(1) Nature of Operations and Summary of Significant Accounting Policies

SkyWest, Inc. (the "Company"), through its subsidiaries, SkyWest Airlines, Inc. ("SkyWest Airlines") and ExpressJet Airlines, Inc. ("ExpressJet"), operates the largest regional airline in the United States. As of December 31, 2014, SkyWest and ExpressJet offered scheduled passenger and air freight service with approximately 3,600 total daily departures to different destinations in the United States, Canada, Mexico and the Caribbean. Additionally, the Company provides ground handling services for other airlines throughout its system. As of December 31, 2014, the Company had a combined fleet of 749 aircraft consisting of the following:

	CRJ200		CRJ700		CRJ900		ERJ135		ERJ145		E175		EMB120		Total
United		89		70		—		9		216		20		21		425
Delta		113		60		60		—		—		—		6		239
American		29		—		—		—		—		—		—		29
US Airways		11		—		4		—		—		—		—		15
Alaska		—		9		—		—		—		—		—		9
Subleased to an un-affiliated entity		2		—		—		—		—		—		—		2
Other		4		—		—		—		10		—		16		30

Total		248		139		64		9		226		20		43		749

For the year ended December 31, 2014, approximately 61.4% of the Company's aggregate capacity was operated for United, approximately 31.6% was operated for Delta, approximately 3.2% was operated for American, approximately 2.1% was operated for Alaska and approximately 1.7% was operated for US Airways.

SkyWest Airlines has been a code-share partner with Delta in Salt Lake City and United in Los Angeles since 1987 and 1997, respectively. In 2011, SkyWest Airlines entered into a code-share agreement with Alaska and with US Airways. In September 2012, SkyWest Airlines and ExpressJet entered into code share agreements (the "American Agreements") with American Airlines, Inc. ("American"). As of December 31, 2014, SkyWest Airlines operated as a Delta Connection carrier in Salt Lake City and Minneapolis, a United Express carrier in Los Angeles, San Francisco, Denver, Houston, Chicago and the Pacific Northwest, an Alaska carrier in Seattle/ Tacoma and Portland, a US Airways carrier in Phoenix and an American carrier in Los Angeles.

On November 17, 2011, the Company's wholly-owned subsidiaries, Atlantic Southeast Airlines, Inc. and ExpressJet Airlines, Inc., consolidated their operations under a single operating certificate, and on December 31, 2012, Atlantic Southeast Airlines, Inc. and ExpressJet Airlines, Inc. were merged, with the surviving corporation named ExpressJet Airlines, Inc. (the "ExpressJet Combination"). In the following Notes to Consolidated Financial Statements, "Atlantic Southeast" refers to Atlantic Southeast Airlines, Inc. for periods prior to the ExpressJet Combination, "ExpressJet Delaware" refers to ExpressJet Airlines, Inc., a Delaware corporation, for periods prior to the ExpressJet Combination, and "ExpressJet" refers to ExpressJet Airlines, Inc., the Utah corporation resulting from the combination of Atlantic Southeast and ExpressJet Delaware, for periods subsequent to the ExpressJet Combination. At the time of the ExpressJet Combination, Atlantic Southeast had been a code-share partner with Delta in Atlanta since 1984 and a code-share partner with United since February 2010. As of December 31, 2014, ExpressJet operated as a Delta Connection carrier in Atlanta and Detroit, a United Express carrier in Chicago (O'Hare), Washington, D.C. (Dulles International Airport), Cleveland, Newark, Houston and Denver, and an American carrier in Dallas.

Basis of Presentation

The Company's consolidated financial statements include the accounts of SkyWest, Inc. and its subsidiaries, including SkyWest Airlines and ExpressJet, with all inter-company transactions and balances having been eliminated.

In preparing the accompanying consolidated financial statements, the Company has reviewed, as determined necessary by the Company's management, events that have occurred after December 31, 2014, through the filing date of the Company's annual report with the U.S. Securities and Exchange Commission.

Use of Estimates

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

Cash and Cash Equivalents

The Company considers all highly liquid investments with an original maturity of three months or less to be cash equivalents. The Company classified $11.6 million and $12.2 million of cash as restricted cash as required by the Company's workers' compensation policy and classified it accordingly in the consolidated balance sheets as of December 31, 2014 and 2013, respectively.

