þ | QUARTERLY REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934 |
o | TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934 |
Delaware | 87-0617894 | |
(State of Other Jurisdiction of Incorporation) | (I.R.S. Employer Identification No.) | |
27-01 Queens Plaza North, Long Island City, New York | 11101 | |
(Address of principal executive offices) | (Zip Code) |
Large accelerated filer þ | Accelerated filer o | ||
Non-accelerated filer o (Do not check if a smaller reporting company) | |||
Smaller reporting company o | Emerging growth company o |
Page | |
PART I. FINANCIAL INFORMATION | |
PART II. OTHER INFORMATION | |
September 30, 2018 | December 31, 2017 | ||||||
ASSETS | |||||||
CURRENT ASSETS | |||||||
Cash and cash equivalents | $ | 454 | $ | 303 | |||
Investment securities | 483 | 390 | |||||
Receivables, less allowance (2018-$2; 2017-$1) | 243 | 245 | |||||
Inventories, less allowance (2018-$16; 2017-$14) | 75 | 55 | |||||
Prepaid expenses and other | 252 | 213 | |||||
Total current assets | 1,507 | 1,206 | |||||
PROPERTY AND EQUIPMENT | |||||||
Flight equipment | 9,176 | 8,980 | |||||
Predelivery deposits for flight equipment | 260 | 204 | |||||
Total flight equipment and predelivery deposits, gross | 9,436 | 9,184 | |||||
Less accumulated depreciation | 2,366 | 2,125 | |||||
Total flight equipment and predelivery deposits, net | 7,070 | 7,059 | |||||
Other property and equipment | 1,049 | 1,041 | |||||
Less accumulated depreciation | 448 | 405 | |||||
Total other property and equipment, net | 601 | 636 | |||||
Assets constructed for others | 561 | 561 | |||||
Less accumulated depreciation | 224 | 207 | |||||
Total assets constructed for others, net | 337 | 354 | |||||
Total property and equipment | 8,008 | 8,049 | |||||
OTHER ASSETS | |||||||
Investment securities | 1 | 2 | |||||
Restricted cash | 59 | 56 | |||||
Other | 572 | 468 | |||||
Total other assets | 632 | 526 | |||||
TOTAL ASSETS | $ | 10,147 | $ | 9,781 | |||
September 30, 2018 | December 31, 2017 | ||||||
LIABILITIES AND STOCKHOLDERS’ EQUITY | |||||||
CURRENT LIABILITIES | |||||||
Accounts payable | $ | 490 | $ | 378 | |||
Air traffic liability | 1,113 | 966 | |||||
Accrued salaries, wages and benefits | 336 | 313 | |||||
Other accrued liabilities | 295 | 293 | |||||
Current maturities of long-term debt and capital leases | 278 | 196 | |||||
Total current liabilities | 2,512 | 2,146 | |||||
LONG-TERM DEBT AND CAPITAL LEASE OBLIGATIONS | 1,290 | 1,003 | |||||
CONSTRUCTION OBLIGATION | 428 | 441 | |||||
DEFERRED TAXES AND OTHER LIABILITIES | |||||||
Deferred income taxes | 998 | 999 | |||||
Air traffic liability - loyalty non-current | 435 | 385 | |||||
Other | 70 | 75 | |||||
Total deferred taxes and other liabilities | 1,503 | 1,459 | |||||
STOCKHOLDERS’ EQUITY | |||||||
Preferred stock, $0.01 par value; 25 shares authorized, none issued | — | — | |||||
Common stock, $0.01 par value; 900 shares authorized, 421 and 418 shares issued and 305 and 321 shares outstanding at September 30, 2018 and December 31, 2017, respectively | 4 | 4 | |||||
Treasury stock, at cost; 116 and 97 shares at September 30, 2018 and December 31, 2017, respectively | (1,272 | ) | (890 | ) | |||
Additional paid-in capital | 2,170 | 2,127 | |||||
Retained earnings | 3,511 | 3,491 | |||||
Accumulated other comprehensive income (loss) | 1 | — | |||||
Total stockholders’ equity | 4,414 | 4,732 | |||||
TOTAL LIABILITIES AND STOCKHOLDERS’ EQUITY | $ | 10,147 | $ | 9,781 |
Three Months Ended September 30, | Nine Months Ended September 30, | ||||||||||||||
2018 | 2017 | 2018 | 2017 | ||||||||||||
OPERATING REVENUES | |||||||||||||||
Passenger | $ | 1,941 | $ | 1,753 | $ | 5,490 | $ | 5,075 | |||||||
Other | 67 | 65 | 200 | 179 | |||||||||||
Total operating revenues | 2,008 | 1,818 | 5,690 | 5,254 | |||||||||||
OPERATING EXPENSES | |||||||||||||||
Aircraft fuel and related taxes | 515 | 347 | 1,423 | 994 | |||||||||||
Salaries, wages and benefits | 515 | 466 | 1,500 | 1,397 | |||||||||||
Landing fees and other rents | 114 | 104 | 323 | 301 | |||||||||||
Depreciation and amortization | 125 | 114 | 362 | 328 | |||||||||||
Aircraft rent | 27 | 26 | 75 | 75 | |||||||||||
Sales and marketing | 72 | 69 | 214 | 198 | |||||||||||
Maintenance materials and repairs | 168 | 149 | 498 | 467 | |||||||||||
Other operating expenses | 277 | 229 | 797 | 691 | |||||||||||
Special items | 112 | — | 431 | — | |||||||||||
Total operating expenses | 1,925 | 1,504 | 5,623 | 4,451 | |||||||||||
OPERATING INCOME | 83 | 314 | 67 | 803 | |||||||||||
OTHER INCOME (EXPENSE) | |||||||||||||||
Interest expense | (23 | ) | (23 | ) | (67 | ) | (72 | ) | |||||||
Capitalized interest | 2 | 3 | 7 | 7 | |||||||||||
Interest income and other | 6 | 3 | 11 | 5 | |||||||||||
Total other income (expense) | (15 | ) | (17 | ) | (49 | ) | (60 | ) | |||||||
INCOME BEFORE TAXES | 68 | 297 | 18 | 743 | |||||||||||
Income tax expense (benefit) | 18 | 116 | (1 | ) | 273 | ||||||||||
NET INCOME | $ | 50 | $ | 181 | $ | 19 | $ | 470 | |||||||
EARNINGS PER COMMON SHARE: | |||||||||||||||
Basic | $ | 0.16 | $ | 0.56 | $ | 0.06 | $ | 1.42 | |||||||
Diluted | $ | 0.16 | $ | 0.55 | $ | 0.06 | $ | 1.41 |
Three Months Ended September 30, | |||||||
2018 | 2017 | ||||||
NET INCOME | $ | 50 | $ | 181 | |||
Changes in fair value of derivative instruments, net of reclassifications into earnings (net of $0 and $1 of taxes in 2018 and 2017, respectively) | 1 | 4 | |||||
Total other comprehensive income | 1 | 4 | |||||
COMPREHENSIVE INCOME | $ | 51 | $ | 185 |
Nine Months Ended September 30, | |||||||
2018 | 2017 | ||||||
NET INCOME | $ | 19 | $ | 470 | |||
Changes in fair value of derivative instruments, net of reclassifications into earnings (net of $0 and $(7) of taxes in 2018 and 2017, respectively) | 1 | (9 | ) | ||||
Total other comprehensive income | 1 | (9 | ) | ||||
COMPREHENSIVE INCOME | $ | 20 | $ | 461 |
Nine Months Ended September 30, | |||||||
2018 | 2017 | ||||||
CASH FLOWS FROM OPERATING ACTIVITIES | |||||||
Net income | $ | 19 | $ | 470 | |||
Adjustments to reconcile net income to net cash provided by operating activities: | |||||||
Deferred income taxes | (1 | ) | 205 | ||||
Depreciation | 311 | 283 | |||||
Impairment of long-lived assets | 319 | — | |||||
Amortization | 51 | 45 | |||||
Stock-based compensation | 20 | 22 | |||||
Changes in certain operating assets and liabilities | 216 | 65 | |||||
Other, net | 1 | (24 | ) | ||||
Net cash provided by operating activities | 936 | 1,066 | |||||
CASH FLOWS FROM INVESTING ACTIVITIES | |||||||
Capital expenditures | (538 | ) | (705 | ) | |||
Predelivery deposits for flight equipment | (123 | ) | (90 | ) | |||
Purchase of held-to-maturity investments | (250 | ) | (92 | ) | |||
Proceeds from the maturities of held-to-maturity investments | 441 | 128 | |||||
Purchase of available-for-sale securities | (702 | ) | (223 | ) | |||
Proceeds from the sale of available-for-sale securities | 415 | 395 | |||||
Other, net | (18 | ) | (8 | ) | |||
Net cash used in investing activities | (775 | ) | (595 | ) | |||
CASH FLOWS FROM FINANCING ACTIVITIES | |||||||
Proceeds from issuance of common stock | 25 | 28 | |||||
Proceeds from issuance of long-term debt | 540 | — | |||||
Repayment of long-term debt and capital lease obligations | (178 | ) | (138 | ) | |||
Acquisition of treasury stock | (382 | ) | (390 | ) | |||
Other, net | (12 | ) | (12 | ) | |||
Net cash used in financing activities | (7 | ) | (512 | ) | |||
INCREASE IN CASH, CASH EQUIVALENTS AND RESTRICTED CASH | 154 | (41 | ) | ||||
Cash, cash equivalents and restricted cash at beginning of period | 359 | 495 | |||||
Cash, cash equivalents and restricted cash at end of period(1) | $ | 513 | $ | 454 | |||
(1) Reconciliation of cash, cash equivalents and restricted cash reported within the Condensed Consolidated Balance Sheets: | |||||||
September 30, 2018 | September 30, 2017 | ||||||
Cash and cash equivalents | $ | 454 | $ | 394 | |||
Restricted cash | 59 | 60 | |||||
Total cash, cash equivalents and restricted cash | $ | 513 | $ | 454 | |||
September 30, 2018 | December 31, 2017 | ||||||
Available-for-sale securities | |||||||
Time deposits | $ | 260 | $ | 130 | |||
U.S. Treasury | 155 | — | |||||
Debt securities | 4 | 6 | |||||
Total available-for-sale securities | 419 | 136 | |||||
Held-to-maturity securities | |||||||
U.S. Treasury | $ | 65 | $ | 220 | |||
Corporate bonds | — | 36 | |||||
Total held-to-maturity securities | 65 | 256 | |||||
Total investment securities | $ | 484 | $ | 392 |
Balance at December 31, 2017 | $ | 502 | |
TrueBlue® points redeemed | (113 | ) | |
TrueBlue® points earned and sold | 175 | ||
Balance at September 30, 2018 | $ | 564 | |
Balance at December 31, 2016 | $ | 417 | |
TrueBlue® points redeemed | (75 | ) | |
TrueBlue® points earned and sold | 134 | ||
Balance at September 30, 2017 | $ | 476 |
Three Months Ended September 30, | Nine Months Ended September 30, | ||||||||||||
2018 | 2017 | 2018 | 2017 | ||||||||||
Passenger revenue | |||||||||||||
Passenger travel | $ | 1,906 | $ | 1,729 | $ | 5,377 | $ | 5,000 | |||||
Loyalty revenue - air transportation | 35 | 24 | 113 | 75 | |||||||||
Other Revenue | |||||||||||||
Loyalty revenue | 42 | 32 | 122 | 96 | |||||||||
Other revenue | 25 | 33 | 78 | 83 | |||||||||
Total revenue | $ | 2,008 | $ | 1,818 | $ | 5,690 | $ | 5,254 |
September 30, 2018 | December 31, 2017 | ||||||
Contract liabilities | |||||||
Air traffic liability - passenger travel | $ | 975 | $ | 836 | |||
Air traffic liability - loyalty program (air transportation) | 564 | 502 | |||||
Deferred revenue | 9 | 13 | |||||
Total contract liabilities | $ | 1,548 | $ | 1,351 |
September 30, 2018 | December 31, 2017 | ||||||||||||||
Carrying Value | Estimated Fair Value | Carrying Value | Estimated Fair Value | ||||||||||||
Public Debt | |||||||||||||||
Fixed rate special facility bonds, due through 2036 | $ | 42 | $ | 44 | $ | 42 | $ | 46 | |||||||
Non-Public Debt | |||||||||||||||
Fixed rate enhanced equipment notes, due through 2023 | $ | 151 | $ | 155 | $ | 169 | $ | 178 | |||||||
Floating rate equipment notes, due through 2028 | 230 | 237 | 152 | 159 | |||||||||||
Fixed rate equipment notes, due through 2028 | 1,035 | 1,067 | 712 | 771 | |||||||||||
Total(1) | $ | 1,458 | $ | 1,503 | $ | 1,075 | $ | 1,154 |
Three Months Ended September 30, | Nine Months Ended September 30, | ||||||||||||||
2018 | 2017 | 2018 | 2017 | ||||||||||||
Net income(1) | $ | 50 | $ | 181 | $ | 19 | $ | 470 | |||||||
Weighted average basic shares | 308.7 | 326.1 | 314.8 | 330.8 | |||||||||||
Effect of dilutive securities | 1.6 | 1.7 | 1.6 | 1.6 | |||||||||||
Weighted average diluted shares | 310.3 | 327.8 | 316.4 | 332.4 | |||||||||||
Earnings per common shares | |||||||||||||||
Basic | $ | 0.16 | $ | 0.56 | $ | 0.06 | $ | 1.42 | |||||||
Diluted | 0.16 | 0.55 | 0.06 | 1.41 |
Jet fuel call option spread agreements | Jet fuel call option agreements | Total | ||||||
Fourth Quarter 2018 | 7 | % | — | % | 7 | % | ||
First Quarter 2019 | — | % | 7 | % | 7 | % | ||
Second Quarter 2019 | — | % | 7 | % | 7 | % |
Fuel derivatives | September 30, 2018 | December 31, 2017 | |||||
Asset fair value recorded in prepaid expense and other(1) | $ | 6 | $ | — | |||
Longest remaining term (months) | 9 | — | |||||
Hedged volume (barrels, in thousands) | 1,140 | — | |||||
Estimated amount of existing (gains) losses expected to be reclassified into earnings in the next 12 months | $ | (1 | ) | $ | — |
Three Months Ended September 30, | Nine Months Ended September 30, | ||||||||||||||
Fuel derivatives | 2018 | 2017 | 2018 | 2017 | |||||||||||
Hedge effectiveness (gains) losses recognized in aircraft fuel expense | $ | 1 | $ | (4 | ) | $ | 1 | $ | (8 | ) | |||||
Hedge (gains) losses on derivatives recognized in comprehensive income | — | (9 | ) | — | 8 | ||||||||||
Percentage of actual consumption economically hedged | 7 | % | 10 | % | 3 | % | 10 | % |
Gross Amount of Recognized | Gross Amount of Cash Collateral | Net Amount Presented on Balance Sheet | |||||||||||||||||
Fuel derivatives | Assets | Liabilities | Offset | Assets | Liabilities | ||||||||||||||
As of September 30, 2018 | $ | 6 | $ | — | $ | — | $ | 6 | $ | — | |||||||||
As of December 31, 2017 | $ | — | $ | — | $ | — | $ | — | $ | — |
September 30, 2018 | |||||||||||||||
Assets | Level 1 | Level 2 | Level 3 | Total | |||||||||||
Cash equivalents | $ | 279 | $ | — | $ | — | $ | 279 | |||||||
Available-for-sale investment securities | 155 | 264 | — | 419 | |||||||||||
Aircraft fuel derivatives | — | 6 | — | 6 |
December 31, 2017 | |||||||||||||||
Assets | Level 1 | Level 2 | Level 3 | Total | |||||||||||
Cash equivalents | $ | 173 | $ | — | $ | — | $ | 173 | |||||||
Available-for-sale investment securities | — | 136 | — | 136 |
Aircraft Fuel Derivatives(1) | Total | ||||||
Balance of accumulated income at June 30, 2018 | $ | — | $ | — | |||
Reclassifications into earnings (net of $0 of taxes) | 1 | 1 | |||||
Change in fair value (net of $0 of taxes) | — | — | |||||
Balance of accumulated income at September 30, 2018 | $ | 1 | $ | 1 | |||
Balance of accumulated income at June 30, 2017 | $ | — | $ | — | |||
Reclassifications into earnings (net of $(2) of taxes) | (2 | ) | (2 | ) | |||
Change in fair value (net of $3 of taxes) | 6 | 6 | |||||
Balance of accumulated income at September 30, 2017 | $ | 4 | $ | 4 |
Aircraft Fuel Derivatives(1) | Total | ||||||
Balance of accumulated income at December 31, 2017 | $ | — | $ | — | |||
Reclassifications into earnings (net of $0 of taxes) | 1 | 1 | |||||
Change in fair value (net of $0 of taxes) | — | — | |||||
Balance of accumulated income at September 30, 2018 | $ | 1 | $ | 1 | |||
Balance of accumulated income at December 31, 2016 | $ | 13 | $ | 13 | |||
Reclassifications into earnings (net of $(3) of taxes) | (5 | ) | (5 | ) | |||
Change in fair value (net of $(4) of taxes) | (4 | ) | (4 | ) | |||
Balance of accumulated income at September 30, 2017 | $ | 4 | $ | 4 |
Three Months Ended September 30, | Nine Months Ended September 30, | ||||||||||||||
Special Items | 2018 | 2017 | 2018 | 2017 | |||||||||||
Embraer E190 fleet transition costs(1) | $ | 43 | $ | — | $ | 362 | $ | — | |||||||
Union contract costs(2) | 69 | — | 69 | — | |||||||||||
Total | $ | 112 | $ | — | $ | 431 | $ | — |
• | We had a $190 million increase in revenue compared to the third quarter of 2017 due primarily to an 8.7% increase in capacity. |
• | Operating expense per available seat mile increased by 17.8% to 12.38 cents, primarily due to an increase in aircraft fuel expenses, an increase in the average number of aircraft, and $112 million of one-time costs associated with the ratification of our pilots collective bargaining agreement and the transition of our Embraer E190 fleet. Excluding fuel and related taxes, special items, as well as operating expenses related to our non-airline businesses, our cost per available seat mile(1) increased 3.2%. |
• | Operating income was $83 million, a decrease of $231 million from the comparable period in 2017. This decrease was principally driven by higher fuel cost and $112 million of one-time costs associated with the ratification of our pilots collective bargaining agreement and the transition of our Embraer E190 fleet. Excluding these special items(1), operating income was $195 million. |
• | Our operating margin decreased by 13.2 points to 4.1% due primarily to higher fuel costs and $112 million of one-time costs associated with the ratification of our pilots collective bargaining agreement and the transition of our Embraer E190 fleet. Our operating margin excluding special items(1) decreased 7.6 points to 9.7%. |
• | We generated $936 million in cash from operations and $275 million in free cash flow for the nine months ended September 30, 2018. |
(Revenues in millions; percent changes based on unrounded numbers) | Three months ended September 30, | Year-over-Year Change | |||||||||||||
2018 | 2017 | $ | % | ||||||||||||
Passenger revenue | $ | 1,941 | $ | 1,753 | $ | 188 | 10.8 | ||||||||
Other revenue | 67 | 65 | 2 | 3.5 | |||||||||||
Total operating revenues | $ | 2,008 | $ | 1,818 | $ | 190 | 10.5 | ||||||||
Average Fare | $ | 175.66 | $ | 171.36 | $ | 4.30 | 2.5 | ||||||||
Yield per passenger mile (cents) | 14.53 | 14.39 | 0.14 | 1.0 | |||||||||||
Passenger revenue per ASM (cents) | 12.48 | 12.25 | 0.23 | 1.9 | |||||||||||
Operating revenue per ASM (cents) | 12.91 | 12.70 | 0.21 | 1.7 | |||||||||||
Average stage length (miles) | 1,093 | 1,069 | 24 | 2.2 | |||||||||||
Revenue passengers (thousands) | 11,050 | 10,227 | 823 | 8.0 | |||||||||||
Revenue passenger miles (millions) | 13,362 | 12,180 | 1,182 | 9.7 | |||||||||||
Available Seat Miles (ASMs) (millions) | 15,551 | 14,306 | 1,245 | 8.7 | |||||||||||
Load Factor | 85.9 | % | 85.1 | % | 0.8 | pts. |
(in millions; per ASM data in cents; percent changes based on unrounded numbers) | Three Months Ended September 30, | Year-over-Year Change | Cents per ASM | ||||||||||||||||||||
2018 | 2017 | $ | % | 2018 | 2017 | % Change | |||||||||||||||||
Aircraft fuel and related taxes | $ | 515 | $ | 347 | $ | 168 | 48.4 | % | 3.31 | 2.42 | 36.5 | % | |||||||||||
Salaries, wages and benefits | 515 | 466 | 49 | 10.5 | 3.31 | 3.26 | 1.7 | ||||||||||||||||
Landing fees and other rents | 114 | 104 | 10 | 9.7 | 0.73 | 0.73 | 0.9 | ||||||||||||||||
Depreciation and amortization | 125 | 114 | 11 | 10.4 | 0.81 | 0.79 | 1.6 | ||||||||||||||||
Aircraft rent | 27 | 26 | 1 | 7.8 | 0.18 | 0.18 | (0.8 | ) | |||||||||||||||
Sales and marketing | 72 | 69 | 3 | 4.6 | 0.46 | 0.49 | (3.8 | ) | |||||||||||||||
Maintenance materials and repairs | 168 | 149 | 19 | 12.9 | 1.08 | 1.04 | 3.9 | ||||||||||||||||
Other operating expenses | 277 | 229 | 48 | 20.5 | 1.78 | 1.60 | 10.8 | ||||||||||||||||
Special items | 112 | — | 112 | n/a | 0.72 | — | n/a | ||||||||||||||||
Total operating expenses | $ | 1,925 | $ | 1,504 | $ | 421 | 28.1 | % | 12.38 | 10.51 | 17.8 | % | |||||||||||
Total operating expenses excluding special items(1) | $ | 1,813 | $ | 1,504 | $ | 309 | 20.6 | % | 11.66 | 10.51 | 11.0 | % |
(Revenues in millions; percent changes based on unrounded numbers) | Nine Months Ended September 30, | Year-over-Year Change | |||||||||||||
2018 | 2017 | $ | % | ||||||||||||
Passenger revenue | $ | 5,490 | $ | 5,075 | $ | 415 | 8.2 | ||||||||
Other revenue | 200 | 179 | 21 | 11.2 | |||||||||||
Total operating revenues | $ | 5,690 | $ | 5,254 | $ | 436 | 8.3 | ||||||||
Average Fare | $ | 172.36 | $ | 167.77 | $ | 4.59 | 2.7 | ||||||||
Yield per passenger mile (cents) | 14.35 | 14.21 | 0.14 | 0.9 | |||||||||||
Passenger revenue per ASM (cents) | 12.28 | 12.05 | 0.23 | 1.9 | |||||||||||
Operating revenue per ASM (cents) | 12.73 | 12.47 | 0.26 | 2.0 | |||||||||||
Average stage length (miles) | 1,093 | 1,072 | 21 | 2.0 | |||||||||||
Revenue passengers (thousands) | 31,854 | 30,251 | 1,603 | 5.3 | |||||||||||
Revenue passenger miles (millions) | 38,271 | 35,712 | 2,559 | 7.2 | |||||||||||
Available Seat Miles (ASMs) (millions) | 44,713 | 42,131 | 2,582 | 6.1 | |||||||||||
Load Factor | 85.6 | % | 84.8 | % | 0.8 | pts. |
(in millions; per ASM data in cents; percent changes based on unrounded numbers) | Nine Months Ended September 30, | Year-over-Year Change | Cents per ASM | ||||||||||||||||||||
2018 | 2017 | $ | % | 2018 | 2017 | % Change | |||||||||||||||||
Aircraft fuel and related taxes | $ | 1,423 | $ | 994 | $ | 429 | 43.1 | % | 3.18 | 2.36 | 34.8 | % | |||||||||||
Salaries, wages and benefits | 1,500 | 1,397 | 103 | 7.4 | 3.36 | 3.32 | 1.2 | ||||||||||||||||
Landing fees and other rents | 323 | 301 | 22 | 7.4 | 0.72 | 0.71 | 1.2 | ||||||||||||||||
Depreciation and amortization | 362 | 328 | 34 | 10.6 | 0.81 | 0.78 | 4.2 | ||||||||||||||||
Aircraft rent | 75 | 75 | — | (0.4 | ) | 0.17 | 0.18 | (6.2 | ) | ||||||||||||||
Sales and marketing | 214 | 198 | 16 | 8.2 | 0.48 | 0.46 | 2.0 | ||||||||||||||||
Maintenance materials and repairs | 498 | 467 | 31 | 6.6 | 1.11 | 1.11 | 0.4 | ||||||||||||||||
