Indicate by check mark whether the registrant (1) has filed all documents and reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (or such shorter period that the Registrant was required to file such reports) and (2) has been subject to such filing requirements for the past 90 days. Yes ý No o

Indicate by check mark if disclosure of delinquent filers pursuant to Item 405 of Regulation S-K is not contained herein, and will not be contained, to the best of Registrant's knowledge, in the definitive proxy statement incorporated by reference in Part III of this Form 10-K, or any amendment to this Form 10-K. Yes ý No o

Indicate by check mark whether the registrant is an accelerated filer (as defined in Exchange Act Rule 12b-2). Yes ý No o

The aggregate market value of Common Stock held by non-affiliates (based upon the closing sale price of the Common Stock on the NASDAQ National Market System) on June 30, 2004 was approximately $929,381,560.

Portions of the Registrant's Proxy Statement to be used in connection with the solicitation of proxies in connection with the Registrant's 2005 Annual Meeting of Shareholders are incorporated by reference in Part III as specified.


Forward-Looking Statements
PART I
Item 1.		Business
Item 2.		Properties
Item 3.		Legal Proceedings
Item 4.		Submission of Matters to a Vote of Security Holders
PART II
Item 5.		Market for Registrant's Common Equity, Related Stockholder Matters and Issuer Purchases of Equity Securities
Item 6.		Selected Financial and Operating Data
Item 7.		Management's Discussion and Analysis of Financial Condition and Results of Operations
Item 7A.		Quantitative and Qualitative Disclosures About Market Risk
Item 8.		Financial Statements and Supplementary Data
Item 9		Changes in and Disagreements with Accountants on Accounting and Financial Disclosure
Item 9A.		Controls and Procedures
Item 9B		Other Information
PART III
Item 10.		Directors and Executive Officers of the Registrant
Item 11.		Executive Compensation
Item 12.		Security Ownership of Certain Beneficial Owners and Management and Related Stockholder Matters
Item 13.		Certain Relationships and Related Transactions
Item 14.		Principal Accountant Fees and Services
PART IV
Item 15.		Exhibits and Financial Statement Schedules
Signatures

In addition to historical information, this Annual Report on Form 10-K contains forward-looking statements. SkyWest, Inc. (the "Company") may, from time to time, make written or oral forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995. Such statements encompass the Company's beliefs, expectations, hopes or intentions regarding future events. Words such as "expects," "intends," "believes," "anticipates," "should," "likely" and similar expressions identify forward-looking statements. All forward-looking statements included in this Annual Report on Form 10-K are made as of the date hereof and are based on information available to the Company as of such date. The Company assumes no obligation to update any forward-looking statement. Actual results will vary, and may vary materially, from those anticipated, estimated, projected or expected for a number of reasons, including, among others: developments associated with fluctuations in the economy and the demand for air travel; bankruptcy proceedings involving United Airlines, Inc.; ongoing negotiations between the Company and its major partners regarding their contractual relationships; variations in market and economic conditions; employee relations and labor costs; the degree and nature of competition; the Company's ability to expand services in new and existing markets and to maintain profit margins in the face of pricing pressures; and other unanticipated factors. Risk factors, cautionary statements and other conditions which could cause actual results to differ from the Company's current expectations are contained in the Company's filings with the Securities and Exchange Commission, including the section of this Report entitled "Management's Discussion and Analysis of Financial Condition and Results of Operations—Factors That May Affect Future Results."

The Company, through its wholly-owned subsidiary, SkyWest Airlines, Inc. ("SkyWest"), operates one of the larger independent regional airlines in the United States. SkyWest offers scheduled passenger and air freight service with approximately 1,500 daily departures to 117 cities in 31 states and three Canadian provinces. Additionally, SkyWest provides customer handling services for approximately ten other airlines throughout SkyWest's system. SkyWest has been a partner with Delta Air Lines, Inc. ("Delta") in Salt Lake City and United Airlines, Inc. ("United") in Los Angeles since 1987 and 1997, respectively. In 1998, SkyWest expanded its relationship with United to provide service in Portland, Seattle/Tacoma, San Francisco and additional Los Angeles markets. In 2001, SkyWest expanded its operations to serve as the Delta Connection in Dallas/Fort Worth. However, effective January 31, 2005, SkyWest re-deployed all its Delta Connection flights to Salt Lake City as a result of Delta's decision to "de-hub" its Dallas/Fort Worth operations. In April 2003, SkyWest signed an agreement with Continental Airlines, Inc. ("Continental") to supply Continental with regional airline feed into Continental's Houston hub effective on July 1, 2003. In January 2005, SkyWest and Continental announced their mutual decision to end SkyWest's operation as a Continental Connection carrier not later than June, 2005. In 2004, SkyWest expanded its United Express operations to provide service in Chicago. Today, SkyWest operates as a Delta Connection carrier in Salt Lake City and as a United Express carrier in Los Angeles, San Francisco, Denver, Chicago and the Pacific Northwest. SkyWest believes its success in attracting multiple contractual relationships with major airline partners is attributable to its delivery of high-quality customer service with an all cabin-class fleet at a competitive cost structure. As of December 31, 2004, approximately 40% of SkyWest's capacity (measured in available seat miles or "ASMs") was operated under the Delta code, approximately 59% was operated under the United code and approximately 1% was operated under the Continental code. As of December 31, 2004, SkyWest's fleet consisted of 137 Canadair regional jets (77 United, 56 Delta and four SkyWest spares) and 73 Embraer EMB-120 Brasilia turboprops ("EMB-120") (50 United, 14 Delta and nine Continental).

Historically, multiple contractual relationships have enabled SkyWest to reduce reliance on any single major airline code and to enhance and stabilize operating results through a mix of SkyWest-controlled or "prorate" flying and contract flying. On contract routes, the major airline partner controls scheduling, ticketing, pricing and seat inventories and SkyWest is compensated by the major airline partner at contracted rates based on completed block hours, flight departures and other operating measures. On prorate flights, SkyWest controls scheduling, ticketing, pricing and seat inventories and receives a prorated portion of passenger fares. As of March 1, 2005, essentially all of the Company's EMB120s flown for Delta and Continental were flown under prorate arrangements. As of March 1, 2005 approximately 92% of the Company's EMB120s flown in the United system were flown under contractual arrangements, with the remaining eight percent flown under prorate arrangements.

On September 15, 2003, the Company announced the completion of a firm order for 30, 70-seat Bombardier Canadair CRJ700 regional jets ("CRJ700s") for its United Express operations. On February 10, 2004, the Company amended the order to include ten additional 50-seat, Bombardier Canadair CRJ200 regional jets ("CRJ200s") and two additional CRJ700s, bringing the total order for the Company's United Express operations to 32 CRJ700s and ten CRJ200s. The Company began taking delivery of these aircraft in January 2004 and has scheduled delivery of the remaining aircraft covered by the order through May 2005. The Company's firm aircraft orders, as of December 31, 2004, consisted of orders for 20, CRJ700s scheduled for delivery through May 2005. Gross committed expenditures for these aircraft and related equipment, including estimated amounts for contractual price escalations are estimated to be approximately $500 million through May 2005. Additionally, the

Company's agreement with Bombardier, Inc. includes options for another 80 aircraft that can be delivered in either 70 or 90-seat configurations. The Company presently anticipates that delivery dates for these aircraft could start in June 2005 and continue through September 2008; however, actual delivery dates remain subject to final determination as agreed upon by the Company and United.

In December 2002, United filed for reorganization under Chapter 11 of the United States Bankruptcy Code. During September 2003, the Company and United entered into a "United Express Agreement," which sets forth the principal terms and conditions governing the Company's United Express operations. The United Express Agreement received all necessary approvals from the U.S. Bankruptcy Court, creditors' committee operating on behalf of United under bankruptcy protection and United's pilot union. Under the terms of the United Express Agreement, the Company is compensated primarily on a fee-per-completed-block hour and departure basis, plus a margin based on performance incentives, and reimbursed for fuel and other costs. Notwithstanding the execution of the United Express Agreement, United's bankruptcy filing could still lead to many other unforeseen expenses, risks and uncertainties. Although United has reported that it intends to emerge from its ongoing Chapter 11 bankruptcy, it could still file for liquidation under Chapter 7 of the United States Bankruptcy Code, or liquidate some or all of its assets through one or more transactions with third parties. Such events, individually or singly, could jeopardize the Company's United Express operations, leave the Company unable to efficiently utilize the additional aircraft which the Company is currently obligated to purchase, or result in other outcomes which could have a material adverse effect on the operations, activities or financial condition of the Company.