Marketable Securities

The Company's investments in marketable debt and equity securities are deemed by management to be available-for-sale and are reported at fair market value with the net unrealized appreciation (depreciation) reported as a component of accumulated other comprehensive income (loss) in stockholders' equity. At the time of sale, any realized appreciation or depreciation, calculated by the specific identification method, is recognized in other income and expense. The Company's position in marketable securities as of December 31, 2014 and 2013 was as follows (in thousands):

At December 31, 2014	Amortized Cost		Gross unrealized holding gains		Gross unrealized holding losses			Fair market value
Total cash and cash equivalents	$	132,275	$	—	$	—		$	132,275

Available-for-sale securities:
Bond and bond funds	$	410,618	$	9	$	(464	)	$	410,163
Asset backed securities		5,108		3		(1	)		5,110

Total available-for-sale securities	$	415,726	$	12	$	(465	)	$	415,273

Total cash and cash equivalents and available for sale securities	$	548,001	$	12	$	(465	)	$	547,548

At December 31, 2013	Amortized Cost		Gross unrealized holding gains		Gross unrealized holding losses			Fair market value
Total cash and cash equivalents	$	170,636	$	—	$	—		$	170,636

Available-for-sale securities:
Bond and bond funds	$	486,571	$	487	$	(9	)	$	487,049
Asset backed securities		182		8		—			190

Total available-for-sale securities		486,753		495	$	(9	)		487,239

Total cash and cash equivalents and available for sale securities	$	657,389	$	495	$	(9	)	$	657,875

Marketable securities had the following maturities as of December 31, 2014 (in thousands):

Maturities	Amount
Year 2015	$	233,858
Years 2016 through 2019		181,406
Years 2020 through 2027		—
Thereafter		2,317

As of December 31, 2014 and 2013, the Company had classified $415.3 million and $487.2 million of marketable securities, respectively, as short-term since it had the intent to maintain a liquid portfolio and the ability to redeem the securities within one year. The Company has classified approximately $2.3 million and $2.2 million of investments as non-current and has identified them as "Other assets" in the Company's consolidated balance sheet as of December 31, 2014 and 2013, respectively (see Note 7).

Inventories

Inventories include expendable parts, fuel and supplies and are valued at cost (FIFO basis) less an allowance for obsolescence based on historical results and management's expectations of future operations. Expendable inventory parts are charged to expense as used. An obsolescence allowance for flight equipment expendable parts is accrued based on estimated lives of the corresponding fleet types and salvage values. The inventory allowance as of December 31, 2014 and 2013 was $11.6 million and $10.1 million, respectively. These allowances are based on management estimates, which can be modified based on future changes in circumstances.

Property and Equipment

Property and equipment are stated at cost and depreciated over their useful lives to their estimated residual values using the straight-line method as follows:

Assets	Depreciable Life	Residual Value
Aircraft and rotable spares	10 - 18 years	0 - 30%
Ground equipment	5 - 10 years	0%
Office equipment	5 - 7 years	0%
Leasehold improvements	Shorter of 15 years or lease term	0%
Buildings	20 - 39.5 years	0%

Impairment of Long-Lived Assets

As of December 31, 2014, the Company had approximately $4.9 billion of property and equipment and related assets. Additionally, as of December 31, 2014, the Company had approximately $12.7 million in intangible assets. In accounting for these long-lived and intangible assets, the Company makes estimates about the expected useful lives of the assets, the expected residual values of certain of these assets, and the potential for impairment based on the fair value of the assets and the cash flows they generate. On September 7, 2005, the Company acquired all of the issued and outstanding capital stock of Atlantic Southeast and recorded an intangible asset of approximately $33.7 million relating to the acquisition. The intangible asset is being amortized over fifteen years under the straight-line method. As of December 31, 2014 and 2013, the Company had $21.0 million and $18.7 million in accumulated amortization expense, attributable to the acquisition, respectively. Factors indicating potential impairment include, but are not limited to, significant decreases in the market value of the long-lived assets, a significant change in the condition of the long-lived assets and operating cash flow losses associated with the use of the long-lived assets. On a periodic basis, the Company evaluates whether impairment indicators are present. When considering whether or not impairment of long-lived assets exists, the Company groups similar assets together at the lowest level for which identifiable cash flows are largely independent of the cash flows of other assets and liabilities and compare the undiscounted cash flows for each asset group to the net carrying amount of the assets supporting the asset group. Asset groupings are done at the fleet or contract level.