Other operating expenses | 797 | 691 | 106 | 15.3 | 1.78 | 1.64 | 8.7 | ||||||||||||||||
Special items | 431 | — | 431 | n/a | 0.97 | — | n/a | ||||||||||||||||
Total operating expenses | $ | 5,623 | $ | 4,451 | $ | 1,172 | 26.3 | % | 12.58 | 10.56 | 19.0 | % | |||||||||||
Total operating expenses excluding special items(1) | $ | 5,192 | $ | 4,451 | $ | 741 | 16.7 | % | 11.61 | 10.56 | 9.9 | % |
Three Months Ended September 30, | Year-over-Year Change | Nine Months Ended September 30, | Year-over-Year Change | ||||||||||||||||||||
(percent changes based on unrounded numbers) | 2018 | 2017 | % | 2018 | 2017 | % | |||||||||||||||||
Operational Statistics | |||||||||||||||||||||||
Revenue passengers (thousands) | 11,050 | 10,227 | 8.0 | 31,854 | 30,251 | 5.3 | |||||||||||||||||
Revenue passenger miles (RPMs) (millions) | 13,362 | 12,180 | 9.7 | 38,271 | 35,712 | 7.2 | |||||||||||||||||
Available seat miles (ASMs) (millions) | 15,551 | 14,306 | 8.7 | 44,713 | 42,131 | 6.1 | |||||||||||||||||
Load factor | 85.9 | % | 85.1 | % | 0.8 | pts | 85.6 | % | 84.8 | % | 0.8 | pts | |||||||||||
Aircraft utilization (hours per day) | 12.0 | 11.8 | 1.7 | 11.8 | 11.9 | (0.8 | ) | ||||||||||||||||
Average fare | $ | 175.66 | $ | 171.36 | 2.5 | $ | 172.36 | $ | 167.77 | 2.7 | |||||||||||||
Yield per passenger mile (cents) | 14.53 | 14.39 | 1.0 | 14.35 | 14.21 | 0.9 | |||||||||||||||||
Passenger revenue per ASM (cents) | 12.48 | 12.25 | 1.9 | 12.28 | 12.05 | 1.9 | |||||||||||||||||
Operating revenue per ASM (cents) | 12.91 | 12.70 | 1.7 | 12.73 | 12.47 | 2.0 | |||||||||||||||||
Operating expense per ASM (cents) | 12.38 | 10.51 | 17.8 | 12.58 | 10.56 | 19.0 | |||||||||||||||||
Operating expense per ASM, excluding fuel(1) | 8.27 | 8.02 | 3.2 | 8.36 | 8.14 | 2.7 | |||||||||||||||||
Departures | 95,119 | 90,021 | 5.7 | 274,853 | 265,980 | 3.3 | |||||||||||||||||
Average stage length (miles) | 1,093 | 1,069 | 2.2 | 1,093 | 1,072 | 2.0 | |||||||||||||||||
Average number of operating aircraft during period | 247.5 | 234.3 | 5.6 | 245.7 | 231.7 | 6.0 | |||||||||||||||||
Average fuel cost per gallon, including fuel taxes | $ | 2.32 | $ | 1.69 | 36.6 | $ | 2.23 | $ | 1.66 | 34.2 | |||||||||||||
Fuel gallons consumed (millions) | 222 | 205 | 8.6 | 637 | 598 | 6.6 | |||||||||||||||||
Average number of full-time equivalent crewmembers | 17,767 | 17,051 | 4.2 |
Payments due in | |||||||||||||||||||||||||||
Total | 2018 | 2019 | 2020 | 2021 | 2022 | Thereafter | |||||||||||||||||||||
Debt and capital lease obligations(1) | $ | 1,828 | $ | 57 | $ | 341 | $ | 295 | $ | 273 | $ | 239 | $ | 623 | |||||||||||||
Lease commitments | 1,105 | 42 | 156 | 136 | 121 | 110 | 540 | ||||||||||||||||||||
Flight equipment purchase obligations | 8,613 | 308 | 1,186 | 1,373 | 1,346 | 1,307 | 3,093 | ||||||||||||||||||||
Other obligations(2) | 2,971 | 197 | 317 | 313 | 246 | 244 | 1,654 | ||||||||||||||||||||
Total | $ | 14,517 | $ | 604 | $ | 2,000 | $ | 2,117 | $ | 1,986 | $ | 1,900 | $ | 5,910 |
Year | Airbus A321 | Airbus A321neo | Airbus A220* | Total | ||||
2018 | 4 | — | — | 4 | ||||
2019 | — | 13 | — | 13 | ||||
2020 | — | 15 | 5 | 20 | ||||
2021 | — | 16 | 4 | 20 | ||||
2022 | — | 15 | 8 | 23 | ||||
2023 | — | 14 | 19 | 33 | ||||
2024 | — | 12 | 22 | 34 | ||||
2025 | — | — | 2 | 2 | ||||
Total | 4 | 85 | 60 | 149 |
Reconciliation of Operating Expense per ASM, excluding fuel | |||||||||||||||||||||||||||||||
(in millions; per ASM data in cents; percentages based on unrounded numbers) | Three Months Ended September 30, | Nine Months Ended September 30, | |||||||||||||||||||||||||||||
2018 | 2017 | 2018 | 2017 | ||||||||||||||||||||||||||||
$ | per ASM | $ | per ASM | $ | per ASM | $ | per ASM | ||||||||||||||||||||||||
Total operating expenses | $ | 1,925 | $ | 12.38 | $ | 1,504 | $ | 10.51 | $ | 5,623 | $ | 12.58 | $ | 4,451 | $ | 10.56 | |||||||||||||||
Less: | |||||||||||||||||||||||||||||||
Aircraft fuel and related taxes | 515 | 3.31 | 347 | 2.42 | 1,423 | 3.18 | 994 | 2.36 | |||||||||||||||||||||||
Other non-airline expenses | 12 | 0.08 | 10 | 0.07 | 32 | 0.07 | 28 | 0.06 | |||||||||||||||||||||||
Special items | 112 | 0.72 | — | — | 431 | 0.97 | — | — | |||||||||||||||||||||||
Operating expenses, excluding fuel | $ | 1,286 | $ | 8.27 | $ | 1,147 | $ | 8.02 | $ | 3,737 | $ | 8.36 | $ | 3,429 | $ | 8.14 |
Reconciliation of Operating Expenses, Income before taxes, Net Income and Earnings Per Common Share excluding special items | |||||||||||||||
Three Months Ended September 30, | Nine Months Ended September 30, | ||||||||||||||
(in millions except per share amounts) | 2018 | 2017 | 2018 | 2017 | |||||||||||
Total operating expenses | $ | 1,925 | $ | 1,504 | $ | 5,623 | $ | 4,451 | |||||||
Less: Special items | 112 | — | 431 | — | |||||||||||
Total operating expenses excluding special items | $ | 1,813 | $ | 1,504 | $ | 5,192 | $ | 4,451 | |||||||
Operating income | $ | 83 | $ | 314 | $ | 67 | $ | 803 | |||||||
Add back: Special items | 112 | — | 431 | — | |||||||||||
Operating income excluding special items | $ | 195 | $ | 314 | $ | 498 | $ | 803 | |||||||
Income before income taxes | $ | 68 | $ | 297 | $ | 18 | $ | 743 | |||||||
Add back: Special items | 112 | — | 431 | — | |||||||||||
Income before income taxes excluding special items | $ | 180 | $ | 297 | $ | 449 | $ | 743 | |||||||
Income before income taxes excluding special items | $ | 180 | $ | 297 | $ | 449 | $ | 743 | |||||||
Less: Income tax expense (benefits) | $ | 18 | $ | 116 | $ | (1 | ) | $ | 273 | ||||||
Less: Income tax related to special items | 28 | — | 107 | — | |||||||||||
Net Income excluding special items | $ | 134 | $ | 181 | $ | 343 | $ | 470 | |||||||
Earnings Per Common Share: | |||||||||||||||
Basic | $ | 0.16 | $ | 0.56 | $ | 0.06 | $ | 1.42 | |||||||
Add back: Special items, net of tax | 0.27 | — | 1.03 | — | |||||||||||
Basic excluding special items | $ | 0.43 | $ | 0.56 | $ | 1.09 | $ | 1.42 | |||||||
Diluted | $ | 0.16 | $ | 0.55 | $ | 0.06 | $ | 1.41 | |||||||
Add back: Special items, net of tax | 0.27 | — | 1.02 | — | |||||||||||
Diluted excluding special items | $ | 0.43 | $ | 0.55 | $ | 1.08 | $ | 1.41 | |||||||
Period | Total Number of Shares Purchased | Average Price Paid Per Share | Total Number of Shares Purchased as Part of Publicly Announced Plans | Approximate Dollar Value of Shares that May Yet be Purchased Under the Plan or Program | ||||||||
July 2018 | 1.3 | (1) | 1.3 | $ | 500 | |||||||
August 2018 | 5.7 | (2) | 5.7 | 375 | ||||||||
September 2018 | 1.0 | (2) | 1.0 | 375 | ||||||||
Total | 8.0 | 8.0 |
JETBLUE AIRWAYS CORPORATION | ||||||||
(Registrant) | ||||||||
Date: | October 26, 2018 | By: | /s/ Alexander Chatkewitz | |||||
Vice President, Controller, and Chief Accounting Officer (Principal Accounting Officer) |
Exhibit Number | Exhibit | |
10.1* | ||
12.1 | ||
31.1 | ||
31.2 | ||
32 | ||
101.INS | XBRL Instance Document | |
101.SCH | XBRL Taxonomy Extension Schema Document | |
101.CAL | XBRL Taxonomy Extension Calculation Linkbase Document | |
101.DEF | XBRL Taxonomy Extension Definition Linkbase Document | |
101.LAB | XBRL Taxonomy Extension Labels Linkbase Document | |
101.PRE | XBRL Taxonomy Extension Presentation Linkbase Document | |
* | Pursuant to 17 CFR 240.24b-2, confidential information has been omitted and has been provided separately to the Securities and Exchange Commission pursuant to a Confidential Treatment Request filed with the Commission. |
0.1 | Clause 0 to the Agreement is amended to either modify or add the following defined terms between the words “QUOTE” and “UNQUOTE”. |
1 | [***] |
1.1 | [***] |
1.2 | The Buyer wishes to [***] convert each of the remaining twenty-five (25) A320 NEO Aircraft into 2018 Converted A321 NEO Aircraft. |
1.3 | The Buyer and the Seller agree to reschedule nine (9) A321 NEO Aircraft or Additional A321 NEO Aircraft, as applicable, and as detailed in Clause 2 below. |
2.1 | [***], the Buyer and the Seller hereby agree to irrevocably convert twenty-five (25) A320 NEO Aircraft identified in Amended and Restated Schedule 1 with CACiD numbers 402 142, 402 143, 402 144, 402 145, 402 146, 402 147, 402 148, 402 149, 402 150, 402 151, 402 152, 402 153, 402 154, 402 155, 402 156, 402 157, 402 158, 402 159, 402 160, 402 161, 402 162, 402 163, 402 164, 402 165 and 402 166 to twenty-five (25) 2018 Converted A321 NEO Aircraft as detailed in the following table. It is hereby agreed that unless otherwise expressly agreed herein, all terms and conditions governing the sale and purchase of A321 NEO Aircraft under the Agreement will apply to the 2018 Converted A321 NEO Aircraft. |
Original aircraft type | New aircraft type | CACiD | Original Scheduled Delivery Period | New Scheduled Delivery Period |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 142 | [***]-20 | [***]-20 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 143 | [***]-20 | [***]-20 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 144 | [***] 2020 | [***] 2020 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 145 | [***] 2020 | [***] 2020 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 146 | [***] 2020 | [***] 2020 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 147 | [***] 2020 | [***] 2020 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 148 | [***] 2022 | [***] 2024 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 149 | [***] 2022 | [***] 2022 |
A320 NEO Aircraft | 2018Converted A321 NEO Aircraft | 402 150 | [***] 2022 | [***] 2022 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 151 | [***] 2021 | [***] 2021 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 152 | [***] 2021 | [***] 2021 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 153 | [***] 2021 | [***] 2021 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 154 | [***] 2021 | [***] 2021 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 155 | [***] 2021 | [***] 2020 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 156 | [***] 2021 | [***] 2021 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 157 | [***] 2021 | [***] 2021 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 158 | [***] 2021 | [***] 2021 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 159 | [***] 2021 | [***] 2024 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 160 | [***] 2021 | [***] 2021 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 161 | [***] 2021 | [***] 2021 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 162 | [***] 2021 | [***] 2021 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 163 | [***] 2021 | [***] 2021 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 164 | [***] 2021 | [***] 2021 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 165 | [***] 2021 | [***] 2021 |
A320 NEO Aircraft | 2018 Converted A321 NEO Aircraft | 402 166 | [***] 2021 | [***] 2021 |
2.2 | The Scheduled Delivery Period for the Additional A321 NEO Aircraft bearing CACiD number 10054128 is hereby amended from the [***]. |
2.3 | The Scheduled Delivery Period for the Additional A321 NEO Aircraft bearing CACiD number 10054129 is hereby amended from the [***]. |
2.4 | The Scheduled Delivery Period for the Additional A321 NEO Aircraft bearing CACiD number 10054131 is hereby amended from the [***]. |
2.5 | The Scheduled Delivery Period for the Additional A321 NEO Aircraft bearing CACiD number 10054132is hereby amended from the [***]. |
2.6 | The Scheduled Delivery Period for the Additional A321 NEO Aircraft bearing CACiD number 10054133 is hereby amended from the [***]. |
2.7 | The Scheduled Delivery Period for the Additional A321 NEO Aircraft bearing CACiD number 10054134 is hereby amended from the [***]. |
2.8 | Schedule 1 to the Agreement is deleted in its entirety and replaced by the Amended and Restated Schedule 1 (the “Amended and Restated Schedule 1”) attached hereto as Appendix 1. |
2.9 | It shall be the Buyer’s sole responsibility to ensure, without any intervention necessary from the Seller, that all of the BFE Suppliers are notified of and accept the rescheduling and conversion set forth in Clauses 2.1 to 2.8 above without the Seller incurring any costs, losses, expenses, additional obligations, penalties, damages or liabilities of any kind by reason of such rescheduling or conversion, and the Buyer will indemnify and hold the Seller harmless against any and all of such costs, losses, expenses, additional obligations, penalties, damages or liabilities so incurred by the Seller unless such costs, losses, expenses, additional obligations, penalties, damages or liabilities are a result of the Seller’s gross negligence or willful misconduct. |
2.10 | The Buyer shall enter into discussions directly with the relevant Propulsion System manufacturer to amend the relevant propulsion systems agreement(s) in order to reflect the rescheduling and conversion set out in Clauses 2.1 to 2.8 above and will indemnify and hold the Seller harmless against any and all costs, losses, expenses, additional obligations, penalties, damages or liabilities so incurred by the Seller in the event that the Buyer fails to perform its obligations as set out under this Clause 2.11 unless such costs, losses, expenses, additional obligations, penalties, damages or liabilities are a result of the Seller’s gross negligence or willful misconduct. |
2.11 | Any and all Predelivery Payments [***] described in Clauses 2.1 to 2.8 herein [***]. |
3.1 | The Base Price of the 2018 Converted A321 NEO Airframe [***]. |
3.2 | The Predelivery Payments for the 2018 Converted A321 NEO Aircraft [***]. |
3.3 | [***]. |
3.4 | The Buyer hereby confirms that it [***]. |
3.5 | [***]. |
4.1 | The Amended and Restated Letter Agreement No. 1 to the Agreement is hereby replaced in its entirety by the Amended and Restated Letter Agreement No. 1 dated as of the date hereof. |
4.2 | The Amended and Restated Letter Agreement No. 2 to the Agreement is hereby replaced in its entirety by the Amended and Restated Letter Agreement No. 2 dated as of the date hereof. |
4.3 | The Amended and Restated Letter Agreement No. 3 to the Agreement is hereby replaced in its entirety by the Amended and Restated Letter Agreement No. 3 dated as of the date hereof. |
5 | EFFECT OF THE AMENDMENT |
6 | CONFIDENTIALITY |
7 | ASSIGNMENT |
8 | COUNTERPARTS |
9 | INTERPRETATION AND LAW |
CACiD No. | Aircraft Rank No. | Type | Scheduled Delivery Month/Quarter | Scheduled Delivery Year | |
1 | 159 908 | 122 | Group 1 A320 Aircraft | [***] | 2011 |
2 | 159 942 | 123 | Group 1 A320 Aircraft | [***] | 2012 |
3 | 159 943 | 124 | Group 1 A320 Aircraft | [***] | 2012 |
4 | 159 950 | 125 | Group 1 A320 Aircraft | [***] | 2012 |
5 | 159 951 | 126 | Group 1 A320 Aircraft | [***] | 2012 |
6 | 159 923 | 127 | Group 1 A320 Aircraft | [***] | 2012 |
7 | 159 924 | 128 | Group 1 A320 Aircraft | [***] | 2012 |
8 | 159 925 | 129 | Group 1 A320 Aircraft | [***] | 2012 |
9 | 159 939 | 130 | A320 Backlog Aircraft | [***] | 2013 |
10 | 159 960 | 131 | A320 Backlog Aircraft | [***] | 2013 |
11 | 159 961 | 132 | A320 Backlog Aircraft | [***] | 2013 |
12 | 159 962 | 133 | A321 Backlog Aircraft | [***] | 2013 |
13 | 159 963 | 134 | A321 Backlog Aircraft | [***] | 2013 |
14 | 159 964 | 135 | A321 Backlog Aircraft | [***] | 2013 |
15 | 159 965 | 136 | A321 Backlog Aircraft | [***] | 2013 |
16 | 159 916 | 137 | A321 Backlog Aircraft | [***] | 2014 |
17 | 159 940 | 138 | A321 Backlog Aircraft | [***] | 2014 |
18 | 159 941 | 139 | A321 Backlog Aircraft | [***] | 2014 |
19 | 159 944 | 140 | A321 Backlog Aircraft | [***] | 2014 |
20 | 159 945 | 141 | A321 Backlog Aircraft | [***] | 2014 |
21 | 159 946 | 142 | A321 Backlog Aircraft | [***] | 2014 |
22 | 159 947 | 143 | A321 Backlog Aircraft | [***] | 2014 |
23 | 159 948 | 144 | A321 Backlog Aircraft | [***] | 2014 |
24 | 159 949 | 145 | A321 Backlog Aircraft | [***] | 2014 |
25 | 159 956 | 146 | A321 Backlog Aircraft | [***] | 2015 |
26 | 159 957 | 147 | A321 Backlog Aircraft | [***] | 2015 |
27 | 159 958 | 148 | A321 Backlog Aircraft | [***] | 2015 |
28 | 159 959 | 149 | A321 Backlog Aircraft | [***] | 2015 |
29 | 159 929 | 150 | A321 Backlog Aircraft | [***] | 2015 |
30 | 159 930 | 151 | A321 Backlog Aircraft | [***] | 2015 |
31 | 159 931 | 152 | A321 Backlog Aircraft | [***] | 2015 |
32 | 159 932 | 153 | A321 Backlog Aircraft | [***] | 2015 |
33 | 159 933 | 154 | A321 Backlog Aircraft | [***] | 2015 |
34 | 10002716 | 155 | Incremental A321 Aircraft | [***] | 2015 |
35 | 159 920 | 156 | A321 Backlog Aircraft | [***] | 2015 |
CACiD No. | Aircraft Rank No. | Type | Scheduled Delivery Month/Quarter | Scheduled Delivery Year | |
36 | 10002752 | 157 | Incremental A321 Aircraft | [***] | 2015 |
37 | 159 911 | 158 | A321 Backlog Aircraft | [***] | 2016 |
38 | 159 912 | 159 | A321 Backlog Aircraft | [***] | 2016 |
39 | 159 917 | 160 | A321 Backlog Aircraft | [***] | 2016 |
40 | 159 918 | 161 | A321 Backlog Aircraft | [***] | 2016 |
41 | 159 926 | 162 | A321 Backlog Aircraft | [***] | 2016 |
42 | 159 927 | 163 | A321 Backlog Aircraft | [***] | 2016 |
43 | 159 928 | 164 | A321 Backlog Aircraft | [***] | 2016 |
44 | 159 952 | 165 | A321 Backlog Aircraft | [***] | 2016 |
45 | 159 953 | 166 | A321 Backlog Aircraft | [***] | 2016 |
46 | 159 934 | 167 | A321 Backlog Aircraft | [***] | 2016 |
47 | 159 922 | 168 | Converted A321 Backlog Aircraft | [***] | 2017 |
48 | 159 954 | 169 | Converted A321 Backlog Aircraft | [***] | 2017 |
49 | 159 955 | 170 | Converted A321 Backlog Aircraft | [***] | 2017 |
50 | 159 921 | 171 | Converted A321 Backlog Aircraft | [***] | 2017 |
51 | 104 440 | 172 | Converted A321 Backlog Aircraft | [***] | 2017 |
52 | 104 442 | 173 | Converted A321 Backlog Aircraft | [***] | 2017 |
53 | 10054088 | 249 | Additional A321 Aircraft | [***] | 2017 |
54 | 159 909 | 174 | Converted A321 Backlog Aircraft | [***] | 2017 |
55 | 10054089 | 250 | Additional A321 Aircraft | [***] | 2017 |
56 | 10002770 | 175 | Incremental A321 Aircraft | [***] | 2017 |
57 | 10054090 | 251 | Additional A321 Aircraft | [***] | 2017 |
58 | 10002771 | 176 | Incremental A321 Aircraft | [***] | 2017 |
59 | 10054091 | 252 | Additional A321 Aircraft | [***] | 2017 |
60 | 10002772 | 177 | Incremental A321 Aircraft | [***] | 2017 |
61 | 10054092 | 253 | Additional A321 Aircraft | [***] | 2017 |
62 | 159 910 | 178 | Converted A321 Backlog Aircraft | [***] | 2018 |
63 | 10054093 | 254 | Additional A321 Aircraft | [***] | 2018 |
64 | 10054100 | 261 | Additional A321 Aircraft | [***] | 2018 |
65 | 10054101 | 262 | Additional A321 Aircraft | [***] | 2018 |
66 | 10054102 | 263 | Additional A321 Aircraft | [***] | 2018 |
67 | 10054097 | 258 | Additional A321 Aircraft | [***] | 2018 |
68 | 10054098 | 259 | Additional A321 Aircraft | [***] | 2018 |
69 | 10054094 | 255 | Additional A321 Aircraft | [***] | 2018 |
70 | 10054099 | 260 | Additional A321 Aircraft | [***] | 2018 |
71 | 10054095 | 256 | Additional A321 Aircraft | [***] | 2018 |
72 | 10054096 | 257 | Additional A321 Aircraft | [***] | 2018 |
73 | 402 137 | 185 | Converted A321 NEO Aircraft | [***] | 2019 |
74 | 402 135 | 182 | Converted A321 NEO Aircraft | [***] | 2019 |
CACiD No. | Aircraft Rank No. | Type | Scheduled Delivery Month/Quarter | Scheduled Delivery Year | |
75 | 402 136 | 183 | Converted A321 NEO Aircraft | [***] | 2019 |
76 | 402 134 | 181 | Converted A321 NEO Aircraft | [***] | 2019 |
77 | 402 141 | 189 | Converted A321 NEO Aircraft | [***] | 2019 |
78 | 10002782 | 193 | Incremental A321 NEO Aircraft | [***] | 2019 |
79 | 10002783 | 194 | Incremental A321 NEO Aircraft | [***] | 2019 |
80 | 10002784 | 195 | Incremental A321 NEO Aircraft | [***] | 2019 |
81 | 10002786 | 197 | Incremental A321 NEO Aircraft | [***] | 2019 |
82 | 10002787 | 198 | Incremental A321 NEO Aircraft | [***] | 2019 |
83 | 10002781 | 192 | Incremental A321 NEO Aircraft | [***] | 2019 |
84 | 10002788 | 199 | Incremental A321 NEO Aircraft | [***] | 2019 |
85 | 10002780 | 191 | Incremental A321 NEO Aircraft | [***] | 2019 |
86 | 10002756 | 200 | A321 NEO Aircraft | [***] | 2020 |