The Company files annual, quarterly and current reports and other information with the Securities and Exchange Commission (the "SEC" or the "Commission"). These materials can be inspected and copied at the SEC's Public Reference Room at 450 Fifth Street, N.W., Washington, D.C. 20549. Copies of these materials may also be obtained by mail at prescribed rates from the SEC's Public Reference Room at the above address. Information about the Public Reference Room can be obtained by calling the SEC at 1-800-SEC-0330. The SEC also maintains an Internet site that contains reports, proxy and information statements, and other information regarding issuers that file electronically with the SEC. The address of the SEC's Internet site is www.sec.gov.

The Company maintains an Internet web site at www.skywest.com. The Company currently makes its most recent annual report to shareholders available through its web site and provides a link to the SEC's web site, through which the Company's annual, quarterly and current reports, as well as amendments to those reports, are available. In addition, the Company provides electronic or paper copies of its filings free of charge upon request.

SkyWest's flight schedules are structured to facilitate the connection of its passengers with flights of its major partners at the airports it serves. The following table shows selected information about the cities served by SkyWest as of December 31, 2004.

Arkansas:
	Texarkana	2004
	Fayetteville	2004
California:
	Bakersfield	1983
	Burbank	2004
	Carlsbad	1998
	Chico	1998
	Crescent City	1998
	Fresno	1985
	Imperial	1979
	Inyokern	1998
	Los Angeles	1977
	Modesto	1998
	Monterey	1987
	Oakland	2002
	Ontario	1981
	Orange County	1986
	Oxnard	1998
	Palm Springs	1970
	Redding	1998
	San Diego	1968
	San Francisco	1995
	San Jose	1986
	San Luis Obispo	1986
	Santa Barbara	1983
	Santa Maria	1982
	Visalia	1998
	Sacramento	1986
Colorado:
	Colorado Springs	1995
	Denver	2000
	Durango	2001
	Grand Junction	1983
	Montrose	2001
Idaho:
	Boise	1988
	Idaho Falls	1982
	Pocatello	1980
	Sun Valley	1990
	Twin Falls	1983
Illinois:
	Chicago	2003
	Moline	2003
	Peoria	2003
Indiana:
	Fort Wayne	2004
	Indianapolis	2004
	South Bend	2004

Iowa:
	Des Moines	2004
	Cedar Rapids	2004
Kansas:
	Wichita	2001
Kentucky:
	Lexington	2004
Louisiana:
	New Orleans	2003
	Monroe	2003
Michigan:
	Kalamazoo	2004
	Grand Rapids	2004
	Lansing	2004
	Midland Saginaw	2004
	Traverse City	2004
Missouri:
	Kansas City	2001
	Springfield	2002
	St. Louis	2004
Montana:
	Billings	1988
	Bozeman	1988
	Butte	1988
	Great Falls	2002
	Helena	1988	(2)
	Kalispell	2002
	Missoula	1998
	West Yellowstone	1986	(2)
Nebraska:
	Lincoln	2003
	Omaha	1998
Nevada:
	Elko	1982
	Las Vegas	1974
	Reno	1982
New York:
	Syracuse	2004
North Dakota:
	Bismarck	2003
	Fargo	2002
Ohio:
	Dayton	2004
	Canton	2004
Oklahoma:
	Oklahoma City	2001
	Tulsa	2001

Oregon:
	Eugene	1995
	Medford	1998
	Portland	1995
	Redmond	1998
Pennsylvania:
	Allentown	2004
	Scranton	2004
South Dakota:
	Rapid City	1994
	Sioux Falls	2003
Tennessee:
	Knoxville	2003
	Memphis	2001
	Nashville	2002
Texas:
	Beaumont	2004
	College Station	2003
	Dallas	2001
	El Paso	2001
	Houston	2001
	Killeen	2003
	San Angelo	2003
	San Antonio	2003
	Tyler	2003
	Victoria	2003
Utah:
	Cedar City	1972
	Salt Lake City	1972
	St. George	1972
Virginia:
	Roanoke	2004
Washington:
	Pasco	1996
	Seattle	1998
	Spokane	1999
West Virginia:
	Charleston	2004
Wyoming:
	Casper	1994
	Cody	1995
	Jackson Hole	1986
Canada:
	Calgary	1999
	Edmonton	2004
	Vancouver B.C.	1997
	Winnipeg	2003

All interstate air carriers, including SkyWest, are subject to regulation by the U.S. Department of Transportation ("DOT"), the Federal Aviation Administration ("FAA") and other governmental agencies. Regulations promulgated by the DOT primarily relate to economic aspects of air service. The FAA requires operating, air worthiness and other certificates; approval of personnel who may engage in flight, maintenance or operating activities; record-keeping procedures in accordance with FAA requirements; and FAA approval of flight training and retraining programs. Generally, governmental agencies enforce their regulations through, among other mechanisms, certifications, which are necessary for SkyWest's continued operations, and proceedings, which can result in civil or criminal penalties or revocation of operating authority. The FAA can also issue maintenance directives and other mandatory orders relating to, among other things, grounding of aircraft, inspection of aircraft, installation of new safety-related items and the mandatory removal and replacement of aircraft parts.

SkyWest believes it is operating in compliance with FAA regulations and holds all necessary operating and airworthiness certificates and licenses. The Company incurs substantial costs in maintaining current certifications and otherwise complying with the laws, rules and regulations to which it is subject. SkyWest's flight operations, maintenance programs, record keeping and training programs are conducted under FAA approved procedures. SkyWest does not operate at any airports where landing slots are restricted.

All air carriers are required to comply with federal laws and regulations pertaining to noise abatement and engine emissions. All air carriers are also subject to certain provisions of the Federal Communications Act of 1934, as amended, because of their extensive use of radio and other communication facilities. The Company is also subject to certain other federal and state laws relating to protection of the environment, labor relations and equal employment opportunity. Management believes that the Company is in compliance in all material respects with these laws and regulations.

The airline industry is highly competitive. The Company competes with several other regional airlines, some of which are owned or operated by the Company's major partners. The Company's major competitors are Atlantic Southeast Airlines, Comair Airlines, Air Wisconsin Airlines, Mesa Airlines, Republic Airlines, Transtates Airlines and Express Jet. The Company's major partners award contracts to these regional airlines based upon but not limited to the following criteria; low cost, financial resources, overall customer service levels relating to on-time arrival and departure statistics, cancellation of flights and lost baggage claims and the overall image of the regional airline as a whole. The principal competitive factors on the Company's prorate flying are fare pricing, customer service, routes served, flight schedules, aircraft types and relationships with the Company's major partners.

Generally, the airline industry is highly sensitive to general economic conditions, in large part due to the discretionary nature of a substantial percentage of both business and leisure travel. Many airlines have reported decreased earnings or substantial losses resulting from periods of economic recession, heavy fare discounting, high fuel use or other factors. Economic downturns combined with competitive pressures have contributed to a number of bankruptcies among major carriers. In addition, if the Company's major partners experience longer-term declines in passenger loads or are affected adversely by decreased ticket prices, increased fuel prices or other factors, they will likely seek to reduce the Company's contracted rates, adjust other terms of the Company's relationships or cancel Company flights in order to reduce their costs.

As of December 31, 2004, the Company employed 6,747 full-time equivalent employees consisting of 2,746 pilots and flight attendants, 2,879 customer service personnel, 701 mechanics and other maintenance personnel, and 421 administration and support personnel. The Company's employees are not currently represented by any union. The Company is aware, however, that collective bargaining group organization efforts among its employees occur from time to time and management anticipates that such efforts will continue in the future. During 2004, the question of whether or not to join an officially recognized union was submitted to the Company's pilots, who voted against the resolution. Under governing rules, the Company's pilots may again vote on this issue at any time because one year has passed since the previous vote. If unionization efforts are successful, the Company may be subjected to risks of work interruption or stoppage and/or incur additional expenses associated with union representation of its employees. In connection with the Company's proposed acquisition of additional CRJ700s and related expansion, the Company anticipates hiring approximately 750 additional employees, many of whom may be represented by a union in their existing or prior employment. The Company has never experienced any work stoppages and considers its relationships with its employees to be good.

The Company's results of operations for any interim period are not necessarily indicative of those for the entire year, since the airline industry is subject to seasonal fluctuations and general economic conditions. SkyWest's operations are somewhat favorably affected by increased travel on its prorate routes, historically occurring in the summer months, and are unfavorably affected by decreased business travel during the months from November through January and by inclement weather which occasionally results in cancelled flights, principally during the winter months.

