UNITED STATES
SECURITIES AND EXCHANGE COMMISSION
WASHINGTON, D.C. 20549
FORM 20-F
(Mark One)
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REGISTRATION STATEMENT PURSUANT TO SECTION 12(b) or (g) OF THE SECURITIES EXCHANGE ACT
OF 1934
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OR
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ANNUAL REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934
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For the fiscal year ended December 31, 2018
OR
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TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934
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OR
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SHELL COMPANY REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF
1934
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Commission file number 001-33701
FLY LEASING LIMITED
(Exact name of Registrant as specified in its charter)
Bermuda
(Jurisdiction of incorporation or organization)
West Pier Business Campus
Dun Laoghaire
County Dublin, A96 N6T7, Ireland
(Address of principal executive office)
Vincent Cannon, West Pier Business Campus, Dun Laoghaire, County Dublin, A96 N6T7, Ireland
Telephone number: +353 1 231 1900, Facsimile number: +353 1 231 1901
(Name, Telephone, Email and/or Facsimile number and Address of Company Contact Person)
Securities registered or to be registered pursuant to Section 12(b) of the Act.
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Title of each class
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Name of each exchange on which registered
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American Depositary Shares
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New York Stock Exchange
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Common Shares, par value of $0.001 per share
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New York Stock Exchange*
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Not for trading, but only in connection with the registration of American Depositary Shares representing
these shares, pursuant to the requirements of the Securities and Exchange Commission.
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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.
32,650,019 Common Shares, par value of $0.001 per share.
100 Manager Shares, par value of $0.001 per share
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 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 the Exchange Act.
Large accelerated filer ☐
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Accelerated filer ☒
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Non-accelerated filer ☐
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Emerging growth company ☐
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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 which basis of accounting the registrant has used to prepare the financial statements included in this filing:
U.S. GAAP ☒
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International Financial Reporting Standards as issued by the International Accounting Standards Board ☐
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Other ☐
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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 ☒
PRELIMINARY NOTE
This Annual Report should be read in conjunction with the consolidated financial statements and accompanying notes included in this
report.
The consolidated financial statements are prepared in accordance with accounting principles generally accepted in the United States
(“GAAP”) and are presented in U.S. Dollars. These statements and discussion below contain forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995. These forward-looking statements include, but are not
limited to, objectives, expectations and intentions and other statements contained in this Annual Report that are not historical facts, as well as statements identified by words such as “expects,” “anticipates,” “intends,” “plans,” “believes,”
“seeks,” “estimates,” or words of similar meaning. Such statements address future events and conditions concerning matters such as, but not limited to, our earnings, cash flow, liquidity and capital resources, compliance with debt and other
restrictive financial and operating covenants, interest rates, dividends, and acquisitions and dispositions of aircraft and other aviation assets. These statements are based on current beliefs or expectations and are inherently subject to
significant uncertainties and changes in circumstances, many of which are beyond our control. Actual results may differ materially from these expectations due to changes in political, economic, business, competitive, market and regulatory
factors. We believe that these factors include, but are not limited to those described under Item 3 “Key Information — Risk Factors” and elsewhere in this Annual Report.
Except to the extent required by applicable law or regulation, we undertake no obligation to update these forward looking statements to
reflect events, developments or circumstances after the date of this document, a change in our views or expectations, or to reflect the occurrence of future events.
Unless the context requires otherwise, when used in this Annual Report, (1) the terms “Fly,” “Company,” “we,” “our” and “us” refer to
Fly Leasing Limited and its subsidiaries; (2) the term “B&B Air Funding” refers to our subsidiary, Babcock & Brown Air Funding I Limited; (3) all references to our shares refer to our common shares held in the form of American Depositary
Shares, or ADSs; (4) the term “BBAM LP” refers to BBAM Limited Partnership and its subsidiaries and affiliates; (5) the terms “BBAM” and “Servicer” refer to BBAM Aircraft Management LP, BBAM Aircraft Management (Europe) Limited, BBAM Aviation
Services Limited and BBAM US LP collectively; and (6) the term “Manager” refers to Fly Leasing Management Co. Limited, the Company’s manager.
Unless indicated otherwise, all percentages and weighted average
characteristics of the aircraft in our portfolio have been calculated using net book values as of December 31, 2018.
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Page
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PART I
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3
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3
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3
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26
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35
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35
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54
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57
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67
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67
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67
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80
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81
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PART II
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82
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82
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82
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83
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83
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83
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84
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84
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84
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84
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84
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PART III
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F - 1
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F - 2
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F - 42
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PART I
ITEM 1. |
IDENTITY OF DIRECTORS, SENIOR MANAGEMENT AND ADVISERS
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Not applicable.
ITEM 2. |
OFFER STATISTICS AND EXPECTED TIMETABLE
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Not applicable.
Fly Leasing Limited is a Bermuda exempted company that was incorporated on May 3, 2007, under the provisions of Section 14 of the Companies Act 1981 of
Bermuda. We are principally engaged in purchasing commercial aircraft, which we lease under multi-year contracts to a diverse group of airlines throughout the world. Although we are organized under the laws of Bermuda, we are a resident of
Ireland for tax purposes and are subject to Irish corporation tax on our income in the same way, and to the same extent, as if we were organized under the laws of Ireland. We completed our initial public offering on October 2, 2007. We are listed
on the New York Stock Exchange under the ticker symbol “FLY.”
As of December 31, 2018, we had 113 aircraft and seven engines in our portfolio. Of the 113 aircraft, 100 were held for operating lease, one was classified as an investment in finance lease and 12 were classified as held for sale.
Selected Financial Data
The following selected financial data should be read in conjunction with Item 5 “Operating and Financial Review and Prospects” and our audited consolidated
financial statements and notes related thereto included in Item 18 “Financial Statements” in this Annual Report. The selected financial data presented below are our operating results for the years ended December 31, 2018, 2017, 2016, 2015 and 2014.
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(Dollars in thousands, except per share data)
Years ended
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2018
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2017
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2016
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2015
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2014
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Statement of income data:
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Operating lease revenue
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$
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399,514
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$
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346,894
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$
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313,582
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$
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429,691
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$
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406,563
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Gain on sale of aircraft
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13,398
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3,926
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27,195
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28,959
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14,761
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Total revenues
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418,299
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353,251
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345,039
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462,397
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425,548
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Total expenses
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322,650
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339,321
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381,428
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434,200
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356,673
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Net income (loss)
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85,723
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2,598
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(29,112
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)
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22,798
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60,184
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Earnings (loss) per share:
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Basic
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$
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2.88
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$
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0.09
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$
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(0.88
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$
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0.52
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$
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1.42
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Diluted
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$
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2.88
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$
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0.09
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$
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(0.88
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$
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0.52
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$
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1.42
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Dividends declared and paid per share
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$
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—
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$
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—
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$
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—
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$
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1.00
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$
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1.00
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(Dollars in thousands, except share data)
As of December 31,
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2018
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2017
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2016
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2015
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2014
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Balance sheet data:
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Total assets
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$
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4,226,472
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$
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3,595,615
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$
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3,447,009
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$
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3,424,480
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$
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4,218,408
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Total liabilities
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3,524,362
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3,051,906
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2,853,774
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2,767,516
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3,462,154
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Total shareholders’ equity
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702,110
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543,709
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593,235
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656,964
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756,254
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Number of shares outstanding
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32,650,019
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27,983,352
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32,256,440
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35,671,400
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41,432,998
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Risk Factors
The risks discussed below could materially and adversely affect our business, prospects, financial condition, results of operations,
cash flows and the trading price of our shares. Additional risks and uncertainties not currently known to us or that we currently deem to be immaterial also may materially and adversely affect our business, prospects, financial condition, results
of operations, cash flows and the trading price of our shares.
Risks Related to Our Business
Factors that increase the risk of decline in aircraft and aircraft equipment values and achievable lease rates could
have an adverse effect on our financial results and growth prospects and on our ability to meet our debt obligations.
Aircraft and aircraft equipment values and achievable lease rates have from time to time experienced sharp decreases due to a number of factors including,
but not limited to, decreases in passenger and air cargo demand, increases in fuel costs, government regulation and increases in interest rates. Operating leases place the risk of realization of residual values on aircraft lessors because only a
portion of the equipment’s value is covered by contractual cash flows at lease inception. In addition to factors linked to the aviation industry generally, factors that may affect the value and achievable lease rates of our aircraft and engines
include:
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the particular maintenance, damage and operating history of the airframes and engines;
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the number of operators using a type of aircraft or engine;
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whether an aircraft or engine is subject to a lease and, if so, whether the lease terms are favorable to the lessor;
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the age of our aircraft and engines;
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airworthiness directives and service bulletins;
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aircraft noise and emission standards;
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any tax, customs, regulatory and other legal requirements that must be satisfied when an aircraft or engine is purchased, sold or re-leased;
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compatibility of our aircraft configurations or specifications with other aircraft owned by operators of that type;
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the availability of spare parts; and
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decreases in the creditworthiness of our lessees.
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Any decrease in the values of and achievable lease rates for commercial aircraft or engines that may result from the above factors or other unanticipated
factors may have a material adverse effect on our financial results and growth prospects and our ability to meet our debt obligations.
Our business model depends on the continual leasing and re-leasing of our aircraft and engines, and we may not be
able to do so on favorable terms, which would negatively affect our financial condition, cash flows and financial results.
Our business model depends on the continual leasing and re-leasing of our aircraft and engines to generate sufficient cash flows to finance our growth and
operations, make payments on our debt, and meet our other corporate and contractual obligations. Our ability to lease and re-lease our aircraft and engines will depend on general market and competitive conditions at the time the leases are
entered into and expire. Our ability to lease and re-lease aircraft and engines on favorable terms, without significant off-lease time and costs, could be negatively affected by a number of factors, including general business, economic and
financial conditions, market conditions in the airline industry, airline bankruptcies, restructurings and mergers, the effects of terrorism and other global conflicts, and other factors, including those described in these “Risk Factors” and
elsewhere in this Annual Report, and unanticipated risks, many of which are outside of our control. If we are unable to lease and re-lease our aircraft on favorable terms, our financial condition, cash flows and financial results may be
negatively impacted.
The variability of supply and demand for aircraft could depress lease rates and the value of our leased assets, which
could have a material adverse effect on our financial results, our growth prospects and our ability to meet our debt obligations.
The aviation industry has experienced periods of aircraft oversupply and weak demand. The economic downturn and the slowdown in air travel between 2008 and
early 2010 contributed to a decrease in the demand for aircraft. More recently, the airline industry has committed to a significant number of aircraft deliveries through order placements with manufacturers, and manufacturers have increased
production rates of some aircraft types in response. The increase in production levels could result in an oversupply of these aircraft types if growth in airline traffic does not meet expectations. The oversupply of a specific type of aircraft in
the market is likely to depress lease rates for, and the value of, that aircraft type. Any oversupply of new aircraft also could depress lease rates for, and the value of, used aircraft.
The supply and demand for aircraft is affected by various cyclical and non-cyclical factors that are not under our control, including:
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passenger air travel and air cargo demand;
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geopolitical and other events, including war, acts of terrorism, civil unrest, outbreaks of epidemic diseases and natural disasters;
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airline operating costs, including fuel costs, and general economic conditions affecting our lessees’ operations;
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governmental regulation, including new airworthiness directives, statutory limits on age of aircraft, and restrictions in certain jurisdictions on the age of aircraft for
import, climate change initiatives and environmental regulation, and other factors leading to obsolescence of aircraft models;
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tariffs and other restrictions on trade;
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interest and foreign exchange rates;
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airline restructurings and bankruptcies;
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increased supply due to the sale of aircraft portfolios;
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availability and cost of credit;
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changes in control of, or restructurings of, other aircraft leasing companies;
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manufacturer production levels and technological innovation;
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new-entrant manufacturers producing additional aircraft models, or existing manufacturers producing new aircraft models, in competition with existing aircraft models;
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retirement and obsolescence of aircraft models;
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manufacturers merging or exiting the industry or ceasing to produce aircraft or engine types;
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accuracy of estimates relating to future supply and demand made by manufacturers and lessees;
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reintroduction into service of aircraft or engines previously in storage; and
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airport and air traffic control infrastructure constraints.
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Any of these factors may produce sharp and prolonged decreases in aircraft values and achievable lease rates, which would have a negative impact on the
value of our fleet, and may prevent our aircraft from being leased or re-leased on favorable terms, or at all. Any of these factors could have a material adverse effect on our financial results, our growth prospects and our ability to meet our
debt obligations.
We will need additional capital to finance our growth, fund potential aircraft and aircraft equipment purchase
commitments, and refinance our existing debt, and we may not be able to obtain it on acceptable terms, or at all, which may adversely affect our financial condition, cash flows and financial results, and inhibit our ability to grow and compete in
the commercial aircraft leasing market.
We will need additional capital to finance our growth, fund potential aircraft and aircraft equipment purchase commitments and refinance our existing debt.
Our ability to acquire additional aircraft and aircraft equipment and to refinance our existing debt depends to a significant degree on our ability to access debt and equity capital markets. Our access to capital markets will depend on a number
of factors including our historical and expected performance, compliance with the terms of our debt agreements, general market conditions, interest rate fluctuations and the relative attractiveness of alternative investments. In addition,
volatility or disruption in the capital markets or a downgrade in our credit ratings could cause lenders to be reluctant or unable to provide us with financing on terms acceptable to us, or to increase the costs of such financing.
In particular, we will need additional capital to finance our forward purchase and leaseback commitments to the AirAsia Group, and our acquisition of any option
aircraft for the AirAsia Group. On February 28, 2018, we agreed to acquire 21 Airbus A320neo family aircraft to be leased to the AirAsia Group as the aircraft deliver between 2019 and 2021 (“Portfolio B”) and acquired options to purchase 20
Airbus A320neo family aircraft, not subject to lease, as the aircraft deliver between 2019 and 2025 (“Portfolio C”), in addition to the portfolio of 33 Airbus A320-200 aircraft and seven engines on operating leases to the AirAsia Group
(“Portfolio A”) acquired in 2018. We will need additional capital to finance our acquisition of aircraft in Portfolio B, and any options that we elect to exercise with respect to the aircraft in Portfolio C. We are selling some of the aircraft in
Portfolio A to provide part of the funding for our acquisition of aircraft in Portfolios B and C, and will need to raise additional debt financing for the acquisition of these aircraft. If we are unable to sell a number of Portfolio A aircraft,
or to maintain our financing sources or find new sources of financing, we may not be able to close on the purchase of some or all of the aircraft in Portfolios B and C. If our aircraft acquisition commitments under Portfolio B are not closed for
these or other reasons, we may fail to realize the full benefits of the AirAsia Transactions. In addition, we will be subject to several risks, including the following: having to pay certain significant costs including potential monetary damages,
and legal, accounting and other related expenses; failure to realize the benefits of completing these transactions; and potential damage to our reputation and our relationship with the AirAsia Group. If we are unable to finance the exercise of
our options to purchase additional aircraft under Portfolio C, we may fail to realize the full benefits of the AirAsia Transactions. These risks could negatively affect our financial condition, cash flows and results of operations.
We compete with other lessors and airlines when acquiring aircraft and our ability to grow our portfolio is dependent on our ability to access attractive
financing. The terms of our debt facilities include significant restrictions on our ability to incur additional indebtedness. Depending on the terms of these facilities and market conditions at the time, we may have to rely more heavily on
additional equity issuances, or on less efficient forms of debt financing that require a larger portion of our cash flows from operations, thereby reducing funds available for our operations, future business opportunities and other purposes. If
we are unable to raise additional funds or obtain capital on attractive terms, our ability to finance growth opportunities and fund potential aircraft purchase commitments will be limited, and our ability to refinance our existing debt could be
adversely affected. Any of the foregoing could have a material adverse effect on our financial condition, cash flows and financial results, and inhibit our ability to grow and compete in the commercial aircraft leasing market.
We have entered into residual value guarantees that may require us to make significant cash disbursements, which
would reduce our cash flows and may negatively impact our financial results.
We have entered into residual value guarantees (“RVGs”) in which we agreed to guarantee the residual value of certain wide-body aircraft leased to
commercial airlines by third parties. In an RVG, the third-party lessor agrees to pay us an upfront fee in exchange for our commitment to purchase the aircraft for a specified price at the expiry of the lease term if the third-party lessor elects
to exercise the guarantee. We may enter into additional RVGs, if we perceive the economic benefit of the upfront payment to exceed the risk of payout.
We continuously re-evaluate our risk related to the RVGs based on a number of factors, including the estimated future base value of the aircraft based on
third-party appraisals and information on similar aircraft remarketing in the secondary market. Assuming that we were required to pay the full aggregate amount of our outstanding RVGs and were unable to remarket any of the aircraft to offset our
obligations, our maximum exposure as of December 31, 2018 would have been $82.5 million.
The RVGs contain covenants requiring us to post cash collateral as security for our obligations upon the occurrence of certain corporate events, including a
change in control, a downgrade in our corporate family rating beyond a specified threshold, or a sale of all or substantially all of our assets. Assuming that we were required to post the full aggregate amount of the cash collateral at December
31, 2018, it would have been $23.0 million.
If we are required to pay amounts, or post cash collateral, under the RVGs, we may not have sufficient cash or other financial resources available to do so
and may need to seek financing to fund these payments. Moreover, any unexpected decrease in the market value of the aircraft covered by RVGs would decrease our ability to recover the amounts payable to satisfy our obligations and cause us to
incur additional charges to net income. We cannot assure you that the then-prevailing market conditions would allow us to lease the underlying aircraft at their anticipated fair values or in a timely manner. Honoring our RVGs could require us to
make significant cash disbursements in a given year, which, in turn, would reduce our cash flow, and may negatively impact our financial results in that year.
Our future growth and profitability will depend on our ability to acquire aircraft and aircraft equipment and make
other strategic investments.
Growth through future acquisitions of additional commercial aircraft and aircraft equipment requires the availability of capital. The availability and
pricing of capital in the commercial bank market and in the unsecured bond market remain susceptible to global events, including, for example, political changes in the United States and abroad, rising interest rates, fluctuating currency rates,
the rate of international economic growth and implications from changes in oil prices. If we need, but cannot obtain, adequate capital on satisfactory terms, or at all, as a result of negative conditions in the capital markets or otherwise, our
business, financial condition or results of operations could be materially adversely affected. Additionally, such inability to obtain capital on satisfactory terms, or at all, could prevent us from pursuing attractive future growth opportunities.
Even if capital were available, the market for commercial aircraft is cyclical, sensitive to economic instability and extremely competitive, and we may
encounter difficulties in acquiring aircraft on favorable terms, or at all. A significant increase in our cost to acquire aircraft or aircraft equipment may make it more difficult for us to make accretive acquisitions. Any acquisition of aircraft
or aircraft equipment may not be profitable to us. In addition, acquisition of additional aircraft, aircraft equipment and other investments that we may make, may expose us to risks that may harm our business, financial condition, cash flows and
financial results, including risks that we may:
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impair our liquidity by using a significant portion of our available cash or borrowing capacity to finance acquisitions and investments;
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significantly increase our interest expense and financial leverage to the extent we incur additional debt to finance acquisitions and investments;
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incur or assume unanticipated liabilities, losses or costs associated with the aircraft that we acquire, or investments we may make; or
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incur other significant charges, including asset impairment or restructuring charges.
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We operate in a highly competitive market for investment opportunities in aircraft.
The leasing and remarketing of commercial jet aircraft is highly competitive. We compete with other aircraft leasing companies, including AerCap Holdings
N.V., Air Lease Corp., Aircastle Limited, Aviation Capital Group, Bank of China Aviation, Boeing Capital Corporation, Bohai Leasing (which acquired Avolon Holdings Limited, and CIT Aerospace), Castlelake, Dubai Aerospace Enterprise (which, in
2017, acquired AWAS), GE Commercial Aviation Services Limited (GECAS), ICBC Leasing, Jackson Square Aviation, Macquarie Bank Limited, ORIX and SMBC Aviation Capital, Voyager Aviation Holdings, among others. We also may encounter competition
from other entities that selectively compete with us, including:
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aircraft manufacturers;
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financial institutions (including those seeking to dispose of repossessed aircraft at distressed prices);
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special purpose vehicles formed for the purpose of acquiring, leasing and selling aircraft; and
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public and private partnerships, investors and funds, including private equity and hedge funds.
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Competition for a leasing transaction is based principally upon lease rates, delivery dates, lease terms, reputation, management expertise, aircraft
condition, specifications and configuration and the availability of the types of aircraft necessary to meet the needs of the customer. Some of our competitors have significantly greater operating and financial resources than we have. In addition,
some competing aircraft lessors have a lower overall cost of capital and may provide financial services, maintenance services or other inducements to potential lessees that we cannot provide.
Competition in the purchase and sale of used aircraft is based principally on the availability of used aircraft, price, the terms of the lease to which an
aircraft is subject and the creditworthiness of the lessee.
Many of our competitors have order positions with Boeing and Airbus that guarantee them the delivery of new, highly desirable aircraft in the future. We do not currently have any order positions with aircraft manufacturers.
We rely on our lessees’ continuing performance of their lease obligations.
We operate as a supplier to airlines and are indirectly impacted by the risks facing airlines today. Our success depends upon the financial strength of our
lessees, our ability to assess the credit risk of our lessees and the ability of lessees to perform their contractual obligations to us. The ability of each lessee to perform its obligations under its lease will depend primarily on the lessee’s
financial condition and cash flow, which may be affected by factors beyond our control, including:
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passenger air travel and air cargo demand;
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geopolitical and other events, including war, acts of terrorism, civil unrest, outbreaks of epidemic diseases and natural disasters;
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increases in operating costs, including the availability and cost of jet fuel and labor costs;
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economic and financial conditions and currency fluctuations in the countries and regions in which the lessee operates; and
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governmental regulation of, or affecting, the air transportation business, including noise and emissions regulations, climate change initiatives and age limitations.
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We expect that some lessees may encounter financial difficulties or suffer liquidity problems and, as a result, will struggle to make lease payments under
our operating leases. For example, in 2017, we repossessed two aircraft previously leased to Air Berlin, after Air Berlin commenced insolvency proceedings in Germany and the United States. We are aware of other global airlines that are
experiencing financial difficulties, and we expect that lessees experiencing financial difficulties may seek a reduction in their lease rates or other concessions in lease terms. We could experience increased delinquencies, particularly in any
future downturns in the airline industry, which could worsen the financial condition and liquidity problems of these lessees. In addition, many airlines are exposed to currency risk due to the fact that they earn revenues in their local
currencies and certain of their liabilities and expenses are denominated in U.S. dollars, including lease payments to us. A delayed, missed or reduced rental payment from a lessee decreases our revenues and cash flows and may adversely affect our
ability to make payments on our indebtedness.