87 | 10002760 | 201 | A321 NEO Aircraft | [***] | 2020 |
88 | 10002764 | 202 | A321 NEO Aircraft | [***] | 2020 |
89 | 10054124 | 264 | Additional A321 NEO Aircraft | [***] | 2020 |
90 | 10002792 | 206 | Incremental A321 NEO Aircraft | [***] | 2020 |
91 | 402 155 | 219 | 2018 Converted A321 NEO Aircraft | [***] | 2020 |
92 | 10054128 | 268 | Additional A321 NEO Aircraft | [***] | 2020 |
93 | 402 142 | 209 | 2018 Converted A321 NEO Aircraft | [***] | 2020 |
94 | 402 143 | 210 | 2018 Converted A321 NEO Aircraft | [***] | 2020 |
95 | 10054125 | 265 | Additional A321 NEO Aircraft | [***] | 2020 |
96 | 402 144 | 211 | 2018 Converted A321 NEO Aircraft | [***] | 2020 |
97 | 402 145 | 212 | 2018 Converted A321 NEO Aircraft | [***] | 2020 |
98 | 402 146 | 213 | 2018 Converted A321 NEO Aircraft | [***] | 2020 |
99 | 402 147 | 214 | 2018 Converted A321 NEO Aircraft | [***] | 2020 |
100 | 10054126 | 266 | Additional A321 NEO Aircraft | [***] | 2020 |
101 | 402 151 | 215 | 2018 Converted A321 NEO Aircraft | [***] | 2021 |
102 | 402 152 | 216 | 2018 Converted A321 NEO Aircraft | [***] | 2021 |
103 | 402 153 | 217 | 2018 Converted A321 NEO Aircraft | [***] | 2021 |
104 | 402 154 | 218 | 2018 Converted A321 NEO Aircraft | [***] | 2021 |
105 | 10054127 | 267 | Additional A321 NEO Aircraft | [***] | 2021 |
106 | 402 156 | 220 | 2018 Converted A321 NEO Aircraft | [***] | 2021 |
107 | 402 157 | 221 | 2018 Converted A321 NEO Aircraft | [***] | 2021 |
108 | 402 158 | 222 | 2018 Converted A321 NEO Aircraft | [***] | 2021 |
109 | 402 160 | 224 | 2018 Converted A321 NEO Aircraft | [***] | 2021 |
110 | 402 161 | 225 | 2018 Converted A321 NEO Aircraft | [***] | 2021 |
111 | 402 162 | 226 | 2018 Converted A321 NEO Aircraft | [***] | 2021 |
112 | 402 163 | 227 | 2018 Converted A321 NEO Aircraft | [***] | 2021 |
113 | 402 164 | 228 | 2018 Converted A321 NEO Aircraft | [***] | 2021 |
CACiD No. | Aircraft Rank No. | Type | Scheduled Delivery Month/Quarter | Scheduled Delivery Year | |
114 | 402 165 | 229 | 2018 Converted A321 NEO Aircraft | [***] | 2021 |
115 | 402 166 | 230 | 2018 Converted A321 NEO Aircraft | [***] | 2021 |
116 | 10054130 | 270 | Additional A321 NEO Aircraft | [***] | 2021 |
117 | 402 149 | 232 | 2018 Converted A321 NEO Aircraft | [***] | 2022 |
118 | 402 150 | 233 | 2018 Converted A321 NEO Aircraft | [***] | 2022 |
119 | 10002765 | 234 | A321 NEO Aircraft | [***] | 2022 |
120 | 10002769 | 238 | A321 NEO Aircraft | [***] | 2022 |
121 | 10002766 | 235 | A321 NEO Aircraft | [***] | 2022 |
122 | 10002767 | 236 | A321 NEO Aircraft | [***] | 2022 |
123 | 10002768 | 237 | A321 NEO Aircraft | [***] | 2022 |
124 | 10002773 | 239 | A321 NEO Aircraft | [***] | 2022 |
125 | 10002774 | 240 | A321 NEO Aircraft | [***] | 2022 |
126 | 402 127 | 241 | A321 NEO Aircraft | [***] | 2022 |
127 | 402 128 | 242 | A321 NEO Aircraft | [***] | 2022 |
128 | 402 129 | 243 | A321 NEO Aircraft | [***] | 2022 |
129 | 402 130 | 244 | A321 NEO Aircraft | [***] | 2022 |
130 | 402 131 | 245 | A321 NEO Aircraft | [***] | 2022 |
131 | 10002775 | 246 | Incremental A321 NEO Aircraft | [***] | 2022 |
132 | 10002776 | 247 | Incremental A321 NEO Aircraft | [***] | 2023 |
133 | 10054135 | 275 | Additional A321 NEO Aircraft | [***] | 2023 |
134 | 402 138 | 186 | Converted A321 NEO Aircraft | [***] | 2023 |
135 | 10002778 | 184 | Incremental A321 NEO Aircraft | [***] | 2023 |
136 | 402 132 | 179 | Converted A321 NEO Aircraft | [***] | 2023 |
137 | 10054136 | 276 | Additional A321 NEO Aircraft | [***] | 2023 |
138 | 402 133 | 180 | Converted A321 NEO Aircraft | [***] | 2023 |
139 | 10002777 | 248 | Incremental A321 NEO Aircraft | [***] | 2023 |
140 | 10054137 | 277 | Additional A321 NEO Aircraft | [***] | 2023 |
141 | 10002779 | 190 | Incremental A321 NEO Aircraft | [***] | 2023 |
142 | 402 140 | 188 | Converted A321 NEO Aircraft | [***] | 2023 |
143 | 10002785 | 196 | Incremental A321 NEO Aircraft | [***] | 2023 |
144 | 10054138 | 278 | Additional A321 NEO Aircraft | [***] | 2023 |
145 | 402 139 | 187 | Converted A321 NEO Aircraft | [***] | 2023 |
146 | 10002789 | 203 | Incremental A321 NEO Aircraft | [***] | 2024 |
147 | 10002790 | 204 | Incremental A321 NEO Aircraft | [***] | 2024 |
148 | 402 148 | 231 | 2018 Converted A321 NEO Aircraft | [***] | 2024 |
149 | 10054131 | 271 | Additional A321 NEO Aircraft | [***] | 2024 |
150 | 402 159 | 223 | 2018 Converted A321 NEO Aircraft | [***] | 2024 |
151 | 10002791 | 205 | Incremental A321 NEO Aircraft | [***] | 2024 |
152 | 10002793 | 207 | Incremental A321 NEO Aircraft | [***] | 2024 |
CACiD No. | Aircraft Rank No. | Type | Scheduled Delivery Month/Quarter | Scheduled Delivery Year | |
153 | 10054129 | 269 | Additional A321 NEO Aircraft | [***] | 2024 |
154 | 10054132 | 272 | Additional A321 NEO Aircraft | [***] | 2024 |
155 | 10054133 | 273 | Additional A321 NEO Aircraft | [***] | 2024 |
156 | 10054134 | 274 | Additional A321 NEO Aircraft | [***] | 2024 |
157 | 10002794 | 208 | Incremental A321 NEO Aircraft | [***] | 2024 |
2.1 | In respect of each [***] Aircraft (excluding Group 1 A320 Aircraft) that is sold by the Seller and purchased by the Buyer, the Seller will provide to the Buyer the following credits (collectively, the “[***] Aircraft Credit Memoranda”): |
2.2 | The [***] Aircraft Credit Memoranda are quoted at delivery conditions prevailing in the A320 Family Base Period ([***]) and will be adjusted in accordance with the Seller Price Revision Formula, [***] in accordance with Paragraph 9 of this Letter Agreement. |
2.3 | The [***] Aircraft Credit Memoranda will be [***] of each [***] Aircraft that is sold by the Seller and purchased by the Buyer. The A320 Backlog Aircraft Credit Memoranda will be [***]. Unless the Buyer gives the Seller notice to the contrary at least [***] before Delivery of an A320 Backlog Aircraft, the [***] Aircraft Credit Memoranda will be [***] of the [***] Aircraft. |
3.1 | In respect of each [***] Aircraft and each Converted [***] Aircraft that is sold by the Seller and purchased by the Buyer, the Seller will provide to the Buyer the following credits (collectively, the “[***] Aircraft Credit Memoranda”): |
3.2 | The [***] Aircraft Credit Memoranda are quoted at delivery conditions prevailing in the A320 Family Base Period ([***]) and will be adjusted in accordance with the Seller Price Revision Formula, [***] in accordance with Paragraph 9 of this Letter Agreement. |
3.3 | The [***] Aircraft Credit Memoranda will [***] of each [***] Aircraft and each Converted [***] Aircraft that is sold by the Seller and purchased by the Buyer. The [***] Aircraft Credit Memoranda will be [***]. Unless the Buyer gives the Seller notice to the contrary at least [***] before Delivery of an [***] Aircraft or Converted [***] Aircraft, the [***] Aircraft Credit Memoranda will be [***] of the [***] Aircraft or the Final Price of the Converted [***] Aircraft, as applicable. |
4.1 | In respect of each A319 NEO Aircraft, the Seller will provide to the Buyer the following credits (collectively, the “A319 NEO Aircraft Credit Memoranda”): |
4.2 | The A319 NEO Aircraft Credit Memoranda are quoted at delivery conditions prevailing in the A320 Family Base Period ([***]) and will be adjusted in accordance with the Seller Price Revision Formula, [***] in accordance with Paragraph 9 of this Letter Agreement. |
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4.3 | The A319 NEO Aircraft Credit Memoranda will be [***] of each A319 NEO Aircraft. The A319 NEO Aircraft Credit Memoranda will be [***]. Unless the Buyer gives the Seller notice to the contrary at least [***] before Delivery of an A319 NEO Aircraft, the A319 NEO Aircraft Credit Memoranda will be [***] of the A319 NEO Aircraft. |
4.4 | [***]. |
5.1 | In respect of each A320 NEO Aircraft, the Seller will provide to the Buyer the following credits (collectively, the “A320 NEO Aircraft Credit Memoranda”): |
5.2 | The A320 NEO Aircraft Credit Memoranda are quoted at delivery conditions prevailing in the A320 Family Base Period ([***]) and will be adjusted in accordance with the Seller Price Revision Formula, [***] in accordance with Paragraph 9 of this Letter Agreement. |
5.3 | The A320 NEO Aircraft Credit Memoranda will be [***] of each A320 NEO Aircraft. The A320 NEO Aircraft Credit Memoranda will be [***]. Unless the Buyer gives the Seller notice to the contrary at least [***] before Delivery of an A320 NEO Aircraft, the A320 NEO Aircraft Credit Memoranda will be [***] of the A320 NEO Aircraft. |
5.4 | [***]. |
6 | A321 NEO AIRCRAFT, CONVERTED A321 NEO AIRCRAFT AND INCREMENTAL A321 NEO AIRCRAFT |
6.1 | In respect of each A321 NEO Aircraft, Converted A321 NEO Aircraft and each Incremental A321 NEO Aircraft, the Seller will provide to the Buyer the following credits (collectively, the “A321 NEO Aircraft Credit Memoranda”): |
6.2 | The A321 NEO Aircraft Credit Memoranda are quoted at delivery conditions prevailing in the A320 Family Base Period ([***]) and will be adjusted in accordance with the Seller Price Revision Formula, [***] in accordance with Paragraph 9 of this Letter Agreement. |
6.3 | The A321 NEO Credit Memoranda will be [***] of each A321 NEO Aircraft, each Converted A321 NEO Aircraft, and each Incremental A321 NEO Aircraft. The A321 NEO Credit Memoranda will be [***]. Unless the Buyer gives the Seller notice to the contrary at least [***] before Delivery of the relevant Aircraft, the A321 NEO Aircraft Credit Memoranda will be [***] of such Aircraft. |
7.1 | In respect of each Group 1 A320 Aircraft, the Seller will provide to the Buyer the following credits (collectively, the “Group 1 Aircraft Credit Memoranda”): |
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7.2 | The Group 1 Aircraft Credit Memoranda are quoted at delivery conditions prevailing in the A320 Family Base Period ([***]) and will be adjusted in accordance with the Seller Price Revision Formula, [***] in accordance with Paragraph 9 of this Letter Agreement. |
7.3 | The Group 1 Aircraft Credit Memoranda will be [***] of each Group 1 A320 Aircraft that is sold by the Seller and purchased by the Buyer. The Group 1 Aircraft Credit Memoranda will be [***]. Unless the Buyer gives the Seller notice to the contrary at least [***] before Delivery of a Group 1 A320 Aircraft, the Group 1 Aircraft Credit Memoranda will be [***] of the Group 1 A320 Aircraft. |
8 | INCREMENTAL A321 AIRCRAFT |
8.1 | In respect of each Incremental A321 Aircraft that is sold by the Seller and purchased by the Buyer, the Seller will provide to the Buyer the following credits (collectively, the “Incremental A321 Aircraft Credit Memoranda”): |
8.2 | The Incremental A321 Aircraft Credit Memoranda are quoted at delivery conditions prevailing in the A320 Family Base Period ([***]) and will be adjusted in accordance with the Seller Price Revision Formula, [***] in accordance with Paragraph 9 of this Letter Agreement. |
8.3 | The Incremental A321 Aircraft Credit Memoranda will be [***] of each Incremental A321 Aircraft that is sold by the Seller and purchased by the Buyer. The Incremental A321 Aircraft Credit Memoranda will be [***]. Unless the Buyer gives the Seller notice to the contrary at least [***] before Delivery of an Incremental A321 Aircraft, the Incremental A321 Aircraft Credit Memoranda will be [***] of the Incremental A321 Aircraft. |
9 | [***] |
9.1.1 | [***] |
10 | ADDITIONAL A321 AIRCRAFT |
10.1 | In respect of each Additional A321 Aircraft that is sold by the Seller and purchased by the Buyer, the Seller will provide to the Buyer the following credits (collectively, the “Additional A321 Aircraft Credit Memoranda”): |
10.2 | The Additional A321 Aircraft Credit Memoranda are quoted at delivery conditions prevailing in the A320 Family Base Period ([***]) and will be adjusted in accordance with the Seller Price Revision Formula, [***] in accordance with Paragraph 9 of this Letter Agreement. |
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10.3 | The Additional A321 Aircraft Credit Memoranda will be [***] of each Additional A321 Aircraft that is sold by the Seller and purchased by the Buyer. The Additional A321 Aircraft Credit Memoranda will be [***]. Unless the Buyer gives the Seller notice to the contrary at least [***] before Delivery of an Additional A321 Aircraft, the Additional A321 Aircraft Credit Memoranda will be [***] of the Additional A321 Aircraft. |
11 | ADDITIONAL A321 NEO AIRCRAFT [***] |
11.1 | In respect of each Additional A321 NEO Aircraft [***] that is sold by the Seller and purchased by the Buyer, the Seller will provide to the Buyer the following credits (collectively, the “Additional A321 NEO Aircraft Credit Memoranda”): |
11.2 | The Additional A321 NEO Aircraft Credit Memoranda are quoted at delivery conditions prevailing in the A320 Family Base Period ([***]) and will be adjusted in accordance with the Seller Price Revision Formula, [***] in accordance with Paragraph 9 of this Letter Agreement. |
11.3 | The Additional A321 NEO Credit Memoranda will be [***] of each Additional A321 NEO Aircraft [***], as applicable. The Additional A321 NEO Credit Memoranda will be [***]. Unless the Buyer gives the Seller notice to the contrary at least [***] before Delivery of the relevant Aircraft, the Additional A321 NEO Aircraft Credit Memoranda will be [***] of such Aircraft. |
12 | CONVERTED A321 LR AIRCRAFT |
12.1 | In respect of each Converted A321 LR Aircraft that is sold by the Seller and purchased by the Buyer, the Seller will provide to the Buyer the following credits (collectively, the “Converted A321 LR Aircraft Credit Memoranda”): |
12.2 | The Converted A321 LR Aircraft Credit Memoranda are quoted at delivery conditions prevailing in the A320 Family Base Period ([***]) and will be adjusted in accordance with the Seller Price Revision Formula, [***] in accordance with Paragraph 9 of this Letter Agreement. |
12.3 | The Converted A321 LR Aircraft Credit Memoranda will be [***] of each Converted A321 LR Aircraft. The Converted A321 LR Credit Memoranda will be [***]. Unless the Buyer gives the Seller notice to the contrary at least [***] before Delivery of the relevant Aircraft, the Converted A321 LR Credit Memoranda will be [***] of such Aircraft. |
12.4 | The Seller shall grant the Buyer for each Converted A321 LR Aircraft a goods and services credit memorandum to support the Converted A321 LR Aircraft entry into service (the “A321 LR G+S Credit Memorandum”) amounting to: |
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28 | ADMINISTRATION OF CREDITS |
30 | ASSIGNMENT |
32 | COUNTERPARTS |
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1 | PREDELIVERY PAYMENTS |
1.1 | For each [***] Aircraft (excluding all Incremental A321 Aircraft and all Converted [***] Aircraft), Clauses 5.3.2 and 5.3.3 of the Agreement are deleted in their entirety and replaced by Clauses 5.3.2 and 5.3.3 below between the QUOTE and UNQUOTE: |
5.3.2 | The Predelivery Payment Reference Price for a [***] Aircraft to be delivered in [***] is determined in accordance with the following formula: |
5.3.3 | Predelivery Payments will be paid according to the following schedule. |
Payment Date | Percentage of Predelivery Payment Reference Price | |
1st Payment | [***] | [***] |
2nd Payment | [***] | [***] |
3rd Payment | [***] | [***] |
______________________________________________________ | ||
TOTAL PAYMENT PRIOR TO DELIVERY | [***] |
1.2 | For each NEO Aircraft (excluding all Incremental A321 NEO Aircraft, all Converted A321 NEO Aircraft, all Additional A321 NEO Aircraft, all [***], all A321 LR Aircraft [***]), Clauses 5.3.2 and 5.3.3 of the Agreement are deleted in their entirety and replaced by Clauses 5.3.2 and 5.3.3 below between the QUOTE and UNQUOTE: |
Payment Date | Percentage of Predelivery Payment Reference Price | |
1st Payment | [***] | [***] |
2nd Payment | [***] | [***] |
3rd Payment | [***] | [***] |
______________________________________________________ | ||
TOTAL PAYMENT PRIOR TO DELIVERY | [***] |
1.3 | For each Incremental A321 Aircraft and each Converted [***] Aircraft, Clauses 5.3.2 and 5.3.3 of the Agreement are deleted in their entirety and replaced by Clauses 5.3.2 and 5.3.3 below between the QUOTE and UNQUOTE: |
5.3.2 | The Predelivery Payment Reference Price for an Incremental A321 Aircraft or a Converted [***] Aircraft to be delivered in [***] is determined in accordance with the following formula: |
5.3.3 | Predelivery Payments will be paid according to the following schedule. |
Payment Date | Percentage of Predelivery Payment Reference Price | |
1st Payment | [***] | [***] |
2nd Payment | [***] | [***] |
3rd Payment | [***] | [***] |
______________________________________________________ | ||
TOTAL PAYMENT PRIOR TO DELIVERY | [***] |
1.4 | For each Incremental A321 NEO Aircraft and each Converted A321 NEO Aircraft, Clauses 5.3.2 and 5.3.3 of the Agreement are deleted in their entirety and replaced by Clauses 5.3.2 and 5.3.3 below between the QUOTE and UNQUOTE: |
Payment Date | Percentage of Predelivery Payment Reference Price | |
1st Payment | [***] | [***] |
2nd Payment | [***] | [***] |
3rd Payment | [***] | [***] |
______________________________________________________ | ||
TOTAL PAYMENT PRIOR TO DELIVERY | [***] |
1.5 | For each Additional A321 Aircraft, Clauses 5.3.2 and 5.3.3 of the Agreement are deleted in their entirety and replaced by Clauses 5.3.2 and 5.3.3 below between the QUOTE and UNQUOTE: |
5.3.2 | The Predelivery Payment Reference Price for an Additional A321 Aircraft to be delivered in [***] is determined in accordance with the following formula: |
5.3.3 | Predelivery Payments will be paid according to the following schedule. |
Payment Date | Percentage of Predelivery Payment Reference Price | |
1st Payment | [***] | [***] |
2nd Payment | [***] | [***] |
3rd Payment | [***] | [***] |
4th Payment | [***] | [***] |
______________________________________________________ | ||
TOTAL PAYMENT PRIOR TO DELIVERY | [***] |
1.6 | For each Additional A321 NEO Aircraft [***], Clauses 5.3.2 and 5.3.3 of the Agreement are deleted in their entirety and replaced by Clauses 5.3.2 and 5.3.3 below between the QUOTE and UNQUOTE: |
Payment Date | Percentage of Predelivery Payment Reference Price | |
1st Payment | [***] | [***] |
2nd Payment | [***] | [***] |
3rd Payment | [***] | [***] |
4th Payment | [***] | [***] |
______________________________________________________ | ||
TOTAL PAYMENT PRIOR TO DELIVERY | [***] |
1.7 | [***] for each such Converted A321 LR Aircraft Clauses 5.3.2 and 5.3.3 of the Agreement are deleted in their entirety and replaced by Clauses 5.3.2 and 5.3.3 below between the QUOTE and UNQUOTE: |
Payment Date | Percentage of Predelivery Payment Reference Price | |
1st Payment | [***] | [***] |
2nd Payment | [***] | [***] |
3rd Payment | [***] | [***] |
4th Payment | [***] | [***] |
______________________________________________________ | ||
TOTAL PAYMENT PRIOR TO DELIVERY | [***] |
1.8 | [***] |
2. | PDP DEFERRAL |
5.3.5 | [***] |
4 | ASSIGNMENT |
5 | CONFIDENTIALITY |
6 | COUNTERPARTS |
2 | [***] |
2.1 | INTENTIONALLY LEFT BLANK |
2.3.1 | Intentionally Left Blank |
2.3.3 | The A321 NEO Aircraft SCN List, as set forth in Appendix 4 to this Letter Agreement, is hereby incorporated into the Agreement and shall also apply to the Incremental A321 NEO Aircraft, Additional A321 NEO Aircraft [***]. |
2.3.4 | The A321 LR Aircraft SCN List, as set forth in Appendix 5 to this Letter Agreement, is hereby incorporated into the Agreement. |
2.3.5 | [***] |
2.3.7 | Clause 2.1.2(iv) is hereby added to the Agreement to read as set forth in the following quoted text: |
2.3.7 | Intentionally left blank |
2.3.2 | The A320 NEO Airframe will be equipped with either a set of two (2) (i) CFMI LEAP-1A26 engines with an AET of 26,600 lbf or (ii) PW1127G-JM engines with an AET of 26,800 lbf (each, the “A320 NEO Propulsion System”). |
2.3.4 | The A321 NEO Airframe will be equipped with either a set of two (2) (i) CFM LEAP-1A32 engines with an AET of 32,100 lbf or (ii) PW1133G-JM engines with an AET of 32,700 lbf (each, the “A321 NEO Propulsion System”). |