In November 2014, the Company made the decision to remove all its Embraer Brasilia EMB-120 ("EMB120") turboprop aircraft from service by the end of the second quarter of 2015. This decision resulted in an impairment review of the Company's long-lived assets specific to the EMB120 aircraft, which included owned aircraft, capitalized engine overhaul amounts, spare engines and other EMB120 specific long-lived assets. The impairment analysis required the Company to use judgment to estimate fair value of its EMB120 long-lived assets. The estimated fair value of the long-lived assets was based on third-party valuations for similar assets. The amounts the Company may ultimately realize from the disposal of the Company's EMB120 long-lived assets may vary from the December 31, 2014 fair value assessments. See Note 8, Special items, for the impairment charges recorded during the year ended December 31, 2014 related to the EMB120 long-lived assets.

In November 2014, ExpressJet entered into an amended and restated ExpressJet United ERJ Agreement, which reduced the term of the agreement from the year 2020 to 2017 and accelerated the removal of its Embraer ERJ145 regional jet ("ERJ145") aircraft from the contract between the years 2015 and 2017. As of December 31, 2014, all of ExpressJet's ERJ145 aircraft were operated pursuant to the ExpressJet United ERJ Agreement. The reduced term of the ExpressJet United ERJ Agreement shortened the Company's anticipated use of ERJ145 specific long-lived assets and resulted in an impairment review for the ERJ145 aircraft type specific assets, which included capitalized aircraft improvements, spare engines and other ERJ145 long-lived assets. The impairment analysis required the Company to use judgment to estimate the fair value of the Company's ERJ145 long-lived assets. The estimated fair value of the long-lived assets was based on third-party valuations for similar assets. The amounts the Company may ultimately realize from the disposal of the Company's ERJ145 long-lived assets may vary from the December 31, 2014 fair value assessments. See Note 8, Special items, for the impairment charges recorded during the year ended December 31, 2014 related to the ERJ145 long-lived assets.

In conjunction with the acquisition of ExpressJet Delaware, the Company acquired an aircraft paint facility located in Saltillo, Mexico. During the three months ended September 30, 2014, the Company discontinued use of the facility and wrote down the value of the facility and related assets to its estimated fair value. During the three months ended December 31, 2014, the Company sold the paint facility to a third party for an amount that approximated the estimated fair market value. See Note 8, Special items, for the impairment charges recorded during the year ended December 31, 2014 related to the write-down of the Saltillo, Mexico paint facility and related assets.

The Company did not impair its long-lived assets during 2013 or 2012.

Capitalized Interest

Interest is capitalized on aircraft purchase deposits as a portion of the cost of the asset and is depreciated over the estimated useful life of the asset. During the years ended December 31, 2014, 2013 and 2012, the Company capitalized interest costs of approximately $1.8 million, $1.2 million, and $0, respectively.

Maintenance

The Company operates under a FAA-approved continuous inspection and maintenance program. The Company uses the direct expense method of accounting for its regional jet engine overhauls wherein the expense is recorded when the overhaul event occurs. The Company has engine services agreements with third-party vendors to provide long-term engine services covering the scheduled and unscheduled repairs for certain of its Bombardier CRJ700 Regional Jets ("CRJ700s"), Embraer ERJ145 regional jet aircraft and Embraer E-175 jet ("E175") aircraft. Under the terms of the agreements, the Company pays a set dollar amount per engine hour flown on a monthly basis and the third party vendors will assume the responsibility to repair the engines at no additional cost to the Company, subject to certain specified exclusions. Maintenance costs under these contracts are recognized when the engine hour is flown pursuant to the terms of each contract.

