock and will be subject to adjustment upon the occurrence of certain events.

The net proceeds from the offering, after deducting the initial purchasers’ discounts, commissions and other transaction costs is as follows:

	Nominal issue		Cost assigned to the debt host liability			Net funding
Date
April 30, 2020	$	350,000	$	(7,102	)	$	342,898

The Company used the net proceeds from the offering for general corporate purposes.

The notes are redeemable, in whole or in part, for cash at the Company’s option at any time, and from time to time, on or after April 17, 2023 and on or before the 40th scheduled trading day immediately before the maturity date, but only if the last reported sale price per share of the Company’s Class A common stock exceeds 130% of the conversion price for a specified period of time. In addition, the notes are redeemable, in whole and not in part, at the Company’s option in connection with certain changes in tax law at any time. The redemption price will be equal to the principal amount of the notes to be redeemed, plus accrued and unpaid interest, if any, to, but excluding, the redemption date, plus a make-whole premium.

The component corresponding to the conversion feature of the notes is recorded an embedded derivative under “Derivative financial instruments” in the consolidated statement of financial position. The fair value of the

F- 56 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

embedded 

derivative at initial recognition was $

138.4

 million. At December 

31

,

2021

, the fair value was $

268.3

 million

(2020

: $

245.6

million) and the Company recorded an unrealized net loss of $

22.7

 million

(2020

: $

107.1

 million unrealized net loss) recorded as “Net change in fair value of derivatives” in the consolidated statement of profit or loss (see note

28.6)

.

Long term debt and loan payable

As of December 31, 2021, long-term fixed rate debt included $548.7 million (2020: $579.7 million) and long-term variable debt included $180.3 million corresponding to aircraft acquisitions using JOLCO arrangements (2020: $202.6 million).

As of December 31, 2021 the Company had $403.2 million (2020: $160.7 million) of outstanding indebtedness that is owed to financial institutions under financing arrangements guaranteed by the Export-Import Bank of the United States. The Export-Import Bank guarantees support 80

% -

85% of the net purchase price of the aircraft and are secured with a first priority mortgage on the aircraft in favor of a security trustee on behalf of Export-Import Bank.

The Company’s Export-Import Bank supported financings are amortized on a quarterly basis, are denominated in U.S. dollars, and originally bear interest at a floating rate linked to LIBOR. The Export-Import Bank guaranteed facilities typically offer an option to fix the applicable interest rate. The Company has exercised this option with respect to $347.9 million as of December 31, 2021 (2020: $83.6 million).

The detail of finance cost and income is as follows:

	2021			2020			2019
Finance income -
Interest income on short-term bank deposits	$	211		$	543		$	1,432
Interest income on investment		10,638			19,420			22,973
	$	10,849		$	19,963		$	24,405
Finance cost -
Interests expense on bank loans	$	(26,817	)	$	(29,711	)	$	(36,676	)
Interests expense on senior convertible notes		(38,301	)		(23,571	)		0
Interest on factoring		(1,365	)		(256	)		(1,316	)
Interest on lease liabilities (see note 14)		(7,568	)		(10,734	)		(14,140	)
Other finace cost		(2,183	)		(8,773	)		(5,300	)
	$	(76,234	)	$	(73,045	)	$	(57,432	)

F- 57 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Changes in liabilities arising from financing activities:

						Non-cash movements
	2020		Cash flows			Foreign exchange movement			Leases		Concession Covid-19			Other		2021
Loans and borrowings	$	1,163,900	$	210,045		$	0		$	0	$	0		$	51,688	$	1,425,633
Lease liability		230,510		(80,992	)		(348	)		30,776		(1,295	)		0		178,651
Total liabilities from financing activities	$	1,394,410	$	129,053		$	(348	)	$	30,776	$	(1,295	)	$	51,688	$	1,604,284

						Non-cash movements
	2019		Cash flows			Foreign exchange movement			Leases		Concession Covid-19			Other			2020
Loans and borrowings	$	1,060,765	$	220,812		$	0		$	0	$	0		$	(117,677	)	$	1,163,900
Lease liability		304,564		(93,213	)		(347	)		19,995		(489	)		0			230,510
Dividends payable		0		(33,990	)		0			0		0			0			(33,990	)
Total liabilities from financing activities	$	1,365,329	$	93,609		$	(347	)	$	19,995	$	(489	)	$	(117,677	)	$	1,360,420

The column “Leases” includes the

non-cash

additions to

right-of-use

assets and lease liabilities.

The “Concession

Covid-19���

column discloses the reduction or absence of cash outflows that arise from rent concessions to which the Company has applied the practical expedient.

For the year ended December 31, 2021 the column “Other” includes

non-cash

investing and financing transactions related to the acquisition of new aircraft, and also includes the effect of accrued but not yet paid interest on loans and borrowings.

For the year ended December 31, 2020 the column “Other” includes the recognition of the embedded derivative of the Notes recorded at its fair value at the inception of the transaction and the effect of accrued but not yet paid interest on loans and borrowings.

The Company classifies interest paid as cash flows from operating activities. 

19. Trade, other payables and financial liabilities

	2021		2020
Account payables	$	112,596	$	63,461
Account payables to related parties		7,948		2,970
		120,544		66,431
Others		786		252
	$	121,330	$	66,683

See details of the account due to related parties in note 23.

F- 58 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

20. Accrued expenses payable

	2021		2020
Accruals and estimations	$	4,290	$	23,589
Labor related provisions		23,163		6,541
Liability for social security contributions		5,043		3,275
Other		271		590
	$	32,767	$	33,995

During 2021, the Company returned two leased aircraft Boeing

737-700.

As of December 31, 2020, the accrual and estimation included $6.2 million of provisions related to the return of these aircraft.

As of December 31, 2021 and 2020, accruals and estimations include the estimated balance of the current portion of the long-term provisions (see note 21).