We are typically not in possession of any aircraft while the aircraft are on lease to the lessees. Consequently, our ability to determine the condition of
the aircraft or whether the lessees are properly maintaining the aircraft is limited to periodic inspections that we perform or that are performed on our behalf by third-party inspectors. A lessee’s failure to meet its maintenance obligations
under a lease could:
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result in a grounding of the aircraft;
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cause us to incur costs in restoring the aircraft to an acceptable maintenance condition to re-lease the aircraft;
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adversely affect lease terms in the re-lease of the aircraft; and
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adversely affect the value of the aircraft.
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We cannot assure you that, in the event that a lessee defaults under a lease, any security deposit paid or letter of credit provided by the lessee will be
sufficient to cover the lessee’s outstanding or unpaid lease obligations and required maintenance expenses or be sufficient to discharge liens that may have attached to our aircraft.
Lease defaults could result in significant expenses and loss of revenues.
We have experienced, and may in the future experience, lessee defaults. For example, in 2017, two leases were terminated prior to their expiration dates.
Repossession, re-registration and flight and export permissions after a lessee default typically result in greater costs than those incurred when an aircraft is redelivered at the end of a lease. These costs may include legal and other expenses
of court or other governmental proceedings, including the cost of posting surety bonds or letters of credit necessary to effect repossession of an aircraft which could be significant, particularly if the lessee is contesting the proceedings or is
in bankruptcy. Delays resulting from repossession proceedings also would increase the period of time during which an aircraft does not generate lease revenue. In addition, we may incur substantial maintenance, refurbishment or repair costs that a
defaulting lessee has failed to pay and that are necessary to put the aircraft in a condition suitable for re-lease or sale. We may incur storage costs associated with any aircraft that we repossess and are unable to immediately place with
another lessee. In addition, it may be necessary to pay off liens, taxes and governmental charges on the aircraft to obtain clear possession and to remarket the aircraft effectively, including liens that a defaulting lessee may have incurred in
connection with the operation of its other aircraft.
It is likely that our rights upon a lessee default will vary significantly depending upon the jurisdiction of operation and the applicable law, including
the need to obtain a court order for repossession of the aircraft and/or consents for deregistration or re-export of the aircraft. We anticipate that when a defaulting lessee is in bankruptcy, protective administration, insolvency or similar
proceedings, additional limitations may apply. Certain jurisdictions give rights to the trustee in bankruptcy or a similar officer to assume or reject the lease or to assign it to a third party, or entitle the lessee or another third party to
retain possession of the aircraft without paying lease rentals or performing all or some of the obligations under the relevant lease. In addition, certain of our lessees are owned in whole, or in part, by government-related entities, which could
make it difficult to repossess our aircraft in that lessee’s domicile. Accordingly, we may be delayed in, or prevented from, enforcing certain of our rights under a lease and in re-leasing the affected aircraft.
If we repossess an aircraft, we may not be able to export or deregister and profitably redeploy the aircraft. For instance, where a lessee or other operator
flies only domestic routes in the jurisdiction in which an aircraft is registered, repossession may be more difficult, especially if the jurisdiction permits the lessee or the other operator to resist deregistration. Significant costs may also be
incurred in retrieving or recreating aircraft records required for registration of the aircraft and obtaining a certificate of airworthiness for the aircraft or engine. In addition, we may not be able to re-lease a repossessed aircraft at a
similar lease rate.
Lessee defaults and related expenses could result in significant expenses and loss of revenues, which may materially and adversely affect our financial
condition, cash flows and financial results.
Our lessees’ failure to comply with their maintenance obligations on our aircraft could significantly harm our
financial condition, cash flows and financial results.
The standards of maintenance observed by our lessees and the condition of aircraft at the time of sale or lease may affect the market values and rental
rates of our aircraft. Under each of our leases, the lessee is primarily responsible for maintaining the aircraft and complying with all governmental requirements applicable to the lessee and to the aircraft, including operational, maintenance,
government agency oversight, registration requirements and airworthiness directives. A lessee’s failure to perform required maintenance during the term of a lease could result in a diminution in the value of an aircraft, an inability to re-lease
the aircraft at favorable rates or at all, or a potential grounding of the aircraft.
Failure by a lessee to maintain an aircraft would also likely require us to incur maintenance and modification costs upon the termination of the applicable
lease, which could be substantial, to restore the aircraft to an acceptable condition prior to re-leasing or sale. Even if we are entitled to receive maintenance payments, these payments may not cover the entire cost of actual maintenance
required. If we are unable to re-lease an aircraft when it comes off-lease because we need to make repairs or conduct maintenance, we may realize a substantial loss of cash flow without any corresponding decrease in our debt service obligations
with respect to that aircraft. Any failure by our lessees to maintain our aircraft may have a material and adverse affect on our financial condition, cash flows and financial results.
If we experience abnormally high maintenance or obsolescence issues with any aircraft that we acquire, our financial
results, cash flows and liquidity could be materially and adversely affected.
Aircraft are long-lived assets, requiring long lead times to develop and manufacture, with particular types and models becoming obsolete and less in demand
over time when newer, more advanced aircraft are manufactured. By acquiring used aircraft, we have greater exposure to more rapid obsolescence of our fleet, particularly if there are unanticipated events shortening the life cycle of such
aircraft, such as government regulation or changes in our airline customers’ preferences. This may result in a shorter life cycle for our fleet and, accordingly, declining lease rates, impairment charges or increased depreciation expense.
Unlike new aircraft, used aircraft typically do not carry warranties as to their condition. As a result, we may not be able to claim any warranty related
expenses on used aircraft. Although we may inspect an existing aircraft and its documented maintenance, usage, lease and other records prior to acquisition, we may not discover all defects during an inspection. Repairs and maintenance costs for
existing aircraft are difficult to predict and generally increase as aircraft age and can be adversely affected by prior use. These costs could have a material and adverse impact on our cash flows and our liquidity.
The advent of superior aircraft and engine technology or the introduction of a new line of aircraft could cause our
existing aircraft portfolio to become outdated and therefore less desirable, which could adversely affect our financial results and growth prospects.
As manufacturers introduce technological innovations and new types of aircraft and engines, certain aircraft in our existing aircraft portfolio may become
less desirable to potential lessees or purchasers. Such technological innovations may increase the rate of obsolescence of existing aircraft faster than currently anticipated by our management or accounted for in our accounting policy. For
example, the Boeing 787 and the Airbus A350, provide improved fuel consumption and operating economics as compared to earlier aircraft types. In addition, Airbus has launched the A320neo family, and Boeing has launched the 737 MAX family of
aircraft. These “next generation” narrow-body aircraft are expected to improve fuel consumption and to reduce noise, emissions and maintenance costs as compared to current models. In addition, Embraer, Bombardier Inc., Commercial Aircraft
Corporation of China Ltd and PJSC United Aircraft Corporation in Russia could develop aircraft models that will compete with existing Airbus and Boeing aircraft. It is not certain how these new aircraft offerings will impact the demand and
liquidity of existing equipment. In addition, the imposition of more stringent noise or emissions standards and the development of more fuel efficient engines could make aircraft in our portfolio less attractive for potential lessees and less
valuable in the marketplace. Any of these risks could adversely affect our ability to lease or sell our aircraft on favorable terms or at all or our ability to charge rental amounts that we would otherwise seek to charge, all of which could have
an adverse effect on our financial results and growth prospects.
The older age, or older technology, of some of our aircraft may expose us to higher than anticipated maintenance
related expenses.
As of December 31, 2018, the weighted average age of our portfolio (excluding aircraft held for sale) was 7.0 years. In general, the costs of operating an aircraft, including maintenance expenditures, increase with the age of
the aircraft. In addition, older aircraft typically are less fuel-efficient than newer aircraft and may be more difficult to re-lease or sell, particularly if, due to increasing production rates by aircraft manufacturers or airline insolvencies
or other distress, older aircraft are competing with newer aircraft in the lease or sale market. Expenses like fuel, aging aircraft inspections, maintenance or modification programs and related airworthiness directives could make the operation of
older aircraft less economically feasible and may result in increased lessee defaults. We may also incur some of these increased maintenance expenses and regulatory costs upon acquisition or re-leasing of our aircraft. Re-leasing larger wide-body
aircraft may result in higher reinvestment and maintenance expenditures than re-leasing narrow-body aircraft.
The concentration of aircraft types in our portfolio could harm our business and financial results should any
difficulties specific to these particular types of aircraft occur.
As of December 31, 2018, our aircraft portfolio (excluding aircraft held for sale) contained a mix of aircraft types,
including Airbus A319 aircraft, A320 aircraft, A321 aircraft, A330 aircraft, and A340 aircraft, and Boeing 737 aircraft, Boeing 757 aircraft, Boeing 777 aircraft and Boeing 787 aircraft. 71% of these aircraft are single-aisle, narrow-body
aircraft, and 29% of these aircraft are wide-body aircraft, as measured by net book value. Our business and financial results could be negatively affected if the market demand for any of these aircraft types (or other types that we acquire in the
future) declines, if any of them is redesigned or replaced by its manufacturer. Out-of-production aircraft, such as the Boeing 757 and Airbus A340, current models of the A320 family, known as the CEO, and Boeing 737, known as Next Generation, may
have shorter useful lives or lower residual values due to obsolescence. In addition, if any of these aircraft types (or other types that we acquire in the future) should encounter technical or other difficulties, such affected aircraft types may
be subject to grounding or diminution in value, and we may be unable to lease such affected aircraft types on favorable terms or at all. The inability to lease the affected aircraft types may harm our business and financial results to the extent
the affected aircraft types comprise a significant percentage of our aircraft portfolio.
We have written down the value of some of our assets and we may be required to record further write-downs or losses
upon sale of assets.
We test our assets for recoverability whenever events or changes in circumstances indicate that the carrying amounts for such assets are not recoverable
from their expected, undiscounted cash flows. We also perform a fleet-wide recoverability assessment at least annually. This recoverability assessment is a comparison of the carrying value of each aircraft to its undiscounted expected future cash
flows. We develop the assumptions used in the recoverability assessment, including those relating to current and future demand for each aircraft type, based on management’s experience in the aircraft leasing industry as well as from information
received from third party sources.
No impairment charge was recognized in the year ended December 31, 2018. In the years ended December 31, 2017 and 2016, we recognized impairment charges of $22.0 million and $96.1 million, respectively. The impairment charges in 2017 and 2016 related primarily
to wide-body aircraft. In the future, if expected cash flows related to any of our aircraft are adversely affected by factors including credit deterioration of a lessee, declines in rental rates, shortened economic life, residual value
risk and other market conditions, then we may be required to recognize additional impairment charges that would reduce our total assets and shareholders’ equity. For example, as aircraft approach the end of their economic useful lives, their
carrying values may be more susceptible to non-recoverable declines in value because such assets will have a shorter opportunity in which to benefit from a market recovery.
In addition, if we dispose of an aircraft for a price that is less than its book value, then we would be required to recognize a loss that would reduce our
total assets and shareholders’ equity. Asset write downs or losses on sale of assets negatively impact our financial results during the period. A reduction in our shareholders’ equity may negatively impact our ability to comply with covenants in
certain of our debt facilities requiring us to maintain a minimum tangible net worth, and could result in an event of default under such facilities.
Our financial performance, and our ability to meet our potential aircraft purchase commitments, will depend in part
in our ability to sell aircraft, and we may not be able to do so on favorable terms, or at all.
Our financial performance will depend in part in our ability to sell aircraft profitably. As previously disclosed, we intend to sell a number of the
aircraft that we acquired in the AirAsia Transactions to reduce our leverage, manage our lessee and geographic concentrations, and provide part of the funding for our purchase and leaseback to the AirAsia Group of 21 new Airbus A320neo family
aircraft currently on order, and delivering between 2019 and 2021. When we decide to dispose of an aircraft, BBAM, as our servicer, will arrange the disposition pursuant to the terms of the relevant servicing agreement. In doing so, BBAM will
compete with other aircraft leasing companies, as well as with other types of entities with which we compete. Our ability to sell our aircraft profitably, or at all, will depend on conditions in the airline industry and general market and
competitive conditions at the time we seek to sell. In addition, our ability to sell our aircraft will be affected by the maintenance, damage and operating history of the aircraft and its engines. Failure to sell aircraft regularly and profitably
could have a material adverse effect on our financial condition, cash flows and financial results, and our ability to meet our potential aircraft purchase commitments.
Aircraft liens could impair our ability to repossess, re-lease or sell the aircraft in our portfolio.
In the normal course of business, liens that secure the payment of airport fees and taxes, custom duties, air navigation charges, landing charges, crew
wages, maintenance charges, salvage or other obligations are likely, depending on the laws of the jurisdictions where aircraft operate, to attach to the aircraft in our portfolio (or, if applicable, to the engines separately). The liens may
secure substantial sums that may, in certain jurisdictions or for limited types of liens (particularly fleet liens), exceed the value of the aircraft to which the liens have attached. Until they are discharged, the liens described above could
impair our ability to repossess, re-lease or sell our aircraft.
If our lessees fail to fulfill their financial obligations, liens may attach to our aircraft. In some jurisdictions, aircraft liens or separate engine liens
may give the holder thereof the right to detain or, in limited cases, sell or cause the forfeiture of the aircraft (or, if applicable, the engines separately). We cannot assure you that the lessees will comply with their obligations under the
leases to discharge liens arising during the terms of the leases. We may, in some cases, find it necessary to pay the claims secured by such liens in order to repossess or sell the aircraft or obtain the aircraft or engines from a creditor
thereof. These payments, and associated legal and other expenses, would be required expenses for us, and would negatively impact our cash flows and financial results.
We cannot assure you that lessees and governmental authorities will comply with the registration and deregistration
requirements in the jurisdictions where our lessees operate.
All of our aircraft are required to be registered at all times with appropriate governmental authorities. Generally, in jurisdictions outside the United
States, failure by a lessee to maintain the registration of a leased aircraft would be a default under the applicable lease, entitling us to exercise our rights and remedies thereunder. If an aircraft were to be operated without a valid
registration, the lessee or, in some cases, the owner or lessor might be subject to penalties, which could result in a lien being placed on such aircraft. Failure to comply with registration requirements also could have other adverse effects,
including inability to operate the aircraft and loss of insurance. We cannot assure you that all lessees will comply with these requirements.
An aircraft cannot be registered in two countries at the same time. Before an aviation authority will register an aircraft that has previously been
registered in another country, it must receive confirmation that the aircraft has been deregistered by that country’s aviation authority. In order to deregister an aircraft, the lessee must comply with applicable laws and regulations, and the
relevant governmental authority must enforce these laws and regulations. Failure by lessees and governmental authorities to comply with or enforce deregistration requirements in the jurisdictions in which they operate could impair our ability to
repossess, re-lease or sell our aircraft, and cause us to incur associated legal and other expenses, which would negatively impact our cash flows and financial results.
Our lessees may have inadequate insurance coverage or fail to fulfill their respective indemnity obligations, which
could result in us not being covered for claims asserted against us and may negatively affect our business, financial condition and financial results.
Although we do not expect to control the operation of our leased aircraft, our ownership of the aircraft could give rise, in some jurisdictions, to strict
liability for losses resulting from their operation. Our lessees are required to indemnify us for, and insure against, liabilities arising out of the use and operation of the aircraft, including third-party claims for death or injury to persons
and damage to property for which we may be deemed liable. Lessees are also required to maintain public liability, property damage and hull all risks and hull war risks insurance on the aircraft at agreed upon levels. However, they are not
generally required to maintain political risk insurance. There may be circumstances under which it would be desirable for us to maintain “top-up” and/or political risk coverage at our expense, which would add to our operating expenses.
Following the terrorist attacks of September 11, 2001, aviation insurers significantly reduced the amount of insurance coverage available to airlines for
liability to persons other than employees or passengers for claims resulting from acts of terrorism, war or similar events. At the same time, they significantly increased the premiums for such third-party war risk and terrorism liability
insurance and coverage in general. As a result, the amount of such third-party war risk and terrorism liability insurance that is available at any time may be below the amount required under the initial leases and required by the market in
general.
We cannot assure you that the insurance maintained by our lessees will be sufficient to cover all types of claims that may be asserted against us. Any
inadequate insurance coverage or default by lessees in fulfilling their indemnification or insurance obligations, as well as the lack of available insurance, could reduce the proceeds upon an event of loss and could subject us to uninsured
liabilities, either of which could adversely affect our business, financial condition and financial results.
Risks associated with the concentration of our lessees in certain geographical regions could harm our business.
In addition to global economic conditions, our business is exposed to local economic and political conditions that can influence the performance of lessees
located in a particular region. Such conditions can be adverse to us, and may include regional recession and financial or political emergencies, additional regulation or, in extreme cases, seizure of our aircraft. The effect of these conditions
on payments to us will be more or less pronounced, depending on the concentration of lessees in the region with adverse conditions. In the year ended December 31, 2018, we had our
largest concentration of total revenues in Asia and the South Pacific (55%), followed by Europe (23%), the Middle East and Africa (12%), North America (7%), and Mexico, South and Central America (3%). Severe recession in any of these
regions, or the inability to resolve financial or political emergencies in any particular region where we have many customers, could result in additional failures of airlines and could have a material adverse effect on our business, financial
condition and financial results.
The risks associated with the geographical concentration of our lessees may become exacerbated as our aircraft are re-leased to lessees or subleased to
sublessees in other regions or as we acquire additional aircraft.
We derived approximately 75% of our total revenues for the year ended December 31, 2018 from airlines in emerging markets. Emerging markets have less
developed economies and infrastructure and are often more vulnerable to business and political disturbances. The emerging markets in which our lessees were based have included Brazil, China, Ethiopia, India, Indonesia, Malaysia, Mexico, Moldova,
the Philippines, Russia, Thailand, Turkey, the United Arab Emirates and Vietnam. These countries may experience significant fluctuations in GDP, interest rates and currency exchange rates, as well as civil disturbances, government instability,
nationalization and expropriation of private assets and the imposition of unexpected taxes or other charges by government authorities. The occurrence of any of these events in markets served by our lessees and the resulting economic instability
may adversely affect our ownership interest in aircraft or the ability of lessees which operate in these markets to meet their lease obligations. As a result, lessees that operate in emerging market countries may be more likely to default than
lessees that operate in developed countries. In addition, legal systems in emerging market countries may be less developed, which could make it more difficult for us to enforce our legal rights in such countries. For example, certain countries
may not have fully implemented the Cape Town Convention on International Interests in Mobile Equipment, a treaty that, among other things, established international standards for the registration, protection and enforcement of lessors’ and
financiers’ rights in aircraft. These matters may not be resolved on terms favorable to us, or in a timely fashion.
We may enter into strategic ventures which pose risks including a lack of complete control over the enterprise, and
potential unforeseen risks, any of which may have a material adverse effect on our financial results and growth prospects.
We may occasionally enter into strategic ventures or investments with third parties. For example, we have a 57% investment in a joint venture that owns one
Boeing 767-300 aircraft. We may have limited management rights in our strategic ventures and may not control decisions regarding the remarketing or sale of aircraft owned by these strategic ventures. If we are unable to resolve a dispute with a
strategic partner that retains material managerial veto rights, we might reach an impasse that could require us to liquidate our investment at a time and in a manner that would result in our losing some or all of our original investment in the
venture. These strategic ventures and investments also may subject us to unforeseen risks, including adverse tax consequences and additional reporting and compliance requirements. Any of these risks may have a material adverse effect on our
financial results and growth prospects.
Risks Related to the Aviation Industry
Airline reorganizations could impair our lessees’ ability to comply with their lease payment obligations to us.
In recent years, multiple airlines have sought to reorganize and seek protection from creditors under their local laws and certain airlines have gone into
liquidation. Bankruptcies have led to the grounding of significant numbers of aircraft, rejection of leases and negotiated reduction in aircraft lease rentals, with the effect of depressing aircraft market values. Additional reorganizations or
liquidations by airlines under applicable bankruptcy or reorganization laws or further rejection or abandonment of aircraft by airlines in bankruptcy proceedings may depress aircraft values and aircraft lease rates. Additional grounded aircraft
and lower market values would adversely affect our ability to sell our aircraft or re-lease our aircraft at favorable rates.
Changes in fuel prices can adversely affect the profitability of the airline industry and our lessees’ ability to
meet their lease payment obligations to us.
Fuel costs represent a major expense to airlines, significantly impacting the profitability of the airline industry and our lessees’ operating results. Fuel
prices fluctuate widely, driven primarily by international market conditions, geopolitical and environmental events, regulatory changes and currency exchange rates. In recent years, fuel prices have been volatile, increasing and decreasing
rapidly due to factors outside of airlines’ control.
Higher fuel costs may have a material adverse impact on airline profitability, including the profitability of our lessees. Due to the competitive nature of
the airline industry, airlines may not be able to pass on increases in fuel prices to their customers by increasing fares. If they pass on the higher costs, it may adversely affect demand for air travel, which would reduce revenues to our
customers. In addition, airlines may not be able to manage this risk by appropriately hedging their exposure to fuel price fluctuations.
A sustained period of lower fuel costs may adversely affect regional economies that depend on oil revenue, including those in which our lessees operate.
Government regulations could require substantial expenditures, reduce our profitability and limit our growth.
Certain aspects of our business are subject to regulation by state, federal and foreign governmental authorities. Aircraft are subject to regulations
imposed by aviation authorities regarding aircraft maintenance and airworthiness. Laws affecting the airworthiness of aircraft generally are designed to ensure that all aircraft and related equipment are continuously maintained in proper
condition to enable safe operation of the aircraft. Aircraft manufacturers also may issue their own recommendations. Airworthiness directives and similar requirements typically set forth particular special maintenance actions or modifications to
certain aircraft types or models that the owners or operators of aircraft must implement.
Each lessee generally is responsible for complying with airworthiness directives with respect to its aircraft and is required to maintain the aircraft’s
airworthiness. To the extent that a lessee fails to comply with airworthiness directives required to maintain its certificate of airworthiness or other manufacturer requirements in respect of an aircraft or if the aircraft is not currently
subject to a lease, we may have to bear the cost of such compliance. Under many leases, we have agreed to share with our lessees the cost of obligations under airworthiness directives (or similar requirements). These expenditures can be
substantial and, to the extent we are required to pay them, our financial condition and cash flows could be materially and adversely affected.