2.3.8 | The A321 LR Airframe will be equipped with either a set of two (2) (i) CFM LEAP-1A33 engines with an AET of 32,900 lbf or (ii) PW1133G-JM engines with an AET of 32,700 lbf (each, the “A321 LR Propulsion System”). |
3.6 | CFM has informed the Seller of its intention to change the original development engine designation of all LEAP-X1A Propulsion Systems to LEAP-1A, and IAE LLC has informed the Seller of its intention to change the original development engine designation of all PW1100G Propulsion Systems to PW1100G-JM. |
4.1 | New Clauses 3.1.13 and 3.1.14 are added to the Agreement to read as follows in the quoted text: |
3.1.13 | The “Base Price of the A321 LR Airframe” is the sum of the following base prices: |
(i) | the base price of the A321 LR Airframe as defined in the A321 NEO Standard Specification including nacelles and thrust reversers, the transatlantic package with [***] ACTs, [***] MTOW as per Clause 2.1.1 (vii) and excluding Buyer Furnished Equipment, which is: |
(ii) | Intentionally left blank |
(iii) | the sum of the base prices of any and all SCNs set forth in Appendix 5 to this Letter Agreement No.3, which is: |
(iv) | the base price of the Master Charge Engine, which is applicable if a CFM LEAP Propulsion System is selected, which is: |
3.1.14 | The A321 LR Airframe Base Price has been established in accordance with the average economic conditions prevailing in the A320 Family Base Period. |
4.2 | New Clauses 3.2.5, 3.2.6 and 3.2.7 are added to the Agreement to read as follows in the quoted text: |
3.2.5 | Intentionally Left Blank |
3.2.6 | (i) the base price of a set of two (2) CFM LEAP-1A24 engines (the “CFM LEAP 1A24 Propulsion System” is |
(ii) | the base price of a set of two (2) CFM LEAP-1A32 engines (the “CFM LEAP 1A32 Propulsion System”) is |
(iii) | the base price of a set of two (2) CFM LEAP-1A33 engines (the “CFM LEAP 1A33 Propulsion System”) is |
3.2.7 | (i) the base price of a set of two (2) PW1124G-JM engines (the “PW1124G-JM Propulsion System”) is |
(ii) | the base price of a set of two (2) PW1133G-JM engines (the “PW1133G-JM Propulsion System”) is |
4.3 | [***] |
5.1 | The Predelivery Payments for [***] Aircraft (excluding [***], is as set forth in Clause 5.3 of the Agreement as modified by Paragraphs 1.1 and 2 of Letter Agreement No. 2 to the Agreement. |
5.2 | The Predelivery Payments for NEO Aircraft (excluding the Incremental A321 NEO Aircraft, [***], Additional A321 NEO Aircraft, [***], A321 LR Aircraft [***]) is as set forth in Clause 5.3 of the Agreement as modified by Paragraphs 1.2 and 2 of Letter Agreement No. 2 to the Agreement. |
5.3 | The Predelivery Payments for [***] [***] Incremental A321 Aircraft, is as set forth in Clause 5.3 of the Agreement as modified by Paragraphs 1.3 and 2 of Letter Agreement No. 2 to the Agreement. |
5.4 | The Predelivery Payments for Incremental A321 NEO Aircraft [***] is as set forth in Clause 5.3 of the Agreement as modified by Paragraphs 1.4 and 2 of Letter Agreement No. 2 to the Agreement. |
5.5 | The Predelivery Payments for Additional A321 Aircraft is as set forth in Clause 5.3 of the Agreement as modified by Paragraphs 1.5 and 2 of Letter Agreement No. 2 to the Agreement. |
5.6 | The Predelivery Payments for Additional A321 NEO Aircraft [***] is as set forth in Clause 5.3 of the Agreement as modified by Paragraphs 1.6 and 2 of Letter Agreement No. 2 to the Agreement. |
5.7 | The Predelivery Payments for A321 LR Aircraft is as set forth in Clause 5.3 of the Agreement as modified by Paragraphs 1.7 and 2 of Letter Agreement No. 2 to the Agreement. |
5.8 | [***] |
5.10 | The purchase incentives applicable to the Additional A321 Aircraft are set forth in Paragraph 10 of Letter Agreement No. 1 to the Agreement. |
5.11 | The purchase incentives applicable to the A321 NEO Aircraft (excluding Additional A321 NEO Aircraft [***] and Incremental A321 NEO Aircraft are set forth in Paragraph 6 of Letter Agreement No. 1 to the Agreement. |
5.12 | The purchase incentives applicable to the Additional A321 NEO Aircraft [***] are set forth in Paragraph 11 of Letter Agreement No. 1 to the Agreement. |
5.13 | The purchase incentives applicable to the [***] are set forth in Paragraph 12 of Letter Agreement No. 1 to the Agreement. |
5.14 | [***] |
5.15 | The [***] applicable to the A321 NEO Aircraft, the A321 LR Aircraft [***] is set forth in Paragraph 9 of Letter Agreement No. 1 to the Agreement. |
6.1 | Notwithstanding the Delivery Schedule set forth in Clause 9.1 of the Agreement, [***] |
6.2 | If the Seller exercises its right pursuant to Paragraph 6.1 above, [***] |
6.3 | Between [***] and [***], the [***]. |
6.4 | Predelivery Payments received for any NEO Aircraft [***] pursuant to Paragraphs 6.1 or 6.3 above, [***]. |
8 | ASSIGNMENT |
JETBLUE A321NEO CUSTOMIZATION BUDGET PROPOSAL | ||||||
Based on A321-200NX Standard Specification Issue 1.0 dated 22 April 2016 | ||||||
A321neo Aircraft | ||||||
A321-200 NEO | ||||||
ATA | TITLE | SCN Budget $[***] per aircraft | Estimated BFE Budget $[***] per aircraft | Comments | ||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | [***] | ||
[***] | [***] | [***] | [***] | [***] | ||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | [***] | ||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | [***] | ||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | [***] | ||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | |||
[***] | [***] | [***] | [***] | [***] | ||
[***] | [***] | [***] | [***] | [***] | ||
[***] | [***] | [***] | [***] | |||
TOTAL OF SCNS AND ESTIMATED BFE BUDGET – [***] PER AIRCRAFT(***) | [***] | [***] | ||||
(*) : [***] | ||||||
(**) Airbus Equivalent Thrust (AET) definition: Mach number 0.25 /ISA+15°C/ sea level thrust divided by 0.8 (representative of sea level aircraft performance). | ||||||
(***): [***] |
A321LR | ||||
Customisation SCN budget | ||||
JETBLUE AIRWAYS CORPORATION | ||||
Based on A321-200NX Standard Specification 1.0 dated 22nd April 2016 | ||||
EPAC/TDU | Title | Estimated SCN budget Price (USD) per [***] | Comments | |
ATA 02 CERTIFICATION - EXTERNAL LIVERY | ||||
[***] | [***] | [***] | [***] | |
[***] | [***] | [***] | [***] | |
[***] | [***] | [***] | [***] | |
[***] | [***] | [***] | [***] | |
[***] | [***] | [***] | [***] | |
[***] | [***] | [***] | [***] | |
[***] | [***] | [***] | [***] | |
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[***] | [***] | [***] | [***] | |
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TOTAL SCN budget(**) per [***] | $[***] | ||
(*) Airbus Equivalent Thrust (AET) definition: Mach number 0.25 /ISA+15°C/ sea level thrust divided by 0.8 (representative of sea level aircraft performance). | |||
[***] |
Three Months Ended September 30, | Nine Months Ended September 30, | ||||||||||||||
2018 | 2017 | 2018 | 2017 | ||||||||||||
Earnings: | |||||||||||||||
(Loss) income before income taxes | $ | 68 | $ | 297 | $ | 18 | $ | 743 | |||||||
Less: Capitalized interest | (2 | ) | (3 | ) | (7 | ) | (7 | ) | |||||||
Add: | |||||||||||||||
Fixed charges | 47 | 48 | 132 | 144 | |||||||||||
Amortization of capitalized interest | 1 | 1 | 4 | 4 | |||||||||||
Adjusted (loss) earnings(2) | $ | 114 | $ | 343 | $ | 147 | $ | 884 | |||||||
Fixed charges: | |||||||||||||||
Interest expense | $ | 22 | $ | 22 | $ | 64 | $ | 69 | |||||||
Amortization of debt costs | 1 | 1 | 3 | 3 | |||||||||||
Rent expense representative of interest | 24 | 25 | 65 | 72 | |||||||||||
Total fixed charges | $ | 47 | $ | 48 | $ | 132 | $ | 144 | |||||||
Ratio of (losses) earnings to fixed charges(1)(2) | 2.43 | 7.20 | 1.11 | 6.13 | |||||||||||
1. | I have reviewed this Quarterly Report on Form 10-Q of JetBlue Airways Corporation; |
2. | Based on my knowledge, this report does not contain any untrue statement of a material fact or omit to state a material fact necessary to make the statements made, in light of the circumstances under which such statements were made, not misleading with respect to the period covered by this report; |
3. | Based on my knowledge, the financial statements, and other financial information included in this report, fairly present in all material respects the financial condition, results of operations and cash flows of the registrant as of, and for, the periods presented in this report; |
4. | The registrant’s other certifying officer and I are responsible for establishing and maintaining disclosure controls and procedures (as defined in Exchange Act Rules 13a-15(e) and 15d-15(e)) and internal control over financial reporting (as defined in Exchange Act Rules 13a-15(f) and 15d-15(f)) for the registrant and have: |
a) | designed such disclosure controls and procedures, or caused such disclosure controls and procedures to be designed under our supervision, to ensure that material information relating to the registrant, including its consolidated subsidiaries, is made known to us by others within those entities, particularly during the period in which this report is being prepared; |
b) | designed such internal control over financial reporting, or caused such internal control over financial reporting to be designed under our supervision, to provide reasonable assurance regarding the reliability of financial reporting and the preparation of financial statements for external purposes in accordance with generally accepted accounting principles; |
c) | evaluated the effectiveness of the registrant’s disclosure controls and procedures and presented in this report our conclusions about the effectiveness of the disclosure controls and procedures, as of the end of the period covered by this report based on such evaluation; and |
d) | disclosed in this report any change in the registrant’s internal control over financial reporting that occurred during the registrant’s most recent fiscal quarter (the registrant’s fourth fiscal quarter in the case of an annual report) that has materially affected, or is reasonably likely to materially affect, the registrant’s internal control over financial reporting; and |
5. | The registrant’s other certifying officer and I have disclosed, based on our most recent evaluation of internal control over financial reporting, to the registrant’s auditors and the audit committee of the registrant’s board of directors (or persons performing the equivalent functions): |
a) | all significant deficiencies and material weaknesses in the design or operation of internal control over financial reporting which are reasonably likely to adversely affect the registrant’s ability to record, process, summarize and report financial information; and |
b) | any fraud, whether or not material, that involves management or other employees who have a significant role in the registrant’s internal control over financial reporting. |
Date: | October 26, 2018 | By: | /s/ ROBIN HAYES | |
Chief Executive Officer |
1. | I have reviewed this Quarterly Report on Form 10-Q of JetBlue Airways Corporation; |
2. | Based on my knowledge, this report does not contain any untrue statement of a material fact or omit to state a material fact necessary to make the statements made, in light of the circumstances under which such statements were made, not misleading with respect to the period covered by this report; |
3. | Based on my knowledge, the financial statements, and other financial information included in this report, fairly present in all material respects the financial condition, results of operations and cash flows of the registrant as of, and for, the periods presented in this report; |
4. | The registrant’s other certifying officer and I are responsible for establishing and maintaining disclosure controls and procedures (as defined in Exchange Act Rules 13a-15(e) and 15d-15(e)) and internal control over financial reporting (as defined in Exchange Act Rules 13a-15(f) and 15d-15(f)) for the registrant and have: |
a) | designed such disclosure controls and procedures, or caused such disclosure controls and procedures to be designed under our supervision, to ensure that material information relating to the registrant, including its consolidated subsidiaries, is made known to us by others within those entities, particularly during the period in which this report is being prepared; |
b) | designed such internal control over financial reporting, or caused such internal control over financial reporting to be designed under our supervision, to provide reasonable assurance regarding the reliability of financial reporting and the preparation of financial statements for external purposes in accordance with generally accepted accounting principles; |
c) | evaluated the effectiveness of the registrant’s disclosure controls and procedures and presented in this report our conclusions about the effectiveness of the disclosure controls and procedures, as of the end of the period covered by this report based on such evaluation; and |
d) | disclosed in this report any change in the registrant’s internal control over financial reporting that occurred during the registrant’s most recent fiscal quarter (the registrant’s fourth fiscal quarter in the case of an annual report) that has materially affected, or is reasonably likely to materially affect, the registrant’s internal control over financial reporting; and |
5. | The registrant’s other certifying officer and I have disclosed, based on our most recent evaluation of internal control over financial reporting, to the registrant’s auditors and the audit committee of the registrant’s board of directors (or persons performing the equivalent functions): |
a) | all significant deficiencies and material weaknesses in the design or operation of internal control over financial reporting which are reasonably likely to adversely affect the registrant’s ability to record, process, summarize and report financial information; and |
b) | any fraud, whether or not material, that involves management or other employees who have a significant role in the registrant’s internal control over financial reporting. |
Date: | October 26, 2018 | By: | /s/ STEVE PRIEST | ||
Chief Financial Officer |
Date: | October 26, 2018 | By: | /s/ ROBIN HAYES | ||
Chief Executive Officer | |||||
Date: | October 26, 2018 | By: | /s/ STEVE PRIEST | ||
Chief Financial Officer | |||||
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Document and Entity Information |
9 Months Ended |
---|---|
Sep. 30, 2018
shares
| |
Document And Entity Information [Abstract] | |
Entity Registrant Name | JETBLUE AIRWAYS CORP |
Entity Central Index Key | 0001158463 |
Current Fiscal Year End Date | --12-31 |
Entity Filer Category | Large Accelerated Filer |
Document Type | 10-Q |
Document Period End Date | Sep. 30, 2018 |
Document Fiscal Year Focus | 2018 |
Document Fiscal Period Focus | Q3 |
Amendment Flag | false |
Entity Common Stock, Shares Outstanding | 304,786,233 |
Entity Current Reporting Status | Yes |
Entity Emerging Growth Company | false |
Entity Small Business | false |
Condensed Consolidated Balance Sheets (Parenthetical) - USD ($) shares in Millions, $ in Millions |
Sep. 30, 2018 |
Dec. 31, 2017 |
---|---|---|
Statement of Financial Position [Abstract] | ||
Allowance for doubtful accounts receivable | $ 2 | $ 1 |
Inventory Valuation Reserves | $ 16 | $ 14 |
Preferred stock, par value | $ 0.01 | $ 0.01 |
Preferred stock, shares authorized | 25 | 25 |
Preferred stock, shares issued | 0 | 0 |
Common stock, par value | $ 0.01 | $ 0.01 |
Common stock, shares authorized | 900 | 900 |
Common stock, shares issued | 421 | 418 |
Common stock, shares, outstanding | 305 | 321 |
Treasury stock, shares | 116 | 97 |
Consolidated Statements of Comprehensive Income (Unaudited) - USD ($) $ in Millions |
3 Months Ended | 9 Months Ended | ||
---|---|---|---|---|
Sep. 30, 2018 |
Sep. 30, 2017 |
Sep. 30, 2018 |
Sep. 30, 2017 |
|
Statement of Comprehensive Income [Abstract] | ||||
NET INCOME | $ 50 | $ 181 | $ 19 | $ 470 |
Changes in fair value of derivative instruments, net of reclassifications into earnings (net of $0 and $1 of taxes in 2018 and 2017, respectively) | 1 | 4 | 1 | (9) |
Other Comprehensive Income (Loss), Tax, Portion Attributable to Parent | 0 | 1 | 0 | (7) |
Total other comprehensive income | 1 | 4 | 1 | (9) |
COMPREHENSIVE INCOME | $ 51 | $ 185 | $ 20 | $ 461 |
Summary of Significant Accounting Policies (Notes) |
9 Months Ended | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Sep. 30, 2018 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Accounting Policies [Abstract] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Summary of Significant Accounting Policies | Summary of Significant Accounting Policies Basis of Presentation JetBlue Airways Corporation, or JetBlue, provides air transportation services across the United States, the Caribbean and Latin America. Our condensed consolidated financial statements include the accounts of JetBlue and our subsidiaries which are collectively referred to as “we” or the “Company”. All majority-owned subsidiaries are consolidated on a line by line basis, with all intercompany transactions and balances being eliminated. These condensed consolidated financial statements and related notes should be read in conjunction with our 2017 audited financial statements included in our Annual Report on Form 10-K for the year ended December 31, 2017, or our 2017 Form 10-K. These condensed consolidated financial statements are unaudited and have been prepared by us following the rules and regulations of the Securities and Exchange Commission, or the SEC. In our opinion they reflect all adjustments, including normal recurring items, that are necessary to present fairly the results for interim periods. Certain information and footnote disclosures normally included in financial statements prepared in accordance with generally accepted accounting principles in the U.S., or GAAP, have been condensed or omitted as permitted by such rules and regulations; however, we believe that the disclosures are adequate to make the information presented not misleading. Due to seasonal variations in the demand for air travel, the volatility of aircraft fuel prices and other factors, our operating results for the periods presented herein are not necessarily indicative of the results that may be expected for other interim periods or the entire fiscal year. We recast financial information previously filed under Accounting Standards Codification, or ASC, Topic 605, Revenue Recognition for the periods presented to reflect the full retrospective method of transition to Accounting Standards Update, or ASU, 2014-09, Revenue from Contracts with Customers. Refer to Note 2 - Revenue Recognition for more information. Investment securities Investment securities consist of available-for-sale investment securities and held-to-maturity investment securities. We use a specific identification method to determine the cost of the securities when they are sold. Held-to-maturity investment securities. The contractual maturities of the held-to-maturity investments we held as of September 30, 2018 were not greater than 24 months. We did not record any significant gains or losses on these securities during the three and nine months ended September 30, 2018 or 2017. The estimated fair value of these investments approximated their carrying value as of September 30, 2018 and December 31, 2017, respectively. The carrying values of investment securities consisted of the following at September 30, 2018 and December 31, 2017 (in millions):