Labor related provisions include a profit-sharing program for both management and

non-management

staff. For members of management, profit-sharing is based on a combination of the Company’s performance as a whole and the achievement of individual goals. Profit-sharing for

non-management

employees is based solely on the Company’s performance. The accrual at

year-end

represents the amount expensed for the current year, which is expected to be settled within 12 months.

21. Other long-term liabilities

	Provision			Provision for			Dismantling			Other long-term
	for litigations			return condition			provision			liabilities			Total
Balance at January 1, 2021	$	9,922		$	182,838		$	24,981		$	22,173		$	239,914
Increases		77			18,949			0			300			19,326
Used		0			(3,766	)		(784	)		(2,226	)		(6,776	)
Adjustment		0			(39,217	)		(319	)		0			(39,536	)
Effect of movements in exchange rates		(750	)		0			0			0			(750	)
Unused amounts reversed		(197	)		(1,448	)		(216	)		(2,159	)		(4,020	)
Unwinding of discount and changes in the discount rate		0			2,183			762			0			2,945
Balance at December 31, 2021	$	9,052		$	159,539		$	24,424		$	18,088		$	211,103
Current		0			0			0			4,290			4,290
Non-current		9,052			159,539			24,424			13,798			206,813
	$	9,052		$	159,539		$	24,424		$	18,088		$	211,103

Provision for litigation

Provisions for litigation in process and expected payments related to labor legal cases.

The Company is the plaintiff in an action in October 2003 against Empresa Brasileira de Infraestrutura Aeroportuária (“INFRAERO”), Brazil’s airport operator, the legality of the Additional Airport Tariffs (

Adicional das Tarifas Aeroportuárias

, or ATAERO), which is a 50% surcharge imposed on all airlines which fly to Brazil. Similar suits have been filed against INFRAERO by other major airline carriers. In this case, the court of first instance ruled in favor of INFRAERO and the Company has appealed the judgment. While the litigation is still pending, the Company continues to pay the ATAERO amounts due into an escrow account and as of December 31, 2021, the aggregate amount in such account totaled $7.5 million (2020: $8.1 million).

F-59 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

In the event that the Company receives a final unfavorable judgment it will be required to release the escrowed fund to INFRAERO and will not be able to recover such amounts. The Company does not, however, expect the release of such amounts to have a material impact on its financial results since these amounts already had been expensed.

Provision for return condition

For operating leases, the Company is contractually obliged to return aircraft in an agreed-upon condition. The Company accrues for return conditions related to aircraft held under operating leases throughout the duration of the lease. The Company does not plan to return aircraft in 2022.

During 2021, the uses of the provision correspond to the return of 2 leased aircraft Boeing

737-700.

Additionally, the Company adjusted $39.2 million of its provision for return condition due to a renewals of aircraft contracts during 2021.

Dismantling provision

For leases under IFRS 16 the Company recognizes a dismantling provision to estimate the costs for work required to be performed just before the redelivery of the aircraft to the lessors and which does not depend of the aircraft utilization.

During 2021, the uses of the provision correspond to the return of two leased aircraft Boeing

737-700.

Other long-term liabilities

Other long-term liabilities include principally the provision for maintenance which mainly include the accrual of formal agreements with third parties for operational maintenance events. The cost of these agreements is billed by power by the hour and charged to the consolidated statement of profit or loss. As of December 31, 2021, the provision for maintenance amounts to $14.9 million (2020: $19.0 million) and the Company has presented the estimated balance of the current portion of this provision as “Accrued expenses payable” in the consolidated statement of financial position (see note 20).

Other long-term liabilities also include the provision for the

non-compete

agreement created for payment to senior management related to covenants not to compete with the Company in the future (relative to the $3.0 million trust fund). This provision is accounted for as “Other long-term employee benefits” under IAS 19R

Employee benefits

. The accrued amount is revalued annually using the projected benefit method as required by IAS 19R (see note 23 - Compensation of key management personnel). 

F- 60 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

22. Income taxes

	2021			2020			2019
Current taxes expense -
Current period	$	(8,892	)	$	(14,032	)	$	(55,847	)
Adjustment for prior period		2,397			162			693
	$	(6,495	)	$	(13,870	)	$	(55,154	)
Deferred taxes expenses -
Origination and reversal of temporary differences		(3,991	)		37,587			8,717
Total income tax	$	(10,486	)	$	23,717		$	(46,437	)

As of December 31, 2021, the Panamanian subsidiaries calculated income tax in accordance with the traditional method.

As of December 31, 2020, the company in Panama generated tax losses and calculated the income tax based on CAIR. In August 2021, the Company was authorized by Panamanian tax authority for the

non-application

of CAIR and the provision was reversed.

In accordance with current tax regulations in Panama, income tax returns are subject to review by the tax authorities for up to the last three (3) years, including the ending period on December 31, 2021.

During the year 2021, the deferred tax balances have been

re-measured

as a result of the change in Colombia’s income tax rate, 35% for the taxable year from 2022, according to the law N°2155 published on September 14, 2021. Deferred tax expected to reverse in the year 2022, has been measured using the effective rate that will apply for Copa Airlines (25%),

AeroRepública

(35%) and OVAL (21%)

The balances of deferred taxes are as follows:

	Statement						Statement of
	of financial position						profit or loss
	2021			2020			2021			2020			2019
Deferred tax liabilities
Maintenance deposits	$	(17,918	)	$	(23,891	)	$	(5,973	)	$	(5,972	)	$	0
Prepaid dividend tax		(2,003	)		0			2,003			(7,403	)		(1,456	)
Property and equipment		1,502			2,108			606			(5,004	)		(4,500	)
Other		(1,879	)		(1,500	)		379			(3,190	)		(1	)
Set off tax		1,516			1,093			(423	)		362			414
	$	(18,782	)	$	(22,190	)	$	(3,408	)	$	(21,207	)	$	(5,543	)
Deferred tax assets
Provision for return conditions	$	8,564		$	12,665		$	4,101		$	(2,570	)	$	(2,959	)
Air traffic liability		2,462			2,486			24			(447	)		(247	)
Other provisions		2,109			624			(1,485	)		6,202			(2,139	)
Tax loss		16,577			20,913			4,336			(19,203	)		2,585
Set off tax		(1,516	)		(1,093	)		423			(362	)		(414	)
	$	28,196		$	35,595		$	7,399		$	(16,380	)	$	(3,174	)
	$	9,414		$	13,405		$	3,991		$	(37,587	)	$	(8,717	)

At December 31, 2021, the deferred tax assets include tax losses carried forward of $10.5 million in Copa Airlines and $6.0 million in

AeroRepública

(December 2020: $11.8 million and $9.1 million respectively). The Company has concluded that the deferred assets will be recoverable using the estimated future taxable income based on the approved business plans for the subsidiary.