In addition to these expenditures, which may be substantial, significant new requirements with respect to noise standards, emission standards and other
aspects of our aircraft or their operation could cause our costs to increase and could cause the value of our aircraft portfolio to decrease. Other governmental regulations relating to noise and emissions levels may be imposed not only by the
jurisdictions in which the aircraft are registered, possibly as part of the airworthiness requirements, but also by other jurisdictions where the aircraft operate. In addition, most countries’ aviation laws require aircraft to be maintained under
an approved maintenance program having defined procedures and intervals for inspection, maintenance and repair. To the extent that our aircraft are off-lease or a lessee defaults in effecting such compliance, we are required to comply with such
requirements at our expense.
The effects of various environmental regulations may negatively affect the airline industry. This may cause lessees
to default on their lease payment obligations to us.
The airline industry is subject to increasingly stringent federal, state, local and international environmental laws and regulations concerning emissions to
the air, discharges to surface and subsurface waters, safe drinking water, aircraft noise, the management of hazardous substances, oils and waste materials, and other regulations affecting aircraft operations. Governmental regulations regarding
aircraft and engine noise and emissions levels apply based on where the relevant aircraft is registered and operated.
Jurisdictions throughout the world have adopted noise regulations which require all aircraft to comply with noise level standards. In addition to the
current requirements, the United States and the International Civil Aviation Organization (“ICAO”) adopted set of standards for noise levels which applies to engines manufactured or certified on or after January 1, 2006. Currently, U.S.
regulations do not require any phase-out of aircraft that qualify with the older standards applicable to engines manufactured or certified prior to January 1, 2006, but the European Union imposes operating limitations on aircraft that do not
comply with the new standards and incorporates aviation-related emissions into the European Union’s Emissions Trading Scheme (“ETS”). ICAO has also adopted new, more stringent noise level standards to apply to new airplane type design with a
maximum certificated takeoff weight of 55,000 kg or more on or after December 31, 2017; or with maximum certificated takeoff weight of less than 55,000 kg on or after December 31, 2020. The United States has proposed noise regulations to
harmonize with the new ICAO standards.
The potential impact of ETS and ICAO standards on costs have not been completely identified. Concerns over global warming also could result in more
stringent limitations on the operation of aircraft. Any of these regulations could limit the economic life of the aircraft and engines, reduce their value, limit our ability to lease or sell the non-compliant aircraft and engines or, if engine
modifications are permitted, require us to make significant additional investments in the aircraft and engines to make them compliant. In addition, compliance with current or future regulations, taxes or duties imposed to deal with environmental
concerns could cause lessees to incur higher costs and lead to higher ticket prices, which could mean lower demand for travel, thereby generating lower net revenues and resulting in an adverse impact on the financial condition of our lessees.
Failure to obtain certain required licenses, consents and approvals could negatively affect our ability to re-lease
or sell aircraft, which would negatively affect our business, financial condition and financial results.
Aircraft leases often require specific licenses, consents or approvals. These include consents from governmental or regulatory authorities for certain
payments under the leases and for the import, re-export or deregistration of the aircraft. Subsequent changes in applicable law or administrative practice may increase or otherwise modify these requirements. In addition, a governmental consent,
once given, might be withdrawn. Any of these events could adversely affect our ability to re-lease or sell aircraft, which would negatively affect our business, financial condition and financial results.
We are subject to data security and privacy risks that could negatively affect our results, operations or reputation.
We must comply with increasingly complex and rigorous regulatory standards enacted to protect business and personal data in the U.S., Europe and elsewhere.
For example, the European Union adopted the General Data Protection Regulation (“GDPR”), which became effective on May 25, 2018. GDPR imposes additional obligations on companies regarding the handling of personal data and provides certain
individual privacy rights to persons whose data is stored. Compliance with existing, proposed and recently enacted laws (including implementation of the privacy and process enhancements called for under GDPR) and regulations can be costly; any
failure to comply with these regulatory standards could subject us to legal and reputational risks. Misuse of or failure to secure personal information could also result in violation of data privacy laws and regulations, proceedings against us by
governmental entities or others, damage to our reputation and credibility and could have a negative impact on revenues and profits.
If the effects of terrorist attacks and geopolitical conditions adversely impact the financial condition of the
airlines, our lessees might not be able to meet their lease payment obligations, which would have an adverse effect on our financial results and growth prospects.
War, armed hostilities or terrorist attacks, or the fear of such events, could decrease demand for air travel or increase the operating costs of our
customers. The situations in Iraq, Afghanistan, Syria, Iran, North Africa and Ukraine remain unsettled, and other international incidents, such as terrorist attacks in Belgium, France, Germany and Turkey, tension over North Korea’s nuclear
program and territorial disputes in East Asia, may lead to regional or broader international instability. Future terrorist attacks, war or armed hostilities, large protests or government instability, or the fear of such events, could further
negatively impact the airline industry and may have an adverse effect on the financial condition and liquidity of our lessees, aircraft values and rental rates and may lead to lease restructurings or aircraft repossessions, all of which could
adversely affect our financial results and growth prospects.
Terrorist attacks and geopolitical conditions have negatively affected the airline industry, and concerns about geopolitical conditions and further
terrorist attacks could continue to negatively affect airlines (including our lessees) for the foreseeable future, depending upon various factors, including: (i) higher costs to the airlines due to the increased security measures; (ii) decreased
passenger demand and revenue due to safety concerns or the inconvenience of additional security measures; (iii) the price and availability of jet fuel; (iv) higher financing costs and difficulty in raising the desired amount of proceeds on
favorable terms, or at all; (v) the significantly higher costs of aircraft insurance coverage for future claims caused by acts of war, terrorism, sabotage, hijacking and other similar perils, and the extent to which such insurance has been or
will continue to be available; (vi) the ability of airlines to reduce their operating costs and conserve financial resources, taking into account the increased costs incurred as a consequence of terrorist attacks and geopolitical conditions,
including those referred to above; and (vii) special charges recognized by some airlines, such as those related to the impairment of aircraft and other long lived assets stemming from the above conditions.
Epidemic diseases, severe weather conditions, natural disasters or their perceived effects may negatively impact the
airline industry and our lessees’ ability to meet their lease payment obligations to us, which, in turn, could have an adverse effect on our financial results and growth prospects.
Over the past several years, there have been outbreaks of epidemic diseases, such as Ebola virus disease and Zika virus disease. If an outbreak of epidemic
diseases were to occur, numerous responses, including travel restrictions, might be necessary to combat the spread of the disease. Even if restrictions are not implemented, it is likely that passengers would voluntarily choose to reduce travel.
Outbreaks of epidemic diseases, or the fear of such events, could result in travel bans or could have an adverse effect on our financial results. Similarly, demand for air travel or the inability of airlines to operate to or from certain regions
due to severe weather conditions or natural disasters, such as floods, earthquakes or volcanic eruptions, could have an adverse effect on our lessees’ ability to make their lease payment obligations to us, which could negatively impact our
financial results and growth prospects.
We are subject to various risks and requirements associated with transacting business in multiple countries which
could have a material adverse effect on our business, financial condition and financial results.
Our international operations expose us to trade and economic sanctions and other restrictions imposed by the United States, the European Union (the “EU”)
and other governments or organizations. The U.S. Departments of Justice, Commerce, State and Treasury and other federal agencies and authorities have a broad range of civil and criminal penalties they may seek to impose against corporations and
individuals for violations of economic sanctions laws, export control laws, the Foreign Corrupt Practices Act (“FCPA”), and other federal statutes and regulations, including those established by the Office of Foreign Assets Control (“OFAC”). In
addition, the U.K. Bribery Act of 2010 (the “Bribery Act”) prohibits both domestic and international bribery, as well as bribery across both private and public sectors. An organization that “fails to prevent bribery” by anyone associated with the
organization can be charged under the Bribery Act unless the organization can establish the defense of having implemented “adequate procedures” to prevent bribery. Under these laws and regulations, various government agencies may require export
licenses, may seek to impose modifications to business practices, including cessation of business activities in sanctioned countries or with sanctioned persons or entities, and modifications to compliance programs, which may increase compliance
costs, and may subject us to fines, penalties and other sanctions. A violation of these laws or regulations could adversely impact our business, financial condition and financial results.
The European Union and the United States have imposed sanctions on Russia and certain businesses, sectors and individuals in Russia, including the airline
industry. The European Union and the United States have also suspended the granting of certain types of export licenses to Russia. Russia has imposed its own sanctions on certain individuals in the United States and may impose other sanctions on
the United States and the European Union and/or certain businesses or individuals from these regions. We cannot assure you that the current sanctions or any further sanctions imposed by the European Union, the United States or other international
interests will not materially adversely affect our business, financial condition and financial results.
In May 2018, the United States announced its decision to withdraw from the Joint Comprehensive Plan of Action with Iran, and to re-impose U.S.
nuclear-related sanctions on Iran. The re-imposition of sanctions was effective November 4, 2018. The sale or lease of civil passenger aircraft to Iranian airlines is prohibited under U.S. sanctions.
We and our Manager have implemented and maintain policies and procedures designed to ensure compliance with FCPA, OFAC, the Bribery Act and other export
control, anti-corruption, anti-terrorism and anti-money laundering laws and regulations. We cannot assure you, however, that our directors, officers, consultants and agents will not engage in conduct for which we may be held responsible, nor can
we assure you that our business partners will not engage in conduct which could materially affect their ability to perform their contractual obligations to us or even result in our being held liable for such conduct. Moreover, while we believe
that we have been in compliance with all applicable sanctions laws and regulations, and intend to maintain such compliance, there can be no assurance that we will be in compliance in the future, particularly as the scope of certain laws may be
unclear and may be subject to change. Violations of FCPA, OFAC, the Bribery Act and other export control, anti-corruption, anti-terrorism and anti-money laundering laws and regulations may result in severe criminal or civil sanctions, and we may
be subject to other liabilities, which could have a material adverse effect on our business, financial condition and financial results.
Adverse conditions and disruptions in European economies could have a material adverse effect on our business.
Our business can be affected by a number of factors that are beyond our control, such as general geopolitical, economic and business conditions. Political
uncertainty has created financial and economic uncertainty, most recently as a result of the United Kingdom’s June 2016 referendum (commonly referred to as “Brexit”) to withdraw from the European Union (the “EU”). The economic consequences of
Brexit, including the possible repeal of open-skies agreements, could have a material adverse effect on our business. Further, many of the structural issues facing the EU following the global financial crisis of 2008 and Brexit remain, and
problems could resurface that could affect market conditions, and, possibly, our business, financial results and liquidity, particularly if they lead to the exit of one or more countries from the European Monetary Union (the “EMU”) or the exit of
additional countries from the EU. If one or more countries exited the EMU, there would be significant uncertainty with respect to outstanding obligations of counterparties and debtors in any exiting country, whether sovereign or otherwise, and it
would likely lead to complex and lengthy disputes and litigation.
We depend on aircraft and engine manufacturers’ success in remaining financially stable and producing aircraft.
The supply of commercial aircraft is dominated by a few airframe manufacturers, including Boeing, Airbus, Embraer, ATR and Bombardier, and a limited number
of engine manufacturers, such as GE Aircraft Engines, Rolls-Royce plc, Pratt & Whitney, a division of United Technologies Corporation, IAE International Aero Engines AG and CFM International, Inc. As a result, we will be dependent on the
success of these manufacturers in remaining financially stable, producing products and related components which meet the airlines’ demands, providing customer support and fulfilling any contractual obligations they may have to us.
In the event that the manufacturers provide deep discounts with respect to certain aircraft, that could affect our ability to effectively compete in the
market, we may not be able to remarket similar aircraft in our fleet at a profit or at all. This could also lead to reduced market lease rates and aircraft values.
Risks Related to Our Relationship with BBAM LP
BBAM has conflicts of interest with us and may favor their own business interest and those of their other managed
entities to our detriment.
Conflicts of interest will arise between us and BBAM LP with respect to our operations and business opportunities. BBAM LP acquires, manages and remarkets
aircraft for lease or sale for us and for other entities, including entities in which the owners of BBAM LP, Summit Aviation Partners II LLC and its affiliates (“Summit”), Onex Corporation and its affiliates (“Onex”), and GIC Private Limited
(“GIC”) may have an economic interest. We may compete directly with such other managed entities for investment opportunities. For example, BBAM performs aircraft acquisition, disposition and management services pursuant to a joint marketing
agreement with Nomura Babcock & Brown Co., Ltd, referred to as NBB, and manages and services other investment vehicles, including the Incline Aviation Fund, pursuant to long-term, exclusive agreements. BBAM has arranged a significant number
of aircraft acquisitions and dispositions pursuant to these agreements. We expect that BBAM will continue to arrange acquisition and disposition opportunities with NBB, and for other investment vehicles, and that we may compete with these parties
for such opportunities. A conflict of interest will arise if BBAM identifies an aircraft acquisition opportunity that would meet our investment objectives as well as those of another vehicle managed or serviced by BBAM. BBAM, Onex and GIC also
may participate in other ventures that acquire and lease commercial jet aircraft. We do not have an exclusive or first right to participate in aircraft acquisition opportunities originated or identified by BBAM. Under our agreements with BBAM LP,
our Manager has agreed to act in the best interests of our shareholders. However, neither BBAM nor any other BBAM LP affiliate will be restricted from pursuing, or offering to another party, any investment or disposal opportunity, or will be
required by Fly to establish any investment protocol in relation to prioritization of any investment or disposal opportunity. We may purchase aircraft from, or sell aircraft to, entities managed by BBAM, or entities in which Summit, Onex or GIC
has an ownership interest. Although such purchases will require approval by our independent directors, the pricing and other terms of these transactions may be less advantageous to us than if they had been the result of transactions among
unaffiliated third parties.
Under our servicing agreements with BBAM, if a conflict of interest arises as to our aircraft and other aircraft managed by BBAM, BBAM must perform the
services in good faith, and, to the extent that our aircraft or other aircraft managed by BBAM have substantially similar characteristics that are relevant for purposes of the particular services to be performed, BBAM has agreed not to
discriminate among our aircraft or between any of our aircraft and any other managed aircraft on an unreasonable basis. Nevertheless, despite these contractual undertakings, BBAM as Servicer may favor its own interests and the interests of other
managed entities over our interests. Conflicts may arise when our aircraft are leased to entities that also lease other aircraft managed by BBAM and decisions affecting some aircraft may have an adverse impact on others. For example, when a
lessee in financial distress seeks to return some of its aircraft, BBAM may be required to decide which aircraft to accept for return and may favor its or another managed entity’s interest over ours. Conflicts also may arise, for example, when
our aircraft are being marketed for re-lease or sale at a time when other aircraft managed by BBAM are being similarly marketed.
Under the terms of our servicing agreements, we are not entitled to be informed of all conflicts of interest involving BBAM and are limited in our right to
replace BBAM because of conflicts of interest. Any replacement Servicer may not provide the same quality of service or may not afford us terms as favorable as the terms currently offered by BBAM. If BBAM, as the servicer, makes a decision that is
adverse to our interests, our business, financial condition, financial results and cash flows could suffer.
Even if we were to become dissatisfied with BBAM LP’s performance, there are only limited circumstances under which
we are able to terminate our management and servicing agreements and we may not terminate certain of our servicing agreements without the prior written consent of third parties, including insurance policy provider or lenders.
Our management agreement with our Manager expires on July 1, 2025. At that time, the management agreement will automatically renew for five years, unless we
make a payment to the Manager equal to $6.0 million, plus, so long as the management expense amount does not exceed $12.0 million, 50% of the excess (if any) of the management expense amount over $6.0 million. We may terminate the management
agreement sooner only if:
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at least 75% of our independent directors and holders of 75% or more of all of our outstanding common shares (measured by vote) determine by resolution that there has
been unsatisfactory performance by our Manager that is materially detrimental to us;
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our Manager materially breaches the management agreement and fails to remedy such breach within 90 days of receiving written notice from us requiring it to do so, or such
breach results in liability to us and is attributable to our Manager’s gross negligence, fraud or dishonesty, or willful misconduct in respect of the obligation to apply the standard of care;
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any license, permit or authorization held by the Manager which is necessary for it to perform the services and duties under the management agreement is materially
breached, suspended or revoked, or otherwise made subject to conditions which, in the reasonable opinion of our board of directors, would prevent the Manager from performing the services and the situation is not remedied within 90
days;
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BBAM Aviation Services Limited or one of its affiliates ceases to hold (directly or indirectly) more than 50% of the voting equity of, and economic interest in, the
Manager;
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our Manager becomes subject to bankruptcy or insolvency proceedings that are not discharged within 75 days, unless our Manager is withdrawn and replaced within 90 days of
the initiation of such bankruptcy or insolvency proceedings with an affiliate or associate of BBAM that is able to make correctly the representations and warranties set out in the management agreement;
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our Manager voluntarily commences any proceeding or files any petition seeking bankruptcy, insolvency, receivership or similar law, or makes a general assignment for the
benefit of its creditors, unless our Manager is withdrawn and replaced within 15 days with an affiliate or associate of BBAM that is able to make correctly the representations and warranties set out in the management agreement; or
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an order is made for the winding up of our Manager, unless our Manager is withdrawn and replaced within 15 days with an affiliate or associate of BBAM that is able to
make correctly the representations and warranties set out in the management agreement.
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We generally do not have the right to terminate our servicing agreements with BBAM without cause, and such agreements do not automatically terminate in the
event of the termination or expiration of our managing agreement with our Manager.
We have the right to terminate the servicing agreement for B&B Air Funding (with the prior written consent of the financial guaranty provider for
B&B Air Funding, which we refer to as the policy provider) and the policy provider has the independent right to terminate the agreement (without our consent) in the following limited circumstances:
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Bankruptcy or insolvency of BBAM LP;
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BBAM LP ceases to own, directly or indirectly, at least 50% of the Servicer;
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Summit ceases to own, directly or indirectly, at least 33.33% of the partnership interests in BBAM LP; provided that a sale that results in such ownership being at a
level below 33.33% shall not constitute a servicer termination event if the sale is to a publicly listed entity or other person with a net worth of at least $100.0 million;
and
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50% or more of the Servicer’s key finance and legal team or technical and marketing team cease to be employed by BBAM LP and are not replaced with employees with
reasonably comparable experience within 90 days.
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The servicing agreements relating to our unencumbered aircraft, our aircraft financed by Secured Borrowings, and our engines generally can be terminated by
us in the case of a material breach by the servicer that is not cured within 30 days of written notice, the bankruptcy or insolvency of the servicer or if the servicer ceases to be actively involved in the aircraft leasing business. The servicing
agreement relating to the aircraft financed by the Fly Aladdin Acquisition Facility provides us with additional termination rights in the event of the acceleration of the loans due thereunder, the failure of the servicer or certain of its
affiliates to make certain payments when due in respect of any recourse indebtedness and the acceleration of such indebtedness, or the servicer acting with gross negligence, willful misconduct, bad faith or reckless disregard under the servicing
agreement or committing dishonest or fraudulent acts. Termination of the servicing agreements relating to our aircraft financed by Secured Borrowings and our engines requires the consent of the lender(s) providing financing for the relevant
aircraft or engines prior to termination.
Our management and servicing agreements limit our remedies against BBAM LP for unsatisfactory performance and provide
certain termination rights to the policy provider.
Under our management and servicing agreements with BBAM LP, in many cases we may not have the right to recover damages from BBAM LP for unsatisfactory
performance. Moreover, we have agreed to indemnify our Manager, BBAM LP and their affiliates for broad categories of losses arising out of the performance of services, unless they are finally adjudicated to have been caused directly by our
Manager’s or BBAM LP’s gross negligence, fraud, deceit or willful misconduct in respect of its obligation to apply its standard of care or, in the case of the servicing agreement for B&B Air Funding, conflicts of interest standard in the
performance of its services. In addition, because of our substantial dependence on BBAM LP, our board of directors may be reluctant to initiate litigation against BBAM LP to enforce contractual rights under our management and servicing
agreements.
BBAM may resign as Servicer under our servicing agreements under certain circumstances, which would significantly
impair our ability to re-lease or sell aircraft and service our leases.
BBAM may resign under one or more of our servicing agreements under certain circumstances if it reasonably determines that directions given, or services
required, would, if carried out, be unlawful under applicable law, be likely to lead to an investigation by any governmental authority having jurisdiction over BBAM or its affiliates, expose BBAM to liabilities for which, in BBAM’s good faith
opinion, adequate bond or indemnity has not been provided or place BBAM in a conflict of interest with respect to which, in BBAM’s good faith opinion, BBAM could not continue to perform its obligations under the servicing agreement with respect
to all serviced aircraft or any affected aircraft, as the case may be (but with respect to the foregoing circumstance, BBAM may resign only with respect to the affected aircraft). Whether or not it resigns, BBAM is not required to take any action
of the foregoing kind. BBAM may also resign if it becomes subject to taxes for which we do not indemnify it. BBAM’s decision to resign would significantly impair our ability to re-lease or sell aircraft and service our leases.
A cybersecurity incident involving BBAM’s information technology, or IT, security systems, or those of our airline
customers, may disrupt our business and result in lost revenues and additional costs.
We depend on the secure operation of BBAM’s computer systems, to manage, process, store, and transmit information associated with aircraft leasing. A
cybersecurity incident at BBAM could adversely impact our daily operations and lead to the loss of sensitive information, including our own proprietary information and that of our customers. Such losses could harm our reputation and result in
competitive disadvantages, litigation, regulatory enforcement actions, lost revenues, additional costs and liability. While BBAM devotes substantial resources to maintaining adequate levels of cyber-security, its resources and technical
sophistication may not be adequate to prevent all types of cybersecurity incidents.
In addition, our airline customers may fall victim to cyber-attacks or experience other cybersecurity incidents, including wire transfer fraud. In 2018, we
became aware of at least one attempted instance of wire transfer fraud in which an email that appeared on its face to be legitimate unsuccessfully attempted to direct an airline customer to make payments owing to us to a fraudulent bank account.
BBAM maintains cybersecurity insurance to address such incidents. However, damage and claims arising therefrom may not be covered or may exceed the amount of any cybersecurity insurance available.
Risks Related to Our Indebtedness
We have substantial indebtedness that imposes constraints on our operations.
We and our subsidiaries have a significant amount of indebtedness. As of December 31, 2018, our
total consolidated indebtedness, net of unamortized debt discounts and loan costs, was $3.0 billion.