Recent Accounting Pronouncements In May 2014, the Financial Accounting Standards Board, or FASB, issued ASU 2014-09, Revenue from Contracts with Customers (Topic 606) of the FASB Codification, or Codification, which supersedes existing revenue recognition guidance. Under the new standard, a company will recognize revenue when it transfers goods or services to customers in an amount that reflects the consideration to which the company expects to be entitled in exchange for those goods or services. We adopted the requirements of ASU 2014-09 as of January 1, 2018 utilizing the full retrospective method of transition. We recorded a $48 million cumulative adjustment to retained earnings as of January 1, 2016, the beginning of the retrospective reporting period, for the impacts of the new accounting standard. The adoption of the new standard did not have a significant impact on our earnings. For JetBlue, the most significant impact of the new standard relates to the accounting for our TrueBlue® Loyalty Program. The new standard eliminated the incremental cost method for loyalty program accounting which we previously used. As a result, we revalued the liability for points earned on qualifying JetBlue purchases using a relative fair value approach. The application of a relative fair value approach increased our air traffic liability by approximately $286 million, net of breakage, as of the beginning of the retrospective reporting period. In addition, we had a liability for outstanding points that were earned in conjunction with our previous co-branded credit card agreement that had been recorded using the residual method. The new standard does not permit the use of the residual method for this contract and instead, the transaction price is now allocated to the performance obligations on a relative selling price basis. This change decreased the relative value allocated to the transportation performance obligation and resulted in a decrease of $159 million, net of breakage, to the liability as of the beginning of the retrospective reporting period. The standard also resulted in a change in the timing and classification of our revenue recognition for certain ancillary fees directly related to passenger tickets. As a result, we reclassified $124 million and $352 million from other revenue under the prior presentation to passenger revenue for the three and nine months ended September 30, 2017, respectively. Refer to Note 2 - Revenue Recognition for more information. During the first quarter of 2018, we adopted ASU 2016-18, Statement of Cash Flows (Topic 230), Restricted Cash of the Codification. The update clarified how entities should present restricted cash and restricted cash equivalents in the statement of cash flows. ASU 2016-18 requires entities to show the changes in the total of cash, cash equivalents, restricted cash and restricted cash equivalents in the statement of cash flows. As a result, entities will no longer present transfers between cash and cash equivalents and restricted cash and restricted cash equivalents in the statement of cash flows. Our condensed consolidated statement of cash flows for the nine months ended September 30, 2017 reflects retrospective application. Our cash and cash equivalents include short-term, highly liquid investments which are readily convertible into cash. These investments include money market securities and commercial paper with maturities of three months or less when purchased. Our restricted cash primarily consists of security deposits, funds held in escrow for estimated workers' compensation obligations and performance bonds for aircraft and facility leases. During the first quarter of 2018, we adopted ASU 2016-01, Financial Instruments-Overall (Topic 825) of the Codification. The update made several changes, including the elimination of the available-for-sale classification of equity investments, and requires equity investments with readily determinable fair values to be measured at fair value with changes in fair value recognized in earnings. For equity investments without readily determinable fair values, the standard provides an alternative which allows entities to measure these investments at cost, less any impairment, adjusted for changes from observable price changes in orderly transactions for identifiable or similar investments of the same issuer. Our wholly-owned subsidiary, JetBlue Technology Ventures, LLC, or JTV, has several equity investments in emerging companies which do not have readily determinable fair values. These investments were accounted for at cost during 2017. Under the updated standard, these investments are now accounted for using the measurement alternative. As of September 30, 2018, the carrying amount of these investments was $23 million. In August 2017, the FASB issued ASU 2017-12, Derivatives and Hedging (Topic 815): Targeted Improvements to Accounting for Hedging Activities. The update expands the activities that qualify for hedge accounting and simplifies the rules for reporting hedging relationships. ASU 2017-12 is effective for annual reporting periods beginning after December 15, 2018, with early adoption permitted. We elected to early adopt this update prospectively as of January 1, 2018. Our adoption of this update had no impact to the Company's financial results. In February 2016, the FASB issued ASU 2016-02, Leases (Topic 842) of the Codification. Under ASU 2016-02, a lessee will recognize liabilities for lease payments and right-of-use assets representing its right to use the underlying asset for the lease term. While we are still evaluating the full impact of adopting the amendments on our consolidated financial statements and disclosures, we believe the adoption will have a significant impact on our Consolidated Balance Sheets. However, we do not expect ASU 2016-02 to have a significant impact to our Consolidated Statements of Operations. The amendments are effective for fiscal years beginning after December 15, 2018 and include interim periods within those fiscal years. In July 2018, the FASB issued ASU 2018-10, Codification Improvements to Topic 842, Leases which clarifies, corrects or consolidates authoritative guidance issued in ASU 2016-02 and is effective upon adoption of ASU 2016-02. In July 2018, the FASB issued ASU 2018-11, Targeted Improvements, which provides an optional transition method that allows entities to elect to apply the standard prospectively at its effective date, versus recasting the prior periods presented. If elected, an entity would recognize a cumulative effect adjustment to the opening balance of retained earnings in the period of adoption. We are currently evaluating the transition method. In August 2018, the FASB issued ASU 2018-13, Fair Value Measurement (Topic 820): Disclosure Framework - Changes to the Disclosure Requirements for Fair Value Measurement. The update eliminates, adds, and modifies certain disclosure requirements for fair value measurements. ASU 2018-13 is effective for annual reporting periods beginning after December 15, 2019, with early adoption permitted of the entire standard or only the provisions that eliminate or modify disclosure requirements. We are still evaluating the full impact of adopting the amendments on our consolidated financial statements. In August 2018, the FASB issued ASU 2018-15, Intangibles—Goodwill and Other— Internal-Use Software (Subtopic 350-40): Customer’s Accounting for Implementation Costs Incurred in a Cloud Computing Arrangement That Is a Service Contract. The update provides guidance for determining if a cloud computing arrangement is within the scope of internal-use software guidance, and would require capitalization of certain implementation costs. ASU 2018-15 is effective for annual reporting periods beginning after December 15, 2019, with early adoption permitted. We are still evaluating the full impact of adopting the amendments on our consolidated financial statements. |
Long-term Debt and Short-term Borrowings (Notes) |
9 Months Ended | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Sep. 30, 2018 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Debt Disclosure [Abstract] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Long-term Debt, Short-term Borrowings, and Capital Lease Obligations | Long Term Debt, Short Term Borrowings, and Capital Lease Obligations During the nine months ended September 30, 2018, we made scheduled principal payments of $178 million on our outstanding long-term debt and capital lease obligations. During the nine months ended September 30, 2018, we issued $445 million in fixed rate equipment notes due through 2028, which are secured by eight Airbus A320 aircraft and nine Airbus A321 aircraft; we also issued $95 million in floating rate equipment notes due through 2028, which are secured by four Airbus A320 aircraft and one Airbus A321 aircraft. We have pledged aircraft, engines, other equipment and facilities as security under various loan agreements with a net book value of $2.7 billion at September 30, 2018. As of September 30, 2018, we owned, free of encumbrance, 70 Airbus A320 aircraft, 40 Airbus A321 aircraft, one Embraer E190 aircraft, and 44 spare engines. At September 30, 2018, scheduled maturities of all of our long-term debt and capital lease obligations were $43 million for the remainder of 2018, $279 million in 2019, $246 million in 2020, $234 million in 2021, $210 million in 2022 and $556 million thereafter. The carrying amounts and estimated fair values of our long-term debt at September 30, 2018 and December 31, 2017 were as follows (in millions):
(1) Total excludes capital lease obligations of $110 million for September 30, 2018 and $124 million for December 31, 2017. The estimated fair values of our publicly held long-term debt are classified as Level 2 in the fair value hierarchy. The fair values of our enhanced equipment notes and our special facility bonds were based on quoted market prices in markets with low trading volumes. The fair value of our non-public debt was estimated using a discounted cash flow analysis based on our borrowing rates for instruments with similar terms and therefore classified as Level 3 in the fair value hierarchy. The fair values of our other financial instruments approximate their carrying values. Refer to Note 8 - Fair Value for an explanation of the fair value hierarchy structure. We have financed certain aircraft with Enhanced Equipment Trust Certificates, or EETCs. One of the benefits of this structure is being able to finance several aircraft at one time, rather than individually. The structure of EETC financing is that we create pass-through trusts in order to issue pass-through certificates. The proceeds from the issuance of these certificates are then used to purchase equipment notes which are issued by us and are secured by our aircraft. These trusts meet the definition of a variable interest entity, or VIE, as defined in the Consolidations topic of the Codification, and must be considered for consolidation in our condensed consolidated financial statements. Our assessment of our EETCs considers both quantitative and qualitative factors including the purpose for which these trusts were established and the nature of the risks in each. The main purpose of the trust structure is to enhance the credit worthiness of our debt obligation through certain bankruptcy protection provisions, liquidity facilities and lower our total borrowing cost. We concluded that we are not the primary beneficiary in these trusts because our involvement in them is limited to principal and interest payments on the related notes, the trusts were not set up to pass along variability created by credit risk to us and the likelihood of our defaulting on the notes. Therefore, we have not consolidated these trusts in our condensed consolidated financial statements. Short-term Borrowings Citibank Line of Credit We have a revolving Credit and Guaranty Agreement with Citibank, N.A. as the administrative agent for up to approximately $425 million. The term of the facility runs through April 2021. Borrowings under the Credit and Guaranty Agreement bear interest at a variable rate equal to LIBOR, plus a margin. The Credit and Guaranty Agreement is secured by Slots at John F. Kennedy International Airport, LaGuardia Airport and Reagan National Airport as well as certain other assets. Slots are rights to take-off or land at a specific airport during a specific time period and are a means by which airport capacity and congestion can be managed. The Credit and Guaranty Agreement includes covenants that require us to maintain certain minimum balances in unrestricted cash, cash equivalents, and unused commitments available under revolving credit facilities. In addition, the covenants restrict our ability to, among other things, dispose of certain collateral, or merge, consolidate, or sell assets. As of and for the periods ended September 30, 2018 and December 31, 2017, we did not have a balance outstanding or borrowings under this line of credit. Morgan Stanley Line of Credit We have a revolving line of credit with Morgan Stanley for up to approximately $200 million. This line of credit is secured by a portion of our investment securities held by Morgan Stanley and the amount available to us under this line of credit may vary accordingly. This line of credit bears interest at a floating rate based upon LIBOR, plus a margin. As of and for the periods ended September 30, 2018 and December 31, 2017, we did not have a balance outstanding under this line of credit. |
Comprehensive Income (Notes) |
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Accumulated Other Comprehensive Income (Loss), Net of Tax [Abstract] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Accumulated Other Comprehensive Income | Accumulated Other Comprehensive Income (Loss) Comprehensive income (loss) includes changes in fair value of our aircraft fuel derivatives which qualify for hedge accounting. A rollforward of the amounts included in the accumulated other comprehensive income (loss), net of taxes for the three months ended September 30, 2018 and September 30, 2017 are as follows (in millions):
(1) Reclassified to aircraft fuel expense A rollforward of the amounts included in accumulated other comprehensive income (loss), net of taxes for the nine months ended September 30, 2018 and September 30, 2017 are as follows (in millions):
(1) Reclassified to aircraft fuel expense |
Earnings Per Share (Notes) |
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Earnings Per Share [Abstract] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Schedule of Earnings Per Share, Basic and Diluted | Earnings Per Share Basic earnings per share is calculated by dividing net income by the weighted average number of shares outstanding during the period. Diluted earnings per share is calculated similarly but includes potential dilution from restricted stock units, the Crewmember stock purchase plan, the exercise of stock options and any other potentially dilutive instruments using the treasury stock method. The following is a reconciliation of weighted average shares and a calculation of earnings per share (in millions, except per share amounts):
(1) As discussed in Note 1, we adopted ASC 606, Revenue from Contracts with Customers during the first quarter of 2018. The adoption of this standard impacted previously reported net income by approximately $2 million and $(5) million for the three and nine months ended September 30, 2017, respectively. On March 1, 2018, JetBlue entered into an accelerated share repurchase, or ASR, agreement with Goldman, Sachs & Co. ("GS&Co.") paying $125 million. The term of the ASR concluded on March 23, 2018. A total of 5.8 million shares, at an average price of $21.49 per share, were repurchased under the agreement. On May 24, 2018, JetBlue entered into an ASR agreement with Citibank, N.A. ("Citibank"), paying $125 million for an initial delivery of 5.3 million shares. The term of the ASR concluded on July 23, 2018 with Citibank delivering 1.3 million additional shares to JetBlue on July 25, 2018. A total of 6.6 million shares, at an average price of $18.85 per share, were repurchased under the agreement. On August 1, 2018, JetBlue entered into an ASR agreement with Barclays Bank PLC ("Barclays") paying $125 million. The term of the ASR concluded on September 28, 2018. A total of 6.7 million shares, at an average price of $18.69 per share, were repurchased under the agreement. On March 6, 2017, JetBlue entered into an ASR agreement with Barclays paying $100 million for an initial delivery of 4.1 million shares. The term of the Barclays ASR concluded on April 24, 2017 with Barclays delivering 0.8 million additional shares to JetBlue on April 27, 2017. A total of 4.9 million shares, at an average price of $20.23 per share, were repurchased under the agreement. On April 27, 2017, JetBlue entered into an ASR agreement with GS&Co., paying $150 million for an initial delivery of 5.4 million shares. The term of the GS&Co. ASR concluded on July 24, 2017 with GS&Co. delivering 1.4 million additional shares to JetBlue on July 27, 2017. A total of 6.8 million shares, at an average price of $21.99 per share, were repurchased under the agreement. |
Employee Retirement Plan (Notes) |
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Retirement Benefits [Abstract] | |
Compensation and Employee Benefit Plans [Text Block] | Crewmember Retirement Plan and Profit Sharing We sponsor a retirement savings 401(k) defined contribution plan, or the Plan, covering all of our Crewmembers where we match 100% of our Crewmembers' contributions up to 5% of their eligible wages. The contributions vest over five years and are measured from a Crewmember's hire date. Crewmembers are immediately vested in their voluntary contributions. Another component of the Plan is a Company discretionary contribution of 5% of eligible non-management Crewmember compensation, which we refer to as Retirement Plus. Retirement Plus contributions vest over three years and are measured from a Crewmember's hire date. Certain Federal Aviation Administration, or FAA, licensed Crewmembers receive an additional contribution of 3% of eligible compensation, which we refer to as Retirement Advantage. Our non-management Crewmembers are eligible to receive profit sharing, calculated as 10% of adjusted pre-tax income before profit sharing and special items up to a pre-tax margin of 18% with the result reduced by Retirement Plus contributions and the equivalent of Retirement Plus contributions for pilots. If JetBlue's resulting pre-tax margin exceeds 18%, non-management Crewmembers will receive 20% profit sharing above an 18% pre-tax margin. Effective August 1, 2018, pilots receive a non-elective Company contribution per the terms of the finalized collective bargaining agreement, in lieu of the above 401(k) Company matching contribution, Retirement Plus, and Retirement Advantage contributions. Refer to Note 6—Commitments and Contingencies for additional information. The Company's non-elective contribution of 15% of eligible pilot compensation vests after three years of service. Total 401(k) company match, Retirement Plus, Retirement Advantage, pilot retirement contribution, and profit sharing expensed for the three months ended September 30, 2018 and 2017 was $43 million and $49 million, respectively, while the total amount for the nine months ended September 30, 2018 and 2017 was $122 million and $143 million, respectively. |
Commitments and Contingencies (Notes) |
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Commitments and Contingencies Disclosure [Abstract] | |
