[10-Q] Skywest Inc Quarterly Earnings Report
SkyWest (SKYW) posted strong Q2-25 results. Operating revenue rose 19% YoY to $1.04 bn, driven by higher flying-agreement revenue (+18%) and a 65% jump in lease/airport services. Operating income improved 42% to $170 m, expanding margin 250 bp to 16.4%. Net income climbed 59% to $120 m; diluted EPS advanced to $2.91 from $1.82. For 1H-25, revenue increased 19% to $1.98 bn and EPS reached $5.32 (+62%).
Cash & capital. Operating cash flow strengthened to $428 m (+33% YoY), but cash & equivalents fell to $48 m (-79% YTD) after $373 m of net investing outflow—mainly fleet purchases—and $234 m of financing outflow that included $31 m of share repurchases. Long-term debt stands at $2.5 bn (4.3% avg. rate); current assets of $1.06 bn versus current liabilities of $1.46 bn signal tight near-term liquidity.
Fleet & contracts. The airline operated or had under contract 502 aircraft at quarter-end and secured new capacity-purchase deals for 30 E175s and 32 CRJ550 conversions (deliveries 2H-25-28). Firm commitments total 74 E175s through 2032. Segment data show SkyWest Airlines & SWC profit jumping to $90 m (vs. $32 m) while SkyWest Leasing contributed $73 m.
Capital returns. The board added $250 m to the May-23 buyback, leaving $266.6 m authorized. Treasury stock reached 43.9 m shares at cost of $1.02 bn.
SkyWest (SKYW) ha registrato risultati solidi nel secondo trimestre del 2025. I ricavi operativi sono aumentati del 19% su base annua, raggiungendo 1,04 miliardi di dollari, trainati da un incremento del 18% dei ricavi da accordi di volo e da un balzo del 65% nei servizi di leasing e aeroportuali. L'utile operativo è cresciuto del 42% a 170 milioni di dollari, con un margine in espansione di 250 punti base al 16,4%. L'utile netto è salito del 59% a 120 milioni di dollari; l'EPS diluito è passato da 1,82 a 2,91 dollari. Nel primo semestre 2025, i ricavi sono aumentati del 19% a 1,98 miliardi di dollari e l'EPS ha raggiunto 5,32 dollari (+62%).
Liquidità e capitale. Il flusso di cassa operativo si è rafforzato a 428 milioni di dollari (+33% su base annua), ma la liquidità e equivalenti sono scesi a 48 milioni di dollari (-79% da inizio anno) a seguito di un deflusso netto di investimenti di 373 milioni, principalmente per l'acquisto di flotte, e di un deflusso finanziario di 234 milioni che includeva 31 milioni per riacquisto di azioni. Il debito a lungo termine ammonta a 2,5 miliardi di dollari (tasso medio 4,3%); le attività correnti di 1,06 miliardi rispetto alle passività correnti di 1,46 miliardi indicano una liquidità a breve termine limitata.
Flotta e contratti. Alla fine del trimestre, la compagnia gestiva o aveva in contratto 502 aeromobili e ha siglato nuovi accordi per l'acquisto di capacità per 30 E175 e 32 conversioni CRJ550 (consegne previste tra la seconda metà del 2025 e il 2028). Gli impegni fermi ammontano a 74 E175 fino al 2032. I dati di segmento mostrano un utile di SkyWest Airlines & SWC in aumento a 90 milioni di dollari (da 32 milioni), mentre SkyWest Leasing ha contribuito con 73 milioni.
Ritorni sul capitale. Il consiglio ha aggiunto 250 milioni di dollari al programma di riacquisto di maggio 2023, lasciando un'autorizzazione residua di 266,6 milioni. Le azioni proprie in portafoglio sono arrivate a 43,9 milioni al costo di 1,02 miliardi di dollari.
SkyWest (SKYW) presentó resultados sólidos en el segundo trimestre de 2025. Los ingresos operativos aumentaron un 19% interanual hasta 1.04 mil millones de dólares, impulsados por un incremento del 18% en los ingresos por acuerdos de vuelo y un salto del 65% en servicios de arrendamiento y aeroportuarios. El ingreso operativo mejoró un 42% hasta 170 millones de dólares, ampliando el margen 250 puntos básicos hasta el 16.4%. La utilidad neta subió un 59% hasta 120 millones de dólares; las ganancias diluidas por acción (EPS) avanzaron a 2.91 desde 1.82 dólares. En el primer semestre de 2025, los ingresos crecieron un 19% hasta 1.98 mil millones y el EPS alcanzó 5.32 (+62%).
Liquidez y capital. El flujo de caja operativo se fortaleció a 428 millones de dólares (+33% interanual), pero el efectivo y equivalentes cayeron a 48 millones (-79% en lo que va del año) tras una salida neta de inversión de 373 millones, principalmente por compras de flota, y una salida de financiamiento de 234 millones que incluyó 31 millones en recompra de acciones. La deuda a largo plazo es de 2.5 mil millones (tasa promedio 4.3%); los activos corrientes de 1.06 mil millones frente a pasivos corrientes de 1.46 mil millones indican liquidez a corto plazo ajustada.
Flota y contratos. Al cierre del trimestre, la aerolínea operaba o tenía bajo contrato 502 aviones y aseguró nuevos acuerdos de compra de capacidad para 30 E175 y 32 conversiones CRJ550 (entregas de la segunda mitad de 2025 a 2028). Los compromisos firmes suman 74 E175 hasta 2032. Los datos por segmento muestran que las ganancias de SkyWest Airlines & SWC saltaron a 90 millones (vs. 32 millones), mientras que SkyWest Leasing aportó 73 millones.
Retornos de capital. La junta añadió 250 millones al programa de recompra de mayo de 2023, dejando 266.6 millones autorizados. Las acciones en tesorería alcanzaron 43.9 millones a un costo de 1.02 mil millones de dólares.
SkyWest(SKYW)는 2025년 2분기에 강력한 실적을 발표했습니다. 영업수익은 전년 대비 19% 증가한 10억 4천만 달러로, 비행 계약 수익이 18% 증가하고 임대/공항 서비스가 65% 급증한 데 힘입었습니다. 영업이익은 42% 증가한 1억 7천만 달러로, 마진은 250bp 확대되어 16.4%에 달했습니다. 순이익은 59% 증가한 1억 2천만 달러를 기록했으며, 희석 주당순이익(EPS)은 1.82달러에서 2.91달러로 상승했습니다. 2025년 상반기에는 매출이 19% 증가한 19억 8천만 달러, EPS는 5.32달러(+62%)에 달했습니다.
현금 및 자본. 영업 현금 흐름은 4억 2천 8백만 달러로 강화되어 전년 대비 33% 증가했으나, 현금 및 현금성 자산은 연초 대비 79% 감소한 4천 8백만 달러로 줄었습니다. 이는 주로 함대 구매에 따른 3억 7천 3백만 달러의 순투자 유출과 3억 3천 4백만 달러의 재무 유출(이 중 3천 1백만 달러는 자사주 매입 포함) 때문입니다. 장기 부채는 25억 달러(평균 금리 4.3%)이며, 유동자산 10억 6천만 달러 대비 유동부채 14억 6천만 달러로 단기 유동성은 타이트한 상태입니다.
함대 및 계약. 분기 말 기준 항공사는 502대의 항공기를 운영하거나 계약 중이며, 30대의 E175 및 32대의 CRJ550 전환에 대한 신규 용량 구매 계약을 확보했습니다(인도는 2025년 하반기부터 2028년까지 예정). 확정된 계약은 2032년까지 총 74대의 E175입니다. 부문별 데이터에 따르면 SkyWest Airlines & SWC의 이익은 9천만 달러로 급증(기존 3천 2백만 달러 대비)했으며, SkyWest Leasing은 7천 3백만 달러를 기여했습니다.
자본 환원. 이사회는 2023년 5월 자사주 매입에 2억 5천만 달러를 추가하여 승인 잔액은 2억 6천 6백만 달러가 남아 있습니다. 자사주 수는 4,390만 주에 달하며, 취득 원가는 10억 2천만 달러입니다.
SkyWest (SKYW) a publié de solides résultats pour le deuxième trimestre 2025. Le chiffre d'affaires opérationnel a augmenté de 19 % en glissement annuel pour atteindre 1,04 milliard de dollars, porté par une hausse de 18 % des revenus liés aux accords de vol et une augmentation de 65 % des services de location et aéroportuaires. Le résultat opérationnel s'est amélioré de 42 % pour atteindre 170 millions de dollars, avec une marge en expansion de 250 points de base à 16,4 %. Le bénéfice net a progressé de 59 % pour atteindre 120 millions de dollars ; le BPA dilué est passé de 1,82 à 2,91 dollars. Pour le premier semestre 2025, le chiffre d'affaires a augmenté de 19 % à 1,98 milliard de dollars et le BPA a atteint 5,32 (+62 %).
Trésorerie et capital. Les flux de trésorerie opérationnels se sont renforcés à 428 millions de dollars (+33 % en glissement annuel), mais la trésorerie et les équivalents ont chuté à 48 millions (-79 % depuis le début de l'année) après une sortie nette d'investissements de 373 millions, principalement liée à l'achat de flotte, et une sortie de financement de 234 millions incluant 31 millions de rachats d'actions. La dette à long terme s'élève à 2,5 milliards de dollars (taux moyen de 4,3 %) ; les actifs courants de 1,06 milliard face à des passifs courants de 1,46 milliard indiquent une liquidité à court terme tendue.
Flotte et contrats. À la fin du trimestre, la compagnie exploitait ou avait sous contrat 502 avions et a sécurisé de nouveaux accords d'achat de capacité pour 30 E175 et 32 conversions CRJ550 (livraisons prévues entre la seconde moitié de 2025 et 2028). Les engagements fermes totalisent 74 E175 jusqu'en 2032. Les données par segment montrent un bénéfice de SkyWest Airlines & SWC en forte hausse à 90 millions (contre 32 millions), tandis que SkyWest Leasing a contribué 73 millions.
Retour sur capital. Le conseil d'administration a ajouté 250 millions au programme de rachat de mai 2023, laissant 266,6 millions autorisés. Le nombre d'actions propres en portefeuille atteint 43,9 millions au coût de 1,02 milliard de dollars.
SkyWest (SKYW) verzeichnete starke Ergebnisse im zweiten Quartal 2025. Der operative Umsatz stieg im Jahresvergleich um 19 % auf 1,04 Mrd. USD, getrieben durch höhere Einnahmen aus Flugvereinbarungen (+18 %) und einen Sprung um 65 % bei Leasing- und Flughafenservices. Das operative Ergebnis verbesserte sich um 42 % auf 170 Mio. USD, wobei die Marge um 250 Basispunkte auf 16,4 % erweitert wurde. Der Nettogewinn stieg um 59 % auf 120 Mio. USD; das verwässerte Ergebnis je Aktie (EPS) erhöhte sich von 1,82 auf 2,91 USD. Für das erste Halbjahr 2025 stiegen die Umsätze um 19 % auf 1,98 Mrd. USD und das EPS erreichte 5,32 (+62 %).
Barmittel und Kapital. Der operative Cashflow verbesserte sich auf 428 Mio. USD (+33 % im Jahresvergleich), jedoch sanken die liquiden Mittel auf 48 Mio. USD (-79 % seit Jahresbeginn) nach einem Nettoinvestitionsabfluss von 373 Mio. USD – hauptsächlich für Flottenkäufe – und einem Finanzierungsabfluss von 234 Mio. USD, der 31 Mio. USD für Aktienrückkäufe einschloss. Die langfristigen Schulden belaufen sich auf 2,5 Mrd. USD (durchschnittlicher Zinssatz 4,3 %); die kurzfristigen Vermögenswerte von 1,06 Mrd. USD stehen kurzfristigen Verbindlichkeiten von 1,46 Mrd. USD gegenüber, was auf eine angespannte kurzfristige Liquidität hinweist.
Flotte und Verträge. Am Quartalsende betrieb die Fluggesellschaft oder hatte Verträge für 502 Flugzeuge und sicherte sich neue Kapazitätskaufverträge für 30 E175 und 32 CRJ550-Umrüstungen (Lieferungen in der zweiten Hälfte 2025 bis 2028). Feste Verpflichtungen umfassen insgesamt 74 E175 bis 2032. Segmentdaten zeigen, dass der Gewinn von SkyWest Airlines & SWC auf 90 Mio. USD sprang (vs. 32 Mio.), während SkyWest Leasing 73 Mio. USD beitrug.
Kapitalrückflüsse. Der Vorstand fügte dem Rückkaufprogramm vom Mai 2023 weitere 250 Mio. USD hinzu, sodass noch 266,6 Mio. USD genehmigt sind. Die eigenen Aktien im Bestand erreichten 43,9 Mio. Stück zu Kosten von 1,02 Mrd. USD.
- Revenue up 19% YoY to $1.04 bn, reflecting strong demand and contract growth.
- Diluted EPS surged 60% to $2.91; operating margin expanded 250 bp.
- Operating cash flow rose 33% to $428 m, supporting capex and buybacks.
- Long-term fleet visibility with 74 firm E175 orders and 32 CRJ550 conversions tied to major partners.
- Board increased share-repurchase authorization by $250 m, signalling confidence.
- Cash & equivalents dropped 79% YTD to $48 m; current ratio 0.73.
- Total debt remains high at $2.5 bn; $379 m in future interest commitments.
- Allowance for credit losses grew to $25 m from $15 m, indicating elevated counterparty risk.
- Continued buybacks ($31 m YTD) consume liquidity amid large capex pipeline.
Insights
TL;DR – Beat on revenue, margin, EPS; cash drained by heavy capex; leverage manageable but liquidity thin.
Revenue up 19% and EPS up 60% confirm demand and pricing strength under capacity-purchase and prorate agreements. Cost growth lagged revenue, lifting operating margin to 16%. Cash burn stemmed from $228 m of aircraft capex and $752 m of securities purchases, reducing cash to $48 m and pushing current ratio below 1; however, $679 m of liquid marketable securities offset headline cash weakness. Net debt/EBITDA remains roughly 3×, reasonable for a regional carrier with long-lived assets. Additional E175/CRJ550 orders deepen relationships with United, Delta and Alaska, underpinning multi-year revenue visibility but add $2.4 bn of future commitments, mostly debt-financed. Buyback expansion signals confidence yet competes with liquidity needs. Overall, results are operationally bullish, tempered by near-term balance-sheet pressure.
SkyWest (SKYW) ha registrato risultati solidi nel secondo trimestre del 2025. I ricavi operativi sono aumentati del 19% su base annua, raggiungendo 1,04 miliardi di dollari, trainati da un incremento del 18% dei ricavi da accordi di volo e da un balzo del 65% nei servizi di leasing e aeroportuali. L'utile operativo è cresciuto del 42% a 170 milioni di dollari, con un margine in espansione di 250 punti base al 16,4%. L'utile netto è salito del 59% a 120 milioni di dollari; l'EPS diluito è passato da 1,82 a 2,91 dollari. Nel primo semestre 2025, i ricavi sono aumentati del 19% a 1,98 miliardi di dollari e l'EPS ha raggiunto 5,32 dollari (+62%).
Liquidità e capitale. Il flusso di cassa operativo si è rafforzato a 428 milioni di dollari (+33% su base annua), ma la liquidità e equivalenti sono scesi a 48 milioni di dollari (-79% da inizio anno) a seguito di un deflusso netto di investimenti di 373 milioni, principalmente per l'acquisto di flotte, e di un deflusso finanziario di 234 milioni che includeva 31 milioni per riacquisto di azioni. Il debito a lungo termine ammonta a 2,5 miliardi di dollari (tasso medio 4,3%); le attività correnti di 1,06 miliardi rispetto alle passività correnti di 1,46 miliardi indicano una liquidità a breve termine limitata.
Flotta e contratti. Alla fine del trimestre, la compagnia gestiva o aveva in contratto 502 aeromobili e ha siglato nuovi accordi per l'acquisto di capacità per 30 E175 e 32 conversioni CRJ550 (consegne previste tra la seconda metà del 2025 e il 2028). Gli impegni fermi ammontano a 74 E175 fino al 2032. I dati di segmento mostrano un utile di SkyWest Airlines & SWC in aumento a 90 milioni di dollari (da 32 milioni), mentre SkyWest Leasing ha contribuito con 73 milioni.
Ritorni sul capitale. Il consiglio ha aggiunto 250 milioni di dollari al programma di riacquisto di maggio 2023, lasciando un'autorizzazione residua di 266,6 milioni. Le azioni proprie in portafoglio sono arrivate a 43,9 milioni al costo di 1,02 miliardi di dollari.
SkyWest (SKYW) presentó resultados sólidos en el segundo trimestre de 2025. Los ingresos operativos aumentaron un 19% interanual hasta 1.04 mil millones de dólares, impulsados por un incremento del 18% en los ingresos por acuerdos de vuelo y un salto del 65% en servicios de arrendamiento y aeroportuarios. El ingreso operativo mejoró un 42% hasta 170 millones de dólares, ampliando el margen 250 puntos básicos hasta el 16.4%. La utilidad neta subió un 59% hasta 120 millones de dólares; las ganancias diluidas por acción (EPS) avanzaron a 2.91 desde 1.82 dólares. En el primer semestre de 2025, los ingresos crecieron un 19% hasta 1.98 mil millones y el EPS alcanzó 5.32 (+62%).