The terms of our debt facilities subject us to certain risks and operational restrictions, including:
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most of the aircraft and related leases in our portfolio secure debt obligations, the terms of which restrict our ability to sell aircraft and require us to use proceeds
from sales of aircraft, in part, to repay outstanding debt;
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we are required to dedicate a significant portion of our cash flows from operations to debt service payments, thereby reducing the amount of our cash flows available to
fund working capital, make capital expenditures and satisfy other needs;
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restrictions on our subsidiaries’ ability to distribute excess cash flows to us under certain circumstances;
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lessee, geographical and other concentration requirements limit our flexibility in leasing our aircraft;
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requirements to obtain the consent of third parties including lenders, the insurance policy provider and rating agency confirmations for certain actions; and
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restrictions on our subsidiaries’ ability to incur additional debt, pay dividends or make other restricted payments, create liens on assets, sell assets, enter into
transactions with our affiliates, make freighter conversions and make certain investments or capital expenditures.
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In addition, the indentures and agreements governing certain of our indebtedness contain financial and operating covenants that, among other things, require
us to maintain specified financial ratios and tests. Our ability to meet these financial and operating covenants can be affected by events beyond our control, and we may be unable to meet them. As a result of these restrictions, we may be
limited in how we conduct and grow our business, or unable to compete effectively or to take advantage of new business opportunities.
A breach of the covenants or restrictions under the indentures and agreements governing certain of our indebtedness could result in an event of default
under the applicable indebtedness. Such a default may allow holders of our debt securities or our lenders, as applicable, to accelerate the related indebtedness, which may result in the acceleration of other indebtedness to which a
cross-acceleration or cross-default provision applies. In addition, such lenders or debt holders could terminate commitments to lend money, if any. Furthermore, if we were unable to repay the indebtedness then due and payable, secured lenders
could proceed against the aircraft, if any, securing such indebtedness. In the event our lenders or holders of our debt securities accelerate the repayment of our borrowings, we may not have sufficient assets to repay that indebtedness.
The restrictions described above, as well as restrictions in our other financing facilities, may impair our ability to operate and to compete effectively
with our competitors. Similar restrictions may be contained in the terms of future financings that we may enter into to finance our growth.
Our substantial indebtedness could adversely affect our financial condition and prevent us from fulfilling our
obligations under our borrowings.
Subject to the limits contained in the agreements governing our existing and future indebtedness, we may be able to incur substantial additional debt from
time to time to finance aircraft and other aviation assets, working capital, capital expenditures, investments or acquisitions, or for other purposes. If we do so, the risks related to our high level of debt could intensify. Specifically, our
high level of debt could have important consequences, including the following:
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making it more difficult for us to satisfy our debt obligations with respect to the notes and our other debt;
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limiting our ability to obtain additional financing to fund the acquisition of aircraft or other aviation assets or for other general corporate requirements;
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requiring a substantial portion of our cash flows to be dedicated to debt service payments instead of other purposes, thereby reducing the amount of cash flows available
for acquisitions of aircraft and other aviation assets and for other general corporate purposes;
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increasing our vulnerability to general adverse economic and industry conditions;
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exposing us to the risk of increased interest rates as certain of our borrowings, including borrowings under our various credit facilities, are at variable rates of
interest;
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limiting our flexibility in planning for and reacting to changes in the aircraft industry;
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placing us at a disadvantage compared to other competitors; and
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increasing our cost of borrowing.
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We may not be able to generate sufficient cash to service all of our indebtedness, and may be forced to take other
actions to satisfy our obligations under our indebtedness, which may not be successful.
Our ability to make scheduled payments on or refinance our debt obligations, depends on our financial condition and operating performance, which are subject
to prevailing economic and competitive conditions and to financial, business, legislative, regulatory and other factors beyond our control. We may be unable to maintain a level of cash flows from operating activities sufficient to permit us to
pay the principal of, premium, if any, or interest on our indebtedness.
If our cash flows and capital resources are insufficient to fund our debt service obligations, we could face substantial liquidity problems and could be
forced to reduce or delay aircraft purchases or to dispose of material assets, or seek additional debt or equity capital or to restructure or refinance our indebtedness. We may not be able to effect any such measures on commercially reasonable
terms or at all and, even if successful, those actions may not allow us to meet our scheduled debt service obligations. Certain agreements governing our indebtedness restrict our ability to dispose of assets and use the proceeds from those
dispositions. We may not be able to consummate those dispositions or to obtain proceeds in an amount sufficient to meet debt service obligations then due.
Our inability to generate sufficient cash flows to satisfy our debt obligations, or to refinance our indebtedness on commercially reasonable terms or at
all, would materially and adversely affect our financial position and financial results and our ability to satisfy our obligations.
If we cannot make scheduled payments on our indebtedness, we will be in default and holders of our debt securities or our lenders, as applicable, may be
able to declare such indebtedness to be due and payable, terminate commitments to lend money, foreclose against the aircraft, if any, securing such indebtedness or pursue other remedies, including potentially forcing us into bankruptcy or
liquidation.
We have a significant amount of non-recourse debt.
As of December 31, 2018, we had a total of $3.0 billion principal amount outstanding under our borrowings. Of this amount, $1.0 billion was non-recourse to Fly, except for certain limited obligations which typically include reimbursement for certain
expenses and costs incurred by the lenders. These non-recourse loans may be provided through loan facilities that are typically cross-collateralized and contain cross-default provisions against all of the loans advanced within each facility, as
well as through individual loans against individual aircraft. As of December 31, 2018, we had the following non-recourse debt facilities that provided financing against
multiple aircraft:
Facility (1)
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Principal Amount Outstanding
at December 31, 2018 (2)
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Number of
Aircraft Financed
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Maturity Date
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Securitization Notes (3)
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$
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85.6 million |
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9
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November 2033
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Nord LB Facility
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$
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108.9 million |
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5
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January 2020
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Fly Aladdin Acquisition Facility
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$
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467.2 million |
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24
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June 2020 – June 2023
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(1) |
Excludes $330.4 million principal amount outstanding of non-recourse secured borrowings associated with six aircraft.
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(2) |
Excludes unamortized debt discounts and loan costs.
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(3) |
The Securitization Notes will be redeemed at par, plus accrued interest, on March 14, 2019.
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The maturity dates for non-recourse loans range from June 2020 to November 2033. In general, upon a default on a non-recourse loan, the lenders will have
the ability to foreclose upon any or all available collateral (including aircraft, leases and shares of aircraft-owning and/or aircraft-leasing special purposes entities) to satisfy amounts due under the loan. However, the lenders cannot make a
claim against us for payment of these outstanding obligations, except for the limited payment obligations described above. The non-recourse nature of these loans means that we may decide, for economic reasons, to default on a non-recourse loan if
and when we believe that the aircraft and other assets securing such loan are worth less than the amount outstanding under the loan. Although the direct financial impact to us under such a default on a non-recourse loan is limited, these defaults
may impact our reputation as a borrower and impair our ability to secure future borrowings, which could have a material adverse impact on our ability to grow our aircraft portfolio and earnings.
We have a significant amount of recourse debt outstanding, including debt of our subsidiaries that we have
guaranteed.
We had $2.0 billion of recourse debt outstanding as of December 31, 2018, including
debt of our subsidiaries that we have guaranteed. We expect to incur additional recourse indebtedness in the future. Although these recourse loans may be secured by aircraft and their associated leases, we have guaranteed and will be responsible
for timely payment of all debt service and other amounts due under these loans in the event that the underlying leases do not provide sufficient cash flows to meet required debt payments. In this case, we will be required to make payments from
our unrestricted cash, which could have a materially adverse impact on our ability to grow through future acquisitions of aircraft. In addition, the Term Loan, the Magellan Acquisition Limited Facility, the Fly Acquisition III Facility, Fly
Aladdin Engine Funding Facility, our 2021 Notes and 2024 Notes, and certain of our other recourse indebtedness contain cross-default provisions to other recourse indebtedness which if triggered could significantly increase the amount of
indebtedness which is payable by us at the time of the cross-default.
Certain of the agreements governing our recourse debt may limit our operational flexibility which could negatively
affect our financial condition, cash flow and results of operations.
Certain of the agreements governing our recourse debt, including our warehouse and term loan facilities, contain covenants that require us to comply with
one or more of the following: maximum loan-to-value ratios, minimum tangible net worth and minimum liquidity requirements; and interest coverage ratios. Complying with such covenants may at times require us to deposit cash as additional
collateral and to forego use of such cash for other needs or opportunities. Moreover, our failure to comply with any of these covenants (if the period of time to exercise any temporary cure has lapsed) could constitute a default under such
agreements and could potentially trigger a cross-default and acceleration of some, if not all, of our then outstanding debt in our recourse credit facilities, which would negatively affect our financial condition, cash flows and results of
operations.
We are primarily a holding company and currently rely on our subsidiaries to provide us with funds necessary to meet
our financial obligations.
We are primarily a holding company and our principal assets are the investments we hold in our subsidiaries, which own either directly or indirectly through
their subsidiaries, the aircraft in our portfolio. As a result, we depend on cash flows from our subsidiaries to generate the funds necessary to meet our financial obligations. Our existing subsidiaries are legally distinct from us and may be
significantly restricted from paying dividends, making payments on shareholders loans advanced by us, or otherwise making funds available to us pursuant to the agreements governing their financing arrangements. If we are unable to comply with the
covenants contained in these agreements, then the amounts outstanding under these debt facilities may become immediately due and payable, cash generated by aircraft financed through these facilities may be unavailable to us and/or we may be
unable to draw additional amounts under these facilities. The events that could cause some of our subsidiaries to be noncompliant under their loan agreements, such as a lessee default, may be beyond our control, but they nevertheless could have a
substantial adverse impact on the amount of our cash flows available to fund working capital, make capital expenditures and satisfy other cash needs. For a description of the operating and financial restrictions in our debt facilities, see the
section titled “Operating and Financial Review and Prospects—Financing.”
We are subject to interest rate risk.
Certain of our debt facilities have floating interest rates, creating the risk of an increase in interest rates and the risk that cash flows may be
insufficient to make scheduled interest payments if interest rates were to increase. To limit this risk, we have entered into interest rate swap contracts with one or more counterparties. We remain exposed, however, to changes in interest rates
to the extent that our interest rate swap contracts are not correlated to our financial liabilities. In addition, if any counterparty were to default on its obligations, then a mismatch in the floating rate interest obligations and fixed rate
lease payments may arise, which could impair our ability to meet our financial obligations. If any of our interest rate swap contracts were terminated early, we could be obligated to make a material payment to our counterparties.
We may be affected by the discontinuation or modification of LIBOR interest rate benchmarks.
On July 27, 2017, the Chief Executive of the U.K. Financial Conduct Authority (“FCA”), which regulates LIBOR, announced that the FCA will no longer persuade
or compel banks to submit rates for the calculation of the London Interbank Offered Rate (“LIBOR”). Such announcement indicates that the continuation of LIBOR on the current basis cannot and will not be guaranteed after 2021. Moreover, it is
possible that LIBOR will be discontinued or modified prior to 2021.
Certain of our aircraft lease agreements require the lessee to pay a floating rent amount to us based on LIBOR, and certain of our floating rate indebtedness requires us to pay variable interest to our lenders based on LIBOR. It
is not possible to predict the effect that any discontinuance or modification of LIBOR will have on these payments, or on any of our future floating rate leases or indebtedness. Regulatory and/or industry action may cause LIBOR interest rate
benchmarks to perform differently than in the past, or to disappear entirely, or have other consequences which cannot be predicted. Any such consequence could negatively impact our financial condition, cash flows and results of operations.
Risks Related to Taxation
We expect that we will be treated as a passive foreign investment company, or a “PFIC,” for the current taxable year
and for the foreseeable future, which could have adverse U.S. federal income tax consequences to a U.S. shareholder.
We expect that we will be treated as a PFIC for U.S. federal income tax purposes for the current taxable year and for the foreseeable future. Assuming we
are a PFIC, a U.S. holder of our shares will be subject to the PFIC rules, with a variety of potentially adverse tax consequences under the U.S. federal income tax laws. Such consequences depend in part on whether such shareholder elects to treat
us as a qualified electing fund (a “QEF”). Absent a QEF election or mark-to-market election, a U.S. shareholder who disposes or is deemed to dispose of our shares at a gain, or who receives or is deemed to receive certain distributions with
respect to our shares, generally will be required to treat such gain or distributions as ordinary income and to pay an interest charge on the tax imposed. If a U.S. shareholder makes a QEF election in the first taxable year in which the U.S.
shareholder owns our shares, then such U.S. shareholder will be required for each taxable year to include in income a pro rata share of our ordinary earnings as ordinary income and a pro rata share of our net capital gains as long-term capital
gain, subject to a separate voluntary election to defer payment of taxes, which deferral is subject to an interest charge. Such inclusion of taxable income is required even if the amount exceeds cash distributions, if any. Moreover, our
distributions, if any, will not qualify for the reduced rate of U.S. federal income tax that applies to qualified dividends paid to non-corporate U.S. taxpayers.
It is also possible that one or more of our subsidiaries or investments is or will become a PFIC. Such determination is made annually after the close of
each taxable year and is dependent upon a number of factors, some of which are beyond our control, including the amount and nature of a subsidiary’s income, as well as the market valuation and nature of a subsidiary’s assets. In such case,
assuming a U.S. shareholder does not receive from us the information it needs to make a QEF election with respect such a subsidiary, a U.S. shareholder generally will be deemed to own a portion of the shares of such lower-tier PFIC and may incur
liability for a deferred tax and interest charge if we receive a distribution from, or dispose of all or part of our interest in, or the U.S. shareholder otherwise is deemed to have disposed of an interest in, the lower-tier PFIC (including
through a sale of our shares).
The determination whether or not we (or any of our subsidiaries) is a PFIC is a factual determination that is made annually based on the types of income we
(or any of our subsidiaries) earn and the value of our (or our subsidiaries’) assets, and because certain aspects of the PFIC rules are not entirely certain, there can be no assurance that we (or any of our subsidiaries) will or will not be
considered a PFIC in the current or future years or that the IRS will agree with our conclusion regarding our (or our subsidiaries’) PFIC status. Investors should consult with their own tax advisors about the PFIC rules, including the
advisability of making a QEF election or the mark-to-market election. (See Item 10, “Additional Information — Taxation — U.S. Federal Income Tax Considerations”).
We may face increased tax costs.
We and our subsidiaries could face increased tax costs for various reasons, including our failure to qualify for treaty benefits under the Irish Treaty, the
assertion of a permanent establishment within the United States, or the deduction of withholding taxes from rent payments. Any increase in our tax costs, directly or indirectly, would adversely affect our net income and cash flows.
Because Ireland does not have tax treaties with all jurisdictions, we may find it necessary to establish subsidiaries in other jurisdictions to lease or
sublease aircraft to customers in those jurisdictions. Such subsidiaries may be subject to taxation in the jurisdictions in which they are organized, which would reduce our net income and have an adverse impact on our cash flows. In addition, any
increase in Irish corporate tax rates could have an adverse impact on us.
With the finalization of the Base Erosion and Profit Shifting Project undertaken by the Organization for Economic Development and Cooperation (the “OECD”),
the OECD has published final reports outlining a set of consensus actions aimed at restructuring the taxation scheme currently affecting multinational entities (the “Actions”). Many OECD countries have acknowledged their intent to implement the
Actions and update their local tax regulations. The extent (if any) to which countries in which we operate adopt and implement the Actions could affect our effective tax rate and our future results from our operations.
Depending upon how these schemes are implemented by participating and non-participating countries, it could result in certain countries asserting that we
have a permanent establishment in a country other than Ireland and that income is sourced to a country other than Ireland, where the tax rate and capital recovery mechanisms are different from Ireland. It is also possible that multiple
jurisdictions will seek to source in their country income claimed by another jurisdiction.
The tax rate applicable to us would be higher than we expect if we were considered not to be carrying on a trade in
Ireland for the purposes of Irish law.
We are subject to Irish corporation tax on our net trading income at the rate of 12.5%. Under Irish tax law, non-trading income is taxed at the rate of 25%
and capital gains are taxed at the rate of 33%. We believe that we carry on sufficient activity in Ireland, directly through our board of directors and indirectly through the services of our Manager, BBAM LP and our Servicer, so as to be treated
as carrying on a trade in Ireland for the purposes of Irish tax law. If we or any of our Irish tax-resident subsidiaries were considered not to be carrying on a trade in Ireland, we or they may be subject to additional Irish tax liabilities. The
application of a higher tax rate (25% instead of 12.5%) on taxable income could negatively impact our cash flows. In addition, we cannot assure you that the 12.5% tax rate applicable to trading income, the 33% tax rate applicable to capital gains
or the 25% tax rate applicable to non-trading income will not be changed in the future.
We may be affected by the Bermuda Economic Substance Act 2018
We are a company organized in Bermuda. During 2017, the European Union (“EU”) Economic and Financial Affairs Council (“ECOFIN”) released a list of
non-cooperative jurisdictions for tax purposes. The stated aim of this list, and accompanying report, was to promote good governance worldwide in order to maximize efforts to prevent tax fraud and tax evasion. Bermuda was not on the list of
non-cooperative jurisdictions; however, Bermuda did feature in the report as having committed to address concerns relating to economic substance by December 31, 2018.
In accordance with that commitment, Bermuda enacted the Economic Substance Act 2018 (the “BESA”) in December 2018. Under the BESA, if a Bermuda company is
carrying on as a business one or more “relevant activity” (including: banking, insurance, fund management, financing, leasing, headquarters, shipping, distribution and service center, intellectual property or holding company) it will be required
to maintain a substantial economic presence in Bermuda and to comply with the economic substance requirements set forth in the BESA. Companies subject to the economic substance requirements will be required to file an economic substance
declaration with the Registrar of Companies in Bermuda on an annual basis.
At present, the impact of the BESA is unclear and it is impossible to predict the nature and effect of these requirements on us and our subsidiaries
incorporated in Bermuda. We are currently evaluating the potential effect that the BESA will have on us or our Bermuda subsidiaries.
Risks Related to the Ownership of Our Shares
The price of our shares has been volatile. This volatility may negatively affect the price of our shares.
Our shares have experienced substantial price volatility. This volatility may negatively affect the price of our shares at any point in time. Our share
price is likely to continue to be volatile and subject to significant price and volume fluctuations in response to market and other factors, including:
|
· |
announcements concerning our competitors, the airline industry (including the creditworthiness of airlines) or the economy in general;
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|
· |
announcements concerning the availability of the type of aircraft we own;
|
|
· |
general and industry-specific economic conditions;
|
|
· |
changes in the price of aircraft fuel;
|
|
· |
changes in financial estimates or recommendations by securities analysts or failure to meet analysts’ performance expectations;
|
|
· |
any increased indebtedness we may incur in the future;
|
|
· |
speculation or reports by the press or investment community with respect to us or our industry in general;
|
|
· |
announcements by us or our competitors of significant contracts, acquisitions, dispositions, strategic partnerships, joint ventures or capital commitments;
|
|
· |
changes or proposed changes in laws or regulations affecting the airline industry or enforcement of these laws and regulations, or announcements relating to these matters; and
|
|
· |
general market, political and economic conditions, including any such conditions and local conditions in the markets in which our lessees are located.
|
Broad market and industry factors may decrease the market price of our shares, regardless of our actual operating performance. The stock market in general
has from time to time experienced extreme price and volume fluctuations, including periods of sharp decline. In the past, following periods of volatility in the overall market and the market price of a company’s securities, securities class
action litigation has often been instituted against these companies. Such litigation, if instituted against us, could result in substantial costs and a diversion of our management’s attention and resources.
Provisions in our bye-laws, our management agreement,
the indentures governing our 2021 Notes and 2024 Notes, and our voting agreement with AirAsia Group Berhad may discourage a change of control.
Our bye-laws contain provisions that could make it more difficult for a third party to acquire us without the consent of our board of directors. These
include:
|
· |
provisions that permit us to require any competitor of BBAM LP that acquires beneficial ownership of more than 15% of our common shares either to tender for all of our
remaining common shares for no less than their fair market value, or sell such number of common shares to us or to third parties as to reduce its beneficial ownership to less than 15%, in either case within 90 days of our request to
so tender or sell;
|
|
· |
provisions that reduce the vote of each common share held by a competitor of BBAM LP that beneficially owns 15% or more, but less than 50%, of our common shares to
three-tenths of one vote per share on all matters upon which shareholders may vote;
|
|
· |
provisions that permit our board of directors to determine the powers, preferences and rights of any preference shares we may issue and to issue any such preference
shares without shareholder approval;
|
|
· |
advance notice requirements by shareholders for director nominations and actions to be taken at annual meetings; and
|
|
· |
no provision for cumulative voting in the election of directors, such that all the directors standing for election may be elected by our shareholders by a plurality of
votes cast at a duly convened annual general meeting, the quorum for which is two or more persons present in person or by proxy at the start of the meeting and representing in excess of 25% of all votes attaching to all shares in
issue entitling the holder to vote at the meeting.
|
These provisions may make it difficult and expensive for a third party to pursue a tender offer, change in control or takeover attempt that is opposed by
our management and/or our board of directors. Public shareholders who might desire to participate in these types of transactions may not have an opportunity to do so. These anti-takeover provisions could substantially impede the ability of public
shareholders to benefit from a change in control of our company or change our board of directors and, as a result, may adversely affect the market price of our shares and your ability to realize any potential change of control premium.
Provisions in our management agreement could make it more difficult for a third party to acquire our company without the consent of our board of directors
or BBAM. Upon a change of control, our management agreement requires us to pay a fee equal to 1.5% of our enterprise value to our Manager. In addition, if the directors in office on December 28, 2012 and any successor to any such director who was
nominated or selected by a majority of the current directors and our Manager appointed directors, cease to constitute at least a majority of the board (excluding directors appointed by our Manager), our Manager may terminate the management
agreement, and we will pay our Manager a fee as follows: (i) during the first five year term, an amount equal to three times the aggregate management expense amount in respect of the last complete fiscal year prior to the termination date; (ii)
during the second five year term, an amount an amount equal to two times the aggregate management expense amount in respect of the last complete fiscal year prior to the termination date; (iii) during the third five year term, an amount an amount
equal to the aggregate management expense amount in respect of the last complete fiscal year prior to the termination date. Neither our management agreement nor our servicing agreements automatically terminate upon a change of control.
Furthermore, the indentures governing our 2021 Notes and 2024 Notes contain provisions that permit our noteholders to require us to redeem their notes
before maturity at a premium to par upon a change of control of our company.
Finally, as a result of the AirAsia Transactions, AirAsia Group Berhad currently owns approximately 10.2% of our common shares. AirAsia Group Berhad has
agreed to vote these common shares in favor of any proposal recommended by our Board for approval by our shareholders and against any proposal that is not recommended by our Board, including any proposal by a third party to acquire us. This
voting agreement will make it more difficult for any proposal to be approved by our shareholders that is not recommended for approval by our Board.