Tax losses in Panama can be used for 5 years from the year the loss is incurred. The Company started utilizing these losses in 2021 and plans to continue using them until 2025. The Company plans to use the tax losses of

AeroRepública

within the next four years beginning in 2021.

F-61 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

At December 31,

2021

the aggregate amount of temporary differences associated with investments in subsidiaries, for which deferred tax liabilities have been recognized, is $33.5 million (2020: 0Null).

Reconciliation of the effective tax rate is as follows: 

	Tax rate			2021			Tax rate			2020			Tax rate			2019
Net profit (loss)				$	43,844					$	(607,062	)				$	247,002
Total income tax expense					10,486						(23,717	)					46,437
Profit excluding income tax					54,330						(630,779	)					293,439
Income taxes at Panamanian statutory rates		25.0	%		13,583			25.0	%		(157,695	)		25.0	%		73,360
Stations - Taxable / Panama		15.4	%		8,379			(13.2	%)		83,071			(13.7	%)		(40,205	)
Stations - Taxable / Non Panama		10.3	%		5,605			(1.5	%)		9,850			2.4	%		7,043
Stations - Non Taxable / Non Panama		(27.0	%)		(14,684	)		(5.3	%)		33,728			(4.9	%)		(14,444	)
Dividend tax		0.0	%		—			(1.2	%)		7,491			7.2	%		21,376
(Over) under provided in prior periods		(4.4	%)		(2,397	)		0.0	%		(162	)		(0.2	%)		(693	)
Provision for income taxes		(19.3	%)	$	10,486			3.8	%	$	(23,717	)		15.8	%	$	46,437

23. Accounts and transactions with related parties

	2021		2020
Account receivable -
Banco General, S.A.	$	1,589	$	1,231
Panama Air Cargo Terminal		217		186
Petróleos Delta, S.A.		26		12
	$	1,832	$	1,429
Account payable -
Petróleos Delta, S.A.	$	7,677	$	2,476
Assa Compañía de Seguros, S.A.		196		358
Desarrollos Inmobiliarios del Este, S.A.		37		51
Panama Air Cargo Terminal		11		40
Galindo, Arias & López		17		36
Motta Internacional, S.A.		7		0
Millicom Tigo Panamá, S.A.		3		9
	$	7,948	$	2,970

F- 62 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Transactions with related parties for the year ended December 31 are as follows:

		Amount of transaction			Amount of transaction			Amount of transaction
Related party	Transaction	2021			2020			2019
Petróleos Delta, S.A.	Purchase of jet fuel	$	190,628		$	102,702		$	376,765
ASSA Compañía de Seguros, S.A.	Insurance		9,713			7,147			11,215
Desarrollo Inmobiliario del Este, S.A.	Property leasing		3,384			3,301			4,017
Profuturo Administradora de Fondos de Pensión y Cesantía	Payments		2,565			2,839			5,145
Panama Air Cargo Terminal	Handling		3,193			2,037			3,522
Motta International	Purchase		108			550			1,854
Millicom Tigo Panamá, S.A.	Communications		568			703			1,396
Galindo, Arias & López	Legal services		170			236			309
GBM International, Inc.	Technological support		102			146			240
Global Brands, S.A.	Purchase		31			31			108
Televisora Nacional, S.A.	Communications		0			13			0
Banco General, S.A.	Interest income	$	(1,546	)	$	(2,657	)	$	(4,181	)

Banco General, S.A.:

The Company’s controlling shareholders have a vote and a decision within the board of directors of BG Financial Group, which is the controlling company of Banco General. Likewise, Banco General, S. A. owns ProFuturo Administradora de Fondos de Pensión y Cesantía S.A., which manages the Company’s reserves for pension purposes. Also the Company has interest receivable by $0.9 million (2020: $1.0 million) due to short and long term time deposits in this financial institution.

Petróleos Delta, S.A.:

Since 2005, the fuel company entered into a contract with the Company to meet its jet fuel needs. The contract’s term is two years, and the last contract subscribed was on June, 2020.

While the Company’s controlling shareholders do not hold a controlling equity interest in Petróleos Delta, S.A., various members of the Company’s Board of Directors are also board members of Petróleos Delta, S. A.

ASSA Compañía de Seguros, S. A.:

An insurance company that provides substantially all of the Company’s insurance policies. While the Company’s controlling shareholders do not hold a controlling equity interest in ASSACompañía de Seguros, S. A

.

, various members of the Company’s Board of Directors are also board members of ASSA Compañía de Seguros, S. A.

Desarrollo Inmobiliario del Este, S. A.:

The Company leases four floors consisting of approximately 105,981square feet of the building from Desarrollo Inmobiliario, an entity controlled by the same group of investors that controls Corporación de Inversiones Aéreas, S. A. (“CIASA”). CIASA owns 100% of the class B shares of the Company. This contract is a lease contract under IFRS 16.

Panama Air Cargo Terminal:

Provides cargo and courier services in Panama, an entity controlled by the same group of investors that controls CIASA.

Motta Internacional, S.A. & Global Brands, S. A.:

The Company purchases most of the alcohol and other beverages served on its aircraft from Motta Internacional, S. A. and Global Brands, S. A., both of which are controlled by the Company’s controlling shareholders.