Liquidez y capital. El flujo de caja operativo se fortaleció a 428 millones de dólares (+33% interanual), pero el efectivo y equivalentes cayeron a 48 millones (-79% en lo que va del año) tras una salida neta de inversión de 373 millones, principalmente por compras de flota, y una salida de financiamiento de 234 millones que incluyó 31 millones en recompra de acciones. La deuda a largo plazo es de 2.5 mil millones (tasa promedio 4.3%); los activos corrientes de 1.06 mil millones frente a pasivos corrientes de 1.46 mil millones indican liquidez a corto plazo ajustada.
Flota y contratos. Al cierre del trimestre, la aerolínea operaba o tenía bajo contrato 502 aviones y aseguró nuevos acuerdos de compra de capacidad para 30 E175 y 32 conversiones CRJ550 (entregas de la segunda mitad de 2025 a 2028). Los compromisos firmes suman 74 E175 hasta 2032. Los datos por segmento muestran que las ganancias de SkyWest Airlines & SWC saltaron a 90 millones (vs. 32 millones), mientras que SkyWest Leasing aportó 73 millones.
Retornos de capital. La junta añadió 250 millones al programa de recompra de mayo de 2023, dejando 266.6 millones autorizados. Las acciones en tesorería alcanzaron 43.9 millones a un costo de 1.02 mil millones de dólares.
SkyWest(SKYW)는 2025년 2분기에 강력한 실적을 발표했습니다. 영업수익은 전년 대비 19% 증가한 10억 4천만 달러로, 비행 계약 수익이 18% 증가하고 임대/공항 서비스가 65% 급증한 데 힘입었습니다. 영업이익은 42% 증가한 1억 7천만 달러로, 마진은 250bp 확대되어 16.4%에 달했습니다. 순이익은 59% 증가한 1억 2천만 달러를 기록했으며, 희석 주당순이익(EPS)은 1.82달러에서 2.91달러로 상승했습니다. 2025년 상반기에는 매출이 19% 증가한 19억 8천만 달러, EPS는 5.32달러(+62%)에 달했습니다.
현금 및 자본. 영업 현금 흐름은 4억 2천 8백만 달러로 강화되어 전년 대비 33% 증가했으나, 현금 및 현금성 자산은 연초 대비 79% 감소한 4천 8백만 달러로 줄었습니다. 이는 주로 함대 구매에 따른 3억 7천 3백만 달러의 순투자 유출과 3억 3천 4백만 달러의 재무 유출(이 중 3천 1백만 달러는 자사주 매입 포함) 때문입니다. 장기 부채는 25억 달러(평균 금리 4.3%)이며, 유동자산 10억 6천만 달러 대비 유동부채 14억 6천만 달러로 단기 유동성은 타이트한 상태입니다.
함대 및 계약. 분기 말 기준 항공사는 502대의 항공기를 운영하거나 계약 중이며, 30대의 E175 및 32대의 CRJ550 전환에 대한 신규 용량 구매 계약을 확보했습니다(인도는 2025년 하반기부터 2028년까지 예정). 확정된 계약은 2032년까지 총 74대의 E175입니다. 부문별 데이터에 따르면 SkyWest Airlines & SWC의 이익은 9천만 달러로 급증(기존 3천 2백만 달러 대비)했으며, SkyWest Leasing은 7천 3백만 달러를 기여했습니다.
자본 환원. 이사회는 2023년 5월 자사주 매입에 2억 5천만 달러를 추가하여 승인 잔액은 2억 6천 6백만 달러가 남아 있습니다. 자사주 수는 4,390만 주에 달하며, 취득 원가는 10억 2천만 달러입니다.
SkyWest (SKYW) a publié de solides résultats pour le deuxième trimestre 2025. Le chiffre d'affaires opérationnel a augmenté de 19 % en glissement annuel pour atteindre 1,04 milliard de dollars, porté par une hausse de 18 % des revenus liés aux accords de vol et une augmentation de 65 % des services de location et aéroportuaires. Le résultat opérationnel s'est amélioré de 42 % pour atteindre 170 millions de dollars, avec une marge en expansion de 250 points de base à 16,4 %. Le bénéfice net a progressé de 59 % pour atteindre 120 millions de dollars ; le BPA dilué est passé de 1,82 à 2,91 dollars. Pour le premier semestre 2025, le chiffre d'affaires a augmenté de 19 % à 1,98 milliard de dollars et le BPA a atteint 5,32 (+62 %).
Trésorerie et capital. Les flux de trésorerie opérationnels se sont renforcés à 428 millions de dollars (+33 % en glissement annuel), mais la trésorerie et les équivalents ont chuté à 48 millions (-79 % depuis le début de l'année) après une sortie nette d'investissements de 373 millions, principalement liée à l'achat de flotte, et une sortie de financement de 234 millions incluant 31 millions de rachats d'actions. La dette à long terme s'élève à 2,5 milliards de dollars (taux moyen de 4,3 %) ; les actifs courants de 1,06 milliard face à des passifs courants de 1,46 milliard indiquent une liquidité à court terme tendue.
Flotte et contrats. À la fin du trimestre, la compagnie exploitait ou avait sous contrat 502 avions et a sécurisé de nouveaux accords d'achat de capacité pour 30 E175 et 32 conversions CRJ550 (livraisons prévues entre la seconde moitié de 2025 et 2028). Les engagements fermes totalisent 74 E175 jusqu'en 2032. Les données par segment montrent un bénéfice de SkyWest Airlines & SWC en forte hausse à 90 millions (contre 32 millions), tandis que SkyWest Leasing a contribué 73 millions.
Retour sur capital. Le conseil d'administration a ajouté 250 millions au programme de rachat de mai 2023, laissant 266,6 millions autorisés. Le nombre d'actions propres en portefeuille atteint 43,9 millions au coût de 1,02 milliard de dollars.
SkyWest (SKYW) verzeichnete starke Ergebnisse im zweiten Quartal 2025. Der operative Umsatz stieg im Jahresvergleich um 19 % auf 1,04 Mrd. USD, getrieben durch höhere Einnahmen aus Flugvereinbarungen (+18 %) und einen Sprung um 65 % bei Leasing- und Flughafenservices. Das operative Ergebnis verbesserte sich um 42 % auf 170 Mio. USD, wobei die Marge um 250 Basispunkte auf 16,4 % erweitert wurde. Der Nettogewinn stieg um 59 % auf 120 Mio. USD; das verwässerte Ergebnis je Aktie (EPS) erhöhte sich von 1,82 auf 2,91 USD. Für das erste Halbjahr 2025 stiegen die Umsätze um 19 % auf 1,98 Mrd. USD und das EPS erreichte 5,32 (+62 %).
Barmittel und Kapital. Der operative Cashflow verbesserte sich auf 428 Mio. USD (+33 % im Jahresvergleich), jedoch sanken die liquiden Mittel auf 48 Mio. USD (-79 % seit Jahresbeginn) nach einem Nettoinvestitionsabfluss von 373 Mio. USD – hauptsächlich für Flottenkäufe – und einem Finanzierungsabfluss von 234 Mio. USD, der 31 Mio. USD für Aktienrückkäufe einschloss. Die langfristigen Schulden belaufen sich auf 2,5 Mrd. USD (durchschnittlicher Zinssatz 4,3 %); die kurzfristigen Vermögenswerte von 1,06 Mrd. USD stehen kurzfristigen Verbindlichkeiten von 1,46 Mrd. USD gegenüber, was auf eine angespannte kurzfristige Liquidität hinweist.
Flotte und Verträge. Am Quartalsende betrieb die Fluggesellschaft oder hatte Verträge für 502 Flugzeuge und sicherte sich neue Kapazitätskaufverträge für 30 E175 und 32 CRJ550-Umrüstungen (Lieferungen in der zweiten Hälfte 2025 bis 2028). Feste Verpflichtungen umfassen insgesamt 74 E175 bis 2032. Segmentdaten zeigen, dass der Gewinn von SkyWest Airlines & SWC auf 90 Mio. USD sprang (vs. 32 Mio.), während SkyWest Leasing 73 Mio. USD beitrug.
Kapitalrückflüsse. Der Vorstand fügte dem Rückkaufprogramm vom Mai 2023 weitere 250 Mio. USD hinzu, sodass noch 266,6 Mio. USD genehmigt sind. Die eigenen Aktien im Bestand erreichten 43,9 Mio. Stück zu Kosten von 1,02 Mrd. USD.
Table of Contents
SECURITIES AND EXCHANGE COMMISSION
Washington, D.C. 20549
Form
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QUARTERLY REPORT UNDER SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934 |
For the quarterly period ended
OR
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TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934 |
For the transition period from to
Commission file number
SKYWEST, INC.
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Incorporated under the laws of | | |
| | (I.R.S. Employer ID No.) |
(
(Address of principal executive offices and telephone number)
Securities registered pursuant to Section 12(b) of the Act:
Title of Each Class | Trading Symbol(s) | Name of Each Exchange on which Registered |
The |
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.
Indicate by check mark whether the registrant has submitted electronically every Interactive Data File required to be submitted pursuant to Rule 405 of Regulation S-T (§232.405 of this chapter) during the preceding 12 months (or for such shorter period that the registrant was required to submit such files).
Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a non-accelerated filer, a smaller reporting company, or an emerging growth company. See definitions of “large accelerated filer,” “accelerated filer,” “smaller reporting company,” and “emerging growth company” in Rule 12b-2 of the Exchange Act:
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| Accelerated filer ◻ | |
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Non-accelerated filer ◻ | | Smaller reporting company |
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Emerging growth company | | |
If an emerging growth company, indicate by check mark if the registrant has elected not to use the extended transition period for complying with any new or revised financial accounting standards provided pursuant to Section 13(a) of the Exchange Act. ◻
Indicate by check mark whether the registrant is a shell company (as defined in Rule 12b-2 of the Exchange Act). Yes
Indicate the number of shares outstanding of each of the registrant’s classes of common stock, as of the latest practicable date.
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Class | | Outstanding at July 18, 2025 |
Common stock, no par value | |
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SKYWEST, INC.
QUARTERLY REPORT ON FORM 10-Q
TABLE OF CONTENTS
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PART I | FINANCIAL INFORMATION: | | |
| Item 1. | Financial Statements | 3 |
| | Consolidated Balance Sheets | 3 |
| | Consolidated Statements of Comprehensive Income | 5 |
| | Consolidated Statements of Stockholders Equity | 6 |
| | Condensed Consolidated Statements of Cash Flows | 8 |
| | Notes to Condensed Consolidated Financial Statements | 9 |
| Item 2. | Management’s Discussion and Analysis of Financial Condition and Results of Operations | 23 |
| Item 3. | Quantitative and Qualitative Disclosures About Market Risk | 39 |
| Item 4. | Controls and Procedures | 40 |
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PART II | OTHER INFORMATION: | | |
| Item 1. | Legal Proceedings | 40 |
| Item 1A. | Risk Factors | 40 |
| Item 2. | Unregistered Sales of Equity Securities and Use of Proceeds | 41 |
| Item 5. | Other Information | 41 |
| Item 6. | Exhibits | 41 |
| | Signature | 42 |
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Exhibit 31.1 | Certification of Chief Executive Officer | | |
Exhibit 31.2 | Certification of Chief Financial Officer | | |
Exhibit 32.1 | Certification of Chief Executive Officer | | |
Exhibit 32.2 | Certification of Chief Financial Officer | | |
2
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PART I. FINANCIAL INFORMATION
Item 1. Financial Statements
SKYWEST, INC. AND SUBSIDIARIES
CONSOLIDATED BALANCE SHEETS
(Dollars in thousands)
ASSETS
| | | | | | |
| | June 30, |
| December 31, | ||
|
| 2025 |
| 2024 | ||
CURRENT ASSETS: | | | | | | |
Cash and cash equivalents | | $ | | | $ | |
Marketable securities | |
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Receivables, net | |
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Inventories, net | |
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Other current assets | |
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Total current assets | |
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PROPERTY AND EQUIPMENT: | | | | | | |
Aircraft and rotable spares | |
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Deposits on aircraft | |
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Buildings, ground equipment and other | |
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Total property and equipment, gross | |
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Less-accumulated depreciation and amortization | |
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Total property and equipment, net | |
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OTHER ASSETS: | | | | | | |
Operating lease right-of-use assets | | | | | | |
Long-term receivables and other assets | |
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Total other assets | |
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Total assets | | $ | | | $ | |
See accompanying notes to condensed consolidated financial statements.
3
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SKYWEST, INC. AND SUBSIDIARIES
CONSOLIDATED BALANCE SHEETS (continued)
(Dollars in thousands)
LIABILITIES AND STOCKHOLDERS’ EQUITY
| | | | | | |
| | June 30, |
| December 31, | ||
|
| 2025 |
| 2024 | ||
CURRENT LIABILITIES: | | | | | | |
Current maturities of long-term debt | | $ | | | $ | |
Accounts payable and accrued liabilities | |
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Accrued salaries, wages and benefits | |
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Current maturities of operating lease liabilities | |
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Taxes other than income taxes | |
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Other current liabilities | |
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Total current liabilities | |
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LONG-TERM DEBT, net of current maturities | |
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DEFERRED INCOME TAXES PAYABLE | |
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NONCURRENT OPERATING LEASE LIABILITIES | |
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OTHER LONG-TERM LIABILITIES | |
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COMMITMENTS AND CONTINGENCIES (Note 7) | | | | | | |
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STOCKHOLDERS’ EQUITY: | | | | | | |
Preferred stock, | |
| — | |
| — |
Common stock, | |
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Retained earnings | |
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Treasury stock, at cost, | |
| ( | |
| ( |
Accumulated other comprehensive income | | | | | | |
Total stockholders’ equity | |
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Total liabilities and stockholders’ equity | | $ | | | $ | |
See accompanying notes to condensed consolidated financial statements.
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SKYWEST, INC. AND SUBSIDIARIES
CONSOLIDATED STATEMENTS OF COMPREHENSIVE INCOME
(UNAUDITED)
(In thousands, except per share amounts)
| | | | | | | | | | | | |
| | Three months ended | | Six months ended | ||||||||
| | June 30, | | June 30, | ||||||||
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| 2025 |
| 2024 |
| 2025 |
| 2024 | ||||
OPERATING REVENUES: | | | | | | | | | | | | |
Flying agreements | | $ | | | $ | | | $ | | | $ | |
Lease, airport services and other | |
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Total operating revenues | |
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OPERATING EXPENSES: | | | | | | | | | | | | |
Salaries, wages and benefits | |
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Aircraft maintenance, materials and repairs | |
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Depreciation and amortization | |
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Airport-related expenses | |
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Aircraft fuel | |
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Other operating expenses | |
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Total operating expenses | |
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OPERATING INCOME | |
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OTHER INCOME (EXPENSE): | | | | | | | | | | | | |
Interest income | |
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Interest expense | |
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Other income (expense), net | |
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Total other expense, net | |
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INCOME BEFORE INCOME TAXES | |
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PROVISION FOR INCOME TAXES | |
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NET INCOME | | $ | | | $ | | | $ | | | $ | |
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BASIC EARNINGS PER SHARE | | $ | | | $ | | | $ | | | $ | |
DILUTED EARNINGS PER SHARE | | $ | | | $ | | | $ | | | $ | |
Weighted average common shares: | | | | | | | | | | | | |
Basic | |
| | | | | | | | | | |
Diluted | |
| | | | | | | | | | |
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COMPREHENSIVE INCOME: | | | | | | | | | | | | |
Net income | | $ | | | $ | | | $ | | | $ | |
Net unrealized depreciation on marketable securities, net of taxes | |
| ( | |
| ( | |
| ( | |
| ( |
TOTAL COMPREHENSIVE INCOME | | $ | | | $ | | | $ | | | $ | |
See accompanying notes to condensed consolidated financial statements.
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SKYWEST, INC. AND SUBSIDIARIES
CONSOLIDATED STATEMENTS OF STOCKHOLDERS’ EQUITY
(UNAUDITED)
(In thousands)
| | | | | | | | | | | | | | | | | | | |
| | | | | | | | | | | Accumulated | | | | |||||
| | | | | | | | | | | Other | | | | |||||
| | Common Stock | | Retained | | Treasury Stock | | Comprehensive | | | | ||||||||
| | Shares | | Amount | | Earnings | | Shares | | Amount | | Income | | Total | |||||
Balance at December 31, 2024 |
| | | $ | | | $ | |
| ( | | $ | ( | | $ | | | $ | |
Net income |
| — | |
| — | |
| |
| — | |
| — | |
| — | | | |
Vested employee stock awards |
| | | | — | |
| — |
| — | |
| — | |
| — | |
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Employee income tax paid on vested equity awards | | — | | | — | | | — | | ( | | | ( | | | — | | | ( |
Sale of common stock under employee stock purchase plan |
| | | | | |
| — |
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Stock based compensation expense |
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| — | |
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| — | | | |
Treasury stock purchases | | — | |
| — | |
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| ( | |
| ( | |
| — | | | ( |
Net unrealized depreciation on marketable securities, net of tax of $ | | — | | | — | | | — | | — | | | — | | | ( | | | ( |
Balance at March 31, 2025 | | | | $ | | | $ | | | ( | | $ | ( | | $ | | | $ | |
Net income |
| — | |
| — | |
| |
| — | |
| — | |
| — | | | |
Stock grants to Company directors | | | |
| — | |
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| — | | | — |
Stock based compensation expense | | — | |
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Treasury stock purchases | | — | |
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| ( | |
| ( | |
| — | | | ( |
Net unrealized depreciation on marketable securities, net of tax of $ | | — | | | — | | | — | | — | | | — | | | ( | | | ( |
Balance at June 30, 2025 |
| | | $ | | | $ | |
| ( | | $ | ( | | $ | | | $ | |
See accompanying notes to condensed consolidated financial statements.