Shareholders may have greater difficulties in
protecting their interests than they would have as shareholders of a U.S. corporation.
The Companies Act 1981 of Bermuda, as amended, which we refer to as the “Companies Act,” applies to our company and differs in material respects from laws
generally applicable to U.S. corporations and their shareholders. Taken together with the provisions of our bye-laws, some of these differences may result in shareholders having greater difficulties in protecting their interests as a shareholder
of our company than they would have as a shareholder of a U.S. corporation. This affects, among other things, the circumstances under which transactions involving an interested director are voidable, whether an interested director can be held
accountable for any benefit realized in a transaction with our company, what approvals are required for business combinations by our company with a large shareholder or a wholly-owned subsidiary, what rights shareholders may have to enforce
specified provisions of the Companies Act or our bye-laws, and the circumstances under which we may indemnify our directors and officers.
We are a Bermuda company that is managed and controlled in Ireland. It may be difficult for you to enforce judgments
against us or against our directors and executive officers.
We are incorporated under the laws of Bermuda and are managed and controlled in Ireland. Our business is based outside the United States, a majority of our
directors and officers reside outside the United States and a majority of our assets and some or all of the assets of such persons are located outside the United States. As a result, it may be difficult or impossible to effect service of process
within the United States upon us or those persons, or to recover against us or them on judgments of U.S. courts, including judgments predicated upon the civil liability provisions of the U.S. federal securities laws. Further, no claim may be
brought in Bermuda or Ireland against us or our directors and officers in the first instance for violation of U.S. federal securities laws because these laws have no extraterritorial application under Bermuda or Irish law and do not have force of
law in Bermuda or Ireland. However, a Bermuda or Irish court may impose civil liability, including the possibility of monetary damages, on us or our directors and officers if the facts alleged in a complaint constitute or give rise to a cause of
action under Bermuda or Irish law.
There is doubt as to whether the courts of Bermuda or Ireland would enforce judgments of U.S. courts obtained in actions against us or our directors and
officers, predicated upon the civil liability provisions of the U.S. federal securities laws, or entertain actions brought in Bermuda or Ireland against us or such persons predicated solely upon U.S. federal securities laws. Further, there is no
treaty in effect between the United States and Bermuda or Ireland providing for the enforcement of judgments of U.S. courts in civil and commercial matters, and there are grounds upon which Bermuda or Irish courts may decline to enforce the
judgments of U.S. courts. Some remedies available under the laws of U.S. jurisdictions, including some remedies available under the U.S. federal securities laws, may not be allowed in Bermuda or Irish courts as contrary to public policy in
Bermuda or Ireland. Because judgments of U.S. courts are not automatically enforceable in Bermuda or Ireland, it may be difficult for you to recover against us or our directors and officers based upon such judgments.
Future offerings of debt or equity securities by us may adversely affect the market price of our shares.
In the future, we may attempt to obtain financing or to further increase our capital resources by issuing additional common shares or offering debt or
additional equity securities, including commercial paper, medium-term notes, senior or subordinated notes or preference shares. Issuing additional common shares or other additional equity offerings may dilute the economic and voting rights of our
existing shareholders or reduce the market price of our common shares, or both. Upon liquidation, holders of such debt securities and preference shares, if issued, and lenders with respect to other borrowings, would receive a distribution of our
available assets prior to the holders of our common shares. Preference shares, if issued, may have rights, preferences or privileges senior to existing shareholders, including with respect to liquidating distributions, dividend payments or share
repurchases. Because our bye-laws permit the issuance of common and preference shares, if our board of directors approves the issuance of such shares in a future financing transaction, our existing shareholders will not have the ability to
approve such a transaction. Because our decision to issue securities in any future offering will depend on market conditions and other factors beyond our control, we cannot predict or estimate the amount, timing or nature of our future offerings.
Thus, holders of our common shares bear the risk of our future offerings reducing the market price of our common shares and diluting their share holdings in us.
As a foreign private issuer, we are permitted to follow certain home country corporate governance practices instead
of applicable SEC and NYSE requirements, which may result in less protection than is accorded to investors under rules applicable to domestic issuers.
As a foreign private issuer, we are not required to comply with all of the rules that apply to listed U.S. companies. Nevertheless, we have generally chosen
to comply with the corporate governance rules of the New York Stock Exchange (“NYSE”) as though we were a U.S. company. Accordingly, we do not believe there are any 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.
However, we intend to follow the practices of our home country, Bermuda, in connection with certain matters, including shareholder approval requirements.
Under Bermuda law, we are not required to obtain shareholder approval for certain dilutive events, such as for the establishment or amendment of certain equity-based compensation plans, certain transactions other than a public offering involving
issuances of a 20% or greater interest in our company and certain acquisitions of the stock or assets of another company. Following our home country practices as opposed to the requirements that would otherwise apply to a U.S. domestic issuer
listed on the NYSE may provide less protection than is accorded to investors under the NYSE rules applicable to domestic issuers.
In addition, as a foreign private issuer, we are exempt from the rules and regulations under the Securities Exchange Act of 1934 (the “Exchange Act”)
related to the furnishing and content of proxy statements, and our officers, directors and principal shareholders are exempt from the reporting and short-swing profit recovery provisions contained in Section 16 of the Exchange Act. In addition,
we are not required under the Exchange Act to file annual, quarterly and current reports and financial statements with the SEC as frequently or as promptly as domestic companies whose securities are registered under the Exchange Act.
ITEM 4. |
INFORMATION ON THE COMPANY
|
Fly Leasing Limited is a Bermuda exempted company that was incorporated on May 3, 2007, under the provisions of Section 14 of the Companies Act 1981 of
Bermuda. We are principally engaged in purchasing commercial aircraft which we lease under multi-year contracts to a diverse group of airlines throughout the world.
Our registered office is located at Clarendon House, 2 Church Street, Hamilton HM 11, Bermuda. Although we are organized under the laws of Bermuda, we are
resident in Ireland for Irish tax purposes and thus are subject to Irish corporation tax on our income in the same way, and to the same extent, as if we were organized under the laws of Ireland. Our principal executive offices are located at West
Pier Business Campus, Dun Laoghaire, County Dublin, A96 N6T7, Ireland. Our telephone number at that address is +353-1-231-1900. Our agent for service of process in the United States is Puglisi & Associates located at 850 Library Avenue, Suite
204, Newark, Delaware 19711.
Our web address is: www.flyleasing.com. The information contained on or
connected to our website is not incorporated by reference into this Annual Report on Form 20-F and should not be considered part of this or any other report filed with the SEC.
Our Relationship with BBAM
BBAM is a leading commercial jet aircraft servicer. BBAM and its affiliates assist us in acquiring, leasing, remarketing and selling aircraft and aircraft
equipment, manage our day-to-day operations and affairs and act as Servicer for our portfolio of aircraft, engines and related leases.
We engage BBAM and its affiliates as Manager of our company and Servicer for our aircraft and engine portfolio under management and servicing agreements.
Our Manager manages our company under the direction of its chief executive officer and chief financial officer, who are exclusively dedicated to our business. BBAM assists us in acquiring and disposing of our aircraft and engines, marketing our
aircraft and engines for lease and re-lease, collecting rents and other payments from the lessees of our aircraft and engines, monitoring maintenance, insurance and other obligations under our leases and enforcing our rights against lessees. BBAM
is among the largest aircraft leasing companies in the world, as measured by the number of aircraft it owns and manages.
BBAM LP is a private company owned by Summit, Onex and GIC. As of February 28, 2019, Summit and Onex beneficially owned an aggregate of 5,306,007 of our
common shares in the form of ADSs, 934,838 of which are subject to lock-up provisions.
Our Portfolio
As of December 31, 2018, we had 113 aircraft and seven engines in our portfolio. Of the 113 aircraft, 100 were held for operating lease, one was classified as an investment in finance lease and 12 were classified as held for sale. Our aircraft portfolio (excluding aircraft held for sale) was comprised of 90 narrow-body passenger aircraft (including one freighter) and 11 wide-body passenger aircraft (including two freighters).
We originate aircraft through BBAM’s well-established relationships with airlines, financial investors and other aircraft leasing and finance companies. We
primarily acquire aircraft by entering into purchase and leaseback transactions with airlines for new aircraft, purchasing portfolios consisting of aircraft of varying types and ages, and opportunistically acquiring individual aircraft that we
believe are being sold at attractive prices. In addition, we actively consider opportunities to sell our aircraft, individually or in portfolio sales of various sizes, when we believe that selling will maximize our returns, or to manage the
composition of our portfolio.
As of December 31, 2018, we had 51 Boeing aircraft and 50 Airbus aircraft in our portfolio (excluding aircraft held for sale). These aircraft were manufactured between 1990 and 2018 and had a weighted average age of 7.0 years as of December 31, 2018. We estimate that the useful
life of our aircraft is generally 25 years from the date of manufacture. In the case of a freighter, the remaining useful life is determined based on the date of conversion and in such case, the total useful life may extend beyond 25 years from
the date of manufacture.
The following table presents the aircraft in our portfolio
(excluding aircraft held for sale) as of December 31, 2018:
Lessee
|
|
Aircraft Type
|
Airframe Type
|
Date of
Manufacture
|
1.
|
Aeromexico
|
B737-700
|
Narrow-body
|
2006
|
2.
|
Aeromexico
|
B737-700
|
Narrow-body
|
2005
|
3.
|
Aeromexico
|
B737-700
|
Narrow-body
|
2005
|
4.
|
Air China
|
B737-800
|
Narrow-body
|
2007
|
5.
|
Air Europa
|
B787-8
|
Wide-body
|
2017
|
6.
|
Air India
|
B787-8
|
Wide-body
|
2015
|
7.
|
Air India
|
B787-8
|
Wide-body
|
2014
|
8.
|
Air India
|
B787-8
|
Wide-body
|
2014
|
9.
|
Air Moldova
|
A319-100
|
Narrow-body
|
2006
|
10.
|
AirAsia Berhad
|
A320-200
|
Narrow-body
|
2014
|
11.
|
AirAsia Berhad
|
A320-200
|
Narrow-body
|
2013
|
12.
|
AirAsia Berhad
|
A320-200
|
Narrow-body
|
2013
|
13.
|
AirAsia Berhad
|
A320-200
|
Narrow-body
|
2012
|
14.
|
AirAsia Berhad
|
A320-200
|
Narrow-body
|
2012
|
15.
|
AirAsia Berhad
|
A320-200
|
Narrow-body
|
2012
|
16.
|
AirAsia Berhad
|
A320-200
|
Narrow-body
|
2011
|
17.
|
AirAsia Berhad
|
A320-200
|
Narrow-body
|
2011
|
18.
|
AirAsia Berhad
|
A320-200
|
Narrow-body
|
2010
|
19.
|
AirAsia Berhad
|
A320-200
|
Narrow-body
|
2010
|
20.
|
AirAsia Berhad
|
A320-200
|
Narrow-body
|
2010
|
21.
|
AirAsia Berhad
|
A320-200
|
Narrow-body
|
2010
|
22.
|
AirAsia Berhad
|
A320-200
|
Narrow-body
|
2009
|
23.
|
AirAsia India
|
A320-200
|
Narrow-body
|
2014
|
24.
|
AirAsia India
|
A320-200
|
Narrow-body
|
2014
|
25.
|
AirAsia India
|
A320-200
|
Narrow-body
|
2010
|
26.
|
AirAsia India
|
A320-200
|
Narrow-body
|
2005
|
27.
|
Alaska Airlines
|
A320-200
|
Narrow-body
|
2007
|
28.
|
American Airlines
|
B737-800
|
Narrow-body
|
2013
|
29.
|
American Airlines
|
A319-100
|
Narrow-body
|
2000
|
30.
|
American Airlines
|
A319-100
|
Narrow-body
|
2000
|
31.
|
American Airlines
|
A319-100
|
Narrow-body
|
2000
|
32.
|
American Airlines
|
A319-100
|
Narrow-body
|
2000
|
33.
|
Chang’An Airlines
|
B737-800
|
Narrow-body
|
2006
|
34.
|
Eastar Jet Co., Ltd.
|
B737-800
|
Narrow-body
|
2010
|
35.
|
easyJet
|
A319-100
|
Narrow-body
|
2007
|
36.
|
easyJet
|
A319-100
|
Narrow-body
|
2004
|
37.
|
easyJet
|
A319-100
|
Narrow-body
|
2004
|
38.
|
Ethiopian Airlines
|
B777-200LRF (1)
|
Wide-body
|
2015
|
39.
|
Ethiopian Airlines
|
B777-200LRF (1)
|
Wide-body
|
2015
|
40.
|
Finnair
|
A320-200(2)
|
Narrow-body
|
2003
|
41.
|
Garuda Indonesia
|
B737-800
|
Narrow-body
|
2010
|
42.
|
Go2Sky
|
B737-800
|
Narrow-body
|
2007
|
43.
|
Go2Sky
|
B737-800
|
Narrow-body
|
1998
|
44.
|
Icelandair
|
B757-200SF (1)
|
Narrow-body
|
1990
|
45.
|
Indigo
|
A320-200
|
Narrow-body
|
2005
|
46.
|
Indigo
|
A320-200
|
Narrow-body
|
2005
|
47.
|
Indonesia AirAsia
|
A320-200
|
Narrow-body
|
2013
|
48.
|
Indonesia AirAsia
|
A320-200
|
Narrow-body
|
2012
|
49.
|
Indonesia AirAsia
|
A320-200
|
Narrow-body
|
2012
|
50.
|
Israir Airlines
|
A320-200
|
Narrow-body
|
2016
|
51.
|
Jet Airways
|
B737-800
|
Narrow-body
|
2014
|
52.
|
Jet Airways
|
B737-800
|
Narrow-body
|
2014
|
53.
|
Jet Airways
|
B737-800
|
Narrow-body
|
2014
|
54.
|
Lucky Air Airlines
|
B737-800
|
Narrow-body
|
2007
|
55.
|
Lucky Air Airlines
|
B737-800
|
Narrow-body
|
2007
|
56.
|
Malaysian Airlines
|
B737-800
|
Narrow-body
|
2012
|
Lessee
|
|
Aircraft Type
|
Airframe Type
|
Date of
Manufacture
|
57.
|
Malaysian Airlines
|
B737-800
|
Narrow-body
|
2011
|
58.
|
Malaysian Airlines
|
B737-800
|
Narrow-body
|
2011
|
59.
|
Nok Airlines
|
B737-800
|
Narrow-body
|
2015
|
60.
|
Oman Air S.A.O.C.
|
B737-800
|
Narrow-body
|
2009
|
61.
|
Oman Air S.A.O.C.
|
B737-800
|
Narrow-body
|
2009
|
62.
|
Pegasus Airlines
|
B737-800
|
Narrow-body
|
2007
|
63.
|
Philippine Airlines
|
A321-200
|
Narrow-body
|
2014
|
64.
|
Philippine Airlines
|
A321-200
|
Narrow-body
|
2014
|
65.
|
Philippine Airlines
|
A330-300
|
Wide-body
|
2013
|
66.
|
Philippine Airlines
|
A330-300
|
Wide-body
|
2013
|
67.
|
Philippines AirAsia
|
A320-200
|
Narrow-body
|
2007
|
68.
|
PT Batik Air
|
A320-200
|
Narrow-body
|
2018
|
69.
|
PT Batik Air
|
A320-200
|
Narrow-body
|
2017
|
70.
|
PT Lion Mentari
|
B737-MAX 8
|
Narrow-body
|
2017
|
71.
|
PT Lion Mentari
|
B737-MAX 8
|
Narrow-body
|
2017
|
72.
|
Shandong Airlines
|
B737-800
|
Narrow-body
|
2013
|
73.
|
Shandong Airlines
|
B737-800
|
Narrow-body
|
2013
|
74.
|
Smartwings
|
B737-800
|
Narrow-body
|
2010
|
75.
|
Spicejet Ltd
|
B737-800
|
Narrow-body
|
2010
|
76.
|
Spicejet Ltd
|
B737-800
|
Narrow-body
|
2010
|
77.
|
Spicejet Ltd
|
B737-800
|
Narrow-body
|
2007
|
78.
|
Spicejet Ltd
|
B737-800
|
Narrow-body
|
2007
|
79.
|
Spicejet Ltd
|
B737-900ER
|
Narrow-body
|
2007
|
80.
|
Sunwing Airlines
|
B737-800
|
Narrow-body
|
2006
|
81.
|
Sunwing Airlines
|
B737-800
|
Narrow-body
|
2006
|
82.
|
Swift Air
|
B737-800
|
Narrow-body
|
2006
|
83.
|
TAROM S.A.
|
B737-800
|
Narrow-body
|
2017
|
84.
|
Thai AirAsia
|
A320-200
|
Narrow-body
|
2013
|
85.
|
Thai AirAsia
|
A320-200
|
Narrow-body
|
2012
|
86.
|
Thai AirAsia
|
A320-200
|
Narrow-body
|
2010
|
87.
|
Thai AirAsia
|
A320-200
|
Narrow-body
|
2008
|
88.
|
Thomas Cook
|
A321-200
|
Narrow-body
|
2015
|
89.
|
Transavia France
|
B737-800
|
Narrow-body
|
2008
|
90.
|
Transavia France
|
B737-800
|
Narrow-body
|
2008
|
91.
|
Transavia France
|
B737-800
|
Narrow-body
|
2007
|
92.
|
Transavia France
|
B737-800
|
Narrow-body
|
2007
|
93.
|
TUI Travel Aviation Finance
|
B737-800
|
Narrow-body
|
2010
|
94.
|
TUI Travel Aviation Finance
|
B757-200
|
Narrow-body
|
1999
|
95.
|
TUI Travel Aviation Finance
|
B757-200
|
Narrow-body
|
1999
|
96.
|
Virgin Atlantic
|
A340-600
|
Wide-body
|
2006
|
97.
|
Virgin Atlantic
|
A340-600
|
Wide-body
|
2006
|
98.
|
Virgin Atlantic
|
A330-200
|
Wide-body
|
2001
|
99.
|
Vueling Airlines
|
A320-200
|
Narrow-body
|
2007
|
100.
|
Vueling Airlines
|
A320-200
|
Narrow-body
|
2007
|
101.
|
Yakutia
|
B737-800
|
Narrow-body
|
2002
|
(2) |
Investment in finance lease.
|
The following table presents the aircraft held for sale as of December
31, 2018:
Lessee
|
|
Aircraft Type
|
Airframe Type
|
Date of
Manufacture
|
1.
|
AirAsia Berhad
|
A320-200
|
Narrow-body
|
2012
|
2.
|
AirAsia Berhad
|
A320-200
|
Narrow-body
|
2011
|
3.
|
Garuda Indonesia
|
B737-800
|
Narrow-body
|
2010
|
4.
|
Indonesia AirAsia (1)
|
A320-200
|
Narrow-body
|
2012
|
5.
|
Jetstar Pacific Airlines (1)
|
A320-200
|
Narrow-body
|
2005
|
6.
|
Philippines AirAsia (1)
|
A320-200
|
Narrow-body
|
2006
|
7.
|
Philippines AirAsia (1)
|
A320-200
|
Narrow-body
|
2006
|
8.
|
Smartwings (1)
|
B737-800
|
Narrow-body
|
2010
|
9.
|
Thai AirAsia (1)
|
A320-200
|
Narrow-body
|
2010
|
10.
|
Thai AirAsia (1)
|
A320-200
|
Narrow-body
|
2010
|
11.
|
Thai AirAsia (1)
|
A320-200
|
Narrow-body
|
2008
|
12.
|
THY (1)
|
A320-200
|
Narrow-body
|
2005
|
(1) |
Aircraft was sold subsequent to December 31, 2018.
|
The following table presents the engines in our portfolio as of December
31, 2018:
Lessee
|
|
Engine Type
|
Date of
Manufacture
|
1.
|
AirAsia Berhad
|
CFM56-5B4/3
|
2011
|
2.
|
AirAsia Berhad
|
CFM56-5B6/3
|
2011
|
3.
|
AirAsia Berhad
|
CFM56-5B4/3
|
2008
|
4.
|
AirAsia Berhad
|
CFM56-5B6/3
|
2008
|
5.
|
AirAsia Berhad
|
CFM56-5B6/P
|
2006
|
6.
|
AirAsia Japan
|
CFM56-5B6/3
|
2009
|
7.
|
Indonesia AirAsia
|
CFM56-5B6/3
|
2015
|
The following table summarizes the composition of our aircraft
portfolio (excluding aircraft held for sale) by manufacturer and aircraft type as of December 31, 2018:
Aircraft Manufacturer
|
|
Aircraft
Type
|
|
Number of
Aircraft
|
Airbus
|
|
A319-100
|
|
|
8
|
|
|
A320-200 (1)
|
|
|
34
|
|
|
A321-200
|
|
|
3
|
|
|
A330-200
|
|
|
1
|
|
|
A330-300
|
|
|
2
|
|
|
A340-600
|
|
|
2
|
|
|
Total
|
|
|
50
|
Boeing
|
|
B737-700
|
|
|
3
|
|
|
B737-MAX 8
|
|
|
2
|
|
|
B737-800
|
|
|
36
|
|
|
B737-900ER
|
|
|
1
|
|
|
B757-200
|
|
|
2
|
|
|
B757-200SF
|
|
|
1
|
|
|
B777-200LRF
|
|
|
2
|
|
|
B787-8
|
|
|
4
|
|
|
Total
|
|
|
51
|
Total
|
|
|
|
|
101
|
(1) |
Includes an investment in finance lease.
|
Our aircraft portfolio (excluding aircraft held for sale) is composed of 71% narrow-body aircraft and 29% wide-body aircraft, based on net book values as of December 31, 2018. Our narrow-body aircraft include Airbus A319, Airbus A320, Airbus A321, Boeing 737-Max 8, and next generation Boeing 737 and
Boeing 757 aircraft families, which enjoy high worldwide demand due to their fuel-efficient design, relatively low maintenance costs, and an increase in customer demand for point-to-point destination service. These aircraft are based on more
routes around the world than any other airframe and thus have the largest installed base. Our wide-body aircraft include Airbus A330, Airbus A340 and next generation Boeing 777 (freighter) and Boeing 787 aircraft families.