Millicom Tigo Panamá, S.A.:

The Company is responsible for providing television and internet broadcasting services in Panama. A member of the Company’s Board of Directors is shareholder of Millicom Tigo Panamá, S.A.

Galindo, Arias

 & López:

Certain partners of Galindo, Arias & López (a law firm) are indirect shareholders of CIASA and serve on the Company’s Board of Directors. 

F-63 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

GBM International, Inc.:

Provides systems integration and computer services, as well as technical services and enterprise management. A member of the Company’s Board of Directors is shareholder of GBM International, Inc.

Televisora Nacional, S.A.:

This Panamanian television channel provides broadcasting services. A member of the Company’s Board of Directors is a shareholder of Televisora Nacional, S. A

.

Compensation of key management personnel

Key management personnel compensation is as follows:

	2021		2020		2019
Short-term employee benefits	$	2,748	$	3,177	$	4,969
Post-employment pension		53		61		95
Share-based payments		1,083		2,362		3,246
	$	3,884	$	5,600	$	8,310

The Company has not set aside any additional funds for future payments to executive officers, other than one pursuant to a

non-compete

agreement for $3.0 million established in 2006 (see note 21).

24. Equity

Common stock

The authorized capital stock consists of 80 million shares of common stock without par value, divided into Class A shares, Class B shares, and Class C shares. As of December 31, 2021, the Company had 33,998,654 Class A shares issued (2020: 33,861,872) and 30,995,120 shares outstanding (2020: 31,421,265), 10,938,125 Class B shares issued and outstanding (2020: 10,938,125) and 0 Class C shares outstanding. Class A and Class B shares have the same economic rights and privileges, including the right to receive dividends.

• Class A shares

The holders of the Class A shares are not entitled to vote at our shareholders’ meetings, except in connection with the following specific matters: (i) a transformation of the Company into another corporate type; (ii) a merger, consolidation, or

spin-off

of the Company, (iii) a change of corporate purpose; (iv) voluntarily delisting Class A shares from the NYSE; (v) and any amendment to the foregoing special voting provisions adversely affecting the rights and privileges of the Class A shares.

• Class B shares

Every holder of Class B shares is entitled to one vote per share on all matters for which shareholders are entitled to vote. The Class B shares may only be held by Panamanians, and upon registration of any transfer of a Class B share to a holder that does not certify that it is Panamanian, such Class B share shall automatically convert into a Class A share.

Transferees of Class B shares will be required to deliver to the Company a written certification of their status as Panamanian as a condition to registering the transfer to them of Class B shares.

• Class C shares

The Independent Directors Committee of the Board of Directors, or the Board of Directors as a whole if applicable, is authorized to issue Class C shares to the Class B holders pro rata in proportion to such Class B

F- 64 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

holders’ ownership of Copa Holdings. The Class C shares will have no economic value and will not be transferable except to Class B holders, but will possess such voting rights as the Independent Directors Committee shall deem necessary to ensure the effective control of the Company by Panamanians.

The Class C shares will be redeemable by the Company at such time as the Independent Directors Committee determines that such a triggering event shall no longer be in effect. The Class C shares will not be entitled to any dividends or any other economic rights.

Class A shares are listed on the NYSE under the symbol “CPA.” The Class B shares and Class C shares will not be listed on any stock exchange unless the Board of Directors determines that it is in the best interest of the Company to list the Class B shares on the Panama Stock Exchange.

Dividends

The payment of dividends on shares is subject to the discretion of the Board of Directors. Under Panamanian law, the Company may pay dividends only out of retained earnings and capital surplus. The Articles of Incorporation provides that all dividends declared by the Board of Directors will be paid equally with respect to all of the Class A and Class B shares.

In February 2016, the Board of Directors of the Company approved to change the dividend policy to base the calculation of the payment of yearly dividends to shareholders in an amount of up to 40% of the prior year’s annual consolidated underlying net income, distributed in equal quarterly installments upon board ratifications.

During the first quarter of 2020, the Company paid dividends in the amount of $80 cents per share. Given the uncertainty related to the

Covid-19

pandemic, including the effect on future air travel demand, on April 26, 2020 the Board of Directors postponed dividend payments for the remaining quarters of 2020 and as of December 31, 2021, the decision remains.

Treasury stock

When shares recognized as equity are repurchased, the amount of the consideration paid, which includes directly attributable cost net of any tax effects, is recognized as a deduction from equity and presented separately in the balance sheet. When treasury shares are sold or reissued subsequently, the amount received is recognized as an increase in equity, and the resulting surplus or deficit on the transaction is presented within share premium.

Since treasury stock is not considered outstanding for share count purposes, it is excluded from average common shares outstanding for basic and diluted earnings per share.

In November, 2014, the Board of Directors of the Company approved a $250 million share repurchase program. Purchases will be made from time to

time, subject to market and economic conditions, applicable legal requirements, and other relevant factors.

F- 65 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

A summary of the repurchased shares for the Company as of December 31, 2021 is as follows:

	Shares		Cash paid (in thousands)
2014		182,592	$	18,506
2015		2,127,900		117,882
2021		559,025		40,514
		2,869,517	$	176,902

As of December 31, 2021, the Company had $73.1 million remaining to purchase shares under its share repurchase program.

25. Share-based payments

The Company has established equity compensation plans under which it administers restricted stock, stock options, and certain other equity-based awards to attract, retain, and motivate executive officers, certain key employees, and

non-employee

directors to compensate them for their contributions to the growth and profitability of the Company. Shares delivered under this award program may be sourced from treasury stock, or authorized unissued shares.

The Company’s equity compensation plans are accounted for under IFRS 2

Share-Based Payment

(“IFRS 2”). IFRS 2 requires companies to measure the cost of employee services received in exchange for an award of equity instruments based on the grant-date fair value of the award or at fair value of the award at each reporting date, depending on the type of award granted. The resulting cost is recognized over the period during which an employee is required to provide service in exchange for the award, which is usually the vesting period.