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SKYWEST, INC. AND SUBSIDIARIES
CONSOLIDATED STATEMENTS OF STOCKHOLDERS’ EQUITY
(UNAUDITED)
(In thousands)
| | | | | | | | | | | | | | | | | | | |
| | | | | | | | | | | | | | | Accumulated | | | | |
| | | | | | | | | | | | | | | Other | | | | |
| | Common Stock | | Retained | | Treasury Stock | | Comprehensive | | | | ||||||||
| | Shares | | Amount | | Earnings | | Shares | | Amount | | Income (Loss) | | Total | |||||
Balance at December 31, 2023 |
| | | $ | | | $ | |
| ( | | $ | ( | | $ | | | $ | |
Net income |
| — | |
| — | |
| |
| — | |
| — | |
| — | | | |
Vested employee stock awards |
| | | | — | |
| — |
| — | |
| — | |
| — | |
| — |
Employee income tax paid on vested equity awards | | — | | | — | | | — | | ( | | | ( | | | — | | | ( |
Sale of common stock under employee stock purchase plan |
| | | | | |
| — |
| — | |
| — | |
| — | |
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Stock based compensation expense |
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| — |
| — | |
| — | |
| — | | | |
Treasury stock purchases | | — | |
| — | |
| — |
| ( | |
| ( | |
| — | | | ( |
Net unrealized depreciation on marketable securities, net of tax of $ | | — | | | — | | | — | | — | | | — | | | ( | | | ( |
Balance at March 31, 2024 | | | | $ | | | $ | | | ( | | $ | ( | | $ | | | $ | |
Net income |
| — | |
| — | |
| |
| — | |
| — | |
| — | | | |
Stock grants to Company directors | | | | | — | | | — |
| — | |
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| — | | | — |
Stock based compensation expense | | — | |
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| — | |
| — | |
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Treasury stock purchases | | — | |
| — | |
| — |
| ( | |
| ( | |
| — | | | ( |
Net unrealized depreciation on marketable securities, net of tax of $ | | — | | | — | | | — | | — | | | — | | | ( | | | ( |
Balance at June 30, 2024 |
| | | $ | | | $ | |
| ( | | $ | ( | | $ | ( | | $ | |
See accompanying notes to condensed consolidated financial statements.
7
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SKYWEST, INC. AND SUBSIDIARIES
CONDENSED CONSOLIDATED STATEMENTS OF CASH FLOWS
(UNAUDITED)
(In Thousands)
| | | | | | |
| | Six months ended | ||||
| | June 30, | ||||
|
| 2025 |
| 2024 | ||
NET CASH PROVIDED BY OPERATING ACTIVITIES | | $ | | | $ | |
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CASH FLOWS FROM INVESTING ACTIVITIES: | | | | | | |
Purchases of marketable securities | |
| ( | | | ( |
Sales of marketable securities | |
| | | | |
Acquisition of property and equipment: | | | | | | |
Aircraft and rotable spare parts | |
| ( | | | ( |
Buildings and ground equipment | |
| ( | | | ( |
Proceeds from the sale of property and equipment | |
| | | | |
Deposits on aircraft | | | ( | | | — |
Decrease (increase) in other assets, net | |
| | | | ( |
NET CASH USED IN INVESTING ACTIVITIES | |
| ( | |
| ( |
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CASH FLOWS FROM FINANCING ACTIVITIES: | | | | | | |
Proceeds from issuance of long-term debt | | | | | | — |
Principal payments on long-term debt | |
| ( | | | ( |
Payment of debt issuance cost | | | ( | | | — |
Net proceeds from issuance of common stock | |
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Employee income tax paid on vested equity awards | | | ( | | | ( |
Purchase of treasury stock | |
| ( | | | ( |
NET CASH USED IN FINANCING ACTIVITIES | |
| ( | |
| ( |
| | | | | | |
Decrease in cash and cash equivalents | |
| ( | | | ( |
Cash and cash equivalents at beginning of period | |
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CASH AND CASH EQUIVALENTS AT END OF PERIOD | | $ | | | $ | |
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SUPPLEMENTAL DISCLOSURE OF CASH FLOW INFORMATION: | | | | | | |
Non-cash investing and financing activities: | | | | | | |
Acquisition of property and equipment | | $ | | | $ | |
Cash paid during the period for: | | | | | | |
Interest, net of capitalized amounts | | $ | | | $ | |
Income taxes, net of refunds | | $ | | | $ | |
See accompanying notes to condensed consolidated financial statements.
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SKYWEST, INC. AND SUBSIDIARIES
NOTES TO CONDENSED CONSOLIDATED FINANCIAL STATEMENTS
(UNAUDITED)
(1) Condensed Consolidated Financial Statements
Basis of Presentation
The condensed consolidated financial statements of SkyWest, Inc. (“SkyWest” or the “Company”), its operating subsidiary SkyWest Airlines, Inc. (“SkyWest Airlines”), its leasing subsidiary SkyWest Leasing, Inc. (“SkyWest Leasing”) and its charter service subsidiary SkyWest Charter, LLC (“SWC”) included herein have been prepared, without audit, pursuant to the rules and regulations of the Securities and Exchange Commission. Certain information and disclosures normally included in financial statements prepared in accordance with accounting principles generally accepted in the United States of America (“GAAP”) have been condensed or omitted pursuant to such rules and regulations, although the Company believes that the following disclosures are adequate to make the information presented not misleading. These condensed consolidated financial statements reflect all adjustments that, in the opinion of management, are necessary to present fairly the results of operations for the interim periods presented. All adjustments are of a normal recurring nature, unless otherwise disclosed. These condensed consolidated financial statements should be read in conjunction with the consolidated financial statements and the notes thereto included in the Company’s Annual Report on Form 10-K for the year ended December 31, 2024. The results of operations for the three and six months ended June 30, 2025, are not necessarily indicative of the results that may be expected for the year ending December 31, 2025.
The preparation of financial statements in conformity with GAAP 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 materially from those estimates and assumptions.
Recent Accounting Pronouncements
In December 2023, the Financial Accounting Standards Board (the “FASB”) issued Accounting Standards Update No. 2023-09, “Income Taxes (ASC Topic 740) – Improvements to Income Tax Disclosures”, which enhances the transparency, effectiveness and comparability of income tax disclosures by requiring consistent categories and greater disaggregation of information related to income tax rate reconciliations and the jurisdictions in which income taxes are paid. The guidance is effective for annual periods beginning after December 15, 2024, with early adoption permitted. The Company is currently evaluating the potential impact of adopting this new guidance on its consolidated financial statements and related disclosures.
In March 2024, the FASB issued ASU No. 2024-03, “Income Statement – Reporting Comprehensive Income – Expense Disaggregation Disclosures (ASC Subtopic 220-40) – Disaggregation of Income Statement Expenses”, which enhances the transparency and comparability of financial statements by requiring companies to disclose more granular information about expense components. The guidance is effective for annual periods beginning after December 15, 2026, and interim periods within fiscal years beginning after December 15, 2027, with early adoption permitted. The Company is currently evaluating the potential impact of adopting this new guidance on its consolidated financial statements and related disclosures.
(2) Operating Revenues
The Company recognizes revenue under its flying agreements and under its lease, airport services and other service agreements when the service is provided under the applicable agreement. Under the Company’s fixed-fee agreements (referred to as “capacity purchase” agreements) with United Airlines, Inc. (“United”), Delta Air Lines, Inc. (“Delta”), American Airlines, Inc. (“American”) and Alaska Airlines, Inc. (“Alaska”) (each, a “major airline partner”), the major airline partner generally pays the Company a fixed-fee for each departure, flight hour (measured from takeoff to landing, excluding taxi time) or block hour (measured from takeoff to landing, including taxi time) incurred, and an amount per aircraft in service each month, with additional incentives based on flight completion, on-time performance or
9
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other performance metrics. The major airline partner also directly pays for or reimburses the Company for certain direct expenses incurred under the capacity purchase agreement, such as fuel, airport landing fees and airport rents. Under the capacity purchase agreements, the Company’s performance obligation is met when each flight is completed, measured in completed block hours, and is reflected in flying agreements revenue. The transaction price for the capacity purchase agreements is determined from the fixed-fee consideration, incentive consideration and directly reimbursed expenses earned as flights are completed over the agreement term. For the six months ended June 30, 2025 and 2024, capacity purchase agreements represented approximately
Under the Company’s “prorate” agreements, the major airline partner and the Company negotiate a passenger fare proration formula, pursuant to which the Company receives a percentage of the ticket revenues for those passengers traveling for one portion of their trip on a Company airline and the other portion of their trip on the major airline partner. Under the Company’s prorate agreements, the performance obligation is met and revenue is recognized when each flight is completed based upon the portion of the prorate passenger fare the Company determines that it will receive for each completed flight. The transaction price for the prorate agreements is determined from the proration formula derived from each passenger ticket amount on each completed flight over the agreement term. Certain routes under the Company’s prorate agreements are subsidized by the U.S. Department of Transportation under the Essential Air Service (“EAS”) program, a program created to ensure small communities in the United States maintain a minimum level of scheduled air service. The EAS contracts are generally between two and
The following table represents the Company’s flying agreements revenue by type for the three and six months ended June 30, 2025 and 2024 (in thousands):
| | | | | | | | | | | | |
| | For the three months ended June 30, | | For the six months ended June 30, | ||||||||
|
| 2025 |
| 2024 | | 2025 |
| 2024 | ||||
Capacity purchase agreements flight operations revenue (non-lease component) | | $ | | | $ | | | $ | | | $ | |
Capacity purchase agreements fixed aircraft lease revenue | | | | | | | | | | | | |
Capacity purchase agreements variable aircraft lease revenue | |
| | |
| | |
| | |
| |
Prorate agreements and SWC revenue | |
| | |
| | |
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Flying agreements revenue | | $ | | | $ | | | $ | | | $ | |
The Company allocates the total consideration received under its capacity purchase agreements between lease and non-lease components based on stand-alone selling prices. A portion of the Company’s compensation under its capacity purchase agreements relates to operating the aircraft, identified as the non-lease component of the capacity purchase agreement. The Company recognizes revenue attributed to the non-lease component received as fixed-fees for each departure, flight hour or block hour on an as-completed basis for each reporting period. The Company recognizes revenue attributed to the non-lease component received as fixed monthly payments per aircraft proportionate to the number of block hours completed during each reporting period, relative to the estimated number of block hours the Company anticipates completing over the remaining contract term. Accordingly, the Company’s revenue recognition will likely vary from the timing of cash receipts under the Company’s capacity purchase agreements. The Company refers to cash received under its capacity purchase agreements prior to recognizing revenue as “deferred revenue,” and the Company refers to revenue recognized prior to billing its major airline partners under its capacity purchase agreements as “unbilled revenue” for each reporting period. During the six months ended June 30, 2025, the Company recognized $
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recognizing $
A portion of the Company’s compensation under its capacity purchase agreements is designed to reimburse the Company for certain aircraft ownership costs. The consideration for aircraft ownership costs varies by agreement but is intended to cover either the Company’s aircraft principal and interest debt service costs, its aircraft depreciation and interest expense or its aircraft lease expense costs while the aircraft is under contract. The consideration received for the use of the aircraft under the Company’s capacity purchase agreements is accounted for as lease revenue, inasmuch as the agreements identify the “right of use” of a specific type and number of aircraft over a stated period of time. The lease revenue associated with the Company’s capacity purchase agreements is accounted for as an operating lease and is reflected as flying agreements revenue on the Company’s consolidated statements of comprehensive income. The Company recognizes fixed monthly lease payments as lease revenue using the straight-line basis over the capacity purchase agreement term and variable lease payments in the period when the block hours are completed. The Company recognized $
The Company’s total deferred revenue balance as of June 30, 2025 was $
The Company’s capacity purchase and prorate agreements include weekly provisional cash payments from the respective major airline partner based on a projected level of flying each month. The Company and each major airline partner subsequently reconcile these payments to the actual completed flight activity on a monthly or quarterly basis.
In several of the Company’s agreements, the Company is eligible to receive incentive compensation upon the achievement of certain performance criteria. The incentives are defined in the agreements and are measured and determined on a monthly or annual basis. At the end of each period during the term of an agreement, the Company calculates the incentives achieved during that period and recognizes revenue attributable to that agreement accordingly, subject to the variable constraint guidance under ASC Topic 606.
As of June 30, 2025, the Company had
| | | | | | |
United Express Agreements | | | | | | |
Agreement | | Aircraft type | | Number of Aircraft | | Term / Termination Dates |
United Express Agreements | | • E175 | | | Individual aircraft have scheduled | |
(capacity purchase agreements) | | • CRJ700/CRJ550 | | | removal dates under the agreement | |
| | • CRJ200 | | | between 2025 and 2033 | |
| | | | | | |
United Express Prorate Agreement | | • CRJ200 | | | Terminable with | |
Total under United Express Agreements | | | | | | |
| | | | | | |
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Delta Connection Agreements | | | | | | |
Agreement | | Aircraft type | | Number of Aircraft | | Term / Termination Dates |
Delta Connection Agreement | | • E175 | | | Individual aircraft have scheduled | |
(capacity purchase agreement) | | • CRJ900 | | | removal dates under the agreement | |
| | • CRJ700 | | | between 2025 and 2034 | |
| | | | | | |
Delta Connection Prorate Agreement | | • CRJ700/CRJ550 | | | Terminable with | |
Total under Delta Connection Agreements | | | | | | |
| | | | | | |
American Agreements | | | | | | |
Agreement | | Aircraft type | | Number of Aircraft | | Term / Termination Dates |
American Agreement | | • E175 | | | Individual aircraft have scheduled | |
(capacity purchase agreement) | | • CRJ700 | | | removal dates under the agreement | |
| | | | | | between 2027 and 2032 |
| | | | | | |
American Prorate Agreement | | • CRJ900 | | | Terminable with | |
Total under American Agreements | | | | | | |
| | | | | | |
Alaska Agreement | | | | | | |
Agreement | | Aircraft type | | Number of Aircraft | | Term / Termination Dates |
Alaska Agreement | | • E175 | | | Individual aircraft have scheduled | |
(capacity purchase agreement) | | | | | | removal dates under the agreement |
| | | | | | between 2030 and 2034 |
| * | The Company’s prorate agreements are based on specific routes, not a specific aircraft count. The number of aircraft listed above for each prorate agreement approximates the number of aircraft the Company uses to serve the prorate routes. |
In addition to the contractual agreements described above, as of June 30, 2025, SkyWest Airlines reached agreements with certain major airline partners to place additional aircraft under capacity purchase agreements as summarized below. The Company is coordinating with its major airline partners to optimize the timing of upcoming fleet deliveries and the delivery timing referenced below is subject to change.
| ● | Capacity purchase agreement with United for |
| ● | Capacity purchase agreement with Alaska for |
| ● | Capacity purchase agreement with Delta for |
| ● | Capacity purchase agreements with United for |
When an aircraft is scheduled for expiration from a capacity purchase agreement, the Company may, as practical under the circumstances, negotiate an extension with the respective major airline partner, negotiate the placement of the aircraft with another major airline partner, return the aircraft to the major airline partner when the
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aircraft is provided by the major airline partner, place owned aircraft for sale or pursue other uses for the aircraft. Other uses for the aircraft may include placing the aircraft in a prorate agreement, leasing the aircraft to a third party or disassembling aircraft components such as the engines and parts to be used as spare inventory.
Lease, airport services and other revenues primarily consist of revenue generated from aircraft and spare engines leased to third parties, maintenance services provided to third parties and airport customer service agreements, such as gate and ramp agent services at various airports where the Company has been contracted by third parties to provide such services.
| | | | | | | | | | | | |
| | For the three months ended June 30, | | For the six months ended June 30, | ||||||||
|
| 2025 |
| 2024 | | 2025 |
| 2024 | ||||
Operating lease fixed revenue | | $ | | | $ | | | $ | | | $ | |
Operating lease variable revenue | | | | | | | | | | | | |
Airport customer service and other revenue | | | | | | | | | | | | |
Lease, airport services and other | | $ | | | $ | | | $ | | | $ | |
The following table summarizes future minimum rental income under operating leases primarily related to leased aircraft and engines that had remaining non-cancelable lease terms as of June 30, 2025 (in thousands):
| | | |
July 2025 through December 2025 |
| $ | |
2026 | |
| |
2027 | |
| |
2028 | |
| |
2029 | |
| |
Thereafter | |
| |
Total future minimum rental income under operating leases | | $ |
Of the Company’s $
The transaction price for airport customer service agreements is determined from an agreed-upon rate by location applied to the applicable number of flights handled by the Company over the agreement term.
The Company’s operating revenues could be impacted by several factors, including changes to the Company’s code-share agreements with its major airline partners, changes in flight schedules, contract modifications resulting from contract renegotiations, 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 airline partners.
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.
Allowance for Credit Losses
The Company has an allowance for credit losses associated with its accounts receivable, notes receivable and third-party debt guarantees. The Company monitors publicly available credit ratings for entities for which the Company has a significant receivable balance or guarantee. As of June 30, 2025, the Company had gross receivables of $
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a third party for companies with similar credit ratings, factoring in the amount and term of the Company’s respective accounts receivable, notes receivable or guarantees. During the six months ended June 30, 2025, the Company increased its credit loss reserve as a result of the Company’s assessment of higher credit risk of certain outstanding receivables.