The actual results of the Company's operations will vary, and may vary materially, from those currently anticipated, estimated, projected or expected by the Company. Among the key factors that may have a direct bearing on the Company's operating results and financial condition are those set forth in the following paragraphs.

The Company will be materially affected by the uncertainty of the airline industry

The airline industry has experienced tremendous challenges in recent years and will likely remain volatile for the foreseeable future. Among other factors, the events associated with September 11, 2001, the slowing U.S. economy throughout 2003 and 2004 and increased hostilities in Iraq, the Middle East or other regions have significantly affected, and are likely to continue to affect, the U.S. airline industry. These events have resulted in changed government regulation, declines and shifts in passenger demand, increased insurance costs and tightened credit markets, all of which have affected, and will continue to affect, the operations and financial condition of participants in the industry including the Company, major carriers (including the Company's major partners), competitors and aircraft manufacturers. These industry developments raise substantial risks and uncertainties which will affect the Company, major carriers (including the Company's major partners), competitors and aircraft manufacturers in ways that the Company is not currently able to predict.

The Company has been, and will continue to be, significantly impacted by the troubled financial condition of its major partners

In December 2002, United filed for reorganization under Chapter 11 of the United States Bankruptcy Code (the "Bankruptcy Code"). During September 2003, the Company entered into the

United Express Agreement, which had been previously approved on August 29, 2003 by the U.S. Bankruptcy Court. The United Express Agreement received all necessary approvals from the creditors' committee operating on behalf of United under bankruptcy protection and United's pilot union. Notwithstanding the execution of the United Express Agreement, United's bankruptcy filing could still lead to many other unforeseen expenses, risks and uncertainties. Although United has reported that it intends to emerge from its ongoing Chapter 11 bankruptcy, it could still file for liquidation under Chapter 7 of the Bankruptcy Code, or liquidate some or all of its assets through one or more transactions with third parties. Such events, individually or singly, could jeopardize the Company's United Express operations, leave the Company unable to efficiently utilize the additional aircraft which the Company is currently obligated to purchase, or result in other outcomes which could have a material adverse effect on the operations, activities or financial condition of the Company.

In recent months, Delta has indicated the possibility of seeking protection under the Bankruptcy Code unless it achieves a more competitive cost structure, regains profitability and obtains further access to capital markets on acceptable terms. If Delta were to file for protection under the Bankruptcy Code, the Company's Delta Connection operations could be jeopardized. Such an event could leave the Company unable to utilize existing aircraft or result in other outcomes which could have a material adverse effect on the operations, activities or financial condition of the Company.

The Company's operations and financial condition are dependent upon the terms of its relationships with its major partners

Substantially all of the Company's revenues are derived from flight operations conducted under its agreements with Delta and United. Any material change in the Company's contractual relationships with its major partners would impact the Company's operations and financial condition. The Company's major partners currently face significant economic, operational, financial and competitive challenges. United's bankruptcy filing and associated reorganization effort represents only a portion of those challenges. As the Company's major partners struggle to address such challenges, they have required, and will likely continue to require, the Company's participation in efforts to reduce costs and improve the financial position of the Company's partners. In particular, these challenges could translate into lower departure rates on the contract flying portion of the Company's business. Management believes these developments will impact many aspects of the Company's operations and financial performance. In particular, the Company anticipates that its financial performance, including its margins, will be less predictable than in prior periods and will be negatively impacted as the industry experiences significant restructuring. In addition, the Company's contract flying arrangements with Delta and United contain termination provisions that could adversely impact the Company's revenues. The Company's rights under the United Express Agreement expire incrementally between 2012 and 2016; however, United can terminate the agreement at any time without notice if the Company does not perform at certain levels. The Company's current Delta Connection agreement expires in 2010; however, Delta can terminate the agreement at any time without cause upon 180 days notice.

Maintenance costs will likely increase as the age of the Company's regional jet fleet increases

Because the average age of SkyWest's CRJ700s and CRJ200s is approximately 0.4 and 2.8 years, respectively, SkyWest's CRJ fleet requires less maintenance now than it will in the future. The Company has incurred relatively low maintenance expenses on its regional jet fleet because most of the parts on SkyWest's regional jet aircraft are under multi-year warranties and a limited number of heavy airframe checks and engine overhauls have occurred. The Company's maintenance costs will increase significantly, both on an absolute basis and as a percentage of its operating expenses, as SkyWest's fleet ages and these warranties expire. Under the Company's United Express Agreement, specific amounts are included in the rates for maintenance on CRJ200 engines. The actual cost of maintenance on CRJ200 engines may vary from the estimated rates (see Management's Discussion and Analysis).

The Company has a significant amount of contractual obligations which could have a material adverse effect on the Company's operations and financial condition.

As of December 31, 2004, the Company had $495.8 million in total long-term debt obligations. Substantially all of this long-term debt was incurred in connection with the acquisition of EMB120 and CRJ200 aircraft. The Company also has significant long-term lease obligations primarily relating to its aircraft fleet. These leases are classified as operating leases and therefore are not reflected as liabilities in the Company's condensed consolidated balance sheets. At December 31, 2004, the Company had 153 aircraft under lease with remaining terms ranging from one to 18 years. Future minimum lease payments due under all long-term operating leases were approximately $2.10 billion at December 31, 2004. At a 7% discount factor, the present value of these lease obligations was equal to approximately $1.40 billion at December 31, 2004.

As of December 31, 2004, the Company had commitments of approximately $500 million to purchase 20, CRJ700 aircraft and related flight equipment. The Company currently anticipates that it will take delivery of these aircraft from January 2005 through May 2005. Additionally, during the quarter ended March 31, 2004, Delta awarded to the Company seven additional CRJ200s that are scheduled for delivery during the first half of 2005. The Company anticipates subleasing these seven aircraft from Delta. The Company's high level of fixed obligations could impact its ability to obtain additional financing to support additional expansion plans or divert cash flows from operations and expansion plans to service the fixed obligations.

Terrorist activities or warnings have dramatically impacted, and will likely continue to impact, the Company

The terrorist attacks of September 11, 2001 and their aftermath have negatively impacted the airline industry in general and the Company's operations in particular. The primary effects experienced by the airline industry include a substantial loss of passenger traffic and revenue, increased security and insurance costs, increased concerns about future terrorist attacks, airport delays due to heightened security and significantly reduced yields due to the drop in demand for air travel.

Additional terrorist attacks, the fear of such attacks, the war in Iraq, other hostilities in the Middle East or other regions, as well as other factors, could negatively impact the airline industry, and result in further decreased passenger traffic and yields, increased flight delays or cancellations associated with new government mandates, as well as increased security, fuel and other costs. The Company cannot provide any assurance that these events will not harm the airline industry generally or the Company's operations or financial condition in particular.

The Company's reliance on only three aircraft types exposes the Company to a number of potentially significant risks

As of December 31, 2004, the Company had a fleet of 73 EMB120s, 125 CRJ200s and 12 CRJ700s. As of December 31, 2004, 75.5% of the Company's ASMs were flown using CRJ200s, 12.7% of the Company's ASMs were flown using EMB120s and 11.8% of the Company's ASMs were flown using CRJ700s. Additionally, as of December 31, 2004, the Company had agreements to acquire 20 CRJ700s and had obtained options to acquire another 80 CRJ700s that can be delivered in either 70 or 90 seat configurations. The Company presently anticipates that delivery dates for the 80 optioned CRJ700s could start in June 2005 and continue through September 2008; however, actual delivery dates remain subject to final determination as agreed upon by the Company and its major partners. The Company is subject to numerous risks related to the concentration of aircraft types in its current fleet that could materially or adversely affect its operations or financial condition, including:

The employees of the Company are not currently represented by any union; however, collective bargaining group organization efforts among the Company's employees occur from time to time and management expects that such efforts will continue in the future. In particular, the Company's management anticipates that unionization efforts may increase if the Company continues to grow and the number of former union employees employed by the Company increases. If unionizing efforts are successful, the Company may be subjected to risks of work interruption or stoppage and/or incur additional administrative expenses associated with union representation. Management recognizes that such efforts will likely continue in the future and may ultimately result in some or all of the Company's employees being represented by a union.

All interstate air carriers, including SkyWest, are subject to regulation by the DOT, the FAA and other governmental agencies. Regulations promulgated by the DOT primarily relate to economic aspects of air service. The FAA requires operating, air worthiness and other certificates; approval of personnel who may engage in flight, maintenance or operation activities; record keeping procedures in accordance with FAA requirements; and FAA approval of flight training and retraining programs. The Company cannot predict whether it will be able to comply with all present and future laws, rules, regulations and certification requirements or that the cost of continued compliance will not have a material adverse effect on the Company's operations.