The Company uses the "deferral method" of accounting for its EMB120 turboprop aircraft engine overhauls, wherein the overhaul costs are capitalized and depreciated to the next estimated overhaul event, or remaining lease term for leased aircraft, whichever is shorter. In November 2014, the Company decided to remove the EMB120 aircraft from service by the end of the second quarter of 2015, which reduced the previously anticipated remaining useful life of the EMB120 aircraft and related aircraft type specific assets, which resulted in an impairment review of the EMB120 capitalized engine overhaul amounts. See note 8 Special items.

The costs of maintenance for airframe and avionics components, landing gear and normal recurring maintenance are expensed as incurred.

Passenger and Ground Handling Revenues

The Company recognizes passenger and ground handling revenues when the service is provided under its code-share agreements. Under the Company's fixed-fee arrangements (referred to as "fixed-fee arrangements, "contract flying" or "capacity purchase agreements") with Delta, United, US Airways, American and Alaska, the major airline generally pays the Company a fixed-fee for each departure, flight or block time incurred, and an amount per aircraft in service each month with additional incentives based on completion of flights and on-time performance. The major airline partner also directly reimburses the Company for certain direct expenses incurred under the fixed-fee arrangement such as fuel expense and landing fee expenses. Under the fixed-fee arrangements, revenue is earned when each flight is completed.

Under a Revenue-Sharing Arrangement (referred to as a "revenue-sharing" or "pro-rate" arrangements), the major airline and regional airline negotiate a passenger fare proration formula, pursuant to which the regional airline receives a percentage of the ticket revenues for those passengers traveling for one portion of their trip on the regional airline and the other portion of their trip on the major airline. Revenue is recognized under the Company's pro-rate flying agreements when each flight is completed based upon the portion of the pro-rate passenger fare the Company anticipates that it will receive for each completed flight.

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

In the event that the contractual rates under the agreements have not been finalized at quarterly or annual financial statement dates, the Company records revenues based on the lower of prior period's approved rates, as adjusted to reflect any contract negotiations and the Company's estimate of rates that will be implemented in accordance with revenue recognition guidelines. In the event the Company has a reimbursement dispute with a major partner, the Company evaluates the dispute under its established revenue recognition criteria and, provided the revenue recognition criteria have been met, the Company recognizes revenue based on management's estimate of the resolution of the dispute.

In several of the Company's agreements, the Company is eligible for incentive compensation upon the achievement of certain performance criteria. The incentives are defined in the agreements and are being measured and determined on a monthly, quarterly or semi-annual basis. At the end of period, the Company calculates the incentives achieved during that period and recognizes revenue accordingly.

The following summarizes the significant provisions of each code share agreement the Company has with each major partner:

Delta Connection Agreements

Agreement	Number of aircraft under contract	Term / Termination Dates	Pass-through costs or costs paid directly by major partner	Performance Incentive Structure	Payment Structure
SkyWest Airlines Delta Connection Agreement (fixed-fee arrangement)	• CRJ 200—44 • CRJ 700—19 • CRJ 900—32	• The contract expires on an individual aircraft basis with expirations commencing in 2015 • The final aircraft expires in 2022 • The average remaining term of the aircraft under contract is 4.8 years • Upon expiration, aircraft may be renewed or extended	• Fuel • Engine Maintenance • Landing fees, Station Rents, Deice • Insurance	• No financial performance based incentives	• Rate per block hour, per departure and per aircraft under contract

ExpressJet Delta Connection Agreement (fixed-fee arrangement)	• CRJ 200—59 • CRJ 700—41 • CRJ 900—28	• The contract expires on an individual aircraft basis with expirations scheduled in 2015 • The final aircraft expires in 2022 • The average remaining term of the aircraft under contract is 4.1 years • Upon expiration, aircraft may be renewed or extended	• Fuel • Engine Maintenance • Landing fees, Station Rents, Deice Insurance	• Performance based financial incentives	• Rate per block hour, per departure and per aircraft under contract

SkyWest Airlines Pro-rate Agreement (revenue-sharing agreement)	• EMB 120—6 • CRJ 200—10	• Terminates with 30-day notice	• None	• None	• Pro-rata sharing of the passenger fare revenue