The following table summarizes the changes in allowance for credit losses (in thousands):
| | | |
|
| Allowance for Credit Losses | |
Balance at December 31, 2024 | | $ | |
Adjustments to credit loss reserves | | | |
Write-offs charged against allowance | | | ( |
Balance at June 30, 2025 | | $ | |
(3) Capital Transactions
Stock-Based Compensation
During the six months ended June 30, 2025, the Company granted
Additionally, during the six months ended June 30, 2025, the Company granted
The Company accounts for forfeitures of restricted stock units and performance shares when forfeitures occur. The estimated fair value of the restricted stock units and performance shares is amortized over the applicable vesting periods. Stock-based compensation expense for the performance shares is based on the Company’s anticipated outcome of achieving the performance metrics. During the six months ended June 30, 2025 and 2024, the Company recorded pre-tax stock-based compensation expense of $
(4) Stock Repurchase
The Company’s Board of Directors (the “Board”) adopted a stock repurchase program in May 2023, which authorizes the Company to repurchase shares of the Company’s common stock in the public market or in private transactions, from time to time, at prevailing prices. Under the repurchase program, the Board initially authorized up to $
During the six months ended June 30, 2025, the Company repurchased
(5) Net Income Per Common Share
Basic net income per common share (“Basic EPS”) excludes dilution and is computed by dividing net income by the weighted average number of common shares outstanding during the period. Diluted net income 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 per common share. During the six months
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ended June 30, 2025 and 2024,
The calculation of the weighted average number of common shares outstanding for Basic EPS and Diluted EPS are as follows for the periods indicated (in thousands, except per share data):
| | | | | | | | | | | | |
| | Three Months Ended | | Six Months Ended | ||||||||
| | June 30, | | June 30, | ||||||||
| | 2025 | | 2024 |
| 2025 | | 2024 | ||||
Numerator: |
| |
|
| |
| | |
|
| |
|
Net income | | $ | | | $ | | | $ | | | $ | |
Denominator: | | | | | | | | | | | | |
Basic earnings per share weighted average shares | |
| | |
| | |
| | |
| |
Dilution due to employee equity awards and warrants | |
| | |
| | |
| | |
| |
Diluted earnings per share weighted average shares | |
| | |
| | |
| | |
| |
| | | | | | | | | | | | |
Basic earnings per share | | $ | | | $ | | | $ | | | $ | |
Diluted earnings per share | | $ | | | $ | | | $ | | | $ | |
(6) Segment Reporting
GAAP requires 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 when deciding how to allocate resources and in assessing performance.
The Company’s
The Company’s chief operating decision maker analyzes the profitability of operating new aircraft financed through the issuance of debt, including the Company’s E175 fleet, separately from the profitability of the Company’s capital deployed for ownership and financing of such aircraft. The SkyWest Airlines and SWC segment includes revenue earned under the applicable capacity purchase agreements attributed to operating such aircraft and the respective operating costs, and revenue and operating expenses attributed to prorate agreements and airport services agreements. The SkyWest Leasing segment includes applicable revenue earned under the applicable capacity purchase agreements attributed to the ownership of new aircraft acquired through the issuance of debt and the respective depreciation and interest expense of such aircraft. The SkyWest Leasing segment also includes the activity of leasing regional jet aircraft and spare engines to third parties and other activities. The SkyWest Leasing segment’s total assets and capital expenditures include new aircraft acquired through the issuance of debt and assets leased to third parties. Additionally, aircraft removed from SkyWest Airlines’ operations and held for sale are included in the SkyWest Leasing segment.
The chief operating decision maker assesses performance for each segment and decides how to allocate resources based on income before income taxes. The chief operating decision maker uses the segment profit or loss measure when assessing performance of the segment and monitors budget versus actual results to allocate resources for each segment predominantly in the annual budget and forecasting process.
The following represents the Company’s segment data for the three-month periods ended June 30, 2025 and 2024 (in thousands). As required by the adoption of ASC 2023-07, “Segment Reporting (ASC Topic 280) – Improvements to Reportable Segment Disclosures,” the Company recast the segment disclosures for the three and six months ended June 30, 2024 to conform to the current year presentation.
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| | | | | | | | | |
| | Three months ended June 30, 2025 | |||||||
| | SkyWest Airlines | | SkyWest | | | |||
|
| and SWC |
| Leasing |
| Consolidated | |||
Operating revenues | | $ | | | $ | | | $ | |
| | | | | | | | | |
Salaries, wages and benefits | |
| | |
| | |
| |
Aircraft maintenance, materials and repairs | |
| | |
| | |
| |
Depreciation and amortization | |
| | |
| | |
| |
Interest expense | |
| | |
| | |
| |
Other segment items(1) | | | | | | ( | | | |
Segment profit(2) | | $ | | | $ | | | $ | |
| | | | | | | | | |
Total assets (as of June 30, 2025) | | $ | | | $ | | | $ | |
Capital expenditures (including non-cash) | | $ | | | $ | | | $ | |
| | | | | | | | | |
| | Three months ended June 30, 2024 | |||||||
| | SkyWest Airlines | | SkyWest | | | |||
|
| and SWC |
| Leasing |
| Consolidated | |||
Operating revenues | | $ | | | $ | | | $ | |
| | | | | | | | | |
Salaries, wages and benefits | | | | | | | | | |
Aircraft maintenance, materials and repairs | | | | | | | | | |
Depreciation and amortization | | | | | | | | | |
Interest expense | | | | | | | | | |
Other segment items(1) | | | | | | ( | | | |
Segment profit(2) | | $ | | | $ | | | $ | |
| | | | | | | | | |
Total assets (as of June 30, 2024) | | $ | | | $ | | | $ | |
Capital expenditures (including non-cash) | | $ | | | $ | — | | $ | |
| (1) |
| (2) | Segment profit is equal to income before income taxes. As a result of adopting ASC 2023-07 in 2024, the Company included interest income and other income (expense), net in the recast segment profit for each segment for the three months ended June 30, 2024, consistent with the presentation for the three months ended June 30, 2025. |
| | | | | | | | | |
| | Six months ended June 30, 2025 | |||||||
| | SkyWest Airlines | | SkyWest | | | |||
|
| and SWC |
| Leasing |
| Consolidated | |||
Operating revenues | | $ | | | $ | | | $ | |
| | | | | | | | | |
Salaries, wages and benefits | | | | | | | | | |
Aircraft maintenance, materials and repairs | | | | | | | | | |
Depreciation and amortization | | | | | | | | | |
Interest expense | | | | | | | | | |
Other segment items(1) | | | | | | ( | | | |
Segment profit(2) | | $ | | | $ | | | $ | |
| | | | | | | | | |
Total assets (as of June 30, 2025) | | $ | | | $ | | | $ | |
Capital expenditures (including non-cash) | | $ | | | $ | | | $ | |
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| | | | | | | | | |
| | Six months ended June 30, 2024 | |||||||
| | SkyWest Airlines | | SkyWest | | | |||
|
| and SWC |
| Leasing |
| Consolidated | |||
Operating revenues | | $ | | | $ | | | $ | |
| | | | | | | | | |
Salaries, wages and benefits | | | | | | | | | |
Aircraft maintenance, materials and repairs | | | | | | | | | |
Depreciation and amortization | | | | | | | | | |
Interest expense | | | | | | | | | |
Other segment items(1) | | | | | | ( | | | |
Segment profit(2) | | $ | | | $ | | | $ | |
| | | | | | | | | |
Total assets (as of June 30, 2024) | | $ | | | $ | | | $ | |
Capital expenditures (including non-cash) | | $ | | | $ | — | | $ | |
| (1) |
| (2) | Segment profit is equal to income before income taxes. As a result of adopting ASC 2023-07 in 2024, the Company included interest income and other income (expense), net in the recast segment profit for each segment for the six months ended June 30, 2024, consistent with the presentation for the six months ended June 30, 2025. |
(7) Leases, Commitments, Guarantees and Contingencies
The Company leases property and equipment under operating leases. For leases with durations longer than 12 months, the Company recorded the related operating lease right-of-use asset and operating lease liability at the present value of lease payments over the term. The Company used its incremental borrowing rate to discount the lease payments based on information available at lease commencement.
Aircraft
As of June 30, 2025, excluding aircraft financed by the Company’s major airline partners that the Company operates for them under contract, the Company leased
Airport facilities
The Company has operating leases for facility space including airport terminals, office space, cargo warehouses and maintenance facilities. The Company generally leases this space from government agencies that control the use of the various airports. The remaining lease terms for facility space vary from
Leases
As of June 30, 2025, the Company’s right-of-use assets were $
The table below presents lease related terms and discount rates as of June 30, 2025:
| |
| |
Weighted-average remaining lease term for operating leases | |
Weighted-average discount rate for operating leases |
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The Company’s lease costs for the three and six months ended June 30, 2025 and 2024 included the following components (in thousands):
| | | | | | | | | | | | |
| | For the three months ended June 30, | | For the six months ended June 30, | ||||||||
|
| 2025 |
| 2024 |
| 2025 |
| 2024 | ||||
Operating lease cost | | $ | | | $ | | | $ | | | $ | |
Variable and short-term lease cost | |
| | |
| | |
| | |
| |
Sublease income | | | ( | | | ( | | | ( | | | ( |
Total lease cost | | $ | | | $ | |
| $ | | | $ | |
As of June 30, 2025, the Company leased aircraft, airport facilities, office space and other property and equipment under non-cancelable operating leases, which are generally on a long-term, triple-net lease basis pursuant to which the Company pays taxes, maintenance, insurance and certain other operating expenses applicable to the leased property. The Company expects that, in the normal course of business, such operating leases that expire will be renewed or replaced by other leases.
As of June 30, 2025, the Company had a firm purchase commitment for
The following table summarizes the Company’s commitments and obligations for future minimum rental payments required under operating leases that had initial or remaining non-cancelable lease terms as of June 30, 2025, firm aircraft and spare engine commitments, interest commitments and principal maturities on long-term debt as noted for each of the next five years and thereafter (in thousands):
| | | | | | | | | | | | | | | | | | | | | |
|
| Total |
| Jul - Dec 2025 |
| 2026 |
| 2027 |
| 2028 |
| 2029 |
| Thereafter | |||||||
Operating lease payments for aircraft and facility obligations | | $ | | | $ | | | $ | | | $ | | | $ | | | $ | | | $ | |
Firm aircraft and spare engine commitments |
| | | | | | | | | | | | | | | | | | | | |
Interest commitments |
| | | | | | | | | | | | | | | | | | | | |
Principal maturities on long-term debt |
| | | | | | | | | | | | | | | | | | | | |
Total commitments and obligations | | $ | | | $ | | | $ | | | $ | | | $ | | | $ | | | $ | |
In addition to the table above, in 2024, the Company entered into a master equipment purchase agreement with another airline to acquire certain airframes and engines and lease the assets back to the airline under a five-year term. The Company accounted for the transaction as a failed sale-leaseback in accordance with ASC 842 as the criteria for a sale were not met. At June 30, 2025, the Company estimated the remaining financing obligation under the agreement will be between $
Guarantees
In 2022, the Company agreed to guarantee $
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In 2023, the Company agreed to guarantee up to $
The purpose of these guarantees is to help reduce the financing costs of aircraft for the third parties in an effort to increase the potential number of commercial pilots in the Company’s hiring pipeline. The Company also recorded the estimated credit loss associated with the guarantees based on publicly available historical default rates issued by a third party for companies with similar credit ratings, factoring the collateral and guarantee term.
(8) Fair Value Measurements
The Company holds certain assets that are required to be measured at fair value in accordance with GAAP. The Company determined the fair value of these assets based on the following three levels of inputs:
| | | | |
Level 1 | | — | | Quoted prices in active markets for identical assets or liabilities. |
Level 2 | | — | | Observable inputs other than Level 1 prices such as quoted prices for similar assets or liabilities; quoted prices in markets that are not active; or other inputs that are observable or can be corroborated by observable market data for substantially the full term of the assets or liabilities. Some of the Company’s marketable securities primarily utilize broker quotes in a non-active market for valuation of these securities. |
Level 3 | | — | | Unobservable inputs that are supported by little or no market activity and that are significant to the fair value of the assets or liabilities, therefore requiring an entity to develop its own assumptions. |
As of June 30, 2025, and December 31, 2024, the Company held certain assets that are required to be measured at fair value on a recurring basis.
| | | | | | | | | | | | |
| | Fair Value Measurements as of June 30, 2025 | ||||||||||
|
| Total |
| Level 1 |
| Level 2 |
| Level 3 | ||||
Marketable Securities | | | | | | | | | | | | |
Bonds and bond funds | | $ | | | $ | — | | $ | | | $ | — |
Commercial paper | |
| | |
| — | |
| | |
| — |
| | | | | | — | | | | | | — |
Investments in Other Companies | | | | | | — | | | — | | | |
Cash and Cash Equivalents | | | | | | | | | — | | | — |
Total Assets Measured at Fair Value | | $ | | | $ | | | $ | | | $ | |
| | | | | | | | | | | | |
| | Fair Value Measurements as of December 31, 2024 | ||||||||||
| | Total | | Level 1 | | Level 2 | | Level 3 | ||||
Marketable Securities |
| |
|
| |
|
| |
|
| |
|
Bonds and bond funds | | $ | | $ | — | | $ | | | $ | — | |
Commercial paper | |
| |
| — | |
| | |
| — | |
| | | | | — | | | | | — | ||
Investments in Other Companies | | | | | — | |
| — | |
| | |
Cash and Cash Equivalents | | | | | | | | — | | | — | |
Total Assets Measured at Fair Value | | $ | | $ | | $ | | $ | | |||
The Company’s “Marketable Securities” classified as Level 2 securities primarily utilize broker quotes in a non-active market for valuation of these securities. See Note 10 “Investments in Other Companies” regarding the Company’s investments in other companies for the six months ended June 30, 2025.
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The Company did not make any significant transfers of securities between Level 1, Level 2 and Level 3 during the six months ended June 30, 2025. The Company’s policy regarding the recording of transfers between levels is to record any such transfers at the end of the reporting period.
As of June 30, 2025, and December 31, 2024, the Company classified $
(9) Long-term Debt
Long-term debt consisted of the following as of June 30, 2025, and December 31, 2024 (in thousands):
| | | | | |
| | June 30, 2025 | | | December 31, 2024 |
Current portion of long-term debt | $ | | $ | ||
Current portion of unamortized debt issue cost, net | | ( | | | ( |
Current portion of long-term debt, net of debt issue costs | $ | | $ | ||
| | | | | |
Long-term debt, net of current maturities | $ | | $ | ||
Long-term portion of unamortized debt issue cost, net | | ( | | | ( |
Long-term debt, net of current maturities and debt issue costs | $ | | $ | ||
| | | | | |
Total long-term debt (including current portion) | $ | | $ | ||
Total unamortized debt issue cost, net | | ( | | | ( |
Total long-term debt, net of debt issue costs | $ | | $ |
As of June 30, 2025, the Company had $
During the six months ended June 30, 2025, the Company took delivery of
As of June 30, 2025 and December 31, 2024, the Company had $
As of June 30, 2025, SkyWest Airlines had a $
The Company’s debt agreements are not traded on an active market and are recorded at carrying value on the Company’s consolidated balance sheet. The fair value of the Company’s long-term debt is estimated based on current rates offered to the Company for similar debt. The fair value of debt is estimated using inputs classified as Level 2 within
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the fair value hierarchy.
| | | | | | |
| | June 30, 2025 | | December 31, 2024 | ||
Carrying value | | $ | | $ | ||
Fair value | | $ | | $ | ||
(10) Investments in Other Companies
Equity Method Investments
During 2019, the Company created a joint venture with Regional One, Inc. (“Regional One”) and, as of June 30, 2025, has invested a total of $
In December 2023, the Company invested $
The Company assesses investments for impairment whenever events or changes in circumstances indicate that the carrying value of an investment may not be recoverable.
Fair Value Method Investment
In 2021, the Company entered into a strategic partnership with Eve Holding, Inc. (“Eve”), to develop a network of deployment for Eve’s electric vertical takeoff and landing aircraft.
In 2022, the Company acquired
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“Derivatives and Hedging,” and recorded the Eve Investments based on their pro rata share of the consideration paid using the fair value of the Eve Investments on the acquisition date, with subsequent changes in the fair value reported in earnings. During the year ended December 31, 2023, the Company sold
The warrant was classified as Level 3 within the fair value hierarchy (“Eve Level 3 Investment”). The Company used the Black Scholes Option Pricing Model to determine the estimated fair market value of the Eve Level 3 Investment.
| | | |
Eve Level 3 Investment: | | | |
Balance at December 31, 2024 | | $ | |
Unrealized gain | | | |
Balance at June 30, 2025 |
| $ | |
During the six months ended June 30, 2025, the Company recorded an unrealized gain of $
(11) Income Taxes
The Company’s effective tax rate for the six months ended June 30, 2025 was
The Company’s effective tax rate for the six months ended June 30, 2024 was
(12) Legal Matters
The Company is subject to certain legal actions which it considers routine to its business activities. As of June 30, 2025, the Company’s management believed, after consultation with legal counsel, that the ultimate outcome of such legal matters was not likely to have a material adverse effect on the Company’s financial position, liquidity or results of operations.