The occurrence of an aviation accident would negatively impact the Company's operations and financial condition

An accident or incident involving one of the Company's aircraft could involve repair or replacement of a damaged aircraft and its consequential temporary or permanent loss from service, as well as significant potential claims of injured passengers and others. The Company is required by the DOT to carry liability insurance. In the event of an accident, the Company's liability insurance may not be adequate and the Company may be forced to bear substantial losses from the accident. Substantial claims resulting from an accident in excess of the Company's related insurance coverage would harm operational and financial results. Moreover, any aircraft accident or incident, even if fully insured, could cause a public perception that the Company is less safe or reliable than other airlines.

As of December 31, 2004, SkyWest owned or leased the following types of aircraft:

SkyWest's aircraft are turboprop and regional jet aircraft designed to operate more economically over short-haul routes with lower passenger load factors than larger jet aircraft. These factors make it economically feasible for SkyWest to provide high frequency service in markets with relatively low volumes of passenger traffic. Passenger comfort features of these aircraft include stand-up headroom, a lavatory, overhead baggage compartments and flight attendant service. Fiscal year 1995 marked the introduction of the CRJ200s. As of December 31, 2004, SkyWest operated 121 of 125 of these aircraft on stage lengths up to approximately 500 miles. During 2004, the Company introduced the CRJ700. As of December 31, 2004, SkyWest operated these 12 CRJ700s on stage lengths up to approximately 800 miles.

The Company's firm aircraft orders, as of December 31, 2004, consisted of orders for 20, 70-seat CRJ700s scheduled for delivery through May 2005. Gross committed expenditures for these aircraft and related equipment, including estimated amounts for contractual price escalations will be approximately $500 million from January 2005 through May 31, 2005. The Company has also obtained options for another 80 aircraft that can be delivered in either 70 or 90 seat configurations. The Company presently anticipates that delivery dates for these aircraft could start in June 2005 and continue through September 2008; however, actual delivery dates remain subject to final determination as agreed upon by the Company and United.

The Company's total long-term debt at December 31, 2004 was $495.8 million, of which $487.9 million related to the acquisition of EMB120 and CRJ200 aircraft and $7.9 million related to the acquisition of the Company's corporate office building. The average effective rate on the debt related to the EMB120 and CRJ200 aircraft of $487.9 million was approximately 4.4% at December 31, 2004.

As part of the Company's leveraged lease agreements, the Company typically indemnifies the equity/owner participant against liabilities that may arise due to changes in benefits from tax ownership of the respective leased aircraft.

Employees of SkyWest perform substantially all routine airframe and engine maintenance and periodic inspection of equipment. Maintenance is performed primarily at facilities in Palm Springs, California; Salt Lake City, Utah; and Fresno, California. SkyWest owns or leases the following properties:

Management deems the Company's current facilities as being suitable and necessary to support existing operations and believes the Company's facilities will be adequate for the foreseeable future.

The Company is subject to certain legal actions which it considers routine to its business activities. As of December 31, 2004, management believes, after consultation with legal counsel, that the ultimate outcome of such legal matters are not likely to have a material adverse effect on the Company's financial position, liquidity or results of operations. The most significant of these matters is as follows:

In July 2003, two former employees of SkyWest commenced litigation in the Superior Court of Santa Barbara, California, alleging violation of minimum wage, meal and rest break, and overtime regulations, as well as violations of the California Labor Code and Business and California Professions Code. In addition to their own claims, the plaintiffs have pled the case as a class action on behalf of all current and former flight attendants based in California since July 1999, but had not obtained class certification as of March 10, 2005. The plaintiffs are seeking monetary damages as compensation for their grievances. The Company and the plaintiffs have engaged in discovery and unsuccessfully attempted to mediate a settlement without reaching a mutually acceptable result. The Company is vigorously opposing the plaintiffs' claims. Because the amount of a potential loss, if any, resulting from the outcome of the forgoing case is neither probable nor reasonably estimable, no amounts related to such have been recorded in the Company's condensed consolidated financial statements.

Effective January 1, 2002, the Company changed its method of accounting for CRJ200 engine overhaul expenses. In connection with the change in accounting method, the Company restated its financial statements for the year ended December 31, 2001 and the first and second quarters of the year ended December 31, 2002. The restated financial information, together with a discussion of the change in accounting method, was presented in the Company's Amendment No. 1 on Form 10-K/A for the year ended December 31, 2001 and Amendments No. 1 on Forms 10-Q/A for the quarters ended June 30, 2002 and June 30, 2002. The staff of the Securities and Exchange Commission is investigating facts pertaining to the Company's change in accounting method and other changes presented in the restatement of the Company's financial statements. During the spring of 2004, the staff and counsel for the Company and its officers engaged in discussions regarding potential resolution of the investigation. Those discussions have not resolved the investigation and the staff has continued the investigation. The Company and its officers intend to continue to cooperate with the staff in the investigation.

No matters were submitted to a vote of security holders during the fourth quarter of the year ended December 31, 2004.

ITEM 5. MARKET FOR REGISTRANT'S COMMON EQUITY, RELATED STOCKHOLDER MATTERS AND ISSUER PURCHASES OF EQUITY SECURITIES

The Company's common stock is traded on the Nasdaq National Market under the symbol "SKYW." At March 8, 2005, there were approximately 1,248 stockholders of record. Securities held of record do not include shares held in securities position listings. The following table sets forth the range of high and low closing sales prices for the Company's common stock, during the periods indicated.

		2004
Quarter
	High		Low	High		Low
First		$	20.70	$	16.91		$	14.89	$	8.80
Second			20.00		15.45			19.08		10.25
Third			17.50		13.00			20.35		16.83
Fourth		$	20.45	$	14.31		$	19.24	$	15.46

The transfer agent for the Company's common stock is Zions First National Bank, Salt Lake City, Utah.

During 2004 and 2003, the Board of Directors declared regular quarterly dividends of $0.03 and $0.02 per share respectively. On November 3, 2004, the Company's Board of Directors declared a regular quarterly cash dividend of $0.03 per share payable to stockholders of record on December 31, 2004 and paid the dividend on January 5, 2005.

The following table contains information regarding the Company's equity compensation plans as of December 31, 2004.

Plan Category		Number of Securities to be Issued upon Exercise of Outstanding Options, Warrants and Rights		Weighted-Average Exercise Price of Outstanding Options, Warrants and Rights		Number of Securities Remaining Available for Future Issuance under Equity Compensation Plans (Excluding Securities Reflected in the First Column)
Equity compensation plans approved by security holders(1)		5,531,101		$	19.39		3,615,173
Equity compensation plans not approved by security holders		[N/A]			[N/A]		[N/A]

The following selected financial and operating data of the Company should be read in conjunction with "Management's Discussion and Analysis of Financial Condition and Results of Operations," and the Company's consolidated financial statements and related notes included elsewhere in this Report.

Selected Consolidated Financial Data (amounts in thousands, except per share data):

		Year Ended December 31,
		2004			2003			2002			2001			2000
Operating revenues		$	1,156,044		$	888,026		$	774,447		$	601,865		$	522,997
Operating income			144,776			108,480			119,555			65,564			89,047
Income before cumulative effect of change in accounting principle			81,952			66,787			78,277			50,516			60,874
Net income			81,952			66,787			86,866			50,516			60,874
	Basic		1.42			1.16			1.52			0.90			1.18
	Diluted	$	1.40		$	1.15		$	1.51		$	0.88		$	1.16
Weighted average shares:
	Basic		57,858			57,745			57,229			56,365			51,521
	Diluted		58,350			58,127			57,551			57,237			52,644
Total assets		$	1,662,287		$	1,529,210		$	999,384		$	831,566		$	676,412
Current assets			712,337			670,368			513,233			386,556			361,602
Current liabilities			175,831			151,959			121,388			115,738			81,935
Long-term debt, net of current maturities			463,233			462,773			125,379			113,688			75,751
Stockholders' equity		$	779,055		$	709,063		$	638,686		$	545,840		$	484,953
Return on average equity(1)			11.0	%		9.9	%		14.7	%		9.8	%		16.1	%