The following table presents the composition of our aircraft portfolio (excluding aircraft held for sale) based on airframe type as of December 31, 2018:
Airframe Type
|
|
Number of
Aircraft
|
Narrow-body (1) (2)
|
|
90
|
Wide-body (3)
|
|
11
|
Total
|
|
101
|
|
(1) |
Includes an investment in finance lease.
|
|
(2) |
Includes one freighter.
|
|
(3) |
Includes two freighters.
|
Our Markets
Our aircraft and engines are leased under multi-year contracts to a diverse group of airlines throughout the world. The following table presents the
distribution of our lease revenue from our portfolio by geographic region (dollars in thousands):
|
|
Years ended
|
|
|
|
2018
|
|
|
2017
|
|
|
2016
|
|
Europe:
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
United Kingdom
|
|
$
|
31,259
|
|
|
|
8
|
%
|
|
$
|
29,182
|
|
|
|
8
|
%
|
|
$
|
34,498
|
|
|
|
11
|
%
|
Spain
|
|
|
17,267
|
|
|
|
4
|
%
|
|
|
11,199
|
|
|
|
3
|
%
|
|
|
5,361
|
|
|
|
2
|
%
|
Turkey
|
|
|
12,114
|
|
|
|
3
|
%
|
|
|
17,103
|
|
|
|
5
|
%
|
|
|
24,593
|
|
|
|
8
|
%
|
Germany
|
|
|
—
|
|
|
|
—
|
|
|
|
26,457
|
|
|
|
8
|
%
|
|
|
13,836
|
|
|
|
4
|
%
|
Other (1)
|
|
|
32,670
|
|
|
|
8
|
%
|
|
|
29,911
|
|
|
|
9
|
%
|
|
|
30,460
|
|
|
|
9
|
%
|
Europe — Total
|
|
|
93,310
|
|
|
|
23
|
%
|
|
|
113,852
|
|
|
|
33
|
%
|
|
|
108,748
|
|
|
|
34
|
%
|
Asia and South Pacific:
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
India
|
|
|
87,492
|
|
|
|
22
|
%
|
|
|
64,381
|
|
|
|
18
|
%
|
|
|
39,640
|
|
|
|
13
|
%
|
Philippines
|
|
|
35,009
|
|
|
|
9
|
%
|
|
|
29,825
|
|
|
|
9
|
%
|
|
|
29,129
|
|
|
|
9
|
%
|
Indonesia
|
|
|
32,336
|
|
|
|
8
|
%
|
|
|
16,308
|
|
|
|
5
|
%
|
|
|
8,320
|
|
|
|
3
|
%
|
Malaysia
|
|
|
26,748
|
|
|
|
7
|
%
|
|
|
8,767
|
|
|
|
3
|
%
|
|
|
2,647
|
|
|
|
1
|
%
|
China
|
|
|
21,103
|
|
|
|
5
|
%
|
|
|
22,611
|
|
|
|
6
|
%
|
|
|
23,882
|
|
|
|
8
|
%
|
Other
|
|
|
18,756
|
|
|
|
4
|
%
|
|
|
10,496
|
|
|
|
3
|
%
|
|
|
16,320
|
|
|
|
4
|
%
|
Asia and South Pacific — Total
|
|
|
221,444
|
|
|
|
55
|
%
|
|
|
152,388
|
|
|
|
44
|
%
|
|
|
119,938
|
|
|
|
38
|
%
|
Mexico, South and Central America — Total
|
|
|
11,415
|
|
|
|
3
|
%
|
|
|
17,565
|
|
|
|
5
|
%
|
|
|
17,707
|
|
|
|
6
|
%
|
North America:
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
United States
|
|
|
20,147
|
|
|
|
5
|
%
|
|
|
17,647
|
|
|
|
5
|
%
|
|
|
24,591
|
|
|
|
8
|
%
|
Other
|
|
|
6,242
|
|
|
|
2
|
%
|
|
|
6,237
|
|
|
|
2
|
%
|
|
|
6,223
|
|
|
|
2
|
%
|
North America — Total
|
|
|
26,389
|
|
|
|
7
|
%
|
|
|
23,884
|
|
|
|
7
|
%
|
|
|
30,814
|
|
|
|
10
|
%
|
Middle East and Africa:
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Ethiopia
|
|
|
30,019
|
|
|
|
8
|
%
|
|
|
30,018
|
|
|
|
9
|
%
|
|
|
30,084
|
|
|
|
10
|
%
|
Other
|
|
|
17,612
|
|
|
|
4
|
%
|
|
|
9,918
|
|
|
|
2
|
%
|
|
|
8,357
|
|
|
|
2
|
%
|
Middle East and Africa — Total
|
|
|
47,631
|
|
|
|
12
|
%
|
|
|
39,936
|
|
|
|
11
|
%
|
|
|
38,441
|
|
|
|
12
|
%
|
Total Lease Revenue
|
|
$
|
400,189
|
|
|
|
100
|
%
|
|
$
|
347,625
|
|
|
|
100
|
%
|
|
$
|
315,648
|
|
|
|
100
|
%
|
(1) |
Includes $0.7 million, $0.7 million and $2.1 million of finance lease revenue in 2018, 2017 and 2016, respectively.
|
Our Leases
Lease Terms
All of our leases are on a “net” basis with the lessee generally responsible for all operating expenses, which customarily include maintenance, fuel, crews,
airport and navigation charges, taxes, licenses, aircraft registration and insurance. At December 31, 2018, we had 108 lease agreements (excluding lease agreements associated with aircraft classified as held for sale), 98 of which had fixed lease rates and 10 had floating lease rates.
Our portfolio (excluding aircraft held for sale) is leased to 44
airlines in 25 countries, in both developed and emerging markets. Under our leases, the lessees agree to lease the aircraft or engines for a fixed term, although in some cases the lessees may have early termination or lease extension
options. Our leases are scheduled to expire between 2019 and 2030 and have a weighted average remaining lease term of 5.9 years as of December 31, 2018.
The following table presents the scheduled lease maturity of the flight equipment in our portfolio (excluding aircraft held for sale) as of December 31, 2018:
Year of Scheduled Lease
Expiration
|
|
Narrow-body
|
|
|
Wide-body
|
|
|
Engines
|
|
Total
|
2019
|
|
7
|
|
|
2
|
|
|
—
|
|
9
|
2020
|
|
12
|
(1) |
|
—
|
|
|
—
|
|
12
|
2021
|
|
14
|
|
|
1
|
|
|
—
|
|
15
|
2022
|
|
19
|
|
|
—
|
|
|
6
|
|
25
|
2023
|
|
8
|
|
|
—
|
|
|
1
|
|
9
|
2024
|
|
9
|
|
|
—
|
|
|
—
|
|
9
|
2025
|
|
5
|
(2) |
|
2
|
|
|
—
|
|
7
|
2026
|
|
5
|
|
|
—
|
|
|
—
|
|
5
|
2027
|
|
3
|
|
|
2
|
(3)
|
|
—
|
|
5
|
2028
|
|
4
|
|
|
3
|
|
|
—
|
|
7
|
2029
|
|
3
|
|
|
1
|
|
|
—
|
|
4
|
2030
|
|
1
|
|
|
—
|
|
|
—
|
|
1
|
Total
|
|
90
|
|
|
11
|
|
|
7
|
|
108
|
(1) |
Includes one freighter.
|
(2) |
Includes an investment in finance lease.
|
(3) |
Includes two freighters.
|
At December 31, 2018, we had nine leases in our portfolio scheduled to expire in 2019, three of
which were subject to a letter of intent for the sale or re-lease of aircraft. There are six aircraft remaining to be remarketed in 2019. We may have additional remarketings in 2019 if any other leases
are terminated prior to their scheduled expiry dates.
Most lease rentals are payable monthly in advance, but some lease rentals are payable in arrears. In addition, some of our leases require quarterly lease
payments. Most of our leases provide that the lessee’s payment obligations are absolute and unconditional under any and all circumstances. Lessees are generally required to make payment without deduction of any amounts that we may owe the lessee
or any claims that the lessee may have against us. Most of our leases also require lessees to gross up lease payments where they are subject to withholdings and other taxes.
The cost of an aircraft typically is not fully recovered over the term of the initial lease. We therefore assume the risk that we will not be able to
recover our investment in the aircraft upon expiration or early termination of the lease and of the ultimate residual value. Operating leases allow airlines greater fleet and financial flexibility than outright ownership because of the relatively
shorter-term nature of operating leases, the relatively small initial capital outlay necessary to obtain use of the aircraft and the significant reduction in aircraft residual value risk.
Security Deposits and Letters of Credit. The
majority of our leases provide for cash security deposits and/or letters of credit which may be drawn in the event that a lessee defaults under its respective lease. Security deposits and/or letters of credit may mitigate losses we may incur
while attempting to re-lease the aircraft. Under certain circumstances, the lessee may be required to obtain guarantees or other financial support from an acceptable financial institution or other third parties.
Maintenance Obligations. Under our
leases, the lessee is generally responsible for all maintenance and repairs and compliance with return conditions of aircraft on lease. In connection with the lease of a used aircraft we sometimes agree to contribute specific additional amounts
to the cost of certain major overhauls or modifications, which usually reflect the usage of the aircraft prior to the commencement of the lease. In many cases, we also agree to share with our lessees the cost of compliance with airworthiness
directives.
Our portfolio includes leases pursuant to which we collect maintenance reserve payments that are determined based on passage of time or usage of the
aircraft or engine measured by hours flown or cycles operated. These payments may be paid in cash or letters of credit which can be drawn if maintenance obligations are not otherwise paid. Under these leases, we are obligated to make
reimbursements to the lessee for expenses incurred for certain major maintenance, up to a maximum amount that is typically determined based on maintenance reserves paid by the lessee. Certain leases also require us to make maintenance
contributions for costs associated with certain major maintenance events in excess of any maintenance reserve payments. Major maintenance includes heavy airframe, off-wing engine, landing gear and auxiliary power unit overhauls and replacements
of engine life limited parts. We are not obligated to make maintenance contributions under any lease pursuant to which a lessee default has occurred and is continuing. We also have leases that provide for lease-end maintenance adjustment payments
based on the usage of the aircraft or engine during the lease term and its condition upon redelivery. Typically, payments are made by the lessee to us, although in some cases, we have been required to make such payments to the lessee.
Compliance with Laws. The lessee is
responsible for compliance with all applicable laws and regulations with respect to the aircraft. We generally require our lessees to comply with the standards of either the U.S. Federal Aviation Administration or its non-U.S. equivalent.
General. Each aircraft or engine
generally must remain in the possession of the applicable lessee and any sublessees of the aircraft generally must be approved by the lessor unless, in some leases, certain conditions are met. Under most of our leases, the lessees may enter into
charter or “wet lease” arrangements in respect of the aircraft (i.e., a lease with crew and services provided by the lessor under the lease), provided the lessee does not part with operational control of the aircraft. Under some of our leases,
the lessee is permitted to enter into subleases with specified operators or types of operators without the lessor’s consent, provided certain conditions are met. As of December 31, 2018, our lessees have informed us of the following subleases:
Lessee
|
|
Sublessee
|
Transavia France
|
|
Air Transat
|
Smartwings
|
|
Air Transat
|
Smartwings
|
|
Sunwing Airlines
|
Our leases also generally permit the lessees to subject the equipment or components to removal or replacement and, in certain cases, to pooling arrangements
(temporary borrowing of equipment), without the lessor’s consent but subject to conditions and criteria set forth in the applicable lease. Under our leases, the lessee may deliver possession of the aircraft, engines and other equipment or
components to the relevant manufacturer for testing or similar purposes, or to a third party for service, maintenance, repair or other work required or permitted under the lease.
Some foreign countries have currency and exchange laws regulating the international transfer of currencies. When necessary, we will require as a condition
to any foreign transaction, that the lessee or purchaser in a foreign country obtain the necessary approvals of the appropriate government agency, finance ministry or central bank for the remittance of all funds contractually owed in U.S.
dollars. We attempt to minimize our currency and exchange risks by negotiating most of our aircraft leases and all of our sales transactions in U.S. dollars.
Lease Restructurings. During the term of a lease, a lessee’s
business circumstances may change to the point where it is economically sensible for us to consider restructuring the terms of the lease. Restructurings may involve the voluntary termination of leases prior to the scheduled lease expiration, the
arrangement of subleases from the primary lessee to another airline, the rescheduling of lease payments, the forgiveness and/or reduction of lease obligations and the extension of the lease terms.
Aircraft Repossessions. On a lease default, we may seek to
terminate the lease and gain possession of the aircraft for remarketing. Although the majority of repossessions are accomplished through negotiation, if we cannot obtain the lessee’s cooperation we would have to take legal action in the
appropriate jurisdiction. This legal process could delay the ultimate return of the aircraft. In addition, in connection with the repossession of an aircraft, we may be required to pay outstanding mechanics, airport, navigation and other liens on
the repossessed aircraft. These charges could relate to other aircraft that we do not own but were operated by the defaulting lessee. In contested repossessions, we likely would incur substantial additional costs for maintenance, refurbishment
and remarketing of the aircraft.
Lease Management and Remarketing
We outsource our lease management and aircraft remarketing activities to BBAM. Pursuant to our servicing agreements with BBAM, BBAM provides us with
services related to leasing our fleet, including marketing aircraft and engines for lease and re-lease or sale, collecting rents and other payments from our lessees, monitoring maintenance, insurance and other obligations under our leases and
enforcing our rights against lessees.
From time to time, we may decide to dispose of our aircraft or engines at or before the expiration of their leases. In 2018, we sold six aircraft.
Competition
The leasing and remarketing of commercial jet aircraft is highly competitive. We face competition from airlines, aircraft manufacturers, financial
institutions, aircraft brokers, special purpose vehicles formed for the purpose of acquiring, leasing and selling aircraft, and public and private partnerships, investors and funds, including private equity firms and hedge funds. Competition for
leasing transactions is based on a number of factors including delivery dates, lease rates, lease terms, aircraft condition and the availability in the marketplace of the types of aircraft to meet the needs of the customers. See the risk factor “We operate in a highly competitive market for investment opportunities in aircraft.”
Insurance
We require our lessees to obtain those types of insurance and, as appropriate, reinsurance coverage which are customary in the air transportation industry.
These include aircraft all-risk hull insurance covering the aircraft and its engines and spares and hull and spares war and allied perils insurance covering risks such as hijacking, terrorism, confiscation, expropriation, seizure and
nationalization to the extent normally available in the international market. Coverage under aircraft hull insurance policies generally is subject to standard deductible levels in respect of partial damage to the aircraft, in some instances and
under certain circumstances the lessee has the right to self-insure some or all of the risk. The lessee is required to pay all deductibles, and also would be responsible for payment of amounts self-insured.
We also require our lessees to carry comprehensive aviation liability insurance, including war and allied perils coverage, provisions for bodily injury,
property damage, passenger liability, cargo liability and such other provisions reasonably necessary in commercial passenger and cargo airline operations. Coverage under liability policies generally is not subject to deductibles except as to
baggage and cargo that are standard in the airline insurance industry.
In general, we are named as an additional insured and loss payee on the hull all risks and hull and spares war policies for the sum of the stipulated loss
value or agreed value of the aircraft and our own contingent coverage in place is at least equal to the appraised value of the aircraft. In cases where the Servicer believes that the agreed value stated in the lease is not sufficient, the
Servicer will purchase additional coverage, either in the form of hull and hull war total loss only or hull and hull war excess hull insurance for the deficiency and as an additional insured on the liability policies carried by our lessees.
The Servicer will obtain certificates of insurance/reinsurance from the lessees’ brokers to evidence the existence of such coverage. These certificates
generally include, in addition to the information above, (i) a breach of warranty endorsement so that, subject to certain standard exceptions, our interests are not prejudiced by any act or omission of the lessee, (ii) confirmation that the
liability coverage is primary and not contributory, (iii) agreement that insurers waive rights of subrogation against us and (iv) in respect to all policies, a 30-day notice of cancellation or material change; however, war and allied perils
policies customarily provide seven days advance written notice for cancellation and may be subject to lesser notice under certain market conditions.
The insurance market imposes a sub limit on each operator’s primary liability policy applicable to third-party war risk liability. This limit customarily
does not exceed $150 million, upon which additional excess third party war liability coverage is then obtained in the London and the International Markets. U.S., Canadian and certain other non-European Community-based airlines have government
war-risk insurance programs available in which they currently participate.
Although we currently require each lessee to purchase third party war risk liability in amounts greater than such sublimits, or obtain an indemnity from
their government, the market or applicable governments may discontinue to make such excess coverage available for premiums that are acceptable to carriers. As a result, it is possible that we may be required to permit lessees to operate with
considerably less third-party war risk liability coverage than currently carried, which could have a material adverse effect on the financial condition of our lessees and on us in the event of an uncovered claim.
In addition to the coverage maintained by our lessees, we maintain both contingent hull, hull war and liability insurance and possession hull, hull war and
liability insurance with respect to our aircraft. Such contingent insurance is intended to provide coverage in the event that the insurance maintained by any of our lessees should not be available for our benefit as required pursuant to the terms
of the contract. Such possession insurance is intended to provide coverage for any periods in which an aircraft is not subject to a lease agreement with a lessee. Consistent with industry practice, our possession insurance policies are subject to
commercially reasonable deductibles or self-retention amounts.
We have made every reasonable effort to insure against all customary risks, including that lessees will at all times comply with their obligations to
maintain insurance, that any particular claim will be paid, and that we will be able to procure adequate insurance coverage at commercially reasonable rates in the future.
Government Regulation
The air transportation industry is highly regulated. Because we do not operate aircraft, we generally are not directly subject to most of these laws.
However, our lessees are subject to extensive regulation under the laws of the jurisdiction in which they are registered or under which they operate. These laws govern, among other things, the registration, operation, maintenance and condition of
our aircraft. See the risk factor, “We cannot assure you that lessees and governmental authorities will comply with the registration and deregistration
requirements in the jurisdictions where our lessees operate.”
Most of our aircraft are registered in the jurisdictions in which the lessees of our aircraft are certified as air operators. As a result, our aircraft are
subject to the airworthiness and other standards imposed by these jurisdictions. See the risk factor, “Government regulations could require substantial
expenditures, reduce our profitability and limit our growth.”
Properties
We have no physical facilities. Our executive offices are located on our Manager’s premises in Dublin, Ireland.
ITEM 4A. |
UNRESOLVED STAFF COMMENTS
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None.
ITEM 5. |
OPERATING AND FINANCIAL REVIEW AND PROSPECTS
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The following discussion and analysis of our financial condition and results of operations should be read in conjunction with our
consolidated financial statements and related notes included elsewhere in this Annual Report. The consolidated financial statements have been prepared in accordance with U.S. GAAP and are presented in U.S. dollars. The discussion below contains
forward-looking statements that are based upon our current expectations and are subject to uncertainty and changes in circumstances. Actual results may differ materially from these expectations due to changes in global, regional or local
political, economic, business, competitive, market, regulatory and other factors, many of which are beyond our control. See “Preliminary note” and Item 3 “Key Information — Risk factors.”
Overview
Fly Leasing Limited is a Bermuda exempted company that was incorporated on May 3, 2007, under the provisions of Section 14 of the Companies Act 1981 of
Bermuda. We are principally engaged in purchasing commercial aircraft and aircraft equipment, which we lease under multi-year contracts to a diverse group of airlines throughout the world.
Although we are organized under the laws of Bermuda, we are a resident of Ireland for tax purposes and are subject to Irish corporation tax on our income in
the same way, and to the same extent, as if we were organized under the laws of Ireland.
In 2018, we acquired 34 aircraft and seven engines and sold six
aircraft.
For the year ended December 31, 2018, we had net income of $85.7 million, or diluted earnings per
share of $2.88. Net cash provided by operating activities for the year ended December 31, 2018 totaled $241.1 million. Net cash used in investing activities was $853.5 million and net cash provided by financing activities was $436.7 million for the year ended December 31, 2018.
As of December 31, 2018, we had 113 aircraft and seven engines in our portfolio. Of the 113 aircraft, 100 were held for operating lease, one was classified as an investment in finance lease and 12 were classified as held for sale.
AirAsia Transactions
On February 28, 2018, we entered into the Share Purchase Agreement (as amended, the “SPA”) with our subsidiary, Fly Aladdin Holdings Limited (“Fly
Aladdin”), AirAsia Group Berhad, as successor to AirAsia Berhad (“AirAsia”), and its subsidiary, Asia Aviation Capital Limited (“AACL”) with respect to the AirAsia Transactions. Under the terms of the SPA, we agreed to acquire a portfolio of 33
Airbus A320-200 aircraft and seven engines on operating leases to the AirAsia Group (“Portfolio A”), and one Airbus A320-200 aircraft on operating lease to a third-party airline. As of December 31, 2018, 33 Airbus A320-200 aircraft and seven
engines in Portfolio A were transferred to us. Under the terms of the SPA, the delivery period expired in the fourth quarter of 2018. At expiry, one Airbus A320-200 aircraft on operating lease to a third-party airline had not been transferred,
and the parties’ obligations under the SPA to purchase and sell this aircraft expired. Accordingly, we have completed the Portfolio A transactions.
In addition to the Portfolio A transactions, on February 28, 2018, we agreed to acquire 21 Airbus A320neo family aircraft to be leased to the AirAsia Group
as the aircraft deliver between 2019 and 2021 (“Portfolio B”) and acquired options to purchase up to 20 Airbus A320neo family aircraft, not subject to lease, as the aircraft deliver between 2019 and 2025 (“Portfolio C”). We did not
exercise our options with respect to any of the Portfolio C aircraft delivering in 2019. We have options to purchase up to 17 Portfolio C aircraft delivering between 2020 and 2025.
Please refer to Item 18. Financial Statements — Note 6. Flight Equipment Held For Operating Lease, Note 14. Shareholders’ Equity and Note 17. Commitments and Contingencies
for further information regarding the AirAsia Transactions.
Sale of 12 Aircraft to Horizon
On November 30, 2018, we agreed to sell 12 aircraft to Horizon Aircraft Finance I Limited and Horizon Aircraft Finance I LLC (together, “Horizon”). The
transaction was effected pursuant to a Purchase Agreement (the “Horizon Purchase Agreement”), dated as of November 30, 2018, among Horizon and the sellers party thereto, including our subsidiaries. As of December 31, 2018, three aircraft had been
delivered to Horizon. We have delivered eight aircraft to Horizon subsequent to December 31, 2018 and expect to deliver the last aircraft in the first quarter of 2019. The aircraft in Horizon’s portfolio will be serviced and managed by affiliates
of BBAM LP, whose affiliates also manage and service our aircraft portfolio.