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ITEM 2: MANAGEMENT’S DISCUSSION AND ANALYSIS OF FINANCIAL CONDITION AND RESULTS OF OPERATIONS
The following discussion and analysis presents factors that had a material effect on the results of operations of SkyWest, Inc. (“SkyWest” “we” or “us”) during the three- and six-month periods ended June 30, 2025 and 2024. Also discussed is our financial condition as of June 30, 2025, and December 31, 2024. You should read this discussion in conjunction with our condensed consolidated financial statements for the three and six months ended June 30, 2025, including the notes thereto, appearing elsewhere in this Report. This discussion and analysis contains forward-looking statements. Please refer to the section of this Report entitled “Cautionary Statement Concerning Forward-Looking Statements” for discussion of uncertainties, risks and assumptions associated with these statements.
Cautionary Statement Concerning Forward-Looking Statements
Certain of the statements contained in this Report should be considered “forward-looking statements” within the meaning of the Private Securities Litigation Reform Act of 1995. These forward-looking statements may be identified by words such as “may,” “will,” “expect,” “intend,” “forecast,” “anticipate,” “believe,” “estimate,” “plan,” “project,” “could,” “should,” “hope,” “likely,” and “continue” and similar terms used in connection with statements regarding our outlook, anticipated operations, the revenue environment, our contractual relationships, and our anticipated financial performance. These statements include, but are not limited to, statements about the continued demand for our product, the effect of economic conditions on SkyWest’s business, financial condition and results of operations, the timing of scheduled aircraft deliveries, fleet expansion and transition and anticipated fleet size for SkyWest in upcoming periods, expected production levels in future periods and associated staffing challenges, pilot attrition trends, SkyWest’s coordination with United Airlines, Inc. (“United”), Delta Air Lines, Inc. (“Delta”), American Airlines, Inc. (“American”) and Alaska Airlines, Inc. (“Alaska”) (each, a “major airline partner” and together, “major airline partners”) to optimize the delivery of aircraft under previously announced agreements and quickly placing new aircraft deliveries into service, the expected terms, timing and benefits related to SkyWest’s leasing, strategic partnership and joint venture transactions, SkyWest’s provision of assets to Corporate Flight Management, Inc. d/b/a Contour Airlines (“Contour”), scheduled flight service to smaller communities, increasing the utilization and efficiency of all fleet types as well as SkyWest’s future financial and operating results, plans, objectives, expectations, estimates, intentions and outlook, and other statements that are not historical facts. All forward-looking statements included in this Report are made as of the date hereof and are based on information available to SkyWest as of such date. SkyWest assumes no obligation to update any forward-looking statements unless required by law. Readers should note that many factors could affect the future operating and financial results of SkyWest and could cause actual results to vary materially from those expressed in forward-looking statements set forth in this Report. These factors include, but are not limited to the challenges of competing successfully in a highly competitive and rapidly changing industry; developments associated with fluctuations in the economy and the demand for air travel, including related to inflationary pressures, and related decreases in customer demand and spending; uncertainty regarding potential future outbreaks of infectious diseases or other health concerns, and the consequences of such outbreaks to the travel industry, including travel demand and travel behavior, and our major airline partners in general and the financial condition and operating results of SkyWest in particular; the prospects of entering into agreements with existing or other carriers to fly new aircraft; uncertainty regarding timing and performance of key third-party service providers; ongoing negotiations between SkyWest and its major airline partners regarding their contractual obligations; uncertainties regarding operation of new aircraft; the ability to attract and retain qualified pilots, including captains, and related staffing challenges; the impact of regulatory issues such as pilot rest rules and qualification requirements; the ability to obtain aircraft financing; the financial stability of SkyWest’s major airline partners and any potential impact of their financial condition on the operations of SkyWest; fluctuations in flight schedules, which are determined by the major airline partners for whom SkyWest conducts flight operations; variations in market and economic conditions; significant aircraft lease and debt commitments; estimated useful life of long-lived assets, residual aircraft values and related impairment charges; labor relations and costs; the impact of global instability; rapidly fluctuating fuel costs and potential fuel shortages; the impact of weather-related, natural disasters and other air safety incidents on air travel and airline costs; aircraft deliveries; uncertainty regarding ongoing international hostilities, including those between Russia and the Ukraine, Israel and Hamas, and Israel and Iran, and the related impacts on macroeconomic conditions and on the international operations of any of our major airline partners as a result of such conflicts; the availability of parts used in connection with maintenance and repairs of the aircraft; the availability of suitable replacement aircraft for aging aircraft; the impact of recently enacted and proposed U.S. tariffs on global economic conditions and the financial markets, passenger demand, the cost of aircraft parts and supplies sourced
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internationally and the cost of service providers located outside of the United States; as well as the other factors identified under the heading “Risk Factors” in Part I, Item 1A of our Annual Report on Form 10-K for the year ended December 31, 2024, under the heading “Risk Factors” in Part II, Item 1A of this Report, elsewhere in this Report, in our other filings with the Securities and Exchange Commission (the “SEC”) and other unanticipated factors.
There may be other factors that may affect matters discussed in forward-looking statements set forth in this Report, which factors may also cause actual results to differ materially from those discussed. We assume no obligation to publicly update any forward-looking statement to reflect actual results, changes in assumptions or changes in other factors affecting these statements other than as required by applicable law.
Overview
We have the largest regional airline operation in the United States through our operating subsidiary SkyWest Airlines, Inc. (“SkyWest Airlines”). As of June 30, 2025, we offered scheduled passenger and air freight service with approximately 2,530 total daily departures to destinations in the United States, Canada and Mexico. Our fleet of Embraer E175 regional jet aircraft (“E175”), Canadair CRJ900 regional jet aircraft (“CRJ900”) and Canadair CRJ700 regional jet aircraft (“CRJ700”), including a 50-seat configuration of the CRJ700 aircraft, commonly referred to as a “CRJ550,” have a multiple-class seat configuration, whereas our Canadair CRJ200 regional jet aircraft (“CRJ200”) have a single-class seat configuration. During 2022, we formed SkyWest Charter, LLC (“SWC”), which offers on-demand charter services using CRJ200 aircraft in a 30-seat configuration. As of June 30, 2025, we had 632 total aircraft in our fleet, including 502 aircraft in scheduled service or under contract pursuant to our code-share agreements, summarized as follows:
| | | | | | | | | | |
|
| E175 |
| CRJ900 |
| CRJ700/CRJ550 |
| CRJ200 |
| Total |
United |
| 116 | | — | | 33 | | 80 | | 229 |
Delta | | 87 | | 35 | | 20 | | — | | 142 |
American |
| 20 | | 1 | | 68 | | — | | 89 |
Alaska |
| 42 | | — | | — | | — | | 42 |
Aircraft in scheduled service or under contract | | 265 | | 36 | | 121 | | 80 | | 502 |
SWC | | — | | — | | — | | 8 | | 8 |
Leased to third parties |
| — | | 5 | | 35 | | — | | 40 |
Other (1) |
| — | | 12 | | 20 | | 50 | | 82 |
Total Fleet |
| 265 | | 53 | | 176 | | 138 | | 632 |
| (1) | As of June 30, 2025, other aircraft included: supplemental spare aircraft supporting our code-share agreements that may be placed under future code-share or leasing agreements, aircraft transitioning between code-share agreements with our major airline partners or aircraft that are scheduled to be disassembled for use as spare parts. |
Our business model is based on providing scheduled regional airline service under code-share agreements (commercial agreements between airlines that, among other things, allow one airline to use another airline’s flight designator codes on its flights) with our major airline partners. In exchange for such services, our major airline partners pay us either fixed fees to operate the flight, referred to as “capacity purchase agreement,” or we receive a percentage of applicable passenger ticket revenues on the designated flights we operate, referred to as “prorate agreement.” Our success is principally centered on our ability to meet the needs of our major airline partners by providing a reliable and safe operation at attractive economics. From June 30, 2024, to June 30, 2025, we made changes to our fleet, including the addition of seven new E175 aircraft and 10 partner-financed E175 aircraft.
We anticipate our fleet will continue to evolve, as we are scheduled to add a total of 13 new E175 aircraft with United from 2025 to 2026, 16 new E175 aircraft with Delta from 2027 to 2028 (which are expected to replace 11 CRJ900s and five CRJ700s SkyWest is currently flying under contract with Delta) and one new E175 aircraft with Alaska in 2025. We also have multiple agreements with United to place 32 used CRJ550 aircraft into service throughout 2025 and 2026. Timing of placing these additional aircraft into service, including delivery timing on acquired aircraft, may be subject to change as we are coordinating with our major airline partners in response to labor availability or other factors. Our primary objective in the fleet changes is to improve our profitability by adding new E175 aircraft and used CRJ700, CRJ550, CRJ900 and E175 aircraft, commonly referred to as “dual-class CRJ aircraft” to capacity purchase
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agreements or prorate agreements, and potentially removing older aircraft from service that typically require higher maintenance costs.
As of June 30, 2025, approximately 45.6% of our aircraft in scheduled service or under contract were operated for United, approximately 28.3% were operated for Delta, approximately 17.7% were operated for American and approximately 8.4% were operated for Alaska.
Historically, multiple contractual relationships with major airlines have enabled us to reduce our reliance on any single major airline code and to enhance and stabilize operating results through a mix of capacity purchase agreements and prorate agreements. For the six months ended June 30, 2025, our capacity purchase revenue represented approximately 85.5% of our total flying agreements revenue and our prorate and SWC revenue, combined, represented approximately 14.5% of our total flying agreements revenue. On capacity purchase routes, the major airline partner controls scheduling, ticketing, pricing and seat inventories and we are compensated by the major airline partner at contracted rates based on completed block hours (measured from takeoff to landing, including taxi time), flight departures, the number of aircraft under contract and other operating measures. We control scheduling, pricing and seat inventories on certain prorate routes, and we share passenger fares with our major airline partners according to prorate formulas. We are also responsible for the operating costs of the prorate flights, including fuel and airport costs.
Second Quarter Summary
We had total operating revenues of $1.0 billion for the three months ended June 30, 2025, a 19.4% increase compared to total operating revenues of $867.1 million for the three months ended June 30, 2024. We had net income of $120.3 million, or $2.91 per diluted share, for the three months ended June 30, 2025, compared to net income of $75.6 million, or $1.82 per diluted share, for the three months ended June 30, 2024. The significant items affecting our revenue and operating expenses during the three months ended June 30, 2025, are outlined below:
Revenue
The number of aircraft we have in scheduled service or under contract pursuant to our code-share agreements and the number of block hours we incur on our flights are primary drivers of our flying agreements revenue under our capacity purchase agreements. The number of flights we operate and the corresponding number of passengers we carry are the primary drivers of our revenue under our prorate agreements. The number of aircraft we have in scheduled service or under contract pursuant to our code-share agreements increased from 475 as of June 30, 2024 to 502 as of June 30, 2025, or by 5.7%; and the number of block hours increased from 317,462 for the three months ended June 30, 2024 to 376,269 for the three months ended June 30, 2025, or by 18.5%, due to an increase in the number of aircraft operating under our capacity purchase agreements and an increase in the scheduled daily utilization of our aircraft driven by an increase in the number of available captains. As of the date of this Quarterly Report on Form 10-Q, the Company believes its scheduled aircraft utilization is no longer constrained by the number of available captains.
Our capacity purchase revenue increased $111.0 million, or 15.2%, for the three months ended June 30, 2025, as compared to the three months ended June 30, 2024, primarily as a result of an increase in completed block hours for the comparable periods. As a result of a higher number of passengers carried on our prorate routes and an increase in the number of prorate and charter flights operated year-over-year, our prorate and SWC revenue increased $38.4 million, or 35.8%, for the three months ended June 30, 2025, as compared to the three months ended June 30, 2024.
Operating Expenses
Our total operating expenses increased $117.6 million, or 15.7%, for the three months ended June 30, 2025, compared to the three months ended June 30, 2024. The increase in operating expenses was primarily due to an increase in our direct operating expenses associated with the increase in the number of flights we operated for the three months ended June 30, 2025, compared to the three months ended June 30, 2024. Departures increased from 189,325 for the three months ended June 30, 2024 to 222,874 for the three months ended June 30, 2025, or by 17.7%, and our total block hours increased 18.5% for the three months ended June 30, 2025, as compared to the three months ended June 30, 2024. Additional details regarding the increase in our operating expenses are described in the section of this Report entitled “Results of Operations.”
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Fleet Activity
The following table summarizes our fleet scheduled for service or under contract as of:
| | | | | | |
Aircraft in Service or Under Contract |
| June 30, 2025 |
| December 31, 2024 |
| June 30, 2024 |
E175s |
| 265 |
| 262 |
| 248 |
CRJ900s |
| 36 |
| 36 |
| 41 |
CRJ700s/CRJ550s |
| 121 |
| 119 |
| 99 |
CRJ200s |
| 80 |
| 75 |
| 87 |
Total |
| 502 |
| 492 |
| 475 |
Critical Accounting Policies and Estimates
Our significant accounting policies are summarized in Note 1 to our consolidated financial statements for the year ended December 31, 2024, and Item 7, “Management’s Discussion and Analysis of Financial Condition and Results of Operations,” which are presented in our Annual Report on Form 10-K for the year ended December 31, 2024. Critical accounting policies are those policies that are most important to the preparation of our consolidated financial statements and require management’s subjective and complex judgments due to the need to make estimates about the effect of matters that are inherently uncertain. Our critical accounting policies relate to revenue recognition, long-lived assets, and income tax. The application of these accounting policies involves the exercise of judgment and the use of assumptions as to future uncertainties and, as a result, actual results will likely differ, and may differ materially, from such estimates. There have been no significant changes in our critical accounting estimates during the six months ended June 30, 2025.
Recent Accounting Pronouncements
See Note 1 to the condensed consolidated financial statements for a description of recent accounting pronouncements.
Results of Operations
Three Months Ended June 30, 2025 and 2024
Operational Statistics
The following table sets forth our major operational statistics and the associated percentage changes for the periods identified below. The increase in block hours, departures and passengers carried during the three months ended June 30, 2025, compared to the three months ended June 30, 2024, was primarily due to additional aircraft operating under our capacity purchase agreements and an increase in the number of available captains during the three months ended June 30, 2025, compared to the three months ended June 30, 2024, which allowed for a higher scheduled utilization of our aircraft.
| | | | | | | |
| | For the three months ended June 30, | |||||
Block hours by aircraft type: |
| 2025 |
| 2024 |
| % Change | |
E175s |
| 219,566 | | 195,207 | | 12.5 | % |
CRJ900s | | 22,671 | | 20,823 | | 8.9 | % |
CRJ700s/CRJ550s | | 84,326 | | 58,311 | | 44.6 | % |
CRJ200s |
| 49,706 | | 43,121 | | 15.3 | % |
Total block hours | | 376,269 | | 317,462 | | 18.5 | % |
|
| | | | | | |
|
| | | | | | |
Departures |
| 222,874 | | 189,325 | | 17.7 | % |
Passengers carried |
| 12,092,758 | | 10,691,017 | | 13.1 | % |
Passenger load factor |
| 82.8 | % | 84.4 | % | (1.6) | pts |
Average passenger trip length (miles) |
| 451 | | 460 | | (2.0) | % |
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Operating Revenues
The following table summarizes our operating revenue for the periods indicated (dollar amounts in thousands):
| | | | | | | | | | | | |
| | For the three months ended June 30, | ||||||||||
|
| 2025 |
| 2024 |
| $ Change |
| % Change | ||||
Flying agreements | | $ | 987,511 | | $ | 838,170 | | $ | 149,341 | | 17.8 | % |
Lease, airport services and other | |
| 47,716 | |
| 28,948 | |
| 18,768 | | 64.8 | % |
Total operating revenues | | $ | 1,035,227 | | $ | 867,118 | | $ | 168,109 |
| 19.4 | % |
Flying agreements revenue primarily consists of revenue earned on flights we operate under our capacity purchase agreements and prorate agreements with our major airline partners and on-demand charter flights. Lease, airport services and other revenues consist of revenue earned from leasing aircraft and spare engines to third parties separate from our capacity purchase agreements, maintenance services provided to third parties and providing airport counter, gate and ramp services.
We disaggregate our flying agreements revenue into the following categories (dollar amounts in thousands):
| | | | | | | | | | | | |
| | For the three months ended June 30, | ||||||||||
|
| 2025 |
| 2024 |
| $ Change |
| % Change | ||||
Capacity purchase agreements flight operations revenue |
| $ | 682,948 |
| $ | 595,127 |
| $ | 87,821 |
| 14.8 | % |
Capacity purchase agreements aircraft lease revenue | | | 159,118 | | | 135,972 | | | 23,146 | | 17.0 | % |
Prorate agreements and SWC revenue | |
| 145,445 | |
| 107,071 | |
| 38,374 |
| 35.8 | % |
Flying agreements revenue |
| $ | 987,511 |
| $ | 838,170 |
| $ | 149,341 |
| 17.8 | % |
The increase in “Capacity purchase agreements flight operations revenue” of $87.8 million, or 14.8%, was primarily due to an 18.5% increase in block hour production and an increase in the recognition of revenue that was previously deferred related to fixed monthly payments for flight operations received under our capacity purchase agreements for the three months ended June 30, 2025, compared to the three months ended June 30, 2024. Under our capacity purchase agreements, we are paid a fixed amount per month per aircraft over the contract term. We recognize the total projected fixed monthly payments per aircraft as revenue proportionately to the number of block hours we complete for each reporting period, relative to the estimated number of block hours we anticipate completing over the remaining contract term. Under our capacity purchase agreements, the performance obligation of each completed flight is measured in block hours incurred for each completed flight. Based on the number of completed block hours during the three months ended June 30, 2025, we recognized $17.4 million of previously deferred revenue, net of unbilled revenue, related to the non-lease fixed monthly payments we received associated with our flight operations revenues. For the three months ended June 30, 2024, we recognized $5.0 million of previously deferred revenue, net of unbilled revenue, related to non-lease fixed monthly payments received associated with our flight operations revenues. The timing of our revenue recognition related to the fixed payments associated with our flight operations will be adjusted over the remaining contract term for each capacity purchase agreement based on the number of block hours we complete each reporting period relative to the number of block hours we anticipate completing over the remaining contract term of each capacity purchase agreement.