	Year Ended December 31,
	2004		2003		2002		2001		2000
Block hours	589,129		482,158		405,007		356,370		344,694
Departures	464,697		395,631		351,631		333,383		332,509
Passengers carried	13,424,520		10,738,691		8,388,935		6,229,867		5,598,499
Revenue passenger miles (000)	5,546,069		4,222,669		2,990,753		1,732,180		1,277,001
Available seat miles (000)	7,546,318		5,875,029		4,356,053		2,837,278		2,256,635
Load factor	73.5	%	71.9	%	68.7	%	61.1	%	56.6	%
Break-even load factor	65.5	%	63.9	%	58.4	%	54.4	%	47.2	%
Yield per revenue passenger mile	20.50	¢	20.90	¢	25.73	¢	34.41	¢	40.42	¢
Revenue per available seat mile	15.30	¢	15.10	¢	17.78	¢	21.21	¢	23.18	¢
Cost per available seat mile	13.60	¢	13.40	¢	15.12	¢	18.90	¢	19.23	¢
Average passenger trip length	413		393		356		278		228
Number of operating aircraft at end of year	206		185		149		131		107

		Year Ended December 31, 2004
		First Quarter		Second Quarter		Third Quarter		Fourth Quarter		Year
Operating revenues (000)		$	253,704	$	267,387	$	308,265	$	326,688	$	1,156,044
Operating income (000)			34,857		35,159		37,942		36,818		144,776
Net income (000)			19,370		20,054		21,279		21,249		81,952
Net income per common share:
	Basic		0.33		0.35		0.37		0.37		1.42
	Diluted	$	0.33	$	0.34	$	0.37	$	0.37	$	1.40
Operating revenues (000)		$	207,362	$	212,694	$	230,490	$	237,480	$	888,026
Operating income (000)			20,149		24,252		35,233		28,846		108,480
Net income (000)			13,300		14,896		21,128		17,463		66,787
Net income per common share:
	Basic earnings per share		0.23		0.26		0.37		0.30		1.16
	Diluted earnings per share	$	0.23	$	0.26	$	0.36	$	0.30	$	1.15
Weighted average common shares:
	Basic:		57,641		57,648		57,837		57,853		57,745
	Diluted:		57,649		57,974		58,423		58,397		58,127

The following terms used in this section and elsewhere in this Report have the meanings indicated below:

"Revenue passenger miles" represents the number of miles flown by revenue passengers.

"Available seat miles" represents the number of seats available for passengers multiplied by the number of miles the seats are flown.

"Load factor" represents the percentage of aircraft seating capacity that is actually utilized (revenue passenger miles divided by available seat miles).

"Breakeven load factor" is the passenger load factor that will result in operating revenues being equal to operating expenses, assuming constant revenue per passenger mile and expenses.

"Yield per passenger mile" represents the average amount one passenger pays to fly one mile.

"Passenger revenue per available seat mile" represents passenger revenue divided by available seat miles.

"Operating cost per available seat mile" represents operating expenses plus interest divided by available seat miles.

ITEM 7. MANAGEMENT'S DISCUSSION AND ANALYSIS OF FINANCIAL CONDITION AND RESULTS OF OPERATIONS

The Company, through its wholly-owned subsidiary, SkyWest, operates one of the larger independent regional airlines in the United States. SkyWest offers scheduled passenger and air freight service with approximately 1,500 daily departures to 117 cities in 31 states and three Canadian provinces. Additionally, SkyWest provides customer handling services for approximately ten other airlines throughout SkyWest's system. SkyWest has been a partner with Delta in Salt Lake City and United in Los Angeles since 1987 and 1997, respectively. In 1998, SkyWest expanded its relationship with United to provide service in Portland, Seattle/Tacoma, San Francisco and additional Los Angeles markets. In 2001, SkyWest expanded its operations to serve as the Delta Connection in Dallas/Fort Worth. However, effective January 31, 2005, SkyWest re-deployed all its Delta Connection flights to Salt Lake City as a result of Delta's decision to "de-hub" its Dallas/Fort Worth operations. In April 2003, SkyWest signed an agreement with Continental to supply Continental with regional airline feed into Continental's Houston hub effective on July 1, 2003. In January 2005, SkyWest and Continental announced their mutual decision to end SkyWest's operations as a Continental Connection carrier not later than June, 2005. In 2004, SkyWest expanded its United Express operations to provide service in Chicago. Today, SkyWest operates as a Delta Connection carrier in Salt Lake City and as a United Express carrier in Los Angeles, San Francisco, Denver, Chicago and the Pacific Northwest. SkyWest believes its success in attracting multiple contractual relationships with major airline partners is attributable to its delivery of high-quality customer service with an all cabin-class fleet at a competitive cost structure. As of December 31, 2004, approximately 40% of SkyWest's capacity (measured in ASMs) was operated under the Delta code, approximately 59% was operated under the United code and approximately 1% was operated under the Continental code. As of December 31, 2004, SkyWest operated a fleet of 73 EMB120s, (50 United, 14 Delta and nine Continental), 121 CRJ200s (65 United, 56 Delta with four SkyWest spares), and 12 CRJ 700s with United.

Historically, multiple contractual relationships have enabled SkyWest to reduce reliance on any single major airline code and to enhance and stabilize operating results through a mix of SkyWest-controlled or "prorate" flying and contract flying. On contract routes, the major airline partner controls scheduling, ticketing, pricing and seat inventories and SkyWest is compensated by the major airline partner at contracted rates based on the completed block hours, flight departures and other operating measures. On prorate flights, SkyWest controls scheduling, ticketing, pricing and seat inventories and receives a prorated portion of passenger fares. As of March 1, 2005, essentially all of the Company's EMB120s flown for Delta and Continental were flown under prorate arrangements. As of March 1, 2005, approximately 92% of the Company's EMB120s flown in the United system were flown under contractual arrangements, with the remaining eight percent flown under prorate arrangements.

On September 15, 2003, the Company announced the completion of a firm order for 30, 70-seat CRJ700s for its United Express operations. On February 10, 2004, the Company amended the order to include ten additional CRJ200s and two additional CRJ700s, bringing the total order for the Company's United Express operations to 32 CRJ700s and ten CRJ200s. The Company began taking delivery of these aircraft in January 2004 and has scheduled delivery of the remaining aircraft covered by the order through May 2005. The Company's firm aircraft orders, as of December 31, 2004, consisted of orders for 20, CRJ700s scheduled for delivery through May 2005. Gross committed expenditures for these aircraft and related equipment, including estimated amounts for contractual price escalations are estimated to be approximately $500 million through May 31, 2005. Additionally, the Company's agreement with Bombardier, Inc. includes options for another 80 aircraft that can be delivered in either 70 or 90-seat configurations. The Company presently anticipates that delivery dates for these aircraft

could start in June 2005 and continue through September 2008; however, actual delivery dates remain subject to final determination as agreed upon by the Company and its major partners.

In December 2002, United filed for reorganization under Chapter 11 of the United States Bankruptcy Code. During September 2003, the Company entered into the United Express Agreement, which sets forth the principal terms and conditions governing the Company's United Express operations. The United Express Agreement received all necessary approvals from the U.S. Bankruptcy Court, creditors' committee operating on behalf of United under bankruptcy protection and United's pilot union. Under the terms of the United Express Agreement, the Company is compensated primarily on a fee-per-completed-block hour and departure basis, plus a margin based on performance incentives, and reimbursed for fuel and other costs. Notwithstanding the execution of the United Express Agreement, United's bankruptcy filing could still lead to many other unforeseen expenses, risks and uncertainties. Although United has reported that it intends to emerge from its ongoing Chapter 11 bankruptcy on or before June 30, 2005, it could still file for liquidation under Chapter 7 of the United States Bankruptcy Code, or liquidate some or all of its assets through one or more transactions with third parties. Such events, individually or singly, could jeopardize the Company's United Express operations, leave the Company unable to efficiently utilize the additional aircraft which the Company is currently obligated to purchase, or result in other outcomes which could have a material adverse effect on the operations, activities or financial condition of the Company.

The Company's significant accounting policies are described in Note 1 to the Company's Consolidated Financial Statements for the year ended December 31, 2004 contained herein. Critical accounting policies are those policies that are most important to the preparation of the Company's consolidated financial statements and require management's subjective and complex judgments due to the need to make estimates about the effect of matters that are inherently uncertain. The Company's critical accounting policies relate to revenue recognition, aircraft maintenance, aircraft leases and impairment of long-lived assets as discussed below. The application of these accounting policies involves the exercise of judgment and the use of assumptions as to future uncertainties and, as a result, actual results will differ, and could differ materially from such estimates.

Passenger and ground handling revenues are recognized when service is provided. Under the Company's contract and prorate flying agreements with Delta, United and Continental, revenue is considered earned when the flight is completed.