United Express Agreements

Agreement	Number of aircraft under contract	Term / Termination Dates	Pass-through costs or costs paid directly by major partner	Performance Incentive Structure	Payment Structure
SkyWest Airlines United Express Agreements (fixed-fee arrangement)	• CRJ 200—61 • CRJ 700—70 • E175—20 • EMB 120—9	• The contract expires on an individual aircraft basis with expirations scheduled in 2015 • The final aircraft expires in 2026 • The average remaining term of the aircraft under contract is 3.4 years • Upon expiration, aircraft may be renewed or extended	• Fuel • Landing fees, Station Rents, Deice • Insurance	• Performance based incentives	• Rate per block hour, per departure and per aircraft under contract

ExpressJet United ERJ Agreement (fixed-fee arrangement)	• ERJ 135—9 • ERJ 145—216	• The contract expires on an individual aircraft basis with expirations scheduled in 2015 • The final aircraft expires in 2017 • The average remaining term of the aircraft under contract is 1.9 years • Upon expiration, aircraft may be renewed or extended	• Fuel • Engine Maintenance • Landing fees, Station Rents, Deice • Insurance	• Performance based incentives or penalties	• Rate per block hour, per departure and per aircraft under contract

ExpressJet United CRJ Agreement (fixed-fee arrangement)	• CRJ 200—7	• The contract expires on an individual basis with final aircraft terminating in March 2015 • Upon termination, leased aircraft are expected to be returned to lessors	• Fuel • Landing fees, Station Rents, Deice • Insurance	• Performance based incentives	• Rate per block hour, per departure and per aircraft under contract

SkyWest Airlines United Express Pro-rate Agreement (revenue-sharing arrangement)	• CRJ 200—21 • EMB 120—12	• Terminates with 120-day notice	• None	• None	• Pro-rata sharing of the passenger fare revenue

Alaska Capacity Purchase Agreement

Agreement

Number of
aircraft under
contract

Term / Termination
Dates

Pass-through costs
or costs paid directly
by major partner

Incentive
Structure

Payment Structure

SkyWest Airlines Alaska Agreement (fixed-fee arrangement)

•

CRJ 700—9

•

Terminates 2018

•

Upon expiration, aircraft may be renewed or extended

•

Fuel

•

Landing fees, Station Rents, Deice

•

Insurance

•

Performance based incentives

•

Rate per block hour, per departure and per aircraft under contract

US Airways Agreements

Agreement	Number of aircraft under contract	Term / Termination Dates	Pass-through costs or costs paid directly by major partner	Incentive Structure	Payment Structure
SkyWest Airlines US Airways Agreement (fixed-fee arrangement)	• CRJ 200—10 • CRJ 900—4	• Terminates 2015 • Upon expiration, aircraft may be renewed or extended	• Fuel • Landing fees, Station Rents, Deice • Insurance	• Performance based incentives	• Rate per block hour, per departure and per aircraft under contract

SkyWest Airlines US Airways Pro-rate Agreement (revenue-sharing agreement)	• CRJ 200—1	• Terminates with 120- day notice	• None	• None	• Pro-rata sharing of the passenger fare revenue

American Agreements

Agreement	Number of aircraft under contract	Term / Termination Dates	Pass-through costs or costs paid directly by major partner	Incentive Structure	Payment Structure
SkyWest Airlines American Agreement (fixed-fee agreement)	• CRJ 200—12	• Terminates 2016 • Upon expiration, aircraft may be renewed or extended	• Fuel • Landing fees, Station Rents, Deice • Insurance	• Performance based incentives	• Rate per block hour, per departure and per aircraft under contract

SkyWest Airlines American Pro-rate Agreement (revenue-sharing agreement)	• CRJ 200—4	• Terminates with 120- day notice	• None	• None	• Pro-rata sharing of the passenger fare revenue

ExpressJet American Agreement (fixed-fee agreement)	• CRJ 200—11	• Terminates 2017 • Upon expiration, aircraft may be renewed or extended	• Fuel • Landing fees, Station Rents, Deice • Insurance	• Performance based incentives	• Rate per block hour, per departure and per aircraft under contract

ExpressJet American Pro-rate Agreement (revenue-sharing agreement)	• CRJ 200—2	• Terminates with 120- day notice	• None	• None	• Pro-rata sharing of the passenger fare revenue

Other Revenue Items

The Company's passenger and ground handling revenues could be impacted by a number of factors, including changes to the Company's code-share agreements with Delta, United, Alaska, American or US Airways, contract modifications resulting from contract re-negotiations, the Company's ability to earn incentive payments contemplated under the Company's code-share agreements and settlement of reimbursement disputes with the Company's major partners.