The total compensation cost recognized for

non-vested

stock and options awards amounts to $7.1 million, $5.3 million, and $6.1 million in 2021, 2020, and 2019, respectively, and was recorded as a component of “Wages, salaries, benefits and other employees’ expenses” within operating expenses.

Non-vested

Stock

The Company approved a

non-vested

stock bonus award for certain executive officers of the Company.

F- 66 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

A summary of the terms and conditions, properly approved by the Compensation Committee of our Board of Directors, relating to the grants of the

non-vested

stock award under the equity compensation plan is as follows: 

Grant date	Number of instruments	Vesting conditions	Contractual life
February, 2016	147,000	15% first three anniversaries 25% fourth 30% fifth anniversary	5 years
February, 2016	63,000	Fifth anniversary	5 years
February, 2018	21,556	7% first month 31% first three anniversaries	3 years
February, 2018	14,379	33% first three anniversaries	3 years
February, 2018	1,316	15% first three anniversaries 25% fourth 30% fifth anniversary	5 years
July, 2018	6,104	Third anniversary	3 years
February, 2019	15,951	1% first month 33% first three anniversaries	3 years
June, 2019	9,256	33% first three anniversaries	3 years
June, 2019	977	33% first three anniversaries	3 years
August, 2019	1,039	33% first three anniversaries	3 years
December, 2019	1,724	100% first anniversary	1 year
February, 2020	24,650	1% first month 33% first three anniversaries	3 years
December, 2020	3,551	100% first anniversary	1 year
February, 2021	32,852	20% first five anniversaries	5 years
February, 2021	103,802	33% first three anniversaries	3 years
April, 2021	1,145	33% first three anniversaries	3 years

Non-vested

stock awards were measured at their fair value on the grant date. For the 2021 grants, the fair value of these

non-vested

stock awards amounts to $85.31 per share (2020: $93.99).

A summary of the

non-vested

stock award activity under the plan as of December 31, 2021, 2020 and 2019 with changes during these years is as follows (in number of shares):

	2021			2020			2019
Non-vested as of January 1		153,921			211,205			271,904
Granted		137,799			28,201			28,947
Vested		(132,880	)		(83,409	)		(80,170	)
Forfeited		(1,017	)		(2,076	)		(9,476	)
Non-vested as of December 31		157,823			153,921			211,205

The Company uses the accelerated attribution method to recognize the compensation cost for awards with graded vesting periods. The Company estimates that the remaining compensation cost, not yet recognized for the

non-vested

stock awards, amounts to $6.3 million (2020: $1.9 million), with a weighted average remaining contractual life of 2.6 years (2020: 1.6 years). Additionally, the Company estimates that the 2022 compensation cost related to these plans amounts to $4.0 million.

F- 67 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

The Company plans to make additional equity-based awards under the plan from time to time, including additional

non-vested

stock and stock option awards. The Company anticipates that future employee

non-vested

stock and stock option awards granted pursuant to the plan will generally vest over a three to five-year period and the stock options will carry a

ten-year

term.

26. Earnings per share

Basic earnings per share amounts are calculated by dividing the net profit (loss) for the year attributable to ordinary equity holders of the parent by the weighted average number of shares outstanding during the year, increased by the number of

non-vested

dividend participating share-based payment awards outstanding during the period.

Diluted earnings per share amounts are calculated by dividing the net profit (loss) attributable to ordinary equity holders of the parent by the weighted average number of ordinary shares outstanding during the year plus the weighted average number of ordinary shares that would be issued on conversion of all the dilutive potential ordinary shares into ordinary shares, when the effect of their inclusion is dilutive (decreases earnings per share or increases loss per share).

Convertible notes issued during 2020 are considered to be potential ordinary shares are not included in the calculation of diluted earnings per share because they are antidilutive for the year ended 31 December 2021 and 2020. These options could potentially dilute basic earnings per share in the future. The notes have not been included in the determination of basic earnings per share. Details relating to the notes are set out in note 18.

The computation of the income (losses) and share data used in the basic and diluted (loss) earnings per share is as follows:

	2021		2020			2019
Basic earnings per share—
Net profit (loss)	$	43,844	$	(607,062	)	$	247,002
Weighted-average shares outstanding		42,439		42,338			42,258
Non-vested dividend participating awards		162		170			225
		42,601		42,508			42,483
		1.03		(14.28	)		5.81

F- 68 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

27. Commitments and contingencies

Purchase contracts

As of December 31, 2021, the Company had one purchase contract with Boeing entailing sixty six (66) firm orders of Boeing 737 MAX aircraft, agreed to be delivered between 2022 and 2028.

The aircraft and engines contractual obligations net of discounts and

pre-delivery

payments, including estimated amounts for contractual price escalation, are as follows: 

Year ending December 31,
2022		242,602
2023		379,985
2024		707,197
2025		517,339
2026		417,853
Thereafter		842,125
	$	3,107,101

As of December 31, 2021, the Company has paid $469.4 million (2020: $410.9 million) in predelivery deposits related to the purchase contract with Boeing for the 737 MAX aircraft.

From March 2019 to November 18, 2020, the Federal Aviation Administration (FAA) grounded all U.S. registered Boeing 737 MAX aircraft an action that was followed by most of the world’s aviation regulators, including Panamanian aviation regulators. As a consequence, during February 2021, the Company reached an agreement with Boeing regarding compensation related to the Boeing 737 MAX grounding. As part of the agreement, the Company will receive compensation in the form of certain credits concurrent with future aircraft deliveries and other considerations, including a revised delivery stream.

Labor unions

Approximately 65.8% of the Company’s 6,127 employees are unionized. There are currently

eight

(8) union organizations, five (5) covering employees in Panama, three (3) covering employees in Colombia. The Company traditionally had good relations with its employees and with all the unions and expects to continue to enjoy good relations with its employees and the unions in the future.

The five (5) unions covering employees in Panama include the pilots’ union (UNPAC); the flight attendants’ union (SIPANAB); the mechanics’ union (SITECMAP), the industry union (SIELAS), which represents ground personnel, messengers, drivers, passenger service agents, counter agents, and other

non-executive

administrative staff, and other industry union named UGETRACA which represents ground personnel and flight attendants.