During the six months ended June 30, 2004, the Company and Delta had not finalized the terms of the rate agreement, but had reached a conceptual understanding regarding rates, terms and conditions for contract flying under which the Company operated as a Delta Connection carrier. Consequently, revenues under the Delta arrangement for the six months ended June 30, 2004 were recorded based on the terms of the conceptual understanding. During the quarter ended September 30, 2004, the Company finalized the contract rates with Delta for calendar 2004. No material adjustment resulted from the finalization of the rates for 2004. Under the terms of the Delta rate agreement for 2004, the Company is compensated primarily on a fee-per-completed-block hour and departure basis plus a margin, and reimbursed for fuel and other certain costs. The Company and Delta are continuing to negotiate rates for calendar 2005 that would provide for items such as multiple-year automatic rate reset provisions, a contract extension and other provisions intended to enable more efficient contract administration for the parties.

In September 2003, the Company entered into the United Express Agreement, which had been previously approved on August 29, 2003 by the U.S. Bankruptcy Court. The United Express Agreement

received all the necessary approvals from the creditors' committee operating on behalf of United under bankruptcy protection and United's pilot union. Under the terms of the United Express Agreement, the Company is compensated primarily on a fee-per-completed-block hour and departure basis plus a margin based on performance incentives, and reimbursed for fuel and other certain costs.

On April 3, 2003, the Company signed an agreement with Continental to supply Continental with regional airline feed into its Houston hub beginning on July 1, 2003. The Company announced on January 24, 2005 in conjunction with Continental Airlines to end its contractual relationship for flying turboprop aircraft as a Continental Connection carrier. The Company currently intends to phase out of its Continental Connection turbo-prop flying from March to June 2005.

The Company's agreements with Delta, United and Continental contain certain provisions pursuant to which the parties could terminate the respective agreements, subject to certain rights of the other party, if certain performance criteria are not maintained. The Company's revenues could be impacted by a number of factors, including changes to the agreements, contract modifications resulting from contract re-negotiations and the Company's ability to earn incentive payments contemplated under applicable agreements.

In the event that the Company's contractual rates have not been finalized at quarterly or annual financial statement dates, the Company records revenues based on a prior period's approved rates, adjusted to reflect management's current estimate of the results of the current contract negotiations. If the final contractual rates differ from those estimated by management, the Company will reflect these changes in the consolidated financial statements in the period the contractual rates are finalized.

The Company uses the "deferral method" of accounting for its EMB120 engine overhauls, which provides for engine overhaul costs to be capitalized and depreciated over the estimated useful life of the engine. For leased aircraft, the Company is subject to lease return provisions that require a minimum portion of the "life" of an overhaul be remaining on the engine at the lease return date. For EMB120 engine overhauls related to leased aircraft to be returned, the Company adjusts the estimated useful lives of the final engine overhauls based on the respective lease return dates.

Due to the change in the Company's contractual arrangement with one of its major partners and based on a letter agreement executed by and between the Company and GE Engine Services, Inc. in April 2002 (the "Letter Agreement"), the Company elected to change from the accrual method of accounting to the direct-expense method of accounting for CRJ200 engine overhaul costs effective January 1, 2002. The Company believes the direct-expense method is preferable in the circumstances because the maintenance liability is not recorded until the maintenance services are performed, the direct-expense method eliminates significant estimates and judgments inherent under the accrual method, and it is the predominant method used in the airline industry. Accordingly, effective January 1, 2002, the Company reversed its engine overhaul accrual that totaled $14.1 million by recording a cumulative effect of change in accounting principle of $8.6 million (net of income taxes of $5.5 million).

During the quarter ended December 31, 2004, the Company completed negotiations and signed an engine services agreement with a third party vendor to provide long-term engine services covering the scheduled and unscheduled repairs for engines on its CRJ700 regional jet aircraft effective January, 2004.

The majority of the Company's aircraft are leased from third parties. In order to determine the proper classification of a lease as either an operating lease or a capital lease, the Company must make certain estimates at the inception of the lease relating to the economic useful life and the fair value of

an asset as well as select an appropriate discount rate to be used in discounting future lease payments. These estimates are utilized by management in making computations as required by existing accounting standards that determine whether the lease is classified as an operating lease or a capital lease. Substantially all of the Company's aircraft leases have been classified as operating leases, which results in rental payments being charged to expense over the terms of the related leases. Additionally, operating leases are not reflected in the Company's consolidated balance sheet and accordingly, neither a lease asset nor an obligation for future lease payments is reflected in the Company's consolidated balance sheet.

As of December 31, 2004, the Company had approximately $933 million of property and equipment and related assets. In accounting for these long-lived assets, the Company makes estimates about the expected useful lives of the assets, the expected residual values of the assets, and the potential for impairment based on the fair value of the assets and the cash flows they generate. Factors indicating potential impairment include, but are not limited to, significant decreases in the market value of the long-lived assets, a significant change in the long-lived assets condition, and operating cash flow losses associated with the use of the long-lived asset. In 2003 and 2004, due to volatile economic conditions and indications of declining aircraft market values, the Company evaluated whether the book value of the Company's aircraft was impaired in accordance with SFAS No. 144, "Accounting for the Impairment or Disposal of Long-Lived Assets." No impairment was necessary based on the results of the evaluations.

There is inherent risk in estimating the future cash flows used in the impairment test. If cash flows do not materialize as estimated, there is a risk the impairment charges recognized to date may be inaccurate, or further impairment charges may be necessary in the future.

Operating Statistics. The following table sets forth the major operational statistics of the Company and the percentage-of-change for the years identified below.

	Year ended December 31,
	2004		2003		% Change
Passengers carried	13,424,520		10,738,691		25.0
Revenue passenger miles (000)	5,546,069		4,222,669		31.3
Available seat miles (000)	7,546,318		5,875,029		28.4
Passenger load factor	73.5	%	71.9	%	1.6	pts
Passenger breakeven load factor	65.5	%	63.9	%	1.6	pts
Yield per revenue passenger mile	20.50	¢	20.90	¢	(1.9	)
Revenue per available seat mile	15.30	¢	15.10	¢	1.3
Cost per available seat mile	13.60	¢	13.40	¢	1.5
Fuel cost per available seat mile	3.30	¢	2.50	¢	32.0
Average passenger trip length (miles)	413		393		5.1

Total ASMs generated by the Company during the year ended December 31, 2004 increased 28.4% from the year ended December 31, 2003. The increase in ASMs was primarily a result of the Company increasing its operating aircraft to 206 aircraft as of December 31, 2004, from 185 aircraft as of December 31, 2003. During the year ended December 31, 2004, the Company took delivery of 12 new CRJ200s, four used CRJ200s with an average age of less than one year and 12 new CRJ700s.

Net Income. Net income increased to $81.9 million, or $1.40 per diluted share, for the year ended December 31, 2004, compared to $66.8 million, or $1.15 per diluted share, for the year ended December 31, 2003. Factors relating to the change in net income are discussed below.

Passenger Revenues. Passenger revenues include an amount designed to reimburse the Company for aircraft ownership costs. The amount deemed to be rental income for the year ended 2004 was $187.0 million. Passenger revenues, which represented 98.6% of consolidated operating revenues for the year ended December 31, 2004, increased 29.2% to $1.14 billion for the year ended December 31, 2004, from $882.1 million, or 99.3% of consolidated operating revenues, for the year ended December 31, 2003. Passenger revenues, excluding fuel reimbursements from major partners, increased 21.1% for the year ended December 31, 2004. The increase in passenger revenues excluding fuel was primarily due to a 28.4% increase in ASMs, principally as a result of the Company increasing its operating aircraft to 206 aircraft as of December 31, 2004, from 185 aircraft as of December 31, 2003; however, this increase was partially offset by the economic efficiencies of flying new, incremental regional jet aircraft. These efficiencies are passed on to the Company's major partners through the rates contemplated by their respective contracts. Twelve CRJ700s and twelve additional CRJ200s were placed into service under the Company's United Express operations during the year ended December 31, 2004. Revenue per ASM increased 1.3% to 15.3¢, from 15.1¢ for the year ended December 31, 2003, primarily due to an increase in fuel reimbursements from major partners.

Passenger Load Factor. Passenger load factor increased to 73.5% for the year ended December 31, 2004, from 71.9% for the year ended December 31, 2003. The increase in load factor was due primarily to the further development of the Company's relationships with United and Delta whereby SkyWest supplements mainline service in previously established and developed markets. Additionally, the Company is experiencing higher passenger acceptance of its regional jet aircraft.