Market Conditions
The airline industry has been profitable every year since 2012 and airline profitability is expected to continue in 2019. Global passenger air traffic grew
by 6.5% in 2018 and load factors were at record levels for the year. The upward trend in passenger volume is expected to continue in 2019 at a projected growth rate of 6%. Further, utilization remains strong and the parked fleet is steady at well
under 4% for aircraft under 20 years old. Competition remains strong in the sale lease-back market and aircraft values generally remain stable.
Long term, we believe the overall positive trends in world air traffic and demand for commercial aircraft will continue to drive growth in the aircraft
leasing market. Aircraft manufacturers are increasing the production rates of their narrow-body aircraft and certain of their wide-body aircraft, as airlines continue to transition to new models.
Despite the current overall favorable market conditions, the airline industry is cyclical, and macroeconomic, geopolitical and other risks may negatively
impact airline profitability or create unexpected volatility in the aircraft leasing market. In particular, uncertainty about geopolitical events such as Brexit as well as ongoing U.S.-China trade tensions could impact airlines in the near term.
Although we expect the overall airline industry to remain profitable, profits are not uniformly distributed among airlines, and certain airlines, particularly airlines operating in highly competitive jurisdictions, smaller airlines and start-up
carriers, may struggle financially. These lessees may be unable to make lease rental and other payments on a timely basis. In addition, the increasing new aircraft production rates by aircraft manufacturers may reduce the demand for used
aircraft, leading to a reduction in the lease rates and the values of used aircraft, or may create a condition of oversupply should demand falter.
Critical Accounting Policies and Estimates
Fly prepares its consolidated financial statements in accordance with U.S. GAAP, which requires the use of estimates and assumptions that affect the amounts
reported in the consolidated financial statements and accompanying notes. The use of estimates is a significant factor affecting the reported carrying values of flight equipment, investments, deferred assets, accruals and reserves. We utilize
third party appraisers and industry valuation professionals, where possible, to support estimates, particularly with respect to flight equipment. Despite our best efforts to accurately estimate such amounts, actual results could differ from those
estimates. The following is a discussion of the accounting policies that involve a high degree of judgment and the methods of their application.
Flight Equipment
Flight equipment held for operating lease is stated at cost less accumulated depreciation and impairment. Flight equipment are depreciated to their residual
values on a straight-line basis over their estimated remaining useful life, generally 25 years from the date of manufacture. Residual values are generally estimated to be 15% of the original manufacturer’s estimated realized price for the flight
equipment when new. Estimated residual values and useful lives of flight equipment are reviewed and adjusted, if appropriate, during each reporting period.
Management may, at its discretion, make policy exceptions on a case by case basis when, in its judgment, the residual value calculated pursuant to policy
does not appear to reflect current expectations of residual values. Examples of such situations include, but are not limited to:
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Flight equipment where original manufacturer’s prices are not relevant due to plane modifications
and conversions.
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Flight equipment that is out of production and may have a shorter useful life or lower residual value due to obsolescence.
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The remaining life of a converted freighter is determined based on the date of conversion, in which case, the total useful life may extend beyond 25 years from the date
of manufacture.
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Flight equipment which management believes will be disposed of prior to the end of its estimated
useful life.
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Changes in the expected lives or residual values of aircraft could have a significant impact on our results of operations.
Held for Sale. We classify flight equipment as held for sale when we commit to and commence a plan of sale that is reasonably expected to be completed within one year and satisfies certain other criteria
provided by the FASB. Aircraft classified as held for sale are not depreciated. Flight equipment held for sale is recorded at the lesser of carrying value or fair value, less estimated cost to sell. An impairment loss is recorded for an asset
held for sale when the carrying value of the asset exceeds its fair value, less estimated cost to sell.
Impairment. Impairment analyses require the use of
assumptions and estimates, including the level of future rents, the residual value of the flight equipment to be realized upon sale at some future date, estimated downtime between re-leasing events and the amount of re-leasing costs.
We evaluate flight equipment for impairment when circumstances indicate that the carrying amounts of such assets may not be recoverable. Our evaluation of
impairment indicators include, but are not limited to, recent transactions for similar aircraft, adverse changes in market conditions for specific aircraft types, third party appraisals of aircraft, published values for similar aircraft, any
occurrence of adverse changes in the aviation industry and the overall market conditions that could impact the fair value of our aircraft. The review for recoverability includes an assessment of currently contracted leases, future projected lease
rates, transition costs, estimated down time and estimated residual or scrap values of the aircraft on its eventual disposition.
Future cash flows are assumed to occur under current market conditions and assume adequate time for a sale between a willing and able buyer and a willing
seller. Expected future lease rates are based on all relevant information available, including the existing lease, current contracted rates for similar aircraft, appraisal data and industry trends. Residual value assumptions generally reflect an
aircraft’s salvage value, except where more recent industry information indicates a different value is appropriate.
If the sum of the expected future cash flows (undiscounted and without interest charges) is less than the carrying amount of the asset, we will assess
whether the carrying values of the flight equipment exceed the fair values. An impairment loss is recognized equal to the excess of the carrying amount of the impaired asset over its fair value. Fair value reflects the present value of the cash
expected to be generated in the future, including its expected residual value, discounted at a rate commensurate with the associated risk.
Changes to expected future cash flows could result in impairment charges which could have a significant impact on our results of operations.
Maintenance Rights
We identify, measure and account for maintenance right assets and liabilities associated with our acquisitions of aircraft or aircraft equipment with
in-place leases. A maintenance right asset represents the fair value of our contractual right under a lease to receive an aircraft or aircraft equipment in an improved maintenance condition at lease expiry as compared to the maintenance condition
on the acquisition date. A maintenance right liability represents our obligation to pay the lessee for the difference between the contractual maintenance condition of the aircraft at lease expiry and the actual maintenance condition of the
aircraft or aircraft equipment on the acquisition date.
Our aircraft and aircraft equipment are typically subject to triple-net leases pursuant to which the lessee is responsible for maintenance, which is
accomplished through one of two types of provisions in our leases: (i) end of lease return conditions (EOL Leases) or (ii) periodic maintenance payments (MR Leases).
EOL Leases
Under EOL Leases, the lessee is obligated to comply with certain return conditions which require the lessee to perform lease end maintenance work or make
cash compensation payments at the end of the lease to bring the aircraft or aircraft equipment into a specified maintenance condition.
Maintenance right assets in EOL Leases represent the difference in value between the contractual right to receive an aircraft or aircraft equipment in an
improved maintenance condition at lease expiry as compared to the maintenance condition on the acquisition date. Maintenance right liabilities exist in EOL Leases if, on the acquisition date, the maintenance condition of the aircraft or aircraft
equipment is greater than the contractual return condition in the lease at lease expiry and we are required to pay the lessee in cash for the improved maintenance condition.
When we have recorded maintenance right assets with respect to EOL Leases, the following accounting scenarios exist: (i) the aircraft or aircraft equipment
is returned at lease expiry in the contractually required maintenance condition without any cash payment to us by the lessee, the maintenance right asset is relieved and an aircraft improvement is recorded to the extent the improvement is
substantiated and deemed to meet our capitalization policy; (ii) the lessee pays us cash compensation at lease expiry in excess of the value of the maintenance right asset, the maintenance right asset is relieved and any excess is recognized as
end of lease income; or (iii) the lessee pays us cash compensation at lease expiry that is less than the value of the maintenance right asset, the cash is applied to the maintenance right asset and the balance of such asset is relieved and
recorded as an aircraft improvement to the extent the improvement is substantiated and meets our capitalization policy. Any aircraft improvement will be depreciated over a period to the next scheduled maintenance event in accordance with our
policy with respect to major maintenance.
When we have recorded maintenance right liabilities with respect to EOL Leases, the following accounting scenarios exist: (i) the aircraft or aircraft
equipment is returned at lease expiry in the contractually required maintenance condition without any cash payment by us to the lessee, the maintenance right liability is relieved and end of lease income is recognized; (ii) we pay the lessee cash
compensation at lease expiry of less than the value of the maintenance right liability, the maintenance right liability is relieved and any difference is recognized as end of lease income; or (iii) we pay the lessee cash compensation at lease
expiry in excess of the value of the maintenance right liability, the maintenance right liability is relieved and the excess amount is recorded as an aircraft improvement.
MR Leases
Under MR Leases, the lessee is required to make periodic maintenance payments to us based upon usage of the aircraft or aircraft equipment. When qualified
major maintenance is performed during the lease term, we are required to reimburse the lessee for the costs associated with such maintenance. At the end of lease, we are entitled to retain any cash receipts in excess of the required
reimbursements to the lessee.
Maintenance right assets in MR Leases represent the right to receive an aircraft or aircraft equipment in an improved condition relative to the actual
condition on the acquisition date. The aircraft or aircraft equipment is improved by the performance of qualified major maintenance paid for by the lessee who is reimbursed by us from the periodic maintenance payments that we receive.
When we have recorded maintenance right assets with respect to MR Leases, the following accounting scenarios exist: (i) the aircraft or aircraft equipment
is returned at lease expiry and no qualified major maintenance has been performed by the lessee since the acquisition date, the maintenance right asset is offset by the amount of the associated maintenance payment liability and any excess is
recorded as end of lease income, which is consistent with our existing policy; or (ii) we have reimbursed the lessee for the performance of qualified major maintenance, the maintenance right asset is relieved and an aircraft improvement is
recorded.
There are no maintenance right liabilities for MR Leases.
When flight equipment is sold, maintenance rights are released from the balance sheet as part of the disposition gain or loss.
Derivative Financial Instruments
We use derivative financial instruments to manage our exposure to interest rate and foreign currency risks. All derivatives are recognized on the balance
sheet at their fair values. Pursuant to U.S. GAAP, changes in the fair value of the item being hedged are recognized into earnings in the same period and in the same income statement line as the change in the fair value of the derivative
instrument. On the date that we enter into a derivative contract, we typically document all relationships between the hedging instruments and the hedged items, as well as its risk management objective and strategy for undertaking each hedge
transaction.
Derivative instruments designated in a hedge relationship to mitigate exposure to variability in expected future cash flows, or other types of forecasted
transactions, are considered cash flow hedges. Cash flow hedges are accounted for by recording the fair value of the derivative instrument on the balance sheet as either a freestanding asset or liability. Changes in the fair value of a derivative
that is designated and qualifies as an effective cash flow hedge are recorded in accumulated other comprehensive income, net of tax, until earnings are affected by the variability of cash flows of the hedged item. Any derivative gains and losses
that are not effective in hedging the variability of expected cash flows of the hedged item or that do not qualify for hedge accounting treatment are recognized directly into income.
At the hedge’s inception and at least every reporting period thereafter, a formal assessment is performed to determine whether changes in cash flows of the
derivative instrument have been highly effective in offsetting changes in the cash flows of the hedged items and whether they are expected to be highly effective in the future. We discontinue hedge accounting prospectively when (i) we determine
that the derivative is no longer effective in offsetting changes in the cash flows of a hedged item; (ii) the derivative expires or is sold, terminated, or exercised; or (iii) we determine that designating the derivative as a hedging instrument
is no longer appropriate. In all situations in which hedge accounting is discontinued and the derivative remains outstanding, the derivative instrument is carried at its fair market value on the balance sheet with changes in fair value recognized
into current-period earnings. The remaining balance in accumulated other comprehensive income associated with the derivative that has been discontinued is not recognized in the income statement unless it is probable that the forecasted
transaction will not occur. Such amounts are recognized in earnings when earnings are affected by the hedged transaction.
Revenue Recognition
Revenue is recognized to the extent that it is probable that the economic benefits will flow to Fly and the revenue can be reliably measured. Where revenue
amounts do not meet these recognition criteria, recognition is delayed until the criteria are met.
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Operating lease revenue. We receive lease revenue from flight equipment under
operating leases. Rental income from aircraft and aircraft equipment is recognized on a straight-line basis over the initial term of the respective lease. The operating lease agreements generally do not provide for purchase options,
however, the leases may allow the lessee to exercise an option to extend the lease for an additional term. Contingent rents are recognized as revenue when the contingency is resolved. Revenue is not recognized when collection is not
reasonably assured.
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End of lease income. The amount of end of lease income we recognize in any
reporting period is inherently volatile and depends upon a number of factors, including the timing of both scheduled and unscheduled lease expiries, and the timing of maintenance performed on the aircraft or aircraft equipment by the
lessee, among others.
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Lease incentives. Our leases may contain provisions which require us to
contribute a portion of the lessee’s costs for heavy maintenance, overhaul or replacement of certain high-value components. We account for these expected payments as lease incentives, which are amortized as a reduction of lease
revenue over the life of the lease.
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Lease premium and discount. Lease premiums and lease discounts are amortized into operating lease revenue over the lease term. Amortization of lease premiums decreases rental revenue and amortization of lease discounts increases rental revenue.
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Finance lease income. Revenue from finance leases is recognized using the
interest method to produce a level yield over the life of the finance lease.
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Income Taxes
We provide for income taxes by tax jurisdiction. Deferred income tax assets and liabilities are recognized for the future tax consequences of temporary
differences between the financial statements and tax basis of existing assets and liabilities at the enacted tax rates expected to apply when the assets are recovered or liabilities are settled. A valuation allowance is used to reduce deferred
tax assets to the amount which management ultimately expects to be more likely than not realized.
We recognize an uncertain tax benefit only to the extent that it is more likely than not that the tax position will be sustained on examination by the
taxing authorities, based on the technical merits of the position. We have elected to classify interest on unpaid income taxes and penalties as a component of the provision for income taxes. No interest on unpaid income taxes and penalties were
incurred during each of the years ended December 31, 2018, 2017 and 2016.
New Accounting Pronouncements
In May 2014, FASB issued ASU 2014-09, Revenue from Contracts with
Customers (Topic 606). ASU 2014-09 outlines a single comprehensive model for entities to use in accounting for revenues arising from contracts with customers. Under the guidance, revenue is recognized when a customer obtains control of
promised goods or services in an amount that reflects the consideration the entity expects to receive in exchange for those goods or services. In addition, the guidance requires disclosure of the nature, amount, timing, and uncertainty of revenue
and cash flows arising from contracts with customers. The guidance specifically notes that lease contracts are a scope exception. The guidance is effective for annual reporting periods, including interim periods, beginning after December 15,
2017. We adopted the guidance effective January 1, 2018. The adoption did not have a significant impact on the consolidated financial statements and the related footnotes because lease revenue, which comprises the majority of our revenue, is
excluded from the scope of this guidance.
In February 2016, the Financial Accounting Standards Board (the “FASB”) issued its new lease guidance, ASU 2016-02, Leases (Topic 842). Under the new guidance, lessees will be required to recognize the following for all leases (with the exception of short-term leases) on the commencement date: (i)
lease liability, which is a lessee’s obligation to make lease payments arising from a lease, measured on a discounted basis; and (ii) right-of-use asset, which is an asset that represents the lessee’s right to use, or control the use of, a
specified asset for the lease term. Under the new guidance, lessor accounting is largely unchanged. FASB has decided that lessors will be precluded from recognizing selling profit and revenue at lease commencement for any finance lease that does
not transfer control of the underlying asset to the lessee. In addition, the new guidance will require lessors to capitalize, as initial direct costs, only those costs that are incurred in connection with the execution of a lease. Any other costs
incurred, including allocated indirect costs, will no longer be capitalized and instead will be expensed as incurred.
In July 2018, FASB issued new guidance to provide entities with relief from the costs of implementing certain aspects of ASU 2016-02, Leases (Topic 842). Under a new transition method, entities can elect to not restate comparative periods presented in financial statements in the period of
adoption. The FASB also issued new practical expedients that allows lessors to elect not to separate lease and associated lease components within a contract if the following conditions are met:
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The timing and pattern of transfer for the non-lease component and the associated lease component are the same; and
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The stand-alone lease component would be classified as an operating lease if accounted for separately.
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The new leasing guidance is effective for annual reporting periods (including interim periods) beginning after December 15, 2018, and early adoption is
permitted. We adopted the guidance effective January 1, 2019 and elected the practical expedients and transition relief, which will not require us to restate comparative periods. The adoption did not result in any adjustment to our consolidated balance sheets, results of operations or cash flows.
In August 2017, FASB issued ASU 2017-12, Derivatives and Hedging (Topic
815). ASU 2017-12 is intended to more closely align hedge accounting with companies’ risk management strategies, simplify the application of hedge accounting, and increase transparency as to the scope and results of hedging programs.
Under the guidance, if a cash flow hedge is highly effective, all changes in the fair value of the derivative hedging instrument will be recorded in other comprehensive income and reclassified to earnings when the hedged item impacts earnings.
After initial qualification, the new guidance permits a qualitative effectiveness assessment for certain hedges instead of a quantitative test, such as a regression analysis, if the company can reasonably support an expectation of high
effectiveness throughout the term of the hedge. An initial quantitative test to establish that the hedge relationship is highly effective is still required. Additional disclosures include cumulative basis adjustments for fair value hedges and the
effect of hedging on individual income statement line items. The guidance will be effective for annual reporting periods (including interim periods) beginning after December 15, 2018, and early adoption will be permitted. We adopted the guidance
effective January 1, 2019. The standard did not have a material effect on our consolidated balance sheets, results of operations or cash flows.
In August 2018, the Securities and Exchange Commission (the “Commission”) issued a final rule that amended certain disclosure requirements that had become
redundant, duplicative, overlapping, outdated or superseded. The amendments were intended to facilitate the disclosure of information to investors and simplify compliance without significantly altering the total mix of information provided to
investors. The final rule included amendments requiring an analysis of changes in stockholders’ equity for the current and comparative year-to-date interim periods, including dividends per share instead of presenting dividends per share on the
face of the income statement. The final rule became effective on November 5, 2018. The standard did not have a material effect on our consolidated balance sheets, results of
operations or cash flows. We have applied the amendments commencing with the quarter ended September 30, 2018.
In August 2018, the FASB issued ASU 2018-13, Fair Value Measurement
(Topic 820): Disclosure Framework – Changes to the Disclosure Requirements for Fair Value Measurement. ASU 2018-13 removed the following disclosure requirements from Topic 820:
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The amount of and reasons for transfers between Level 1 and Level 2 of the fair value hierarchy;
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The policy for timing of transfers between levels; and
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The valuation processes for Level 3 fair value measurements.
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The following disclosure requirements were added to Topic 820:
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The changes in unrealized gains and losses for the period included in other comprehensive income for recurring Level 3 fair value measurements at the end of the reporting
period; and
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The range and weighted average of significant unobservable inputs used to develop Level 3 fair value measurements.
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ASU 2018-13 will be effective for annual reporting periods (including interim periods) beginning after December 15, 2019, and early adoption will be
permitted. We are currently evaluating the impact of ASU 2018-13 and plan to adopt the guidance effective January 1, 2020.
Operating Results
Management’s discussion and analysis of operating results presented below pertain to the consolidated statements of income of Fly for the years ended
December 31, 2018, 2017 and 2016.
Consolidated Statements of
Income of Fly for the years ended December 31, 2018 and 2017
|
|
Years ended
|
|
|
Increase/
|
|
|
|
2018
|
|
|
2017
|
|
|
(Decrease)
|
|
|
|
(Dollars in thousands)
|
|
Revenues
|
|
|
|
|
|
|
|
|
|
Operating lease revenue
|
|
$
|
399,514
|
|
|
$
|
346,894
|
|
|
$
|
52,620
|
|
Finance lease revenue
|
|
|
675
|
|
|
|
731
|
|
|
|
(56
|
)
|
Equity earnings (loss) from unconsolidated subsidiary
|
|
|
(54
|
)
|
|
|
496
|
|
|
|
(550
|
)
|
Gain on sale of aircraft
|
|
|
13,398
|
|
|
|
3,926
|
|
|
|
9,472
|
|
Interest and other income
|
|
|
4,766
|
|
|
|
1,204
|
|
|
|
3,562
|
|
Total revenues
|
|
|
418,299
|
|
|
|
353,251
|
|
|
|
65,048
|
|
Expenses
|
|
|
|
|
|
|
|
|
|
|
|
|
Depreciation
|
|
|
144,084
|
|
|
|
133,227
|
|
|
|
10,857
|
|
Aircraft impairment
|
|
|
—
|
|
|
|
22,000
|
|
|
|
(22,000
|
)
|
Interest expense
|
|
|
144,742
|
|
|
|
127,782
|
|
|
|
16,960
|
|
Selling, general and administrative
|
|
|
31,185
|
|
|
|
30,671
|
|
|
|
514
|
|
Gain on derivatives
|
|
|
(2,382
|
)
|
|
|
(192
|
)
|
|
|
(2,190
|
)
|
Loss on modification and extinguishment of debt
|
|
|
2,474
|
|
|
|
23,309
|
|
|
|
(20,835
|
)
|
Maintenance and other costs
|
|
|
2,547
|
|
|
|
2,524
|
|
|
|
23
|
|
Total expenses
|
|
|
322,650
|
|
|
|
339,321
|
|
|
|
(16,671
|
)
|
Net income before provision for income taxes
|
|
|
95,649
|
|
|
|
13,930
|
|
|
|
81,719
|
|
Provision for income taxes
|
|
|
9,926
|
|
|
|
11,332
|
|
|
|
(1,406
|
)
|
Net income
|
|
$
|
85,723
|
|
|
$
|
2,598
|
|
|
$
|
83,125
|
|
As of December 31, 2018, we had 113 aircraft and seven engines in our portfolio. Of the 113 aircraft, 100 were held for operating lease, one was classified as an investment in finance lease and 12 were classified as held for sale. As of December 31, 2017, we had 85 aircraft in our portfolio, 84 of which were
held for operating lease and one was recorded as an investment in finance lease. In 2018, we purchased 34 aircraft and seven engines and sold six aircraft.
At December 31, 2018, we had two lessees which leased a total of three aircraft on non-accrual status as we had determined that it was not probable that the
economic benefits of the leases would be received by us, principally due to (i) the lessees’ failure to pay rent and overhaul payments and (ii) our evaluation of the lessees’ payment history. At December 31, 2017, no lessees were on non-accrual
status.