Copa entered into collective bargaining agreements with the pilot’s union in July 2017, the industry union in December 2017, the mechanics’ union in June 2018 and the flight attendants’ union in October 2018. Copa does not have a collective bargain agreement negotiated with UGETRACAS because they do not have the eligible amount of employees.

Collective bargaining agreements in Panama typically have terms of four years.

The three (3) unions covering employees in Colombia are: the pilots’ union (ACDAC), the flight attendants’ union (ACAV), the industry union (SINTRATAC), approximately 33.08% of the Company’s 532 employees are unionized.

F- 69 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Copa entered into collective bargaining with ACDAC and ACAV in January 2018. ACDAC has not yet resolved and ACAV ended with a new arbitration collective document for two years that expired in September 2020. This new arbitration was automatically extended until March 2022. Additionally, SINTRATAC and Copa entered into collective bargaining agreement in December 2017 for terms of four years until December 2021. This agreement automatically extended until June 2022. Negotiations with ACMA were resolved by arbitration on December 31, 2015, extending the validation every 6 months from this date, until June, 2022. ACMA has not presented a new bill of petition.

Typically, collective bargaining agreements in Colombia have terms of two to three years.

Although AeroRepública usually settles many of its collective bargaining agreement negotiations through arbitration proceedings, it has traditionally experienced good relations with its unions. 

In addition to unions in Panama and Colombia, the Company’s employees in Brazil are covered by industry union agreements that cover all airline industry employees in the country and airport employees in Argentina are affiliated to an industry union (UPADEP).

Lines of credit for working capital and letters of

credit

The Company maintained letters of credit with several banks with a value of $20.2 million as of December 31, 2021 (2020: $44.3 million). These letters of credit are pledged mainly for operating lessors, maintenance providers and airport operators.

The Company has committed unsecured credit facilities of $225.0 million, currently drawn $50.0 million. In addition, the Company has a secured revolving credit facility for an aggregate amount of $120.0 million. Including this facility, the Company has $295.0 million in unutilized committed credit facilities as of December 31, 2021 (2020: $305.0 million). These credit facilities have been put in place for contingency and working capital purposes.

Tax audit

The Company received notifications from the tax authorities in Panama on February 2020 and in Colombia on November 2020 and March 2016. The Company, along with its tax advisors, has concluded that it is not probable that an outflow of resources embodying economic benefits will be required to settle them, especially considering that the Company has enough arguments to support its position and also taking into consideration that both cases are in the preliminary stages.

In February 2020, the Company received two notifications from the tax authority in Panama related to a tax audit process that began in 2019. The notification includes potentially significant adjustments to the reported dividend tax for the years 2012 to 2016 and income tax 2016. The Company has filed an administrative appeal which is the first legal stage under Panamanian laws. The Company, along with its tax advisors, has concluded that is probable that the Company’s tax position will be upheld. As a result, is not probable that the Company will incur any significant additional tax as result. According to Panamanian laws, the statute of limitations is 3 and 15 years for income tax and dividend tax, respectively.

28. Financial instruments—Risk management and fair value

In the normal course of its operations, the Company is exposed to a variety of financial risks: market risk (especially cash flow, currency, commodity prices and interest rate risk), credit risks and liquidity risk.

In terms of equity, the Company’s objectives when managing equity are to safeguard the Company’s ability to continue as a going concern in order to provide returns for shareholders and benefits for other stakeholders and to maintain an optimal equity structure to reduce the cost of capital.

F- 70 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

The Company has established risk management policies to minimize potential adverse effects on the Company’s financial performance:

28.1 Fuel price risk

The Company has risks that are common in its industry, related to the price level of aircraft fuel, which can significantly affect its operations, financial position and liquidity.

In the past the Company has entered into financial derivative contracts in an effort to mitigate this risk, but with inconsistent results. The Company has not entered into new fuel hedge contracts, and has adopted a new strategy of remaining unhedged, while regularly reviewing its policies based on market conditions and others factors. As of December 31, 2021 and 2020, the Company did 0t have any outstanding fuel hedge contracts.

Fuel price risk is estimated as a hypothetical 10% increase in the December 31, 2021 cost per gallon of fuel. Based on projected 2022 fuel consumption, such an increase would result in an increase to aircraft fuel expense of approximately $62.0 million in 2022 (unaudited). There are no hedged contracts for 2022.

28.2 Market risk

Equity price risk

The Company’s listed and

non-listed

equity investments are susceptible to market price risk arising from uncertainties about future values of the investment securities. The Company manages the equity price risk through diversification and by placing limits on individual and total equity instruments. Reports on the equity portfolio are submitted to the Company’s senior management on a regular basis. The Company’s Board of Directors reviews and approves all equity investment decisions. At the reporting date, the exposure on investments at fair value is $124.7 million (2020:

Null

).

Foreign currency risk

Foreign exchange risk is originated when the Company performs transactions and maintains monetary assets and liabilities in currencies that are different from the functional currency of the Company. Assets and liabilities in foreign currency are translated using the exchange rates at the end of the period, except for

non-monetary

assets and liabilities that are translated at the equivalent cost of the U.S. dollar at the acquisition date and maintained at the historical rate. The results of foreign operations are translated using the average exchange rates that were in place during the period. Gains and losses deriving from exchange rates are included within “(Loss) Gain on foreign currency fluctuations” in the consolidated statement of profit or loss.

The majority of the Company’s obligations are denominated in U.S. dollars. Since Panama uses the U.S. dollar as legal tender, the majority of the Company’s operating expenses are also denominated in U.S. dollars, approximately 65.8% of revenues and 80.4% of expenses. A significant part of our revenue is denominated in foreign currencies, including the Colombian peso, Brazilian real, Mexican peso and Argentinian peso, which represented 13.6%, 8.1%, 2.5% and 2.0%, respectively (2020: 9.1%, 9.5%, 2.9% and 4.0% respectively). 