Under the Company's fixed-fee agreements with Delta, United, Alaska, US Airways and American, the compensation structure generally consists of a combination of agreed-upon rates for operating flights and direct reimbursement for other certain costs associated with operating the aircraft. A portion of the Company's contract flying compensation is designed to reimburse the Company for certain aircraft ownership costs. The Company has concluded that a component of its revenue under these agreements is rental income, inasmuch as the agreements identify the "right of use" of a specific type and number of aircraft over a stated period of time. The amounts deemed to be rental income under the agreements for the years ended December 31, 2014, 2013 and 2012 were $497.0 million, $500.2 million and $506.7 million, respectively. These amounts are reflected as passenger revenues on the Company's consolidated statements of comprehensive (loss). The Company has not separately stated aircraft rental income and aircraft rental expense in the consolidated statement of comprehensive income (loss) since the use of the aircraft is not a separate activity of the total service provided and there is not a separate profitability measurement for the deemed rental activity of the aircraft.

Deferred Aircraft Credits

The Company accounts for incentives provided by aircraft manufacturers as deferred credits. The deferred credits related to leased aircraft are amortized on a straight-line basis as a reduction to rent expense over the lease term. Credits related to owned aircraft reduce the purchase price of the aircraft, which has the effect of amortizing the credits on a straight-line basis as a reduction in depreciation expense over the life of the related aircraft. The incentives are credits that may be used to purchase spare parts and pay for training and other expenses.

Income Taxes

The Company recognizes a liability or asset for the deferred tax consequences of all temporary differences between the tax basis of assets and liabilities and their reported amounts in the consolidated financial statements that are expected to result in taxable or deductible amounts in future years when the reported amounts of the assets and liabilities are recovered or settled.

Net Income (Loss) Per Common Share

Basic net income (loss) per common share ("Basic EPS") excludes dilution and is computed by dividing net income (loss) by the weighted average number of common shares outstanding during the period. Diluted net income (loss) per common share ("Diluted EPS") reflects the potential dilution that could occur if stock options or other contracts to issue common stock were exercised or converted into common stock. The computation of Diluted EPS does not assume exercise or conversion of securities that would have an anti-dilutive effect on net income (loss) per common share. During the years ended December 31, 2014, 2013 and 2012, 3,191,000, 3,072,000 and 3,889,000 shares reserved for issuance upon the exercise of outstanding options were excluded from the computation of Diluted EPS respectively, as their inclusion would be anti-dilutive.

The calculation of the weighted average number of common shares outstanding for Basic EPS and Diluted EPS are as follows for the years ended December 31, 2014, 2013 and 2012 (in thousands):

	Year Ended December 31,
	2014			2013		2012
Numerator:
Net Income (Loss)	$	(24,154	)	$	58,956	$	51,157
Denominator:
Denominator for basic earnings per-share weighted average shares		51,237			51,688		51,090
Dilution due to stock options and restricted stock		—			734		656

Denominator for diluted earnings per-share weighted average shares		51,237			52,422		51,746
Basic earnings (loss) per-share	$	(0.47	)	$	1.14	$	1.00
Diluted earnings (loss) per-share	$	(0.47	)	$	1.12	$	0.99

Comprehensive Income (Loss)

Comprehensive income (loss) includes charges and credits to stockholders' equity that are not the result of transactions with the Company's shareholders. Also, comprehensive income (loss) consisted of net income (loss) plus changes in unrealized appreciation (depreciation) on marketable securities and unrealized gain (loss) on foreign currency translation adjustment related to the Company's equity investment in Trip Linhas Aereas, a regional airline operating in Brazil ("TRIP") and Mekong Aviation Joint Stock Company, an airline operating in Vietnam ("Air Mekong") (see Note 7), net of tax, for the periods indicated (in thousands):