In the year ended December 31, 2018, we contracted to sell 15 aircraft. We recognize revenue from each aircraft until the date that such aircraft
is delivered to the purchaser. We ceased to recognize depreciation on these aircraft on the date the aircraft were classified as held for sale. During the year ended December 31, 2018, we sold three of these aircraft. At December 31, 2018, we had
12 aircraft classified as held for sale.
|
|
Years ended
|
|
|
Increase/
|
|
|
|
2018
|
|
|
2017
|
|
|
(Decrease)
|
|
|
|
(Dollars in thousands)
|
|
Operating lease revenue:
|
|
|
|
|
|
|
|
|
|
Operating lease rental revenue
|
|
$
|
389,350
|
|
|
$
|
337,137
|
|
|
$
|
52,213
|
|
End of lease income
|
|
|
20,333
|
|
|
|
17,837
|
|
|
|
2,496
|
|
Amortization of lease incentives
|
|
|
(9,738
|
)
|
|
|
(7,668
|
)
|
|
|
(2,070
|
)
|
Amortization of lease premiums, discounts & other
|
|
|
(431
|
)
|
|
|
(412
|
)
|
|
|
(19
|
)
|
Total operating lease revenue
|
|
$
|
399,514
|
|
|
$
|
346,894
|
|
|
$
|
52,620
|
|
For the year ended December 31, 2018, operating lease revenue totaled $399.5 million, an increase of $52.6 million compared to the year ended December 31, 2017. The increase was primarily due to increases of (i) $68.3 million from aircraft and engines purchased in 2017 and 2018, (ii) $5.4 million related to leases with floating rate rents and (iii) $2.5
million from end of lease income recognized. These increases were partially offset by (i) a decrease of $10.8 million primarily from lower lease rates on lease extensions and remarketings, (ii) a decrease of $10.7 million in lease revenue from
aircraft sold in 2017 and 2018 and (iii) an increase of $2.1 million in lease
incentive amortization.
During the year ended December 31, 2018, we sold six aircraft and recognized a gain on sale of aircraft of $13.4 million. During the year ended December 31, 2017, we sold one aircraft and recognized a gain on sale of
aircraft of $3.9 million.
During the years ended December 31, 2018 and 2017, interest and other income totaled $4.8 million and $1.2 million, respectively. During the third quarter of 2018, we sold a spare engine and miscellaneous engine
parts for a gain of $2.0 million.
Depreciation expense during the year ended December 31, 2018 was $144.1 million, compared to $133.2 million for the year ended December 31, 2017, an increase of $10.9 million. The increase was primarily due to depreciation on aircraft acquired in 2017 and 2018. This increase was partially offset by a reduction in depreciation on aircraft sold in 2017 and 2018 and stoppage of
depreciation on aircraft classified as held for sale.
No aircraft impairment was recognized during the year ended
December 31, 2018. During the year ended December 31, 2017, we recognized aircraft impairment totaling $22.0 million related to one Airbus A330-200 aircraft that had been leased to Air Berlin. The lease was terminated, and this aircraft was returned to us and
re-leased to another airline in January 2018.
Interest expense totaled $144.7 million and $127.8 million for the years ended December 31, 2018 and 2017,
respectively. The increase of $16.9 million was primarily due to additional
secured borrowings and increases in LIBOR. This increase was partially offset by a reduction in interest due to debt repayments, including the redemption of
the 2020 Notes, and refinancings which lowered the applicable interest rate on the refinanced debt.
Selling, general and administrative expenses were $31.2 million and $30.7 million for the years ended December 31, 2018 and 2017,
respectively. The increase of $0.5 million was primarily due to an increase in servicing and management fees paid to BBAM of $3.8 million due to fleet growth. This increase was partially offset by an unrealized foreign exchange gain of
$0.7 million during the year ended December 31, 2018, compared to an
unrealized foreign exchange loss of $2.3 million during the year ended December 31, 2017.
Gain on derivatives totaled $2.4 million and $0.2 million for the years ended years ended December 31, 2018 and 2017, respectively. The increase
of $2.2 million was primarily due to gains recognized in 2018 in connection
with the termination of the interest rate lock derivative instruments which were used to partially lock-in the interest rate on anticipated future
borrowings associated with the AirAsia Transactions.
During the year ended December 31, 2018, we incurred debt extinguishment costs totaling $2.5 million due to (i) debt repayments associated with aircraft sales and (ii) the
repayment of the CBA Facility and one other aircraft secured borrowing. During the year ended December 31, 2017, we incurred debt extinguishment
costs totaling $23.3 million, primarily consisting of (i) $19.7 million in connection with the redemption of the 2020 Notes and (ii) $3.0 million in connection with amendments to the Term Loan in April and November 2017.
Provision for income taxes was $9.9 million and $11.3 million for the years ended December 31, 2018 and 2017,
respectively. In 2018 and 2017, we had a deferred tax liability of $2.1 million and $1.8 million, respectively, in connection with unrepatriated earnings
from Australia. A withholding tax of 15.0% is applicable to distributions of earnings from Australia which have not yet been taxed. During the year ended December 31, 2018, we recorded a net valuation allowance reversal of $1.3 million. During the year ended December 31, 2017, we recorded a net valuation allowance provision of $8.4 million.
Consolidated Statements of Income of Fly for the years ended December 31, 2017 and 2016
|
|
Years ended
|
|
|
Increase/
|
|
|
|
2017
|
|
|
2016
|
|
|
(Decrease)
|
|
|
|
(Dollars in thousands)
|
|
Revenues
|
|
|
|
|
|
|
|
|
|
Operating lease revenue
|
|
$
|
346,894
|
|
|
$
|
313,582
|
|
|
$
|
33,312
|
|
Finance lease revenue
|
|
|
731
|
|
|
|
2,066
|
|
|
|
(1,335
|
)
|
Equity earnings from unconsolidated subsidiary
|
|
|
496
|
|
|
|
530
|
|
|
|
(34
|
)
|
Gain on sale of aircraft
|
|
|
3,926
|
|
|
|
27,195
|
|
|
|
(23,269
|
)
|
Interest and other income
|
|
|
1,204
|
|
|
|
1,666
|
|
|
|
(462
|
)
|
Total revenues
|
|
|
353,251
|
|
|
|
345,039
|
|
|
|
8,212
|
|
Expenses
|
|
|
|
|
|
|
|
|
|
|
|
|
Depreciation
|
|
|
133,227
|
|
|
|
120,452
|
|
|
|
12,775
|
|
Aircraft impairment
|
|
|
22,000
|
|
|
|
96,122
|
|
|
|
(74,122
|
)
|
Interest expense
|
|
|
127,782
|
|
|
|
123,161
|
|
|
|
4,621
|
|
Selling, general and administrative
|
|
|
30,671
|
|
|
|
30,077
|
|
|
|
594
|
|
Loss (gain) on derivatives
|
|
|
(192
|
)
|
|
|
91
|
|
|
|
(283
|
)
|
Loss on modification and extinguishment of debt
|
|
|
23,309
|
|
|
|
9,246
|
|
|
|
14,063
|
|
Maintenance and other costs
|
|
|
2,524
|
|
|
|
2,279
|
|
|
|
245
|
|
Total expenses
|
|
|
339,321
|
|
|
|
381,428
|
|
|
|
(42,107
|
)
|
Net income (loss) before provision (benefit) for income taxes
|
|
|
13,930
|
|
|
|
(36,389
|
)
|
|
|
50,319
|
|
Provision (benefit) for income taxes
|
|
|
11,332
|
|
|
|
(7,277
|
)
|
|
|
18,609
|
|
Net income (loss)
|
|
$
|
2,598
|
|
|
$
|
(29,112
|
)
|
|
$
|
31,710
|
|
As of December 31, 2017, we had 85 aircraft in our portfolio, 84 of which were held for operating lease
and one was recorded as an investment in finance lease. As of December 31, 2016, we had 76 aircraft in our portfolio, 75 of which were held for operating lease and one recorded as an investment in finance lease. In 2017, we purchased ten aircraft and sold one aircraft.
|
|
Years ended
|
|
|
Increase/
|
|
|
|
2017
|
|
|
2016
|
|
|
(Decrease)
|
|
|
|
(Dollars in thousands)
|
|
Operating lease revenue:
|
|
|
|
|
|
|
|
|
|
Operating lease rental revenue
|
|
$
|
337,137
|
|
|
$
|
313,976
|
|
|
$
|
23,161
|
|
End of lease income
|
|
|
17,837
|
|
|
|
8,918
|
|
|
|
8,919
|
|
Amortization of lease incentives
|
|
|
(7,668
|
)
|
|
|
(8,898
|
)
|
|
|
1,230
|
|
Amortization of lease premiums, discounts & other
|
|
|
(412
|
)
|
|
|
(414
|
)
|
|
|
2
|
|
Total operating lease revenue
|
|
$
|
346,894
|
|
|
$
|
313,582
|
|
|
$
|
33,312
|
|
For the year ended December 31, 2017, operating lease revenue totaled $346.9 million, an increase
of $33.3 million compared to the year ended December 31, 2016. The increase was primarily due to (i) an increase of $59.6 million from aircraft purchased in 2016 and 2017, (ii) an increase of $8.9
million from end of lease income recognized and (iii) a decrease of $1.2 million in lease incentive amortization. The increase was partially offset
by decreases of (i) $32.2 million in lease revenue from aircraft sold in 2016 and 2017 and (ii) $5.7 million from lower lease rates on lease extensions and remarketings.
At December 31, 2017, we had one investment in finance lease,
which was reclassified from an operating lease to a finance lease during the fourth quarter of 2016. In 2017, we recognized finance lease revenue of $0.7 million related to this aircraft. During the year ended December 31, 2016, we had two investments in finance leases, one of which was sold during the third quarter of 2016. We recognized finance lease income of $2.1 million in 2016
related to these two aircraft.
During the year ended December 31, 2017, we sold one aircraft and recognized a gain on sale of
aircraft of $3.9 million. During the year ended December 31, 2016, we sold 27 aircraft, 26 of which generated a $27.2 million gain on sale
of aircraft. We recorded a gain on debt extinguishment of $0.6 million with the sale of the remaining aircraft, which was financed by a secured borrowing.
The sale proceeds were paid to the lender as full and final discharge of the associated debt.
Depreciation expense during the year ended December 31, 2017 was $133.2 million, compared to $120.5 million for the year ended December 31, 2016, an increase of $12.7 million. The increase was primarily due to depreciation on
aircraft acquired in 2016 and 2017 and the reduction of the economic life of certain aircraft. This increase was partially offset by stoppage of depreciation on aircraft sold in 2016 and 2017.
During the year ended December 31, 2017, we recognized aircraft impairment totaling $22.0 million
related to one Airbus A330-200 aircraft that had been leased to Air Berlin. The lease was terminated, and this aircraft was returned to us and re-leased to another airline in January 2018. During the year ended December 31, 2016, we recognized aircraft impairment totaling $96.1 million. This impairment charge related primarily to three wide-body aircraft. In addition, we
recognized an impairment charge on one narrow-body aircraft which was sold in the third quarter of 2016, with proceeds paid to the lender as full and final
discharge of the associated debt.
Interest expense totaled $127.8 million and $123.2 million for the years ended December 31, 2017 and 2016, respectively. The increase of $4.6 million was primarily due to additional secured borrowings and increases in LIBOR. This increase was partially offset by a reduction in interest due to debt
repayments, including the redemption of the 2020 Notes.
Selling, general and administrative expenses were $30.7 million and $30.1 million for the years ended December 31, 2017 and 2016, respectively. During the year ended December 31, 2017, we incurred transaction costs of $1.8 million and unrealized foreign currency exchange losses of $2.3 million. These increased costs were partially offset by a reduction in administrative and base fees paid to
BBAM. During the year ended December 31, 2016, we incurred $1.1 million of professional fees related to the restatement of our financial statements, $1.0 million of aircraft acquisition costs that were expensed and unrealized foreign currency
exchange gains of $0.4 million.
Debt extinguishment costs totaled $23.3 million and $9.2 million for the years ended December 31, 2017 and 2016, respectively. During the year ended December 31, 2017, we
incurred debt extinguishment costs primarily consisting of (i) $19.7 million in connection with the redemption of the 2020 Notes and (ii) $3.0 million in
connection with amendments to the Term Loan in April and November 2017. During the year ended December 31, 2016, we (i) wrote off
unamortized loan costs and debt discounts and expensed other fees totaling $4.8 million in connection with the repayment of debt associated with
aircraft sold, (ii) incurred $2.3 million of debt extinguishment costs in connection with the extension of the Term Loan in October 2016, and (iii)
incurred swap breakage fees of $2.1 million.
For the years ended December 31, 2017 and 2016, we had a provision for income taxes of $11.3 million and a benefit for income taxes of $7.3 million,
respectively. In 2017, we had a deferred tax liability of $1.8 million in connection with undistributed earnings from our Australian subsidiary. A withholding tax of 15.0% is applicable to distributions of earnings from Australia which have not
yet been taxed. In 2016, we recognized a deduction for an interest payment made by a subsidiary. We utilized this benefit as group relief to offset income tax on repatriated earnings of a Cayman Islands subsidiary. During the years ended December 31, 2017 and 2016, we recorded net valuation allowances of $8.4 million and $7.2 million, respectively.
Liquidity and Capital Resources
Overview
Our business is very capital intensive, requiring significant investment to maintain and expand our fleet. We have pursued a strategy of fleet growth. In
2018, we spent approximately $1.1 billion to acquire 34 aircraft and seven engines.
In the first quarter of 2018, we entered into definitive agreements to acquire a total of 55 Airbus narrow-body aircraft and seven engines on operating
leases, and options to purchase up to 20 additional Airbus narrow-body aircraft, not subject to lease, in the AirAsia Transactions. As of December 31, 2018, we had acquired 33 aircraft and seven engines in Portfolio A. Accordingly, we have
completed the transfer of all aviation assets in the Portfolio A transactions.
In connection with the AirAsia Transactions, on July 13, 2018, we issued and sold a total of 1,333,334 common shares in the form of ADSs, at a purchase
price of $15.00 per share, to Meridian Aviation Partners Limited and certain other affiliates of Onex Corporation and members of the management team of BBAM LP in private placement transactions, for aggregate proceeds of $20.0 million. In
addition, on August 30, 2018, we issued 3,333,333 common shares in the form of ADSs, valued at $15.00 per share, to AirAsia, as partial consideration in the AirAsia Transactions.
We also have pursued opportunistic aircraft sales to rejuvenate our fleet. In 2018, we sold
six aircraft and committed to sell 12 additional aircraft which were classified as aircraft held for sale at December 31, 2018.
We finance our business with unrestricted cash, cash generated from operating leases, aircraft sales and debt financings. At December 31, 2018, we had $180.2 million of unrestricted cash. We also had 11 unencumbered aircraft with an aggregate book value of $332.0 million. We sold five of
these aircraft subsequent to December 31, 2018.
In recent years, our debt financing strategy has been to diversify our lending sources and to utilize both secured and unsecured debt financing. Unsecured
borrowings provide us with greater operational flexibility. Secured, recourse debt financing enables us to take advantage of favorable pricing and other terms compared to non-recourse debt. In addition, we continue to utilize secured,
non-recourse indebtedness under our debt facilities and other aircraft secured borrowings.
On July 31, 2018, we entered into a recourse secured borrowing in the amount of $122.5 million to finance an unencumbered aircraft. We used the loan
proceeds to repay the CBA Facility and one other aircraft secured borrowing.
In connection with the AirAsia Transactions, we entered into a non-recourse secured term loan facility with a consortium of lenders and drew down $560.8
million to finance the acquisition of 29 aircraft in 2018. We also drew down $114.3 million from the Fly Acquisition III Facility to finance the acquisition of four additional Portfolio A aircraft. In addition, on October 30, 2018, we borrowed
$43.9 million under a recourse term loan facility with two lenders to finance the acquisition of seven engines on operating leases to the AirAsia Group.
Our sources of operating cash flows are principally distributions and interest payments made to us by our subsidiaries. These payments by our subsidiaries
may be restricted by applicable local laws and debt covenants.
We expect that these funds, together with our cash on hand, cash from operations, and cash from other financing activities, including aircraft sales, will
satisfy our liquidity needs through at least the next twelve months.
Our liquidity plans are subject to a number of risks and
uncertainties, including those described under Item 3 “Key Information — Risk Factors” in this report.
Cash
Flows of Fly for the years ended December 31, 2018 and 2017
We generated cash from operations of $241.1 million and $179.1 million for the years ended December 31, 2018 and 2017, respectively, an increase of $62.0 million.
Cash used in investing activities was $853.5 million and $430.4 million for the years ended December 31, 2018 and 2017, respectively. In 2018, we used (i) $934.5 million of cash to purchase 34 aircraft and seven engines, (ii) $80.5 million for the Portfolio B orderbook and (iii) $5.7 million to invest in equity certificates issued by Horizon I Limited. In 2017, we used $434.1 million of cash to purchase ten
aircraft. Net proceeds received from the sale of six
aircraft was $177.7 million in 2018. Net proceeds received from the sale of one aircraft was $21.8 million in 2017. Payments for lessor maintenance obligations totaled $8.6 million and $12.6 million for the years ended December 31, 2018 and 2017, respectively.
Cash provided by financing activities for the years ended December 31, 2018 and 2017, totaled
$436.7 million and $95.7 million, respectively. In 2018, we received (i) net proceeds of $826.4 million from secured borrowings, (ii) net maintenance reserves of $68.6
million, (iii) net proceeds of $19.6 million from shares issued and (iv) net security deposits from our lessees of $6.3 million. These receipts were partially offset
by (i) repayments on our secured borrowings totaling $482.7 million primarily in connection with aircraft sales and early repayment of debt and (ii) payments of debt issuance costs of $3.6 million. In 2017, we received (i) net proceeds of $513.5 million from secured borrowings, (ii) net proceeds of $295.2 million from unsecured borrowings and (iii) net maintenance reserves of $61.5 million. These receipts were
partially offset by (i) repayments on our unsecured borrowings totaling $375.0 million, (ii) repayments on our secured borrowings totaling $326.9 million, and (iii) $57.3 million to repurchase 4,274,569 shares.
Cash
Flows of Fly for the years ended December 31, 2017 and 2016
We generated cash from operations of $179.1 million and $152.8 million for the years ended December 31, 2017 and 2016, respectively, an increase of $26.3 million.
Cash used in investing activities was $430.4 million and $123.3 million for the years ended December 31, 2017
and 2016, respectively. In 2017, we used $434.1 million of
cash to purchase ten aircraft, and sold one aircraft for cash proceeds of $21.8 million. In 2016, we used $552.2 million of cash to
purchase ten aircraft, and sold 27 aircraft for net cash proceeds of $430.9 million. Payments for lessor maintenance obligations totaled $12.6 million and $2.7 million for the years ended December 31, 2017 and 2016, respectively.
Cash provided by financing activities for the years ended December 31, 2017 and 2016 totaled $95.7 million and $131.7 million, respectively. In 2017, we
received (i) net proceeds of $513.5 million from secured borrowings, (ii) net proceeds of $295.2 million from unsecured borrowings and (iii) net maintenance reserve receipts of $61.5 million. These were partially offset by (i) repayments on our
unsecured borrowings totaling $375.0 million, (ii) repayments on our secured borrowings totaling $326.9 million, and (iii) $57.3 million to repurchase 4,274,569 shares. In 2016, we received (i) net proceeds of $572.7 million from secured
borrowings and (ii) net maintenance reserve receipts of $60.6 million. These were partially offset by (i) repayments on our secured borrowings totaling $448.3 million and (ii) $40.3 million to repurchase 3,414,960 shares.
Maintenance Cash Flows
Under our leases, the lessee is generally responsible for maintenance and repairs, airframe and engine overhauls, and compliance with return conditions of
aircraft on lease. In connection with the lease of a used aircraft we may agree to contribute additional amounts to the cost of certain major overhauls or modifications, which usually reflect the usage of the aircraft prior to the commencement of
the lease. In many cases, we also agree to share with our lessees the cost of compliance with airworthiness directives.
Maintenance reserve payments we collect from our lessees are based on passage of time or usage of the aircraft measured by hours flown or cycles operated.
Under these leases, we are obligated to make reimbursements to the lessee for expenses incurred for certain planned major maintenance, up to a maximum amount that is typically determined based on maintenance reserves paid by the lessee.
Certain leases also require us to make maintenance contributions for costs associated with certain major maintenance events in excess of any maintenance
reserve payments received. Major maintenance includes heavy airframe, off-wing engine, landing gear and auxiliary power unit overhauls and replacements of engine life limited parts. We are not obligated to make maintenance contributions under any
lease pursuant to which a lessee default has occurred and is continuing. We also have leases that provide for lease-end maintenance adjustment payments based on the usage of the aircraft during the lease term and its condition upon redelivery.
Typically, payments are made by the lessee to us, although in some cases, we have been required to make such payments to the lessee.
We expect that the aggregate maintenance reserve and lease end adjustment payments we receive from lessees will meet the aggregate maintenance contributions
and lease end adjustment payments that we will be required to make. In 2018, we received $84.1 million of maintenance payments from lessees and made maintenance payment disbursements of $15.5 million.
Share Repurchases
In November 2018, our board of directors approved a $50.0 million share repurchase program expiring in December 2019. Under this program, Fly may make share
repurchases from time to time in the open market or in privately negotiated transactions.
During the year ended December 31, 2018, Fly did not repurchase any shares.
Financing
We finance our business with unsecured and secured borrowings. As of December 31, 2018, we
were not in default under any of our borrowings.
Unsecured Borrowings
On December 11, 2013, we sold $300.0 million aggregate principal amount of unsecured 6.75% Senior Notes due 2020 (together with the Additional 2020 Notes
(as defined below), the “2020 Notes”). In connection with the issuance, we paid underwriting discounts totaling $8.5 million.
On October 3, 2014, we sold $75.0 million aggregate principal amount of unsecured 6.75% Senior Notes due 2020 (the “Additional 2020 Notes”) and $325.0
million aggregate principal amount of 6.375% Senior Notes due 2021 (the “2021 Notes”). The Additional 2020 Notes were issued as additional notes under the 2020 Notes indenture, and were sold at a price equal to 104.75% of the principal amount
thereof. The 2021 Notes were issued under an indenture containing substantially similar terms as the indenture governing the 2020 Notes and were sold at par. In connection with these issuances, we paid a net underwriting discount totaling $3.4
million.
On October 16, 2017, we sold $300.0 million aggregate principal amount of unsecured 5.250% Senior Notes due 2024 (the “2024 Notes”). The net proceeds to us
were approximately $294.2 million, after deducting the underwriters’ discounts and commissions and offering expenses paid by us. We used the net proceeds from the sale of the 2024 Notes, together with cash on hand, to redeem all $375.0 million of
our outstanding 2020 Notes on December 15, 2017. In connection with the redemption, we incurred debt extinguishment costs totaling $19.7 million.
The 2021 Notes and 2024 Notes are senior unsecured obligations of ours and rank pari passu in right of payment with any existing and future senior unsecured indebtedness of ours. The 2021 Notes have