F- 71 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

Generally, the Company’s exposure to most of these foreign currencies, is limited to the period of up to two weeks between the completion of a sale and the conversion to U.S. dollar. The following chart summarizes the Company’s foreign currency risk exposure (assets and liabilities denominated in foreign currency) as of December 31:

	2021		2020
Assets
Cash and cash equivalents	$	10,848	$	12,322
Accounts receivable, net		50,103		27,670
Other assets		17,811		18,942
Total assets	$	78,762	$	58,934
Liabilities
Accounts payable		35,948		20,142
Taxes payable		25,827		13,757
Other liabilities		12,239		11,387
Total liabilities	$	74,014	$	45,286
Net position	$	4,748	$	13,648

From time to time the Company enters into factoring agreements on receivables outstanding on credit card sales in certain countries.

28.3 Credit risk

Credit risk is the risk that a counterparty will not meet its obligations under a financial instrument or customer contract, leading to a financial loss. The Company is exposed to credit risk from its financing activities, including deposits with banks and investments in financial instruments and from its accounts receivable. IFRS 9 requires the Company to recognize an allowance for ECLs for all financial assets not held at fair value through profit or loss.

The carrying amounts of financial assets represent the maximum credit risk.

Short and long-term investments

To mitigate the credit risk arising from deposits in bank, the Company only conducts business with financial institutions that have an investment grade above

BBB-

from Standard & Poor’s and liquidity indicators aligning with or above the market average. For the investments in financial instruments, different from deposits in bank, the Company requires a grade above

A-

from Standard & Poor’s.

The Company has established a policy to perform an assessment, at the end of each quarterly reporting period, of whether a financial instrument’s credit risk has increased significantly since initial recognition, by monitoring changes in credit risk ratings published by Standard & Poor’s.

As the financial instruments are considered to be low risk, the impairment provision is determined at

12-month

ECLs using the general approach as prescribed by IFRS 9.

F- 72 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

The movement in the allowance for impairment for short and long-term investments at amortized cost for the year ended December 31 was as follows: 

	2021			2020
Balance at beginning of year	$	(1,217	)	$	(957	)
(Additions)/Reversal		(95	)		(260	)
Balance at end of year	$	(1,312	)	$	(1,217	)

Accounts receivable

Regarding credit risk originating from commercial accounts receivable, the Company does not consider it significant since most of the accounts receivable can be easily converted into cash, usually in periods no longer than one month. The risk is managed by each business unit subject to the Company’s established policy, procedures and control relating to customer credit risk management. Specific credit limits and payment terms have been established according to periodic analysis of the client’s payment capacity.

A considerable amount of the Company’s tickets sales are processed through major credit cards, resulting in accounts receivable that are generally short-term and usually collected before revenue is recognized. The Company considers that the credit risk associated with these accounts receivable is controllable based on the industry’s trends and strong policies and procedures established and followed by the Company.

As a result of the previously explained, the Company evaluates the concentration of risk with respect to trade receivables as low.

An impairment analysis is performed at each quarterly reporting date using a provision matrix to measure expected credit losses. Loss rates are calculated using a ‘roll rate’ method based on the probability of a receivable progressing through successive stages of delinquency to

write-off.

To measure the ECLs, trade receivables have been grouped based on shared credit risk characteristics and the day past due.

Loss rates are based on actual credit loss experience over the last 12 months and adjusted for forward-looking factors specific to the debtors and the economic environment over the expected life of the receivables.

Although the Company evaluates the concentration of risk with respect to trade receivables as low, and its customers are located in several jurisdictions and operate in largely independent markets, some of them have been affected by

Covid-19

to a greater degree than others and therefore be exposed to different risks of default. As a consequence, forward-looking information includes one or more downside scenarios related to the spread of Covid 19, specifically with respect to the categories “Government” and “Cargo and other travel agencies”.

Set out below is the information about the credit risk exposure on the Company’s trade receivables using a provision matrix as of December 31:

	2021
			Days past due
	Total		Current			<30			30-60			60-90			>90
Expected credit loss rate				0.0	%		3.2	%		3.4	%		13.5	%		51.2	%
Gross carrying amount	$	100,015	$	77,995		$	3,157		$	4,080		$	658		$	14,125
Expected credit loss	$	7,565	$	9		$	100		$	139		$	89		$	7,228

F- 73 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

	2020
			Days past due
	Total		Current			<30			30-60			60-90			>90
Expected credit loss rate				0.0	%		0.1	%		2.5	%		3.7	%		41.5	%
Gross carrying amount	$	72,172	$	50,180		$	3,554		$	1,867		$	1,228		$	15,343
Expected credit loss	$	6,483	$	20		$	3		$	46		$	46		$	6,368

28.4    Interest rate and cash flow risk

The income and operating cash flows of the Company are substantially independent of changes in interest rates, because the Company does not have significant assets that generate interest except for surplus cash and cash equivalents and short and long-term investments.

Interest rate risk originates mainly from long-term debt related to aircraft financing. These long-term lease payments at variable interest rates expose the Company to cash flow risk. The Company mitigates this risk by entering into fixed rate financing agreements in at least half of its outstanding debt.

As of December 31, 2021, fixed interest rates range from 0.97% to 3.70%, and the main floating rate is LIBOR.

The Company’s earnings are affected by changes in interest rates primarily due to the impact of those changes on interest expenses from variable-rate debt instruments. As of December 31th, 2021 we had $894.0M of fixed-rated debt and $285.4M of variable-rated debt. If the interest rate average is 100 basis points more in 2021, the variable-rate debt interest expense would increase by approximately $2.8 million and the estimated fair value of the fixed-rate debt would decrease– by approximately $0.1 million. These amounts are determined by considering the impact of the hypothetical interest rates on the variable-rate debt and marketable securities equivalent balances at December 31, 2021.