Total Airline Expenses Excluding Fuel. Total airline expenses for the year ended December 31, 2004, excluding fuel charges (which are substantially reimbursable by the Company's major partners), increased approximately 21.4% from the same period of 2003. The increase was primarily a result of a 28.4% increase in ASMs (which resulted principally from the expansion of SkyWest's regional jet fleet from 2003). Total operating expenses for the year ended December 31, 2004 increased at a lower rate than ASM growth, primarily due to the increased operating efficiencies obtained from the new CRJs that were added to the fleet during the year and from increased stage lengths flown by the new CRJs.

Operating and Interest Expenses. Operating and interest expenses increased 30.4% to $1.03 billion for the year ended December 31, 2004, compared to $789.4 million for the year ended December 31, 2003. The increase in total operating and interest expenses was due principally to the growth in SkyWest's regional jet fleet from 2003. As a percentage of consolidated operating revenues, total operating and interest expenses increased to 89.1% for the year ended December 31, 2004, from 88.9% for the year ended December 31, 2003. The increase in operating and interest expenses as a percentage of consolidated operating revenues was primarily due to significant increases in fuel costs year-over-year.

Operating revenues increased 30.2% for the year ended December 31, 2004, compared to the year ended December 31, 2003, while total operating and interest expenses increased 30.4% over the same period. The increase in total operating revenues was primarily due to the growth in SkyWest's regional jet fleet from 2003. Airline operating and interest expenses, excluding fuel charges, per ASM decreased 5.5% to 10.3¢ for the year ended December 31, 2004, from 10.9¢ for the year ended December 31, 2003. The primary reason for the decrease was the increased capacity of the Company's regional jet aircraft and the increase in stage lengths flown by the Company's regional jet aircraft.

The following tables set forth information regarding the Company's operating expense components for the years ended December 31, 2004 and 2003. Operating expenses are expressed as a percentage of operating revenues. Individual expense components are also expressed as cents per ASM.

	Year ended December 31,
	2004				2003
	Amount		Percentage of Revenue	Cents per ASM	Amount		Percentage of Revenue	Cents Per ASM
	(in thousands)				(in thousands)
Salaries, wages and employee benefits	$	282,676	24.5	3.8	$	225,545	25.4	3.8
Aircraft costs		222,837	19.3	3.0		199,355	22.4	3.4
Maintenance		77,514	6.7	1.0		54,151	6.1	0.9
Fuel		252,556	21.8	3.3		149,429	16.8	2.5
Other airline expenses		175,686	15.2	2.3		151,066	17.0	2.6
Interest		18,239	1.6	0.2		9,891	1.1	0.2

Total airline expenses	$	1,029,508		13.6	$	789,437		13.4

The cost per ASM of salaries, wages and employee benefits remained constant at 3.8¢ for the year ended December 31, 2004 and December 31, 2003. The average number of full-time equivalent employees increased 28.3% to 6,747 for the year ended December 31, 2004 from 5,257 for the year ended December 31, 2003. The increase in number of employees was due, in large part, to the addition of personnel required for the new regional jet flying and ground handling operations within the Company's United Express operations.

The cost per ASM for aircraft costs, including aircraft rent and depreciation, decreased to 3.0¢ for the year ended December 31, 2004, from 3.4¢ for the year ended December 31, 2003. The decrease in cost per ASM was primarily due to the addition of twelve CRJ700s, which have a lower operating cost per ASM than the Company's existing aircraft. Additionally, the decrease was due, in part, to the Company changing the estimate on depreciable lives of rotable spares from five years to ten years effective January 2004. This change in estimate increased the Company's pretax income by $11,455,000 for the year ended December 31, 2004. The impact of this change on costs per ASM for the year ended December 31, 2004 was 0.002¢ and the remaining decrease was primarily due to the increase in the number of regional jets that were added to SkyWest's fleet during 2004.

The cost per ASM for maintenance expense increased to 1.0¢ for the year ended December 31, 2004, from 0.9¢ the year ended December 31, 2003. The increase in cost per ASM was primarily due to the timing of certain maintenance events. Under the Company's United Express Agreement, specific amounts are included in the rates and charges for mature maintenance on regional jet engines that the Company records as revenue. However, consistent with the change to a direct expense maintenance policy the Company records maintenance expense on its CRJ200 engines as it is incurred. As a result, during the year ended December 31, 2004 the Company collected and recorded as revenue $23.3 million (pretax) under the United Express Agreement, with no corresponding offset for CRJ200 engine maintenance overhauls since none were incurred. Because the "Maintenance" line in the table set forth above does not include salaries, wages and employee benefits associated with the Company's maintenance operations (those costs are stated separately in the table), the maintenance expense line in the above table differs from the maintenance line in the Company's Condensed Consolidated Statements of Income set forth in Item 8 below.

The cost per ASM for fuel increased to 3.3¢ for the year ended December 31, 2004, from 2.5¢ for the year ended December 31, 2003. This increase was primarily due to the average price of fuel increasing to $1.45 per gallon during the year ended December 31, 2004, from $1.12 per gallon for the year ended December 31, 2003.

The cost per ASM for other expenses, primarily consisting of landing fees, station rentals, computer reservation system fees and hull and liability insurance, decreased 11.5% to 2.3¢ for the year ended December 31, 2004, from 2.6¢ for the year ended December 31, 2003. The decrease was primarily related to the Company's elimination of certain reservation and distribution costs which were previously associated with the United Express Agreement that are now handled directly by United, along with the increase in stage lengths flown by the Company's regional jets.

Interest expense increased to approximately $18.2 million during the year ended December 31, 2004, from approximately $9.9 million during the year ended December 31, 2003. The increase in interest expense was primarily due to the long-debt financing of the new regional jets acquired by the Company.

The Emergency War Time Supplemental Appropriations Act of 2003 became effective on May 15, 2003, and the Company received approximately $6.5 million under the act. This legislation provides for compensation to domestic airlines based on their proportional share of passenger security and infrastructure security fees paid, as well as reimbursement for installing fortified flight deck doors. This legislation also provides for the suspension of passenger and infrastructure fees from June 1, 2003 through October 31, 2003 and an extension of war risk liability and hull insurance coverage through December 31, 2004. Pursuant to the Consolidated Appropriations Act of 2005, Congress further extended the government's mandate to provide war-risk insurance through August 31, 2005. The Company is unable to predict whether the government will extend this insurance coverage past August 31, 2005. However, under terms of the Company's contracts with its major partners, such insurance expense is a "pass-through" cost and is not anticipated to have a material impact on the Company's ongoing operations or future financial results.

Operating Statistics. The following table sets forth the major operational statistics and the percentage-of-change for the years ended identified below:

	Year ended December 31,
	2003		2002		% Change
Passengers carried	10,738,691		8,388,935		28.0
Revenue passenger miles (000)	4,222,669		2,990,753		41.2
Available seat miles (000)	5,875,029		4,356,053		34.9
Passenger load factor	71.9	%	68.7	%	3.2	pts
Passenger breakeven load factor	63.9	%	58.4	%	5.5	pts
Yield per revenue passenger mile	20.90	¢	25.73	¢	(18.8	)
Revenue per available seat mile	15.10	¢	17.78	¢	(15.1	)
Cost per available seat mile	13.40	¢	15.12	¢	(11.4	)
Fuel cost per available seat mile	2.50	¢	2.20	¢	13.6
Average passenger trip length (miles)	393		356		10.4

Total ASMs generated by the Company during the year ended December 31, 2003 increased 34.9% from the year ended December 31, 2002. The increase in ASMs was primarily a result of the Company increasing its operating aircraft to 185 aircraft as of December 31, 2003, from 149 aircraft as of December 31, 2002. During the year ended December 31, 2003, the Company took delivery of 39 additional CRJ200s.

Net Income. Net income decreased to $66.8 million, or $1.15 per diluted share, for the year ended December 31, 2003, compared to $86.9 million, or $1.51 per diluted share, for the year ended December 31, 2002. Factors relating to the change in net income are discussed below.

Passenger Revenues. Passenger revenues, which represented 99.3% of consolidated operating revenues for the year ended December 31, 2003, increased 14.6% to $882.1 million for the year ended

December 31, 2003, from $769.4 million or 99.4% of consolidated operating revenues for the year ended December 31, 2002. Passenger revenues, excluding fuel costs, increased 9.1% for the year ended December 31, 2003. The increase in passenger revenue excluding fuel was primarily due to a 34.9% increase in ASMs, principally as a result of the Company increasing its operating aircraft to 185 aircraft as of December 31, 2003, from 149 aircraft as of December 31, 2002; however, this increase was partially offset by the economic efficiencies of flying new, incremental regional jet aircraft. These efficiencies are passed on to the major partners through decreases in the rates contemplated by their respective contracts. Twenty-eight additional CRJ200s were placed into service under the Company's United Express operations and 11 additional CRJ200s were placed in service under the Delta Connection operations during the year ended December 31, 2003. Revenue per ASM decreased 15.2% to 15.1¢ from 17.8¢ for the year ended December 31, 2002, primarily due to an increase in ASMs produced by CRJ200s and CRJ700s (resulting in lower revenue per ASM pursuant to the terms of the Company's agreements with Delta and United).