	Year Ended December 31,
	2014			2013			2012
Net Income (Loss)	$	(24,154	)	$	58,956			51,157
Proportionate share of other companies foreign currency translation adjustment, net of tax		(1,129	)		66			(251	)
Unrealized appreciation (depreciation) on marketable securities, net of tax		(719	)		(13	)		316

Comprehensive income (loss)	$	(26,002	)	$	59,009		$	51,222

Fair Value of Financial Instruments

The carrying amounts reported in the consolidated balance sheets for receivables and accounts payable approximate fair values because of the immediate or short-term maturity of these financial instruments. Marketable securities are reported at fair value based on market quoted prices in the consolidated balance sheets. If quoted prices in active markets are no longer available, the Company has estimated the fair values of these securities utilizing a discounted cash flow analysis as of December 31, 2014. These analyses consider, among other items, the collateralization underlying the security investments, the creditworthiness of the counterparty, the timing of expected future cash flows, and the expectation of the next time the security is expected to have a successful auction. The fair value of the Company's long-term debt is estimated based on current rates offered to the Company for similar debt and was approximately $1,813.1 million as of December 31, 2014, as compared to the carrying amount of $1,745.8 million as of December 31, 2014. The Company's fair value of long-term debt as of December 31, 2013 was $1,509.2 million as compared to the carrying amount of $1,470.6 million as of December 31, 2013.

Segment Reporting

Generally accepted accounting principles require disclosures related to components of a company for which separate financial information is available to, and regularly evaluated by, the Company's chief operating decision maker ("CODM")when deciding how to allocate resources and in assessing performance. The Company's two operating segments consist of the operations conducted by its two subsidiaries, SkyWest Airlines and ExpressJet. Information pertaining to the Company's reportable segments is presented in Note 2, Segment Reporting.

Recent Accounting Pronouncements

In August 2014, the Financial Accounting Standards Board issued ASU No. 2014-15. This standard provides guidance on determining when and how to disclose going-concern uncertainties in the financial statements. The new standard requires management to perform interim and annual assessments of an entity's ability to continue as a going concern within one year of the date the financial statements are issued. This ASU is effective for fiscal years, and interim periods within those years, beginning on or after December 15, 2016, with early adoption permitted. The Company is evaluating the new guidance and plans to provide additional information about its expected impact at a future date.

In June 2014, the Financial Accounting Standards Board ("FASB") issued Accounting Standards Update 2014-12, Accounting for Share-Based Payments When the Terms of an Award Provide That a Performance Target Could Be Achieved After the Requisite Service Period ("ASU 2014-12"). The FASB issued ASU 2014-12 to provide explicit guidance for share-based awards which allow for an employee to vest in an award upon achievement of a performance condition met after completion of a requisite service period regardless of whether the employee is rendering service on the date the performance target is achieved. ASU 2014-12 provides that the performance target should not be reflected in estimating the grant-date fair value of the award, but rather compensation cost should be recognized in the period in which it becomes probable that the performance target will be achieved and recognized prospectively over the remaining requisite service period. ASU 2014-12 is effective for fiscal years and interim periods within those years beginning after December 15, 2015. The Company does not believe the implementation of ASU 2014-12 will have a material impact on the Company's consolidated financial statements.

In May 2014, the FASB issued ASU No. 2014-09, "Revenue from Contracts with Customers" (ASU No. 2014-09). Under ASU No. 2014-09, revenue is recognized at the time a good or service is transferred to a customer for the amount of consideration received for that specific good or service. ASU 2014-09 is effective for annual reporting periods beginning after December 15, 2016, including interim reporting periods, and early adoption is not permitted. Entities may use a full retrospective approach or report the cumulative effect as of the date of adoption. The Company is currently evaluating the impact, the adoption of ASU No. 2014-09 will have on the Company's consolidated financial statements.

In April 2014, the FASB issued Accounting Standards Update 2014-08, Presentation of Financial Statements (Topic 205) and Property, Plant, and Equipment (Topic 360): Reporting Discontinued Operations and Disclosures of Disposals of Components of an Entity. The standard changes the requirements for reporting discontinued operations in Subtopic 205-20. The standard is effective in the first quarter of 2015. The Company does not believe the implementation of the standard will have a material impact to the Company's consolidated financial statements.