The increase in “Capacity purchase agreements aircraft lease revenue” of $23.1 million, or 17.0%, was primarily due to the addition of aircraft under our capacity purchase agreements from June 30, 2024 and a contract extension that reallocated certain fixed monthly lease revenue from flight operations revenue under one of our capacity purchase agreements in 2025 based on relative standalone selling prices of the lease and non-lease components. Under our capacity purchase agreements, a portion of the consideration we are paid is designed as reimbursement for certain aircraft ownership costs and is considered lease revenue, including fixed monthly payments and variable payments. We recognize the fixed monthly lease payments as lease revenue using the straight-line basis over the capacity purchase agreement term and variable lease payments are recognized in the period when the block hours are completed. Additionally, we recognized $5.6 million of previously deferred lease revenue, net of unbilled revenue, during the three months ended June 30, 2025, using the straight-line basis for fixed monthly lease payments, compared to recognizing $0.5 million of previously deferred revenue during the three months ended June 30, 2024.
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The deferred revenue balance applicable to each contract will be recorded as revenue over the term of each respective contract. For clarity, under our “Capacity purchase agreements flight operations revenue” and “Capacity purchase agreements aircraft lease revenue” combined, we recognized $23.0 million of previously deferred revenue, net of unbilled revenue, during the three months ended June 30, 2025, compared to recognizing $5.5 million of deferred revenue, net of unbilled revenue, during the three months ended June 30, 2024. Our total deferred revenue balance associated with our “Capacity purchase agreements flight operations revenue” and our “Capacity purchase agreements aircraft lease revenue,” net of unbilled revenue, was $286.5 million as of June 30, 2025, compared to total deferred revenue, net of unbilled revenue, of $322.4 million as of December 31, 2024.
The increase in prorate agreements and SWC revenue of $38.4 million, or 35.8%, was primarily due to an increase in prorate passengers and passenger revenue we received on routes we operated under our prorate agreements during the three months ended June 30, 2025, compared to the three months ended June 30, 2024, primarily driven by an increase in available captains.
The increase in lease, airport services and other revenues of $18.8 million, or 64.8%, for the three months ended June 30, 2025, compared to the three months ended June 30, 2024, was primarily due to an increase in revenue from maintenance services provided to third parties.
Operating Expenses
Individual expense components attributable to our operations are set forth in the following table (dollar amounts in thousands):
| | | | | | | | | | | | |
| | For the three months ended June 30, | ||||||||||
| | 2025 | | 2024 | | $ Change | | % Change | ||||
Salaries, wages and benefits | | $ | 390,243 | | $ | 355,005 | | $ | 35,238 | | 9.9 | % |
Aircraft maintenance, materials and repairs | |
| 238,885 | |
| 183,267 | |
| 55,618 |
| 30.3 | % |
Depreciation and amortization | |
| 90,150 | |
| 96,814 | |
| (6,664) |
| (6.9) | % |
Airport-related expenses | |
| 27,116 | |
| 17,535 | |
| 9,581 |
| 54.6 | % |
Aircraft fuel | |
| 27,459 | |
| 21,328 | |
| 6,131 |
| 28.7 | % |
Other operating expenses | |
| 91,246 | |
| 73,529 | |
| 17,717 |
| 24.1 | % |
Total operating expenses | | $ | 865,099 | | $ | 747,478 | | $ | 117,621 |
| 15.7 | % |
Salaries, wages and benefits. The $35.2 million, or 9.9%, increase in salaries, wages and benefits was primarily due to an increase in direct labor costs that resulted from the higher number of flights we operated during the three months ended June 30, 2025, compared to the three months ended June 30, 2024.
Aircraft maintenance, materials and repairs. The $55.6 million, or 30.3%, increase in aircraft maintenance expense was primarily due to incremental maintenance costs incurred on our CRJ fleet and an increase in our flight volume, which increased our maintenance activity and related expenses, including maintenance services provided to third parties, for the three months ended June 30, 2025, compared to the three months ended June 30, 2024.
Depreciation and amortization. The $6.7 million, or 6.9%, decrease in depreciation and amortization expense was primarily a result of extending the estimated useful lives on our CRJ700/CRJ550 fleet by an average of three years and revising the residual values of the assets accordingly during the fourth quarter of 2024, offset by an increase in depreciation expense related to the acquisition of seven new E175 aircraft and spare engines since June 30, 2024.
Airport-related expenses. Airport-related expenses include airport-related customer service costs such as outsourced airport gate and ramp agent services, airport security fees, passenger interruption costs, deicing, landing fees and station rents. For clarity, our employee airport customer service labor costs are reflected in salaries, wages and benefits and customer service labor costs we outsource to third parties are included in airport-related expenses. The $9.6 million, or 54.6%, increase in airport-related expenses for the three months ended June 30, 2025, compared to the three months ended June 30, 2024, was primarily due to an increase in subcontracted airport services, station rents, weather-related aircraft deicing costs and landing fees as a result of an increase in the number of flights we operated under our prorate agreements.
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Aircraft fuel. The $6.1 million, or 28.7%, increase in fuel cost was primarily due to an increase in the number of flights we operated under our prorate agreements and under SWC and the corresponding increase in gallons of fuel we purchased, offset by a decrease in our average fuel cost per gallon from $3.32 for the three months ended June 30, 2024 to $2.88 for the three months ended June 30, 2025. We purchase and incur expense for all fuel on flights operated under our prorate agreements and SWC. All fuel costs incurred under our capacity purchase agreements are either purchased directly by our major airline partner, or if purchased by us, we record the direct reimbursement as a reduction to our fuel expense. The following table summarizes the gallons of fuel we purchased under our prorate agreements and SWC, for the periods indicated:
| | | | | | | | | |
| | For the three months ended June 30, | |||||||
(in thousands) |
| 2025 |
| 2024 |
| % Change | |||
Fuel gallons purchased | | | 9,527 | | | 6,415 | | 48.5 | % |
Fuel expense | | $ | 27,459 | | $ | 21,328 |
| 28.7 | % |
Other operating expenses. Other operating expenses primarily consist of aircraft rentals, property taxes, hull and liability insurance, simulator costs, crew per diem, crew hotel costs and credit loss reserves. The $17.7 million, or 24.1%, increase in other operating expenses was primarily related to an increase in our credit loss reserve as a result of our assessment of higher credit risk of certain outstanding receivables as of June 30, 2025 and an increase in other operating costs, such as crew per diem and crew hotel costs, as a result of the higher number of flights we operated during the three months ended June 30, 2025, compared to the three months ended June 30, 2024.
Summary of interest expense, interest income, other income (expense), net and provision for income taxes
Interest Expense. Interest expense decreased $2.4 million, or 8.3%, for the three months ended June 30, 2025 as compared to the three months ended June 30, 2024. The decrease in interest expense was primarily related to a decrease in outstanding debt. At June 30, 2025 we had $2.5 billion of outstanding debt, compared to $2.8 billion at June 30, 2024. Our average effective interest rate for the three months ended June 30, 2025 and 2024, was 4.3% and 4.1%, respectively.
Interest income. Interest income decreased $0.9 million, from $12.0 million for the three months ended June 30, 2024, to $11.1 million for the three months ended June 30, 2025. The decrease in interest income was primarily related to a decrease in our marketable securities balance from $692.5 million at June 30, 2024, to $678.7 million at June 30, 2025.
Other income (expense), net. Other income, net of expenses increased $9.1 million during the three months ended June 30, 2025, compared to the three months ended June 30, 2024. Other income (expense), net primarily consists of the unrealized and realized gains and losses on our investments in other companies, income or loss related to our equity method investments and gains or losses on the sale of assets. The increase in other income, net of expenses was primarily a result of an increase in the fair value of our investments in other companies and gains on the sale of assets for the three months ended June 30, 2025, compared to the three months ended June 30, 2024.
Provision for income taxes. For the three months ended June 30, 2025 and 2024, our effective income tax rates were 26.3% and 26.0%, respectively, which included the statutory federal income tax rate of 21% and other reconciling income tax items, including state income taxes, and the impact of non-deductible expenses. The effective tax rate for the comparable periods did not significantly change.
Net income. Primarily due to the factors described above, we generated net income of $120.3 million, or $2.91 per diluted share, for the three months ended June 30, 2025, compared to net income of $75.6 million, or $1.82 per diluted share, for the three months ended June 30, 2024.
Six Months Ended June 30, 2025 and 2024
Operational Statistics
The following table sets forth our major operational statistics and the associated percentage changes for the periods identified below. The increase in block hours, departures and passengers carried during the six months ended June 30, 2025, compared to the six months ended June 30, 2024, was primarily due to additional aircraft operating under
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our capacity purchase agreements and an increase in the number of available captains during the six months ended June 30, 2025, compared to the six months ended June 30, 2024, which allowed for a higher scheduled utilization of our aircraft.
| | | | | | | |
| | For the six months ended June 30, | |||||
Block hours by aircraft type: |
| 2025 |
| 2024 |
| % Change | |
E175s |
| 426,928 | | 374,192 | | 14.1 | % |
CRJ900s | | 45,659 | | 38,215 | | 19.5 | % |
CRJ700s/CRJ550s | | 159,403 | | 116,596 | | 36.7 | % |
CRJ200s |
| 96,434 | | 78,260 | | 23.2 | % |
Total block hours | | 728,424 | | 607,263 | | 20.0 | % |
|
| | | | | | |
|
| | | | | | |
Departures |
| 424,712 | | 358,757 | | 18.4 | % |
Passengers carried |
| 22,483,122 | | 19,840,470 | | 13.3 | % |
Passenger load factor |
| 80.8 | % | 82.7 | % | (1.9) | pts |
Average passenger trip length (miles) |
| 457 | | 461 | | (0.9) | % |
Operating Revenues
The following table summarizes our operating revenue for the periods indicated (dollar amounts in thousands):
| | | | | | | | | | | | |
| | For the six months ended June 30, | ||||||||||
|
| 2025 |
| 2024 |
| $ Change |
| % Change | ||||
Flying agreements | | $ | 1,903,505 | | $ | 1,616,459 | | $ | 287,046 | | 17.8 | % |
Lease, airport services and other | |
| 80,177 | |
| 54,273 | |
| 25,904 | | 47.7 | % |
Total operating revenues | | $ | 1,983,682 | | $ | 1,670,732 | | $ | 312,950 |
| 18.7 | % |
Flying agreements revenue primarily consists of revenue earned on flights we operate under our capacity purchase agreements and prorate agreements with our major airline partners and on-demand charter flights. Lease, airport services and other revenues consist of revenue earned from leasing aircraft and spare engines to third parties separate from our capacity purchase agreements and providing airport counter, gate and ramp services.
We disaggregate our flying agreements revenue into the following categories (dollar amounts in thousands):
| | | | | | | | | | | | |
| | For the six months ended June 30, | ||||||||||
| | 2025 | | 2024 | | $ Change | | % Change | ||||
Capacity purchase agreements flight operations revenue |
| $ | 1,322,101 |
| $ | 1,139,287 |
| $ | 182,814 |
| 16.0 | % |
Capacity purchase agreements aircraft lease revenue | |
| 305,145 | |
| 269,017 | |
| 36,128 |
| 13.4 | % |
Prorate agreements and SWC revenue | |
| 276,259 | | | 208,155 | | | 68,104 |
| 32.7 | % |
Flying agreements revenue | | $ | 1,903,505 | | $ | 1,616,459 | | $ | 287,046 |
| 17.8 | % |
The increase in “Capacity purchase agreements flight operations revenue” of $182.8 million, or 16.0%, was primarily due to a 20.0% increase in block hour production and an increase in the recognition of revenue that was previously deferred related to fixed monthly payments for flight operations received under our capacity purchase agreements for the six months ended June 30, 2025, compared to the six months ended June 30, 2024. Under our capacity purchase agreements, we are paid a fixed amount per month per aircraft over the contract term. We recognize the total projected fixed monthly payments per aircraft as revenue proportionately to the number of block hours we complete for each reporting period, relative to the estimated number of block hours we anticipate completing over the remaining contract term. Under our capacity purchase agreements, the performance obligation of each completed flight is measured in block hours incurred for each completed flight. Based on the number of completed block hours during the six months ended June 30, 2025, we recognized $27.0 million of previously deferred revenue, net of unbilled revenue, related to the non-lease fixed monthly payments we received associated with our flight operations revenues. For the six months ended June 30, 2024, we recognized $5.4 million of previously deferred revenue, net of unbilled revenue, related to non-lease fixed monthly payments received associated with our flight operations revenues. The timing of our revenue
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recognition related to the fixed payments associated with our flight operations will be adjusted over the remaining contract term for each capacity purchase agreement based on the number of block hours we complete each reporting period relative to the number of block hours we anticipate completing over the remaining contract term of each capacity purchase agreement.
The increase in “Capacity purchase agreements aircraft lease revenue” of $36.1 million, or 13.4%, was primarily due to the addition of aircraft under our capacity purchase agreements from June 30, 2024 and a contract extension that reallocated certain fixed monthly lease revenue from flight operations revenue based on relative standalone selling prices of the lease and non-lease components under one of our capacity purchase agreements during the six months ended June 30, 2025. Under our capacity purchase agreements, a portion of the consideration we are paid is designed as reimbursement for certain aircraft ownership costs and is considered lease revenue, including fixed monthly payments and variable payments. We recognize the fixed monthly lease payments as lease revenue using the straight-line basis over the capacity purchase agreement term and variable lease payments are recognized in the period when the block hours are completed. Additionally, we recognized $8.9 million of previously deferred lease revenue, net of unbilled revenue, during the six months ended June 30, 2025, using the straight-line basis for fixed monthly lease payments, compared to recognizing $1.0 million of previously deferred revenue during the six months ended June 30, 2024.
The deferred revenue balance applicable to each contract will be recorded as revenue over the term of each respective contract. For clarity, under our “Capacity purchase agreements flight operations revenue” and “Capacity purchase agreements aircraft lease revenue” combined, we recognized $35.9 million of previously deferred revenue, net of unbilled revenue, during the six months ended June 30, 2025, compared to recognizing $6.4 million of deferred revenue, net of unbilled revenue, during the six months ended June 30, 2024. Our total deferred revenue balance associated with our “Capacity purchase agreements flight operations revenue” and our “Capacity purchase agreements aircraft lease revenue,” net of unbilled revenue, was $286.5 million as of June 30, 2025, compared to total deferred revenue, net of unbilled revenue, of $322.4 million as of December 31, 2024.
The increase in prorate agreements and SWC revenue of $68.1 million, or 32.7%, was primarily due to an increase in prorate passengers and passenger revenue we received on routes we operated under our prorate agreements driven by an increase in available captains during the six months ended June 30, 2025, compared to the six months ended June 30, 2024. Additionally, a portion of the increase was attributed to an increase in SWC revenue during the six months ended June 30, 2025, compared to the six months ended June 30, 2024.
The increase in lease, airport services and other revenues of $25.9 million, or 47.7%, was primarily due to an increase in maintenance services provided to third parties and an increase in the number of leased assets and lease rates for leases to third parties during the six months ended June 30, 2025, compared to the six months ended June 30, 2024.
Operating Expenses
Individual expense components attributable to our operations are set forth in the following table (dollar amounts in thousands):
| | | | | | | | | | | | |
| | For the six months ended June 30, | ||||||||||
| | 2025 | | 2024 | | $ Change | | % Change | ||||
Salaries, wages and benefits | | $ | 767,554 | | $ | 706,004 | | $ | 61,550 | | 8.7 | % |
Aircraft maintenance, materials and repairs | |
| 447,985 | |
| 328,682 | |
| 119,303 |
| 36.3 | % |
Depreciation and amortization | |
| 179,596 | |
| 192,684 | |
| (13,088) |
| (6.8) | % |
Airport-related expenses | |
| 54,939 | |
| 38,423 | |
| 16,516 |
| 43.0 | % |
Aircraft fuel | |
| 51,947 | |
| 42,492 | |
| 9,455 |
| 22.3 | % |
Other operating expenses | |
| 172,156 | |
| 143,301 | |
| 28,855 |
| 20.1 | % |
Total operating expenses | | $ | 1,674,177 | | $ | 1,451,586 | | $ | 222,591 |
| 15.3 | % |
Salaries, wages and benefits. The $61.6 million, or 8.7%, increase in salaries, wages and benefits was primarily due to an increase in direct labor costs that resulted from the higher number of flights we operated during the six months ended June 30, 2025, compared to the six months ended June 30, 2024.
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Aircraft maintenance, materials and repairs. The $119.3 million, or 36.3%, increase in aircraft maintenance expense was primarily due incremental maintenance costs incurred on our CRJ fleet and an increase in our flight volume, which increased our maintenance activity and related expenses, and an increase in maintenance service activities provided to third parties for the six months ended June 30, 2025, compared to the six months ended June 30, 2024.