28.5    Liquidity risk

The Company’s policy requires having sufficient cash to fulfill its obligations. The Company maintains sufficient cash on hand and in banks or cash equivalents that are highly liquid. The Company also has credit lines in financial institutions that allow it to withstand potential cash shortages to fulfill its short-term commitments (see note 27).

The table below summarizes the Company’s financial liabilities according to their maturity date. The amounts in the table are the contractual undiscounted cash flows. Balances due within twelve months equal their carrying balances as the impact of discounting is not significant.

December 31, 2021

	Note		Carrying amount		Contractual cash flow		Less than twelve  months		Between 1 and 4 years		More than 4 years
Non-derivative financial liabilities
Loans and borrowings		18	$	1,425,633	$	1,549,887	$	228,272	$	895,620	$	425,995
Lease liabitity		14		178,651		217,526		89,413		123,434		4,679
Account payable		19		112,596		112,596		112,596		0		0
Account payable to related parties		19		7,948		7,948		7,948		0		0
			$	1,724,828	$	1,887,957	$	438,229	$	1,019,054	$	430,674

F-74 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

December 31,

2020

	Note		Carrying amount		Contractual cash flow		Less than twelve  months		Between 1 and 4  years		More than 4 years
Non-derivative financial liabilities
Loans and borrowings		18	$	1,163,900	$	1,287,203	$	155,902	$	834,145	$	297,156
Lease liabitity		14		230,510		246,495		90,244		147,530		8,720
Account payable		19		63,461		63,461		63,461		0		0
Account payable to related parties		19		2,970		2,970		2,970		0		0
			$	1,460,841	$	1,600,129	$	312,577	$	981,675	$	305,876

28.6    Fair value measurement

Set out below is a comparison, by class, of the carrying amounts and fair values of the Company’s financial instruments, other than those with carrying amounts that are reasonable approximations of fair values:

			Carrying amount				Fair Value
	Note		2021		2020		2021		2020
Financial assets
Long-term investments		9		199,670		119,617		199,082		120,938
Financial liabilities
Loans and borrowings		18		1,425,633		1,163,900		1,549,934		1,327,282

The fair value of the financial assets and liabilities is the amount at which the instrument could be exchanged in a current transaction between willing parties, other than in a forced or liquidation sale.

The management assessed that the fair values of cash and short-term investments, accounts receivables, account payable and other current liabilities approximate their carrying amounts largely due to the short-term maturities of these instruments.

The following methods and assumptions were used to estimate the fair values:

• The fair values of the quoted notes and bonds are based on price quotations at the reporting date Debt obligations, financial assets, and financial liabilities are estimated by discounting future cash flows using the Company’s current incremental borrowing for a similar liability.

• Asset held for sale was determined considering observable quoted prices, in active markets adjusted by the costs to disposal estimated by the Company.

• Derivative financial instruments is valued by the Company, using a Least Square Monte Carlo pricing method by modelling the different triggers under which the notes can be converted. The market data used to calibrate the model are historical volatility measures based on stock prices of the Company obtained from Bloomberg and a zero-coupon interest rate curve in US$ (US$ Libor 3m Swap curve).

F-75 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

The following chart summarizes the Company’s financial instruments measured at fair value, classified according to the valuation method:

	Fair value measurement as of reporting date
	2021		Quoted prices in active markets (Level 1)		Significant observable inputs (Level 2)		Significant unobservable inputs (Level 3)
Recurring fair value measurements
Assets
Investment fund		124,726		124,726		—		—
Total assets	$	124,726	$	124,726	$	0	$	0
Liabilities
Derivative financial instruments		268,338		0		268,338		0
Total liabilities	$	268,338	$	0	$	268,338	$	0
	Fair value measurement as of reporting date
	2020		Quoted prices in active markets (Level 1)		Significant observable inputs (Level 2)		Significant unobservable inputs (Level 3)
Non-recurring fair value measurements
Assets
Asset held for sale		135,542		0		135,542		0
Total assets	$	135,542	$	0	$	135,542	$	0
Recurring fair value measurements
Liabilities
Derivative financial instruments		245,560		0		245,560		0
Total liabilities	$	245,560	$	0	$	245,560	$	0

As of December 31, 2020, The Company approach and the key assumptions used to determine the fair value less costs of disposal of the assets held for sale were as follows: 

	Unobservable input	Value assigned to key assumption			Approach to determining key assumption
Asset held for sale	Sales price		145,399		Average of purchase proposals received
	Cost of disposal		(9,857	)	Estimated based on the Company’s experience with disposal of similar assets.
			135,542

F-76 (Continued)

COPA HOLDINGS, S. A. AND SUBSIDIARIES

Notes to the consolidated financial statements

29. Subsequent events

Stock Grants 

During the first quarter of 2022, the Compensation Committee of the Company’s Board of Directors approved

3

 awards. Awards under these plans will grant approximately 25,643 shares of

non-vested

stock, which will vest over a period of three to five years. The Company estimates the fair value of these awards to be approximately $2.4 million and the 2022 compensation cost for these plans will be $1.1 million.

Covid

-19

During the first quarter of 2022, the Company had 1,300 canceled flights (4% scheduled flights) due to the impact of the increase in positive Covid cases in a group of its employees, mainly driven by the Omicron variant.

The

COVID-19

pandemic is still having a negative impact on the economies of the countries in which the Company operates, thereby reducing the demand for air travel. Individual countries’ laws and regulations that require passengers to be vaccinated and tested for Covid could materially adversely affect the passenger demand. However, the Company currently believes that the impact of Omicron will be temporary and that the recovery of international air travel demand should resume later in the first quarter.

The Company has taken proactive actions, focusing on reducing fixed costs, further bolstering the liquidity position, to continue strengthening its long term competitive position and to implement initiatives to further strengthen its network and product in the post

COVID-19

world.

Conflict between Russia and Ukraine

The conflict between Russia and Ukraine beginning in February 2022 has lead to an increase in fuel costs. Due to the evolving nature of the conflict, the Company can neither predict the duration of the increasing fuel costs nor the extent of its impact on its

business operations

F-77