Commitments and Contingencies Disclosure [Text Block] | Commitments and Contingencies Flight Equipment Commitments As of September 30, 2018, our firm aircraft orders consisted of 4 Airbus A321 aircraft and 85 Airbus A321 new engine option (A321neo) aircraft scheduled for delivery through 2024. On July 7, 2018, we entered into a memorandum of understanding, or MOU, with C Series Aircraft Limited Partnership (CSALP) to purchase 60 A220-300 aircraft, previously called the Bombardier CS300, and 60 options for the same aircraft type. The aircraft deliveries are expected in 2020 through 2025, with options through 2028. Expenditures for these aircraft and related flight equipment and engines, including estimated amounts for contractual price escalations and predelivery deposits, will be approximately $308 million for the remainder of 2018, $1.2 billion in 2019, $1.4 billion in 2020, $1.3 billion in 2021, $1.3 billion in 2022 and $3.1 billion thereafter. We are scheduled to receive 4 new Airbus A321 aircraft during the remainder of 2018. During the third quarter of 2018, we also reshaped our Airbus order book by converting our order of 25 A320neo aircraft to A321neo and adjusting the timing of future deliveries. Other Commitments We utilize several credit card processors to process our ticket sales. Our agreements with these processors do not contain covenants, but do generally allow the processor to withhold cash reserves to protect the processor from potential liability for tickets purchased, but not yet used for travel. While we currently do not have any collateral requirements related to our credit card processors, we may be required to issue collateral to our credit card processors, or other key business partners, in the future. As of September 30, 2018, we had approximately $31 million in assets serving as collateral for letters of credit relating to a certain number of our leases. These are included in restricted cash and expire at the end of the related lease terms. Additionally, we had approximately $28 million pledged related to our workers compensation insurance policies and other business partner agreements which will expire according to the terms of the related policies or agreements. In April 2014, the Air Line Pilots Association, or ALPA, was certified by the National Mediation Board, or NMB, as the representative body for JetBlue pilots after winning a representation election. We reached a final agreement for our first collective bargaining agreement which was ratified by the pilots in July 2018. The agreement is a four-year, renewable contract effective August 1, 2018 which included compensation, benefits, work rules and other policies. During the third quarter of 2018, we recorded one-time ratification bonus totaling $50 million to be allocated amongst the pilots as determined by ALPA. Refer to Note 10 - Special Items for additional information. In April 2018, JetBlue Inflight Crewmembers elected to be solely represented by the Transport Workers Union of America, or TWU. The NMB certified the TWU as the representative body for JetBlue Inflight Crewmembers and we are working with the TWU to reach a collective bargaining agreement. Except as noted above, our Crewmembers do not have third party representation. Legal Matters Occasionally, we are involved in various claims, lawsuits, regulatory examinations, investigations and other legal matters arising, for the most part, in the ordinary course of business. The outcome of litigation and other legal matters is always uncertain. The Company believes it has valid defenses to the legal matters currently pending against it, is defending itself vigorously and has recorded accruals determined in accordance with GAAP, where appropriate. In making a determination regarding accruals, using available information, we evaluate the likelihood of an unfavorable outcome in legal or regulatory proceedings to which we are a party and record a loss contingency when it is probable a liability has been incurred and the amount of the loss can be reasonably estimated. These subjective determinations are based on the status of such legal or regulatory proceedings, the merits of our defenses and consultation with legal counsel. Actual outcomes of these legal and regulatory proceedings may materially differ from our current estimates. It is possible that resolution of one or more of the legal matters currently pending or threatened could result in losses material to our consolidated results of operations, liquidity or financial condition. To date, none of these types of litigation matters, most of which are typically covered by insurance, has had a material impact on our operations or financial condition. We have insured and continue to insure against most of these types of claims. A judgment on any claim not covered by, or in excess of, our insurance coverage could materially adversely affect our financial condition or results of operations. |
Financial Derivative Instruments and Risk Management (Notes) |
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Derivative Instruments and Hedging Activities Disclosure [Abstract] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Financial Derivative Instruments and Risk Management | Financial Derivative Instruments and Risk Management As part of our risk management techniques, we periodically purchase over the counter energy derivative instruments and enter into fixed forward price agreements, or FFPs, to manage our exposure to the effect of changes in the price of aircraft fuel. Prices for the underlying commodities have historically been highly correlated to aircraft fuel, making derivatives of them effective at providing short-term protection against sharp increases in average fuel prices. We also periodically enter into jet fuel basis swaps for the differential between heating oil and jet fuel, to further limit the variability in fuel prices at various locations. We do not hold or issue any derivative financial instruments for trading purposes. Aircraft Fuel Derivatives We attempt to obtain cash flow hedge accounting treatment for each fuel derivative that we enter into. This treatment is provided for under the Derivatives and Hedging topic of the Codification which allows for gains and losses on the effective portion of qualifying hedges to be deferred until the underlying planned jet fuel consumption occurs, rather than recognizing the gains and losses on these instruments into earnings during each period they are outstanding. The effective portion of realized fuel hedging derivative gains and losses is recognized in aircraft fuel expense in the period during which the underlying fuel is consumed. Ineffectiveness occurs, in certain circumstances, when the change in the total fair value of the derivative instrument differs from the change in the value of our expected future cash outlays for the purchase of aircraft fuel. As discussed in Note 1 - Summary of Significant Accounting Policies, we early adopted ASU 2017-12 Derivatives and Hedging (Topic 815): Targeted Improvements to Accounting for Hedging Activities as of January 1, 2018. This update eliminated the requirement for companies to separately measure and record ineffectiveness after initial qualification. If a hedge does not qualify for hedge accounting, the periodic changes in its fair value are also recognized in interest income and other. When aircraft fuel is consumed and the related derivative contract settles, any gain or loss previously recorded in other comprehensive income is recognized in aircraft fuel expense. All cash flows related to our fuel hedging derivatives are classified as operating cash flows. Our current approach to fuel hedging is to enter into hedges on a discretionary basis without a specific target of hedge percentage needs. We view our hedge portfolio as a form of insurance to help mitigate the impact of price volatility and protect us against severe spikes in oil prices, when possible. The following table illustrates the approximate hedged percentages of our projected fuel usage by quarter as of September 30, 2018 related to our outstanding fuel hedging contracts that were designated as cash flow hedges for accounting purposes.
The table below reflects quantitative information related to our derivative instruments and where these amounts are recorded in our financial statements (dollar amounts in millions):
(1) Gross asset of each contract prior to consideration of offsetting positions with each counterparty and prior to the impact of collateral paid. Any outstanding derivative instrument exposes us to credit loss in connection with our fuel contracts in the event of nonperformance by the counterparties to our agreements, but we do not expect that any of our counterparties will fail to meet their obligations. The amount of such credit exposure is generally the fair value of our outstanding contracts for which we are in a receivable position. To manage credit risks we select counterparties based on credit assessments, limit our overall exposure to any single counterparty and monitor the market position with each counterparty. Some of our agreements require cash deposits from either JetBlue or our counterparty if market risk exposure exceeds a specified threshold amount. We have master netting arrangements with our counterparties allowing us the right of offset to mitigate credit risk in derivative transactions. The financial derivative instrument agreements we have with our counterparties may require us to fund all, or a portion of, outstanding loss positions related to these contracts prior to their scheduled maturities. The amount of collateral posted, if any, is periodically adjusted based on the fair value of the hedge contracts. Our policy is to offset the liabilities represented by these contracts with any cash collateral paid to the counterparties. The impact of offsetting derivative instruments is depicted below (in millions):
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Fair Value of Financial Instruments (Notes) |
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Fair Value Disclosures [Abstract] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Fair Value of Financial Instruments | Fair Value Under the Fair Value Measurements and Disclosures topic of the Codification, disclosures are required about how fair value is determined for assets and liabilities and a hierarchy for which these assets and liabilities must be grouped is established, based on significant levels of inputs as follows: Level 1 quoted prices in active markets for identical assets or liabilities; Level 2 quoted prices in active markets for similar assets and liabilities and inputs that are observable for the asset or liability; or Level 3 unobservable inputs for the asset or liability, such as discounted cash flow models or valuations. The determination of where assets and liabilities fall within this hierarchy is based upon the lowest level of input that is significant to the fair value measurement. The following is a listing of our assets and liabilities required to be measured at fair value on a recurring basis and where they are classified within the fair value hierarchy as of September 30, 2018 and December 31, 2017 (in millions):
Refer to Note 3 for fair value information related to our outstanding debt obligations as of September 30, 2018 and December 31, 2017. Cash Equivalents Our cash equivalents include money market securities and commercial paper which are readily convertible into cash, have maturities of 90 days or less when purchased and are considered to be highly liquid and easily tradable. These securities are valued using inputs observable in active markets for identical securities and are therefore classified as Level 1 within our fair value hierarchy. Available-For-Sale Investment Securities Included in our available-for-sale investment securities are U.S. Treasury bills, time deposits and debt securities. The U.S. Treasury bills are valued using inputs observable in active markets for identical securities and are therefore classified as Level 1 within the fair value hierarchy. The fair value of these instruments are based on observable inputs in non-active markets, which are therefore classified as Level 2 in the hierarchy. We did not record any significant gains or losses on these securities during the three and nine months ended September 30, 2018 and 2017. Aircraft Fuel Derivatives Our aircraft fuel derivatives include call option spreads and call options which are not traded on public exchanges. Heating oil and jet fuel are the products underlying these hedge contracts as they are highly correlated with the price of jet fuel. Their fair values are determined using a market approach based on inputs that are readily available from public markets for commodities and energy trading activities. Therefore, they are classified as Level 2 in the hierarchy. The data inputs are combined into quantitative models and processes to generate forward curves and volatilities related to the specific terms of the underlying hedge contracts. |
Special Items (Notes) |
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Property, Plant and Equipment [Abstract] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Unusual or Infrequent Items, or Both, Disclosure [Text Block] | Special Items The following is a listing of special items presented on our consolidated statements of operations:
(1) Embraer E190 fleet transition costs include a $319 million impairment charge of flight equipment and other property and equipment related to our June 2018 fleet review. The impairment was triggered by our decision to exit the Embraer E190 fleet and order 60 Airbus A220-300 aircraft, formerly known as the Bombardier CS300, for expected deliveries beginning in 2020 through 2025, with the option for 60 additional aircraft through 2028. We expect to transition owned Embraer E190 aircraft starting in 2020, with leased Embraer E190 aircraft expected to be returned as leases expire starting in 2023. We expect the transition to be completed by 2025. We believe this decision will provide financial and network advantages over the current Embraer E190 aircraft. We assessed our Embraer E190 asset group by comparing projected undiscounted cash flows over the remaining time period we expect to utilize the aircraft to the book value of the asset group and determined the book value was in excess of the cash flows. We estimated the fair value of our Embraer E190 asset group using third party valuations and considering specific circumstances of our fleet such as aircraft age, maintenance requirements and condition and therefore classified as Level 3 in the fair value hierarchy. We reassessed our Embraer E190 assets and adjusted the depreciable lives and salvage value to align with our expected transition dates. For the three months ended September 30, 2018, Embraer E190 fleet transition costs include certain contract termination costs associated with the transition. Recorded amounts represent our best estimate of these costs and are based upon current facts and assumptions; actual amounts may be materially different. Additional expenses may be recorded in future periods as we continue to work through the transition of the Embraer E190 fleet. (2) Union contract costs include the one-time $50 million ratification bonus and other negotiated contractual provisions related to our pilots collective bargaining agreement. |
Revenue Recognition (Notes) |
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Revenue from Contract with Customer [Text Block] | Revenue Recognition Passenger Revenue Passenger ticket and ancillary services are sold in advance of the performance of the travel and related services. We initially defer ticket sales, including deferred revenue on future travel and related services and for TrueBlue® points issued when travel services are provided, as air traffic liability. We allocate the transaction price to each performance obligation identified in a passenger ticket on a relative standalone selling price basis. Directly observable selling prices are available for travel segments and ancillary services. Standalone selling price for TrueBlue® points issued are discussed in the Loyalty Program section below. Passenger revenue, including certain ancillary fees directly related to passenger tickets, is recognized when the transportation is provided. Passenger revenue from unused tickets and passenger credits will be recognized in proportion to flown revenue based on estimates of expected expiration or when the likelihood of the Customer exercising his or her remaining rights becomes remote. Taxes that we are required to collect from our Customers, including federal transportation taxes, security taxes and airport facility charges, are excluded from the measurement of the transaction price. During the nine months ended September 30, 2018 and 2017, we recognized revenue of $593 million and $620 million, respectively, that was included in contract liabilities at the beginning of the respective periods. We expect the remaining balance of the December 31, 2017 liability to be recognized during 2018. The practical expedient in ASC 606-10-50-14 allows entities to not disclose the amount of the remaining transaction price and its expected timing of recognition for passenger tickets if the contract has an original expected duration of one year or less or if certain other conditions are met. We elected to apply this practical expedient to our contract liabilities relating to passenger travel and ancillary services as our tickets or any related passenger credits expire one year from the date of issuance. Loyalty Program Customers may earn points under our customer loyalty program, TrueBlue®, based on the value paid for a trip. We identified two performance obligations for passenger ticket sales earning TrueBlue® points: future travel discussed in the Passenger Revenue section above; and services when the Customers redeem TrueBlue® points. We allocate the transaction price to each performance obligation on a relative standalone basis. As a directly observable selling price for TrueBlue® points is not available, we determine the standalone selling price of TrueBlue® points issued using the redemption value approach adjusted to reflect fulfillment discount, or breakage. To maximize the use of observable inputs, we utilize the actual ticket value of the tickets purchased with TrueBlue® points. We record a deferred liability in the amount of the transaction price allocation to TrueBlue® points as they are issued which is included in our air traffic liabilities. The air transportation element is deferred and recognized as passenger revenue when the points are utilized. TrueBlue® points can be sold to participating companies, including credit card and car rental companies. Co-branded credit card partnerships have the following identified performance obligations: air transportation; use of the JetBlue brand name and access to our frequent flyer customer lists; advertising; and other airline benefits. In determining the estimated selling price, JetBlue considered multiple inputs, methods and assumptions, including: discounted cash flows; estimated redemption value, net of fulfillment discount; points expected to be awarded and redeemed; estimated annual spending by cardholders; estimated annual royalty for use of JetBlue's frequent flyer customer lists; and estimated utilization of other airline benefits. The overall consideration received is allocated to each performance obligation based on their standalone relative selling prices. The air transportation element is deferred and recognized as passenger revenue when the points are utilized. The other elements are recognized as other revenue when earned. Points earned by TrueBlue® members never expire. We estimate breakage for the portion of points not expected to be redeemed based on historical points redemptions. TrueBlue® members earn points based on the value paid for a trip rather than the length of the trip, and TrueBlue®members can pool points between small groups of people, branded as Family Pooling™. Breakage is recorded using points redemption patterns to determine a breakage rate. We periodically update breakage rates used to estimate breakage revenue. TrueBlue® points are combined in one homogeneous pool and are not separately identifiable. As such, the revenue is comprised of the points that were part of the air traffic liability balance at the beginning of the period as well as points that were issued during the period. The table below presents the activity of the current and non-current air traffic liability, and includes points earned and sold to participating companies (in millions).