Depreciation and amortization. The $13.1 million, or 6.8%, decrease in depreciation and amortization expense was primarily a result of extending the estimated useful lives on our CRJ700/CRJ550 fleet by an average of three years and revising the residual values of the assets accordingly during the fourth quarter of 2024, offset by an increase in depreciation expense related to the acquisition of seven new E175 aircraft and spare engines since June 30, 2024.
Airport-related expenses. Airport-related expenses include airport-related customer service costs such as outsourced airport gate and ramp agent services, airport security fees, passenger interruption costs, deicing, landing fees and station rents. For clarity, our employee airport customer service labor costs are reflected in salaries, wages and benefits and customer service labor costs we outsource to third parties are included in airport-related expenses. The $16.5 million, or 43.0%, increase in airport-related expenses for the six months ended June 30, 2025, compared to the six months ended June 30, 2024, was primarily due to an increase in subcontracted airport services, station rents, weather-related aircraft deicing costs and landing fees as a result of an increase in the number of flights we operated under our prorate agreements.
Aircraft fuel. The $9.5 million, or 22.3%, increase in fuel cost was primarily due to an increase in the number of flights we operated under our prorate agreements and under SWC and the corresponding increase in gallons of fuel we purchased, offset by a decrease in our average fuel cost per gallon from $3.42 for the six months ended June 30, 2024 to $2.95 for the six months ended June 30, 2025. We purchase and incur expense for all fuel on flights operated under our prorate agreements and SWC. All fuel costs incurred under our capacity purchase agreements are either purchased directly by our major airline partner, or if purchased by us, we record the direct reimbursement as a reduction to our fuel expense. The following table summarizes the gallons of fuel we purchased under our prorate agreements and SWC, for the periods indicated:
| | | | | | | | | |
| | For the six months ended June 30, | |||||||
(in thousands) |
| 2025 |
| 2024 |
| % Change | |||
Fuel gallons purchased | | | 17,600 | | | 12,440 | | 41.5 | % |
Fuel expense | | $ | 51,947 | | $ | 42,492 |
| 22.3 | % |
Other operating expenses. Other operating expenses primarily consist of aircraft rentals, property taxes, hull and liability insurance, simulator costs, crew per diem, crew hotel costs and credit loss reserves. The $28.9 million, or 20.1%, increase in other operating expenses was primarily related to an increase in our credit loss reserve as a result of our assessment of higher credit risk of certain outstanding receivables and an increase in other operating costs, such as crew per diem and crew hotel costs, as a result of the higher number of flights we operated during the six months ended June 30, 2025, compared to the six months ended June 30, 2024.
Summary of interest expense, interest income, other income (expense), net and provision for income taxes
Interest Expense. Interest expense decreased $5.1 million, or 8.7%, for the six months ended June 30, 2025 as compared to the six months ended June 30, 2024. The decrease in interest expense was primarily related to a decrease in outstanding debt. At June 30, 2025 we had $2.5 billion of outstanding debt, compared to $2.8 billion at June 30, 2024. Our average effective interest rate for the three and six months ended June 30, 2025 and 2024, was 4.3% and 4.1%, respectively.
Interest income. Interest income decreased $2.5 million, from $23.6 million for the six months ended June 30, 2024, to $21.1 million for the six months ended June 30, 2025. The decrease in interest income was primarily related to a decrease in our marketable securities balance from $692.5 million at June 30, 2024, to $678.7 million at June 30, 2025.
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Other income (expense), net. Other income, net of expenses increased $8.6 million during the six months ended June 30, 2025, compared to the six months ended June 30, 2024. Other income (expense), net primarily consists of the unrealized and realized gains and losses on our investments in other companies, income or loss related to our equity method investments and gains or losses on the sale of assets. The increase in other income, net of expenses was primarily a result of an increase in the fair value of our investments in other companies for the six months ended June 30, 2025, compared to the six months ended June 30, 2024.
Provision for income taxes. For the six months ended June 30, 2025 and 2024, our effective income tax rates were 22.2% and 25.5%, respectively, which included the statutory federal income tax rate of 21% and other reconciling income tax items, including state income taxes, the impact of non-deductible expenses and a discrete tax benefit on employee equity awards that vested during the period. The decrease in the effective tax rate was primarily related to a higher discrete tax benefit from additional tax deductions generated from employee equity awards that vested for the six months ended June 30, 2025, compared to the six months ended June 30, 2024.
Net income. Primarily due to the factors described above, we generated net income of $220.8 million, or $5.32 per diluted share, for the six months ended June 30, 2025, compared to net income of $135.9 million, or $3.28 per diluted share, for the six months ended June 30, 2024.
Our Business Segments
Three Months Ended June 30, 2025 and 2024
For the three months ended June 30, 2025, our reportable segments, which were the basis of our internal financial reporting, consisted of (1) the operations of SkyWest Airlines and SWC (collectively, “SkyWest Airlines and SWC”) and (2) SkyWest Leasing activities. Our segment disclosure relates to components of our business for which separate financial information is available to, and regularly evaluated by, our chief operating decision maker.
The following table sets forth our SkyWest Airlines and SWC segment data for the three months ended June 30, 2025 and 2024 (in thousands):
| | | | | | | | | | | | |
| | For the three months ended June 30, | ||||||||||
| | (dollar amounts in thousands) | ||||||||||
|
| 2025 |
| 2024 |
| $ Change |
| % Change | ||||
Operating revenues | | $ | 869,336 | | $ | 711,784 | | $ | 157,552 |
| 22.1 | % |
| | | | | | | | | | | | |
Salaries, wages and benefits | | | 389,578 | | | 354,340 | | | 35,238 | | 9.9 | % |
Aircraft maintenance, materials and repairs | | | 216,609 | | | 175,562 | | | 41,047 | | 23.4 | % |
Depreciation and amortization | | | 39,005 | | | 37,004 | | | 2,001 | | 5.4 | % |
Interest expense | | | 3,187 | | | 3,255 | | | (68) | | (2.1) | % |
Other segment items(1) | | | 130,696 | | | 109,646 | | | 21,050 | | 19.2 | % |
SkyWest Airlines and SWC Segment profit(2) | | $ | 90,261 | | $ | 31,977 | | $ | 58,284 | | 182.3 | % |
| (1) | Other segment items for SkyWest Airlines and SWC include aircraft fuel; airport related expenses; other operating expenses consisting primarily of property taxes, hull and liability insurance, simulator costs, crew per diem and crew hotel costs; interest income and other income (expense), net. |
| (2) | Segment profit is equal to income before income taxes. As a result of adopting ASC 2023-07, we included interest income and other income (expense), net in the recast segment profit for each segment for the three months ended June 30, 2024, consistent with the presentation for the three months ended June 30, 2025. |
SkyWest Airlines and SWC Segment Profit. SkyWest Airlines and SWC segment profit was $90.3 million for the three months ended June 30, 2025, compared to $32.0 million for the three months ended June 30, 2024.
SkyWest Airlines and SWC block hour production increased 18.5%, from 317,462 for the three months ended June 30, 2024 to 376,269 for the three months ended June 30, 2025, primarily due to additional aircraft operating under our capacity purchase agreements and an increase in the number of available captains, which allowed for a higher
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scheduled utilization of our aircraft. Significant items contributing to the SkyWest Airlines and SWC segment profit for the three months ended June 30, 2025 are set forth below.
SkyWest Airlines and SWC operating revenues increased $157.6 million, or 22.1%, from the three months ended June 30, 2024, to the three months ended June 30, 2025, primarily as a result of an increase in block hour production during the three months ended June 30, 2025, compared to the three months ended June 30, 2024.
SkyWest Airlines and SWC’s salaries, wages and benefits expense increased $35.2 million, or 9.9%, primarily due to an increase in direct labor costs that resulted from the higher number of flights we operated during the three months ended June 30, 2025, compared to the three months ended June 30, 2024.
SkyWest Airlines and SWC’s aircraft maintenance, materials and repairs expense increased $41.0 million, or 23.4%, primarily due to an increase in incremental maintenance costs incurred on our CRJ fleet and higher flight volume, which increased the maintenance activity and related expenses, for the three months ended June 30, 2025, compared to the three months ended June 30, 2024.
SkyWest Airlines and SWC’s depreciation and amortization expense increased $2.0 million, or 5.4%, primarily due to acquiring additional assets, including engines and CRJ550 aircraft since June 30, 2024.
SkyWest Airlines and SWC’s interest expense decreased $0.1 million, or 2.1%, primarily due to a decrease in outstanding debt from June 30, 2024 to June 30, 2025.
SkyWest Airlines and SWC’s other segment items increased $21.1 million, or 19.2%, primarily related to an increase in fuel costs, airport-related expenses, such as subcontracted airport services, station rents, weather-related aircraft deicing costs and landing fees and other operating costs, such as crew per diem and crew hotel costs, as a result of the higher number of flights we operated during the three months ended June 30, 2025, compared to the three months ended June 30, 2024.
The following table sets forth our SkyWest Leasing segment data for the three months ended June 30, 2025 and 2024 (in thousands):
| | | | | | | | | | | | |
| | For the three months ended June 30, | ||||||||||
| | (dollar amounts in thousands) | ||||||||||
|
| 2025 |
| 2024 |
| $ Change |
| % Change | ||||
Operating revenues | | $ | 165,891 | | $ | 155,334 | | $ | 10,557 |
| 6.8 | % |
| | | | | | | | | | | | |
Salaries, wages and benefits | | | 665 | | | 665 | | | — | | — | % |
Aircraft maintenance, materials and repairs | | | 22,276 | | | 7,705 | | | 14,571 | | 189.1 | % |
Depreciation and amortization | | | 51,145 | | | 59,810 | | | (8,665) | | (14.5) | % |
Interest expense | | | 23,379 | | | 25,711 | | | (2,332) | | (9.1) | % |
Other segment items(1) | | | (4,429) | | | (8,746) | | | 4,317 | | (49.4) | % |
SkyWest Leasing Segment profit(2) | | $ | 72,855 | | $ | 70,189 | | $ | 2,666 | | 3.8 | % |
| (1) | Other segment items for SkyWest Leasing include other operating expenses consisting primarily of property taxes and credit loss reserves; aircraft rentals; interest income and other income (expense), net. |
| (2) | Segment profit is equal to income before income taxes. As a result of adopting ASC 2023-07, we included interest income and other income (expense), net in the recast segment profit for each segment for the three months ended June 30, 2024, consistent with the presentation for the three months ended June 30, 2025. |
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SkyWest Leasing Segment Profit. SkyWest Leasing profit increased $2.7 million, or 3.8%, during the three months ended June 30, 2025, compared to the three months ended June 30, 2024, primarily due to an increase in revenue from maintenance services provided to third parties and a decrease in depreciation and amortization expense primarily as a result of extending the estimated useful lives on our CRJ700/CRJ550 fleet during the fourth quarter of 2024. The increase was offset by incremental maintenance services provided to third parties and an increase in our credit loss reserves on certain outstanding receivables for the three months ended June 30, 2025, compared to the three months ended June 30, 2024.
Six Months Ended June 30, 2025 and 2024
For the six months ended June 30, 2025, our reportable segments, which were the basis of our internal financial reporting, consisted of (1) the operations of SkyWest Airlines and SWC and (2) SkyWest Leasing activities. Our segment disclosure relates to components of our business for which separate financial information is available to, and regularly evaluated by, our chief operating decision maker.
The following table sets forth our SkyWest Airlines and SWC segment data for the six months ended June 30, 2025 and 2024 (in thousands):
| | | | | | | | | | | | |
| | For the six months ended June 30, | ||||||||||
| | (dollar amounts in thousands) | ||||||||||
|
| 2025 |
| 2024 |
| $ Change |
| % Change | ||||
Operating revenues | | $ | 1,670,987 | | $ | 1,358,593 | | $ | 312,394 |
| 23.0 | % |
| | | | | | | | | | | | |
Salaries, wages and benefits | | | 766,224 | | | 704,674 | | | 61,550 | | 8.7 | % |
Aircraft maintenance, materials and repairs | | | 418,085 | | | 316,652 | | | 101,433 | | 32.0 | % |
Depreciation and amortization | | | 76,753 | | | 73,112 | | | 3,641 | | 5.0 | % |
Interest expense | | | 6,168 | | | 6,731 | | | (563) | | (8.4) | % |
Other segment items(1) | | | 259,226 | | | 220,451 | | | 38,775 | | 17.6 | % |
SkyWest Airlines and SWC Segment profit(2) | | $ | 144,531 | | $ | 36,973 | | $ | 107,558 | | 290.9 | % |
| (1) | Other segment items for SkyWest Airlines and SWC include aircraft fuel; airport related expenses; other operating expenses consisting primarily of property taxes, hull and liability insurance, simulator costs, crew per diem and crew hotel costs; interest income and other income (expense), net. |
| (2) | Segment profit is equal to income before income taxes. As a result of adopting ASC 2023-07, we included interest income and other income (expense), net in the recast segment profit for each segment for the six months ended June 30, 2024, consistent with the presentation for the six months ended June 30, 2025. |
SkyWest Airlines and SWC Segment Profit. SkyWest Airlines and SWC segment profit was $144.5 million for the six months ended June 30, 2025, compared to $37.0 million for the six months ended June 30, 2024.
SkyWest Airlines and SWC block hour production increased 20.0%, from 607,263 for the six months ended June 30, 2024 to 728,424 for the six months ended June 30, 2025, primarily due to additional aircraft operating under our capacity purchase agreements and an increase in the number of available captains, which allowed for a higher scheduled utilization of our aircraft. Significant items contributing to the SkyWest Airlines and SWC segment profit for the six months ended June 30, 2025 are set forth below.
SkyWest Airlines and SWC operating revenues increased $312.4 million, or 23.0%, from the six months ended June 30, 2024, to the six months ended June 30, 2025, primarily as a result of an increase in block hour production during the six months ended June 30, 2025, compared to the six months ended June 30, 2024.
SkyWest Airlines and SWC’s salaries, wages and benefits expense increased $61.6 million, or 8.7%, primarily due to an increase in direct labor costs that resulted from the higher number of flights we operated during the six months ended June 30, 2025, compared to the six months ended June 30, 2024.
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SkyWest Airlines and SWC’s aircraft maintenance, materials and repairs expense increased $101.4 million, or 32.0%, primarily due to incremental maintenance costs incurred on our CRJ fleet and higher flight volume, which increased the maintenance activity and related expenses, for the six months ended June 30, 2025, compared to the six months ended June 30, 2024.
SkyWest Airlines and SWC’s depreciation and amortization expense increased $3.6 million, or 5.0%, primarily due to acquiring additional assets, including engines and CRJ550 aircraft since June 30, 2024.
SkyWest Airlines and SWC’s interest expense decreased $0.6 million, or 8.4%, primarily due to a decrease in outstanding debt from June 30, 2024 to June 30, 2025.
SkyWest Airlines and SWC’s other segment items increased $38.8 million, or 17.6%, primarily related to an increase in fuel costs, airport-related expenses, such as subcontracted airport services, station rents, weather-related aircraft deicing costs and landing fees and other operating costs, such as crew per diem and crew hotel costs, as a result of the higher number of flights we operated during the six months ended June 30, 2025, compared to the six months ended June 30, 2024.
The following table sets forth our SkyWest Leasing segment data for the six months ended June 30, 2025 and 2024 (in thousands):
| | | | | | | | | | | | |
| | For the six months ended June 30, | ||||||||||
| | (dollar amounts in thousands) | ||||||||||
|
| 2025 |
| 2024 |
| $ Change |
| % Change | ||||
Operating revenues | | $ | 312,695 | | $ | 312,139 | | $ | 556 |
| 0.2 | % |
| | | | | | | | | | | | |
Salaries, wages and benefits | | | 1,330 | | | 1,330 | | | — | | — | % |
Aircraft maintenance, materials and repairs | | | 29,900 | | | 12,030 | | | 17,870 | | 148.5 | % |
Depreciation and amortization | | | 102,843 | | | 119,572 | | | (16,729) | | (14.0) | % |
Interest expense | | | 47,516 | | | 52,064 | | | (4,548) | | (8.7) | % |
Other segment items(1) | | | (8,197) | | | (18,225) | | | 10,028 | | (55.0) | % |
SkyWest Leasing Segment profit(2) | | $ | 139,303 | | $ | 145,368 | | $ | (6,065) | | (4.2) | % |
| (1) | Other segment items for SkyWest Leasing include other operating expenses consisting primarily of property taxes and credit loss reserves; aircraft rentals; interest income and other income (expense), net. |
| (2) | Segment profit is equal to income before income taxes. As a result of adopting ASC 2023-07, we included interest income and other income (expense), net in the recast segment profit for each segment for the six months ended June 30, 2024, consistent with the presentation for the six months ended June 30, 2025. |
SkyWest Leasing Segment Profit. SkyWest Leasing profit decreased $6.1 million, or 4.2%, during the six months ended June 30, 2025, compared to the six months ended June 30, 2024, primarily due to an increase in our credit loss reserve as a result of our assessment of the credit risk of the outstanding receivables, partially offset by a decrease in interest expense due to a decrease in outstanding debt from June 30, 2024 to June 30, 2025. The increase in aircraft maintenance, materials and repairs was due to incremental maintenance services provided to third parties and an increase in our credit loss reserves on certain outstanding receivables, offset by a decrease in depreciation and amortization expense primarily as a result of extending the estimated useful lives on our CRJ700/CRJ550 fleet during the fourth quarter of 2024.