The timing of our TrueBlue® point redemptions can vary; however, the majority of our points are redeemed within approximately three years of the date of issuance. Disaggregation of Revenue We disaggregate revenue from contracts with Customers by revenue source as we believe it best depicts the nature, amount, timing and uncertainty of our revenue and cash flow. The following tables provide the disaggregation disclosure by type of service for the three and nine months ended September 30, 2018 and 2017 (in millions):
Contract Liabilities Our contract liabilities consist of advance payments received prior to the transfer of services to the Customer. Net contract liabilities consist of the following (in millions):
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Summary of Significant Accounting Policies (Policies) |
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Accounting Policies [Abstract] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Revenue Recognition, Loyalty Programs [Policy Text Block] | Loyalty Program Customers may earn points under our customer loyalty program, TrueBlue®, based on the value paid for a trip. We identified two performance obligations for passenger ticket sales earning TrueBlue® points: future travel discussed in the Passenger Revenue section above; and services when the Customers redeem TrueBlue® points. We allocate the transaction price to each performance obligation on a relative standalone basis. As a directly observable selling price for TrueBlue® points is not available, we determine the standalone selling price of TrueBlue® points issued using the redemption value approach adjusted to reflect fulfillment discount, or breakage. To maximize the use of observable inputs, we utilize the actual ticket value of the tickets purchased with TrueBlue® points. We record a deferred liability in the amount of the transaction price allocation to TrueBlue® points as they are issued which is included in our air traffic liabilities. The air transportation element is deferred and recognized as passenger revenue when the points are utilized. TrueBlue® points can be sold to participating companies, including credit card and car rental companies. Co-branded credit card partnerships have the following identified performance obligations: air transportation; use of the JetBlue brand name and access to our frequent flyer customer lists; advertising; and other airline benefits. In determining the estimated selling price, JetBlue considered multiple inputs, methods and assumptions, including: discounted cash flows; estimated redemption value, net of fulfillment discount; points expected to be awarded and redeemed; estimated annual spending by cardholders; estimated annual royalty for use of JetBlue's frequent flyer customer lists; and estimated utilization of other airline benefits. The overall consideration received is allocated to each performance obligation based on their standalone relative selling prices. The air transportation element is deferred and recognized as passenger revenue when the points are utilized. The other elements are recognized as other revenue when earned. Points earned by TrueBlue® members never expire. We estimate breakage for the portion of points not expected to be redeemed based on historical points redemptions. TrueBlue® members earn points based on the value paid for a trip rather than the length of the trip, and TrueBlue®members can pool points between small groups of people, branded as Family Pooling™. Breakage is recorded using points redemption patterns to determine a breakage rate. We periodically update breakage rates used to estimate breakage revenue. TrueBlue® points are combined in one homogeneous pool and are not separately identifiable. As such, the revenue is comprised of the points that were part of the air traffic liability balance at the beginning of the period as well as points that were issued during the period. The table below presents the activity of the current and non-current air traffic liability, and includes points earned and sold to participating companies (in millions).
The timing of our TrueBlue® point redemptions can vary; however, the majority of our points are redeemed within approximately three years of the date of issuance. |
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Derivatives, Policy [Policy Text Block] | Aircraft Fuel Derivatives Our aircraft fuel derivatives include call option spreads and call options which are not traded on public exchanges. Heating oil and jet fuel are the products underlying these hedge contracts as they are highly correlated with the price of jet fuel. Their fair values are determined using a market approach based on inputs that are readily available from public markets for commodities and energy trading activities. Therefore, they are classified as Level 2 in the hierarchy. The data inputs are combined into quantitative models and processes to generate forward curves and volatilities related to the specific terms of the underlying hedge contracts. |
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Cash and Cash Equivalents, Policy [Policy Text Block] | Cash Equivalents Our cash equivalents include money market securities and commercial paper which are readily convertible into cash, have maturities of 90 days or less when purchased and are considered to be highly liquid and easily tradable. These securities are valued using inputs observable in active markets for identical securities and are therefore classified as Level 1 within our fair value hierarchy. |
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Basis of presentation | Basis of Presentation JetBlue Airways Corporation, or JetBlue, provides air transportation services across the United States, the Caribbean and Latin America. Our condensed consolidated financial statements include the accounts of JetBlue and our subsidiaries which are collectively referred to as “we” or the “Company”. All majority-owned subsidiaries are consolidated on a line by line basis, with all intercompany transactions and balances being eliminated. These condensed consolidated financial statements and related notes should be read in conjunction with our 2017 audited financial statements included in our Annual Report on Form 10-K for the year ended December 31, 2017, or our 2017 Form 10-K. These condensed consolidated financial statements are unaudited and have been prepared by us following the rules and regulations of the Securities and Exchange Commission, or the SEC. In our opinion they reflect all adjustments, including normal recurring items, that are necessary to present fairly the results for interim periods. Certain information and footnote disclosures normally included in financial statements prepared in accordance with generally accepted accounting principles in the U.S., or GAAP, have been condensed or omitted as permitted by such rules and regulations; however, we believe that the disclosures are adequate to make the information presented not misleading. Due to seasonal variations in the demand for air travel, the volatility of aircraft fuel prices and other factors, our operating results for the periods presented herein are not necessarily indicative of the results that may be expected for other interim periods or the entire fiscal year. We recast financial information previously filed under Accounting Standards Codification, or ASC, Topic 605, Revenue Recognition for the periods presented to reflect the full retrospective method of transition to Accounting Standards Update, or ASU, 2014-09, Revenue from Contracts with Customers. Refer to Note 2 - Revenue Recognition for more information. |
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New Accounting Pronouncements [Policy Text Block] | Recent Accounting Pronouncements In May 2014, the Financial Accounting Standards Board, or FASB, issued ASU 2014-09, Revenue from Contracts with Customers (Topic 606) of the FASB Codification, or Codification, which supersedes existing revenue recognition guidance. Under the new standard, a company will recognize revenue when it transfers goods or services to customers in an amount that reflects the consideration to which the company expects to be entitled in exchange for those goods or services. We adopted the requirements of ASU 2014-09 as of January 1, 2018 utilizing the full retrospective method of transition. We recorded a $48 million cumulative adjustment to retained earnings as of January 1, 2016, the beginning of the retrospective reporting period, for the impacts of the new accounting standard. The adoption of the new standard did not have a significant impact on our earnings. For JetBlue, the most significant impact of the new standard relates to the accounting for our TrueBlue® Loyalty Program. The new standard eliminated the incremental cost method for loyalty program accounting which we previously used. As a result, we revalued the liability for points earned on qualifying JetBlue purchases using a relative fair value approach. The application of a relative fair value approach increased our air traffic liability by approximately $286 million, net of breakage, as of the beginning of the retrospective reporting period. In addition, we had a liability for outstanding points that were earned in conjunction with our previous co-branded credit card agreement that had been recorded using the residual method. The new standard does not permit the use of the residual method for this contract and instead, the transaction price is now allocated to the performance obligations on a relative selling price basis. This change decreased the relative value allocated to the transportation performance obligation and resulted in a decrease of $159 million, net of breakage, to the liability as of the beginning of the retrospective reporting period. The standard also resulted in a change in the timing and classification of our revenue recognition for certain ancillary fees directly related to passenger tickets. As a result, we reclassified $124 million and $352 million from other revenue under the prior presentation to passenger revenue for the three and nine months ended September 30, 2017, respectively. Refer to Note 2 - Revenue Recognition for more information. During the first quarter of 2018, we adopted ASU 2016-18, Statement of Cash Flows (Topic 230), Restricted Cash of the Codification. The update clarified how entities should present restricted cash and restricted cash equivalents in the statement of cash flows. ASU 2016-18 requires entities to show the changes in the total of cash, cash equivalents, restricted cash and restricted cash equivalents in the statement of cash flows. As a result, entities will no longer present transfers between cash and cash equivalents and restricted cash and restricted cash equivalents in the statement of cash flows. Our condensed consolidated statement of cash flows for the nine months ended September 30, 2017 reflects retrospective application. Our cash and cash equivalents include short-term, highly liquid investments which are readily convertible into cash. These investments include money market securities and commercial paper with maturities of three months or less when purchased. Our restricted cash primarily consists of security deposits, funds held in escrow for estimated workers' compensation obligations and performance bonds for aircraft and facility leases. During the first quarter of 2018, we adopted ASU 2016-01, Financial Instruments-Overall (Topic 825) of the Codification. The update made several changes, including the elimination of the available-for-sale classification of equity investments, and requires equity investments with readily determinable fair values to be measured at fair value with changes in fair value recognized in earnings. For equity investments without readily determinable fair values, the standard provides an alternative which allows entities to measure these investments at cost, less any impairment, adjusted for changes from observable price changes in orderly transactions for identifiable or similar investments of the same issuer. Our wholly-owned subsidiary, JetBlue Technology Ventures, LLC, or JTV, has several equity investments in emerging companies which do not have readily determinable fair values. These investments were accounted for at cost during 2017. Under the updated standard, these investments are now accounted for using the measurement alternative. As of September 30, 2018, the carrying amount of these investments was $23 million. In August 2017, the FASB issued ASU 2017-12, Derivatives and Hedging (Topic 815): Targeted Improvements to Accounting for Hedging Activities. The update expands the activities that qualify for hedge accounting and simplifies the rules for reporting hedging relationships. ASU 2017-12 is effective for annual reporting periods beginning after December 15, 2018, with early adoption permitted. We elected to early adopt this update prospectively as of January 1, 2018. Our adoption of this update had no impact to the Company's financial results. In February 2016, the FASB issued ASU 2016-02, Leases (Topic 842) of the Codification. Under ASU 2016-02, a lessee will recognize liabilities for lease payments and right-of-use assets representing its right to use the underlying asset for the lease term. While we are still evaluating the full impact of adopting the amendments on our consolidated financial statements and disclosures, we believe the adoption will have a significant impact on our Consolidated Balance Sheets. However, we do not expect ASU 2016-02 to have a significant impact to our Consolidated Statements of Operations. The amendments are effective for fiscal years beginning after December 15, 2018 and include interim periods within those fiscal years. In July 2018, the FASB issued ASU 2018-10, Codification Improvements to Topic 842, Leases which clarifies, corrects or consolidates authoritative guidance issued in ASU 2016-02 and is effective upon adoption of ASU 2016-02. In July 2018, the FASB issued ASU 2018-11, Targeted Improvements, which provides an optional transition method that allows entities to elect to apply the standard prospectively at its effective date, versus recasting the prior periods presented. If elected, an entity would recognize a cumulative effect adjustment to the opening balance of retained earnings in the period of adoption. We are currently evaluating the transition method. In August 2018, the FASB issued ASU 2018-13, Fair Value Measurement (Topic 820): Disclosure Framework - Changes to the Disclosure Requirements for Fair Value Measurement. The update eliminates, adds, and modifies certain disclosure requirements for fair value measurements. ASU 2018-13 is effective for annual reporting periods beginning after December 15, 2019, with early adoption permitted of the entire standard or only the provisions that eliminate or modify disclosure requirements. We are still evaluating the full impact of adopting the amendments on our consolidated financial statements. In August 2018, the FASB issued ASU 2018-15, Intangibles—Goodwill and Other— Internal-Use Software (Subtopic 350-40): Customer’s Accounting for Implementation Costs Incurred in a Cloud Computing Arrangement That Is a Service Contract. The update provides guidance for determining if a cloud computing arrangement is within the scope of internal-use software guidance, and would require capitalization of certain implementation costs. ASU 2018-15 is effective for annual reporting periods beginning after December 15, 2019, with early adoption permitted. We are still evaluating the full impact of adopting the amendments on our consolidated financial statements. |
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Marketable Securities, Available-for-sale Securities, Policy [Policy Text Block] | Investment securities Investment securities consist of available-for-sale investment securities and held-to-maturity investment securities. We use a specific identification method to determine the cost of the securities when they are sold. Held-to-maturity investment securities. The contractual maturities of the held-to-maturity investments we held as of September 30, 2018 were not greater than 24 months. We did not record any significant gains or losses on these securities during the three and nine months ended September 30, 2018 or 2017. The estimated fair value of these investments approximated their carrying value as of September 30, 2018 and December 31, 2017, respectively. The carrying values of investment securities consisted of the following at September 30, 2018 and December 31, 2017 (in millions):
Available-For-Sale Investment Securities Included in our available-for-sale investment securities are U.S. Treasury bills, time deposits and debt securities. The U.S. Treasury bills are valued using inputs observable in active markets for identical securities and are therefore classified as Level 1 within the fair value hierarchy. The fair value of these instruments are based on observable inputs in non-active markets, which are therefore classified as Level 2 in the hierarchy. We did not record any significant gains or losses on these securities during the three and nine months ended September 30, 2018 and 2017. |
Long-term Debt and Short-term Borrowings Short-Term Borrowings (Policies) |
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Sep. 30, 2018 | |
Short-Term Borrowing Disclosure [Abstract] | |
Short-term Debt [Text Block] | Short-term Borrowings Citibank Line of Credit We have a revolving Credit and Guaranty Agreement with Citibank, N.A. as the administrative agent for up to approximately $425 million. The term of the facility runs through April 2021. Borrowings under the Credit and Guaranty Agreement bear interest at a variable rate equal to LIBOR, plus a margin. The Credit and Guaranty Agreement is secured by Slots at John F. Kennedy International Airport, LaGuardia Airport and Reagan National Airport as well as certain other assets. Slots are rights to take-off or land at a specific airport during a specific time period and are a means by which airport capacity and congestion can be managed. The Credit and Guaranty Agreement includes covenants that require us to maintain certain minimum balances in unrestricted cash, cash equivalents, and unused commitments available under revolving credit facilities. In addition, the covenants restrict our ability to, among other things, dispose of certain collateral, or merge, consolidate, or sell assets. As of and for the periods ended September 30, 2018 and December 31, 2017, we did not have a balance outstanding or borrowings under this line of credit. Morgan Stanley Line of Credit We have a revolving line of credit with Morgan Stanley for up to approximately $200 million. This line of credit is secured by a portion of our investment securities held by Morgan Stanley and the amount available to us under this line of credit may vary accordingly. This line of credit bears interest at a floating rate based upon LIBOR, plus a margin. As of and for the periods ended September 30, 2018 and December 31, 2017, we did not have a balance outstanding under this line of credit. |
Revenue Recognition Passenger Revenues (Policies) |
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Sep. 30, 2018 | |
Revenue from Contract with Customer [Abstract] | |
Passenger Revenues [Policy Text Block] | Passenger Revenue Passenger ticket and ancillary services are sold in advance of the performance of the travel and related services. We initially defer ticket sales, including deferred revenue on future travel and related services and for TrueBlue® points issued when travel services are provided, as air traffic liability. We allocate the transaction price to each performance obligation identified in a passenger ticket on a relative standalone selling price basis. Directly observable selling prices are available for travel segments and ancillary services. Standalone selling price for TrueBlue® points issued are discussed in the Loyalty Program section below. Passenger revenue, including certain ancillary fees directly related to passenger tickets, is recognized when the transportation is provided. Passenger revenue from unused tickets and passenger credits will be recognized in proportion to flown revenue based on estimates of expected expiration or when the likelihood of the Customer exercising his or her remaining rights becomes remote. Taxes that we are required to collect from our Customers, including federal transportation taxes, security taxes and airport facility charges, are excluded from the measurement of the transaction price. During the nine months ended September 30, 2018 and 2017, we recognized revenue of $593 million and $620 million, respectively, that was included in contract liabilities at the beginning of the respective periods. We expect the remaining balance of the December 31, 2017 liability to be recognized during 2018. The practical expedient in ASC 606-10-50-14 allows entities to not disclose the amount of the remaining transaction price and its expected timing of recognition for passenger tickets if the contract has an original expected duration of one year or less or if certain other conditions are met. We elected to apply this practical expedient to our contract liabilities relating to passenger travel and ancillary services as our tickets or any related passenger credits expire one year from the date of issuance. |
Revenue Recognition Loyalty Programs (Policies) |
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Revenue Recognition, Loyalty Programs [Policy Text Block] | Loyalty Program Customers may earn points under our customer loyalty program, TrueBlue®, based on the value paid for a trip. We identified two performance obligations for passenger ticket sales earning TrueBlue® points: future travel discussed in the Passenger Revenue section above; and services when the Customers redeem TrueBlue® points. We allocate the transaction price to each performance obligation on a relative standalone basis. As a directly observable selling price for TrueBlue® points is not available, we determine the standalone selling price of TrueBlue® points issued using the redemption value approach adjusted to reflect fulfillment discount, or breakage. To maximize the use of observable inputs, we utilize the actual ticket value of the tickets purchased with TrueBlue® points. We record a deferred liability in the amount of the transaction price allocation to TrueBlue® points as they are issued which is included in our air traffic liabilities. The air transportation element is deferred and recognized as passenger revenue when the points are utilized. TrueBlue® points can be sold to participating companies, including credit card and car rental companies. Co-branded credit card partnerships have the following identified performance obligations: air transportation; use of the JetBlue brand name and access to our frequent flyer customer lists; advertising; and other airline benefits. In determining the estimated selling price, JetBlue considered multiple inputs, methods and assumptions, including: discounted cash flows; estimated redemption value, net of fulfillment discount; points expected to be awarded and redeemed; estimated annual spending by cardholders; estimated annual royalty for use of JetBlue's frequent flyer customer lists; and estimated utilization of other airline benefits. The overall consideration received is allocated to each performance obligation based on their standalone relative selling prices. The air transportation element is deferred and recognized as passenger revenue when the points are utilized. The other elements are recognized as other revenue when earned. Points earned by TrueBlue® members never expire. We estimate breakage for the portion of points not expected to be redeemed based on historical points redemptions. TrueBlue® members earn points based on the value paid for a trip rather than the length of the trip, and TrueBlue®members can pool points between small groups of people, branded as Family Pooling™. Breakage is recorded using points redemption patterns to determine a breakage rate. We periodically update breakage rates used to estimate breakage revenue. TrueBlue® points are combined in one homogeneous pool and are not separately identifiable. As such, the revenue is comprised of the points that were part of the air traffic liability balance at the beginning of the period as well as points that were issued during the period. The table below presents the activity of the current and non-current air traffic liability, and includes points earned and sold to participating companies (in millions).