Liquidity and Capital Resources
As of June 30, 2025, we had $727.0 million in cash and cash equivalents and marketable securities. As of June 30, 2025, we had $75.0 million available for borrowings under our line of credit. Given our available liquidity as of June 30, 2025, we believe the working capital currently available to us will be sufficient to meet our present financial requirements, including planned capital expenditures, scheduled lease payments and debt service obligations for at least the next 12 months.
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Our total cash, cash equivalents and marketable securities decreased from $801.6 million as of December 31, 2024 to $727.0 million as of June 30, 2025, or by $74.6 million. At June 30, 2025, our total capital mix (measured as a ratio of total stockholder equity and total long-term debt, including current maturities) was 50.8% equity and 49.2% total long-term debt, compared to 47.4% equity and 52.6% total long-term debt at December 31, 2024. During the six months ended June 30, 2025, we repurchased 335,843 shares of our common stock for $31.0 million under a share repurchase program authorized by our Board of Directors.
As of June 30, 2025, and December 31, 2024, we had $49.1 million and $47.1 million, respectively, in letters of credit and surety bonds outstanding with various banks and surety institutions. We had no restricted cash as of June 30, 2025, and December 31, 2024.
Sources and Uses of Cash
Cash Position and Liquidity. The following table provides a summary of the net cash provided by (used in) our operating, investing and financing activities for the six months ended June 30, 2025 and 2024, and our total cash and marketable securities positions as of June 30, 2025, and December 31, 2024 (in thousands):
| | | | | | | | | | | | |
| | For the six months ended June 30, | ||||||||||
|
| 2025 |
| 2024 |
| $ Change |
| % Change | ||||
Net cash provided by operating activities | | $ | 428,083 | | $ | 322,962 | | $ | 105,121 | | 32.5 | % |
Net cash used in investing activities | |
| (372,658) | |
| (75,993) | |
| (296,665) |
| 390.4 | % |
Net cash used in financing activities | |
| (234,457) | |
| (253,486) | |
| 19,029 |
| (7.5) | % |
| | | | | | | | | | | | |
|
| June 30, |
| December 31, |
| | |
| |
| ||
| | 2025 | | 2024 | | $ Change | | % Change | ||||
Cash and cash equivalents | | $ | 48,330 | | $ | 227,362 | | $ | (179,032) |
| (78.7) | % |
Marketable securities | |
| 678,691 | |
| 574,266 | |
| 104,425 |
| 18.2 | % |
Total | | $ | 727,021 | | $ | 801,628 | | $ | (74,607) |
| (9.3) | % |
Cash Flows provided by Operating Activities
Our cash flows provided by operating activities was $428.1 million for the six months ended June 30, 2025, compared to $323.0 million for the six months ended June 30, 2024. Our operating cash flows are typically impacted by various factors including our net income, adjusted for non-cash expenses and gains such as depreciation expense, asset impairment charges, stock-based compensation expense and gains or losses on the disposal of assets; and timing of cash payments and cash receipts attributed to our various current asset and liability accounts, such as accounts receivable, inventory, accounts payable, accrued liabilities, deferred revenue and unbilled revenue.
The increase in our cash flow from operations for the six months ended June 30, 2025, compared to the six months ended June 30, 2024, was primarily due to an increase in income before income taxes for the six months ended June 30, 2025, compared the six months ended June 30, 2024, and an increase in certain current liability accounts due to the timing of cash payments for the comparable periods.
Cash Flows used in Investing Activities
Our cash flows used in investing activities was $372.7 million for the six months ended June 30, 2025, compared to cash flows used in investing activities of $76.0 million for the six months ended June 30, 2024. Our investing cash flows are typically impacted by various factors including our capital expenditures, such as the acquisition of aircraft and spare engines; deposit payments and refunds of previously made deposits on new aircraft; purchase and sales of marketable securities; proceeds from the sale of assets; and timing of cash payments and cash receipts attributed to our various long-term asset and long-term liability accounts.
Excluding the purchase and sale of marketable securities, which results in the transfer of dollars between our investments in marketable securities and our cash accounts, our cash used in investing activities increased from $69.6 million for the six months ended June 30, 2024, to $268.1 million for the six months ended June 30, 2025. The increase
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in cash used in investing activities, excluding the transfer of dollars between our investments in marketable securities and our cash accounts, was primarily due to an increase of $184.8 million used in the acquisition of property and equipment and an increase of $31.1 million used for aircraft deposits for the six months ended June 30, 2025, compared to the six months ended June 30, 2024. This was offset by a decrease in our cash used to acquire other long-term assets for the six months ended June 30, 2025.
Cash Flows used in Financing Activities
Our cash flows used in financing activities was $234.5 million for the six months ended June 30, 2025, compared to cash used in financing activities of $253.5 million for the six months ended June 30, 2024. Our financing cash flows are typically impacted by various factors including proceeds from issuance of debt, principal payments on debt obligations, repurchases of our common stock and payment of cash dividends.
The $19.0 million decrease in cash used in financing activities for the six months ended June 30, 2025, compared to the six months ended June 30, 2024, was primarily due an increase of $47.1 million in proceeds from the issuance of long-term debt for the purchase of two new E175 aircraft, offset by an increase of $20.3 million in cash used for employee income taxes paid on vested equity awards in lieu of shares and an increase of $8.8 million in cash used to purchase treasury stock during the six months ended June 30, 2025, compared to the six months ended June 30, 2024.
Significant Commitments and Obligations
General
See Note 7, “Leases, Commitments, Guarantees and Contingencies,” to the condensed consolidated financial statements for our commitments and obligations for each of the next five years and thereafter.
Purchase Commitments and Options
As of June 30, 2025, we had a firm purchase commitment for 74 new E175 aircraft from Embraer with delivery dates anticipated into 2032. We also had a firm purchase commitment to purchase 21 used CRJ900 airframes with anticipated delivery dates in 2025.
At the time of each aircraft acquisition, we evaluate the financing alternatives available to us, and select one or more of these methods to fund the acquisition. In recent years, we have issued long-term debt to finance our new aircraft. At present, we intend to fund our aircraft purchase commitments through a combination of cash on hand and debt financing. Based on current market conditions and discussions with prospective leasing organizations and financial institutions, we currently believe that we will be able to obtain financing for our committed acquisitions, as well as additional aircraft. We intend to finance the firm purchase commitment for 74 E175 aircraft with approximately 75-85% debt and the remaining balance with cash. We intend to use cash to purchase the 21 used CRJ900 airframes.
Aircraft Lease and Facility Obligations
We also have long-term lease obligations, primarily relating to our facilities, aircraft and engines. Excluding aircraft financed by our major airline partners that we operate for them under contract, we had eight aircraft under lease with remaining terms ranging from four years to five years as of June 30, 2025. These eight leased aircraft are subleased to a third party. Future minimum lease payments due under all long-term operating leases were approximately $118.7 million at June 30, 2025. Assuming a 6.3% discount rate, which is the average incremental borrowing rate we anticipate we would have incurred on debt obtained over a similar term to acquire these assets, the present value of these lease obligations would have been equal to approximately $79.9 million at June 30, 2025.
Long-term Debt Obligations
As of June 30, 2025, we had $2.5 billion of long-term debt, which consisted of $2.3 billion of debt used to finance aircraft and spare engines and $200.6 million of unsecured debt payable to the U.S. Department of the Treasury (“Treasury”). The average effective interest rate on our debt obligations was approximately 4.3% at June 30, 2025.
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Under our capacity purchase agreements, our major airline partners compensate us for our costs of the aircraft on a monthly basis. The aircraft compensation structure varies by agreement, but is intended to cover either our aircraft principal and interest debt service costs, our aircraft depreciation and interest expense or our aircraft lease expense costs while the aircraft is under contract.
Guarantees
We have guaranteed the obligations of SkyWest Airlines under the United Express Agreement and the Delta Connection Agreement for the E175 aircraft. In addition, we have guaranteed certain other obligations under our aircraft financing and leasing agreements.
We have guaranteed $13.3 million in promissory notes of a third party in the event the third party defaults on their payments. The third party’s loans are secured by aircraft and engines.
Seasonality
Our results of operations for any interim period are not necessarily indicative of those for an entire year, because the airline industry is subject to seasonal fluctuations and general economic conditions. Our operations are somewhat favorably affected by increased travel on our prorate routes, historically occurring during the summer months, and unfavorably affected by decreased travel during the months of November through February and by inclement weather, which may occasionally or frequently, depending on the severity of the inclement weather in any given winter, result in cancelled flights during the winter months.
ITEM 3: QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT MARKET RISK
Aircraft Fuel
In the past, we have not experienced sustained material difficulties with fuel availability, and we currently expect to be able to obtain fuel at prevailing prices in quantities sufficient to meet our future needs. Pursuant to our capacity purchase agreements, United, Delta, American and Alaska have agreed to bear the economic risk of fuel price fluctuations on our contracted flights. We bear the economic risk of fuel price fluctuations on our prorate and SWC operations. For the six months ended June 30, 2025, approximately 14.5% of our total flying agreements revenue was derived from prorate agreements and SWC. For the six months ended June 30, 2025, the average price per gallon of aircraft fuel was $2.95. For illustrative purposes only, we have estimated the impact of the market risk of fuel price fluctuations on our prorate and SWC operations using a hypothetical increase of 25% in the price per gallon we purchase. Based on this hypothetical assumption, we would have incurred an additional $13.0 million in fuel expense for the six months ended June 30, 2025.
Interest Rates
As of June 30, 2025, our long-term debt secured by aircraft and spare engines had fixed interest rates. We currently intend to finance the acquisition of aircraft through long-term debt. Changes in interest rates may impact our actual cost to acquire future aircraft. To the extent we place new aircraft in service under our capacity purchase agreements with United, Delta, American, Alaska or other carriers, our capacity purchase agreements currently provide that reimbursement rates will be adjusted to reflect the interest rates effective at the closing of the respective aircraft financing. As such, a hypothetical 50 basis point change in market interest rates would not have a material effect on our financial results. At June 30, 2025, of the $200.6 million unsecured debt payable to Treasury, $138.6 million had a fixed interest rate of 1.0% and the remaining $62.0 million had a variable interest rate of the applicable Secured Overnight Financing Rate ("SOFR") plus 2.00%. The interest rate under the $138.6 million unsecured loans is scheduled to increase to the applicable SOFR rate plus 2.0% upon the fifth anniversary of each disbursement. We received disbursements under these unsecured loans from July 2020 through April 2021. We use the effective interest rate method to record interest expense assuming the unsecured loans are outstanding for the full 10-year term.
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Labor and Inflation Risk
The global economy has experienced, and continues to experience high rates of inflation. We cannot predict how long these inflationary pressures will continue, or how they may change over time, but we expect to see continued impacts on the global economy and our Company.
As a result, our costs have become, and we expect they will continue to be, subject to inflationary pressures, and we may not be able to fully offset such higher costs through price increases under our capacity purchase agreements. Salaries, wages and benefits expense represented 45.8% of our total operating expense for the six months ended June 30, 2025. For illustrative purposes, a hypothetical increase of 25% to our salaries, wages and benefits during the six months ended June 30, 2025, would have increased our operating expenses by approximately $191.9 million.
Our inability or failure to offset a material increase in costs due to inflation and/or labor costs could harm our business, financial condition and operating results. Additionally, in the event we are unable to hire and retain qualified pilots or other operational personnel, including flight attendants and maintenance technicians, we may be unable to operate requested flight schedules under our capacity purchase agreements, which could result in a reduction in revenue and operating inefficiencies, such as incremental new-hire training costs, and could harm our business, financial condition and operating results.
ITEM 4. CONTROLS AND PROCEDURES
Disclosure Controls and Procedures
Our management, including our Chief Executive Officer and Chief Financial Officer, performed an evaluation of our disclosure controls and procedures, which have been designed to ensure that information we are required to disclose in the reports we file or submit under the Securities Exchange Act of 1934, as amended (the “Exchange Act”), is recorded, processed, summarized and reported, accurately and within the time periods specified in the rules and forms of the SEC. Our management, including our Chief Executive Officer and Chief Financial Officer, concluded that, as of June 30, 2025, those controls and procedures were effective to ensure that information we are required to disclose in the reports we file or submit under the Exchange Act is accumulated and communicated to our management, including our Chief Executive Officer and Chief Financial Officer, as appropriate to allow timely decisions regarding required disclosure.
Changes in Internal Control
During the six months ended June 30, 2025, there were no changes in our internal control over financial reporting that materially affected, or are reasonably likely to materially affect, our internal control over financial reporting (as defined in Exchange Act Rules 13a-15(f) and 15d-15(f) under the Exchange Act).
PART II. OTHER INFORMATION
ITEM 1. LEGAL PROCEEDINGS
We are subject to certain legal actions which we consider routine to our business activities. As of June 30, 2025, our management believed, after consultation with legal counsel, that the ultimate outcome of such legal matters was not likely to have a material adverse effect on our financial position, liquidity or results of operations.
ITEM 1A. RISK FACTORS
In addition to the other information set forth in this Report, you should carefully consider the factors discussed in Part I, Item 1A, “Risk Factors” in our Annual Report on Form 10-K for the year ended December 31, 2024, and in our other filings with the SEC, which factors could materially affect our business, financial condition and results of operations. The risks described in our reports filed with the SEC are not the only risks facing our company. Additional risks and uncertainties not currently known to us or that we currently deem to be immaterial also may materially adversely affect our business, financial condition and results of operations.
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ITEM 2. UNREGISTERED SALES OF EQUITY SECURITIES AND USE OF PROCEEDS
Our Board of Directors (the “Board”) has adopted stock repurchase programs which authorize us to repurchase shares of our common stock in the public market or in private transactions, from time to time, at prevailing prices. Our stock repurchase program adopted in May 2023 authorized the repurchase of up to $250.0 million of our common stock. In May 2025, the Board approved a $250 million increase to the existing stock repurchase program. The following table summarizes the repurchases under our stock repurchase program during the three months ended June 30, 2025:
| | | | | | | | | | |
|
| Total Number of Shares Purchased | | Average Price Paid Per Share |
| Total Number of Shares Purchased as Part of a Publicly Announced Program (1) | | Maximum Dollar Value of Shares that May Yet Be Purchased Under the Program (in Thousands) | ||
April 1, 2025 - April 30, 2025 | | 144,657 | | $ | 85.46 | | 144,657 | | $ | 21,554 |
May 1, 2025 - May 31, 2025 | | 39,128 | | $ | 96.80 | | 39,128 | | $ | 267,767 |
June 1, 2025 - June 30, 2025 | | 11,400 | | $ | 100.48 | | 11,400 | | $ | 266,621 |
Total | | 195,185 | | $ | 88.61 | | 195,185 | | $ | 266,621 |
| (1) | In May 2023, our Board approved a stock repurchase program and authorized us to repurchase up to $250.0 million of our common stock. In May 2025, the Board approved a $250 million increase to the existing stock repurchase program. Purchases are made at management’s discretion based on market conditions and financial resources. As of June 30, 2025, we had repurchased 5,163,143 shares of our common stock for $233.4 million and, following such increase, had $266.6 million remaining availability under the stock repurchase program. |
ITEM 5. OTHER INFORMATION
During the three months ended June 30, 2025, no director or officer of the Company
ITEM 6. EXHIBITS
| ||
3.1 | | Restated Articles of Incorporation (incorporated by reference to Exhibit 3.1 of the Company’s Registration Statement on Form S-3 filed on November 18, 2005). |
3.2 | | Amended and Restated Bylaws of SkyWest Inc., effective August 6, 2024 (incorporated by reference to Exhibit 3.1 of the Company’s Current Report on Form 8-K filed on August 8, 2024). |
31.1 | | Certification of Chief Executive Officer |
31.2 | | Certification of Chief Financial Officer |
32.1 | | Certification of Chief Executive Officer |
32.2 | | Certification of Chief Financial Officer |
101.INS | | Inline XBRL Instance Document - the instance document does not appear in the Interactive Data File because its XBRL tags are embedded within the Inline XBRL document. |
101.SCH | | Inline XBRL Taxonomy Extension Schema Document |
101.CAL | | Inline XBRL Taxonomy Extension Calculation Linkbase Document |
101.DEF | | Inline XBRL Taxonomy Extension Definition Linkbase Document |
101.LAB | | Inline XBRL Taxonomy Extension Label Linkbase Document |
101.PRE | | Inline XBRL Taxonomy Extension Presentation Linkbase Document |
104 | | Cover Page Interactive Data File (formatted as Inline XBRL and contained in Exhibit 101) |
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SIGNATURE
Pursuant to the requirements of the Securities Exchange Act of 1934, as amended, the Registrant has duly caused this Quarterly Report on Form 10-Q for the quarter ended June 30, 2025, to be signed on its behalf by the undersigned, thereunto duly authorized, on July 25, 2025.
| | |
| SKYWEST, INC. | |
| | |
| By | /s/ Robert J. Simmons |
| | Robert J. Simmons |
| | Chief Financial Officer |
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FAQ
How much did SkyWest (SKYW) earn per share in Q2 2025?
What drove SkyWest’s 19% revenue increase in Q2 2025?
How much cash does SkyWest have after the quarter?
What is SkyWest’s current debt level and average interest rate?
How large is the company’s share-repurchase authorization?
What future aircraft deliveries are scheduled?