The timing of our TrueBlue® point redemptions can vary; however, the majority of our points are redeemed within approximately three years of the date of issuance. |
Summary of Significant Accounting Policies (Tables) |
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Schedule of marketable securities | The carrying values of investment securities consisted of the following at September 30, 2018 and December 31, 2017 (in millions):
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Debt Disclosure [Abstract] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Schedule of Long Term Debt | The carrying amounts and estimated fair values of our long-term debt at September 30, 2018 and December 31, 2017 were as follows (in millions):
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Comprehensive Income (Tables) |
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Accumulated Other Comprehensive Income (Loss), Net of Tax [Abstract] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Accumulated Other Comprehensive Income (Loss), Net of Tax | A rollforward of the amounts included in accumulated other comprehensive income (loss), net of taxes for the nine months ended September 30, 2018 and September 30, 2017 are as follows (in millions):
(1) Reclassified to aircraft fuel expense Comprehensive income (loss) includes changes in fair value of our aircraft fuel derivatives which qualify for hedge accounting. A rollforward of the amounts included in the accumulated other comprehensive income (loss), net of taxes for the three months ended September 30, 2018 and September 30, 2017 are as follows (in millions):
(1) Reclassified to aircraft fuel expense |
Earnings Per Share (Tables) |
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Earnings Per Share [Abstract] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Schedule of Earnings Per Share, Basic and Diluted | Earnings Per Share Basic earnings per share is calculated by dividing net income by the weighted average number of shares outstanding during the period. Diluted earnings per share is calculated similarly but includes potential dilution from restricted stock units, the Crewmember stock purchase plan, the exercise of stock options and any other potentially dilutive instruments using the treasury stock method. The following is a reconciliation of weighted average shares and a calculation of earnings per share (in millions, except per share amounts):
(1) As discussed in Note 1, we adopted ASC 606, Revenue from Contracts with Customers during the first quarter of 2018. The adoption of this standard impacted previously reported net income by approximately $2 million and $(5) million for the three and nine months ended September 30, 2017, respectively. On March 1, 2018, JetBlue entered into an accelerated share repurchase, or ASR, agreement with Goldman, Sachs & Co. ("GS&Co.") paying $125 million. The term of the ASR concluded on March 23, 2018. A total of 5.8 million shares, at an average price of $21.49 per share, were repurchased under the agreement. On May 24, 2018, JetBlue entered into an ASR agreement with Citibank, N.A. ("Citibank"), paying $125 million for an initial delivery of 5.3 million shares. The term of the ASR concluded on July 23, 2018 with Citibank delivering 1.3 million additional shares to JetBlue on July 25, 2018. A total of 6.6 million shares, at an average price of $18.85 per share, were repurchased under the agreement. On August 1, 2018, JetBlue entered into an ASR agreement with Barclays Bank PLC ("Barclays") paying $125 million. The term of the ASR concluded on September 28, 2018. A total of 6.7 million shares, at an average price of $18.69 per share, were repurchased under the agreement. On March 6, 2017, JetBlue entered into an ASR agreement with Barclays paying $100 million for an initial delivery of 4.1 million shares. The term of the Barclays ASR concluded on April 24, 2017 with Barclays delivering 0.8 million additional shares to JetBlue on April 27, 2017. A total of 4.9 million shares, at an average price of $20.23 per share, were repurchased under the agreement. On April 27, 2017, JetBlue entered into an ASR agreement with GS&Co., paying $150 million for an initial delivery of 5.4 million shares. The term of the GS&Co. ASR concluded on July 24, 2017 with GS&Co. delivering 1.4 million additional shares to JetBlue on July 27, 2017. A total of 6.8 million shares, at an average price of $21.99 per share, were repurchased under the agreement. |
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Schedule of Earnings Per Share, Basic and Diluted [Table Text Block] | The following is a reconciliation of weighted average shares and a calculation of earnings per share (in millions, except per share amounts):
(1) As discussed in Note 1, we adopted ASC 606, Revenue from Contracts with Customers during the first quarter of 2018. The adoption of this standard impacted previously reported net income by approximately $2 million and $(5) million for the three and nine months ended September 30, 2017, respectively. |
Financial Derivative Instruments and Risk Management (Tables) |
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Derivative Instruments and Hedging Activities Disclosure [Abstract] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Percentage fuel covered under derivative contracts | The following table illustrates the approximate hedged percentages of our projected fuel usage by quarter as of September 30, 2018 related to our outstanding fuel hedging contracts that were designated as cash flow hedges for accounting purposes.
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Derivative instrument in statement of financial position and financial performance | The table below reflects quantitative information related to our derivative instruments and where these amounts are recorded in our financial statements (dollar amounts in millions):
(1) Gross asset of each contract prior to consideration of offsetting positions with each counterparty and prior to the impact of collateral paid. |
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Offsetting assets and liabilities | The impact of offsetting derivative instruments is depicted below (in millions):
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Fair Value of Financial Instruments (Tables) |
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Fair Value Disclosures [Abstract] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Fair value, by balance sheet grouping | The following is a listing of our assets and liabilities required to be measured at fair value on a recurring basis and where they are classified within the fair value hierarchy as of September 30, 2018 and December 31, 2017 (in millions):
Refer to Note 3 for fair value information related to our outstanding debt obligations as of September 30, 2018 and December 31, 2017. |
Special Items (Tables) |
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Property, Plant and Equipment [Abstract] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Schedule of Unusual or Infrequent Items, or Both [Table Text Block] | The following is a listing of special items presented on our consolidated statements of operations:
(1) Embraer E190 fleet transition costs include a $319 million impairment charge of flight equipment and other property and equipment related to our June 2018 fleet review. The impairment was triggered by our decision to exit the Embraer E190 fleet and order 60 Airbus A220-300 aircraft, formerly known as the Bombardier CS300, for expected deliveries beginning in 2020 through 2025, with the option for 60 additional aircraft through 2028. We expect to transition owned Embraer E190 aircraft starting in 2020, with leased Embraer E190 aircraft expected to be returned as leases expire starting in 2023. We expect the transition to be completed by 2025. We believe this decision will provide financial and network advantages over the current Embraer E190 aircraft. We assessed our Embraer E190 asset group by comparing projected undiscounted cash flows over the remaining time period we expect to utilize the aircraft to the book value of the asset group and determined the book value was in excess of the cash flows. We estimated the fair value of our Embraer E190 asset group using third party valuations and considering specific circumstances of our fleet such as aircraft age, maintenance requirements and condition and therefore classified as Level 3 in the fair value hierarchy. |
Revenue Recognition (Tables) |
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Revenue from Contract with Customer [Abstract] | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Contract with Customer, Asset and Liability [Table Text Block] | Net contract liabilities consist of the following (in millions):
The table below presents the activity of the current and non-current air traffic liability, and includes points earned and sold to participating companies (in millions).
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Disaggregation of Revenue [Table Text Block] | The following tables provide the disaggregation disclosure by type of service for the three and nine months ended September 30, 2018 and 2017 (in millions):
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Summary of Significant Accounting Policies Held-to-Maturity Gains (Loss) (Details) - USD ($) $ in Millions |
3 Months Ended | 9 Months Ended | ||
---|---|---|---|---|
Sep. 30, 2018 |
Sep. 30, 2017 |
Sep. 30, 2018 |
Sep. 30, 2017 |
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Investments, Debt and Equity Securities [Abstract] | ||||
Debt Securities, Held-to-maturity, Sold, Realized Gain (Loss) | $ 0 | $ 0 | $ 0 | $ 0 |
Long-term Debt and Short-term Borrowings Short-term Borrowings (Details) - USD ($) $ in Millions |
9 Months Ended | |
---|---|---|
Sep. 30, 2018 |
Dec. 31, 2017 |
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Citibank [Member] | ||
Line of Credit Facility [Line Items] | ||
Line of Credit Facility, Maximum Borrowing Capacity | $ 425 | |
Line of Credit, Current | 0 | $ 0 |
Morgan Stanley [Member] | ||
Line of Credit Facility [Line Items] | ||
Line of Credit Facility, Maximum Borrowing Capacity | 200 | |
Line of Credit, Current | $ 0 | $ 0 |
London Interbank Offered Rate (LIBOR) [Member] | Line of Credit [Member] | Citibank [Member] | ||
Line of Credit Facility [Line Items] | ||
Debt Instrument, Description of Variable Rate Basis | LIBOR, plus a margin | |
London Interbank Offered Rate (LIBOR) [Member] | Line of Credit [Member] | Morgan Stanley [Member] | ||
Line of Credit Facility [Line Items] | ||
Debt Instrument, Description of Variable Rate Basis | LIBOR, plus a margin |
Comprehensive Income (Details) - USD ($) $ in Millions |
3 Months Ended | 9 Months Ended | ||
---|---|---|---|---|
Sep. 30, 2018 |
Sep. 30, 2017 |
Sep. 30, 2018 |
Sep. 30, 2017 |
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Accumulated Other Comprehensive Income Loss [Line Items] | ||||
Other Comprehensive Income (Loss), Reclassification Adjustment from AOCI on Derivatives, Tax | $ 0 | $ (2) | $ 0 | $ (3) |
Beginning accumulated gains (losses) | 0 | 0 | 0 | 13 |
Reclassifications into earnings | 1 | (2) | 1 | (5) |
Change in fair value | 0 | 6 | 0 | (4) |
Ending accumulated losses | 1 | 4 | 1 | 4 |
Fuel Derivatives [Member] | ||||
Accumulated Other Comprehensive Income Loss [Line Items] | ||||
Beginning accumulated gains (losses) | 0 | 0 | 0 | 13 |
Reclassifications into earnings | 1 | (2) | 1 | (5) |
Change in fair value | 0 | 6 | 0 | (4) |
Ending accumulated losses | $ 1 | $ 4 | $ 1 | $ 4 |
Earnings Per Share (Details) - USD ($) $ / shares in Units, shares in Millions, $ in Millions |
1 Months Ended | 2 Months Ended | 3 Months Ended | 9 Months Ended | ||||||||||||||
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May 25, 2018 |
Apr. 28, 2017 |
Mar. 07, 2017 |
Mar. 23, 2018 |
Sep. 28, 2018 |
Jul. 23, 2018 |
Jul. 23, 2018 |
Apr. 24, 2017 |
Apr. 24, 2017 |
Sep. 30, 2018 |
Sep. 30, 2017 |
Jul. 24, 2017 |
Jul. 24, 2017 |
Sep. 30, 2018 |
Sep. 30, 2017 |
Aug. 02, 2018 |
Mar. 02, 2018 |
Apr. 27, 2017 |
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Numerator: | ||||||||||||||||||
Net Income | $ 50 | $ 181 | $ 19 | $ 470 | ||||||||||||||
Earnings per common shares | ||||||||||||||||||
Basic | 308.7 | 326.1 | 314.8 | 330.8 | ||||||||||||||
Earnings Per Share, Basic | $ 0.16 | $ 0.56 | $ 0.06 | $ 1.42 | ||||||||||||||
Diluted | ||||||||||||||||||
Employee stock options, restricted stock units and stock purchase plan | 1.6 | 1.7 | 1.6 | 1.6 | ||||||||||||||
Adjusted weighted average shares outstanding and assumed conversions for diluted earnings per share | 310.3 | 327.8 | 316.4 | 332.4 | ||||||||||||||
Antidilutive Securities Excluded from Computation of Earnings Per Share [Line Items] | ||||||||||||||||||
New Accounting Pronouncement or Change in Accounting Principle, Effect of Change on Net Income | $ 2 | $ (5) | ||||||||||||||||
Shares excluded from EPS calculation (in millions): | ||||||||||||||||||
Accelerated Share Repurchases, Settlement (Payment) or Receipt | $ 125 | $ 100 | $ 125 | $ 125 | $ 150 | |||||||||||||
Treasury Stock, Shares, Acquired | 5.3 | 5.4 | 4.1 | 5.8 | 6.7 | 6.6 | 1.3 | 0.8 | 4.9 | 1.4 | 6.8 | |||||||
Accelerated Share Repurchases, Final Price Paid Per Share | $ 21.49 | $ 18.69 | $ 18.85 | $ 20.23 | $ 21.99 | |||||||||||||
Earnings Per Share, Diluted | $ 0.16 | $ 0.55 | $ 0.06 | $ 1.41 |
Financial Derivative Instruments and Risk Management (Details 2) bbl in Thousands, $ in Millions |
3 Months Ended | 9 Months Ended | 12 Months Ended | ||
---|---|---|---|---|---|
Sep. 30, 2018
USD ($)
bbl
|
Sep. 30, 2017
USD ($)
|
Sep. 30, 2018
USD ($)
bbl
|
Sep. 30, 2017
USD ($)
|
Dec. 31, 2017
USD ($)
bbl
|
|
Derivatives, Fair Value [Line Items] | |||||
Hedged volume (barrels, in thousands) | $ (1) | $ (1) | $ 0 | ||
Interest Expense | $ 23 | $ 23 | $ 67 | $ 72 | |
Fuel Derivatives [Member] | |||||
Derivatives, Fair Value [Line Items] | |||||
Maximum Length of Time Hedged in Price Risk Cash Flow Hedge | 9 months | 0 months | |||
Liability fair value recorded in other accrued liabilities(1) | bbl | 1,140 | 1,140 | 0 | ||
Prepaid Expenses and Other Current Assets [Member] | Fuel Derivatives [Member] | |||||
Derivatives, Fair Value [Line Items] | |||||
Derivative Asset, Current | $ 6 | $ 6 | $ 0 |
Financial Derivative Instruments and Risk Management - Hedging Effectiveness (Details 3) - Fuel Derivatives [Member] - USD ($) $ in Millions |
3 Months Ended | 9 Months Ended | ||
---|---|---|---|---|
Sep. 30, 2018 |
Sep. 30, 2017 |
Sep. 30, 2018 |
Sep. 30, 2017 |
|
Derivative Instruments, Gain (Loss) [Line Items] | ||||
Percentage of actual consumption hedged | 7.00% | 10.00% | 3.00% | 10.00% |
Aircraft Fuel Expense [Member] | ||||
Derivative Instruments, Gain (Loss) [Line Items] | ||||
Hedge losses recognized | $ 1 | $ (4) | $ 1 | $ (8) |
Comprehensive Income [Member] | ||||
Derivative Instruments, Gain (Loss) [Line Items] | ||||
Percentage of actual consumption economically hedged | $ 0 | $ (9) | $ 0 | $ 8 |
Financial Derivative Instruments and Risk Management (Details 4) - USD ($) $ in Millions |
Sep. 30, 2018 |
Dec. 31, 2017 |
---|---|---|
Derivatives, Fair Value [Line Items] | ||
Available-for-sale Securities | $ 419 | $ 136 |
Fuel Derivatives [Member] | ||
Derivatives, Fair Value [Line Items] | ||
Derivative Asset | 6 | 0 |
Derivative Liability, Fair Value, Gross Liability | 0 | 0 |
Derivative, Collateral, Right to Reclaim Cash | 0 | 0 |
Derivative Asset, Fair Value, Amount Offset Against Collateral | 6 | 0 |
Derivative Liability, Fair Value, Amount Offset Against Collateral | $ 0 | $ 0 |
Special Items (Details) - USD ($) $ in Millions |
3 Months Ended | 9 Months Ended | ||
---|---|---|---|---|
Sep. 30, 2018 |
Sep. 30, 2017 |
Sep. 30, 2018 |
Sep. 30, 2017 |
|
Property, Plant and Equipment [Abstract] | ||||
Ratification Bonus | $ 50 | |||
Special Items - E190 Fleet Exit | $ 43 | $ 0 | 362 | |
Special Items | 112 | 0 | 431 | $ 0 |
Special Items - Union Contract Costs | 69 | 0 | 69 | 0 |
Impairment of Long-Lived Assets Held-for-use | 319 | 0 | ||
Special Items | $ 112 | $ 0 | $ 431 | $ 0 |
Label | Element | Value |
---|---|---|
Cash, Cash Equivalents, Restricted Cash and Restricted Cash Equivalents | us-gaap_CashCashEquivalentsRestrictedCashAndRestrictedCashEquivalents | $ 495,000,000 |
Cash, Cash Equivalents, Restricted Cash and Restricted Cash Equivalents | us-gaap_CashCashEquivalentsRestrictedCashAndRestrictedCashEquivalents | $ 359,000,000 |
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