Passenger Load Factor. Passenger load factor increased to 71.9% for the year ended December 31, 2003, from 68.7% for the year ended December 31, 2002. The increase in load factor was due primarily to the further development of the Company's relationships with United and Delta whereby SkyWest is supplementing mainline service in previously established and developed markets. Additionally, the Company is experiencing higher passenger acceptance of its regional jet aircraft.

Total Airline Expenses Excluding Fuel. Total airline expenses for the year ended December 31, 2003, excluding fuel charges (which are reimbursable by the Company's major partners), increased approximately 14.2% from the same period of 2002. The increase was primarily a result of a 34.9% increase in ASMs (which resulted principally from the expansion of SkyWest's regional jet fleet from 2002). Total operating expenses for the year ended December 31, 2003 increased at a lower rate than ASMs due to the increased stage lengths flown by the Company's regional jets and the cost reduction initiatives implemented by the Company during the year ended December 31, 2003.

Operating and Interest Expenses. Operating and interest expenses increased 19.9% to $789.4 million for the year ended December 31, 2003, compared to $658.5 million for the year ended December 31, 2002. The increase in total operating and interest expenses was due principally to the growth in SkyWest's regional jet fleet from 2002. As a percentage of consolidated operating revenues, total operating and interest expenses increased to 88.9% for the year ended December 31, 2003, from 85.0% for the year ended December 31, 2002. The increase in operating and interest expenses as a percentage of consolidated operating revenues was primarily due to the reduction in the Company's departure rates as operating revenues increased 14.7% year-over-year, while total operating expenses and interest increased 19.9% from 2002. The increase in interest expense was also primarily due to the increase in debt financing of the Company's new regional jets. Airline operating and interest expense excluding fuel charges, per ASM decreased 15.5% to 10.9¢ for the year ended December 31, 2003, from 12.9¢ for the year ended December 31, 2002. The primary reason for the decrease was the increased capacity of the Company's regional jet aircraft, which are less expensive to operate on a per-ASM basis than EMB120s.

The following tables set forth information regarding the Company's operating expense components for the years ended December 31, 2003 and 2002. Operating expenses are expressed as a percentage of operating revenues. Individual expense components are also expressed as cents per ASM.

	Year ended December 31,
	2003				2002
	Amount		Percentage of Revenue	Cents per ASM	Amount			Percentage of Revenue		Cents Per ASM
	(in thousands)				(in thousands)
Salaries, wages and employee benefits	$	225,545	25.4	3.8	$	200,715		25.9		4.6
Aircraft costs		199,355	22.4	3.4		160,853		20.8		3.7
Maintenance		54,151	6.1	0.9		54,041		7.0		1.2
Fuel		149,429	16.8	2.5		97,899		12.6		2.2
Other airline expenses		151,066	17.0	2.6		142,822		18.4		3.3
US Government assistance		—	0.0	0.0		(1,438	)	(0.2	)	0.0
Interest		9,891	1.1	0.2		3,611		0.5		0.1

Total airline expenses	$	789,437		13.4	$	658,503				15.1

The cost per ASM of salaries, wages and employee benefits decreased to 3.8¢ for the year ended December 31, 2003, compared to 4.6¢ for the year ended December 31, 2002. The decrease was primarily the result of the increase in stage lengths flown by regional jets. The average number of full-time equivalent employees increased 3.5% to 5,257 for the year ended December 31, 2003 from 5,079 for the year ended December 31, 2002. The increase in number of employees was due, in large part, to the addition of personnel required for the new flying and ground handling operations within the Company's United Express operations.

The cost per ASM for aircraft costs, including aircraft rent and depreciation, decreased to 3.4¢ for the year ended December 31, 2003, from 3.7¢ for the year ended December 31, 2002. The decrease in costs per ASM was primarily due to the increase in the number of CRJ200s that were added to SkyWest's fleet during the year ended December 31, 2003, resulting in an increase in stage lengths year-over-year.

The cost per ASM for maintenance expense decreased to 0.9¢ for the year ended December 31, 2003, compared to 1.2¢for the year ended December 31, 2002. The decrease in cost per ASM was primarily attributable to the increase in stage lengths flown by CRJ200s, a higher mix of new aircraft with SkyWest's fleet and the timing of certain maintenance-related events. Under the Company's United Express Agreement, specific amounts are included in the rates and charges for mature maintenance on regional jet engines that the Company records as revenue. As a result, during the year ended December 31, 2003, the Company collected and recorded as revenue $15.9 million (pretax) under the United Express Agreement, with no corresponding offset for CRJ200 engine maintenance overhauls since none were incurred. Because the "Maintenance" line in the table set forth above does not include salaries, wages and employee benefits associated with the Company's maintenance operations (those costs are stated separately in the table), the maintenance expense line in the above table differs from the maintenance line in the Company's Condensed Consolidated Statements of Income set forth in Item 8 below.

The cost per ASM for fuel increased to 2.5¢ for the year ended December 31, 2003, from 2.2¢ for the year ended December 31, 2002. This was primarily due to the average price of fuel increasing to $1.12 per gallon during the year ended December 31, 2003, from $0.97 per gallon for the year ended December 31, 2002.

The cost per ASM for other expenses, primarily consisting of landing fees, station rentals, computer reservation system fees and hull and liability insurance, decreased 21.2% to 2.6¢ for the year

ended December 31, 2003, from 3.3¢ for the year ended December 31, 2002. The decrease was primarily related to the Company's elimination of certain reservation and distribution costs which were previously associated with the United Express Agreement, along with the increase in stage lengths flown by the Company's regional jets.

Interest expense increased to approximately $9.9 million during the year ended December 31, 2003, from approximately $3.6 million during the year ended December 31, 2002. The increase in interest expense was primarily due to the temporary long-debt financing of the regional jets acquired by the Company during the twelve-month period ended December 31, 2003.

The Company had working capital of $536.5 million and a current ratio of 4.1:1 at December 31, 2004, compared to working capital of $518.4 million and a current ratio of 4.4:1 at December 31, 2003. The principal sources of funds during the year ended December 31, 2004 were $246.9 million provided by operating activities, $47.8 million of proceeds from returns on aircraft deposits, $34.5 million of proceeds from the issuance of long-term debt and $7.8 million from the sale of common stock in connection with the exercise of stock options under the Company's stock option and employee stock purchase plans. During the year ended December 31, 2004, the Company invested $193.4 million in flight equipment, $69.6 million in marketable securities, $18.9 million in buildings and ground equipment and $3.5 million in other assets. The Company made principal payments on long-term debt of $32.3 million, repurchased common stock for approximately $12.3 million and paid $6.4 million in cash dividends. These factors resulted in a $0.6 million increase in cash and cash equivalents during the year ended December 31, 2004.

The Company's receivables increased by approximately $15.8 million from December 31, 2004 from December 31, 2003. The increase was primarily due to the increase in the price of fuel during the year and the fuel reimbursement provisions of the Company's contracts with its major partners. Under the contracts, the Company receives weekly wire transfers based on estimated production and fuel costs, which payments are subsequently reconciled and adjusted after quarter and year end.

The Company's position in marketable securities, consisting primarily of bonds, bond funds and commercial paper, increased to $427.5 million at December 31, 2004, compared to $358.8 million at December 31, 2003. The increase in marketable securities was due primarily to the Company's cash management policies as excess cash is invested in marketable securities.

At December 31, 2004, the Company's total capital mix was 62.7% equity and 37.3% debt, compared to 60.5% equity and 39.5% debt at December 31, 2003. The change in the total capital mix during 2004 was primarily due to the Company's refinancing CRJ200s debt into long-term operating lease agreements with third-party lessors during the year ended December 31, 2004.

The Company expended approximately $71.9 million for aircraft related capital expenditures during the year ended December 31, 2004. These expenditures consisted primarily of $30.5 million for rotable spares, $15.8 million for engine overhauls, $6.7 million for aircraft improvements, and $18.9 million for buildings, ground equipment and other assets.

The Company had available $10.0 million in an unsecured bank line of credit through January 31, 2006, with interest payable at the bank's base rate less one-quarter percent, which was a net rate of 5.0% at December 31, 2004. The Company had $6,461,000 of letters of credit with no borrowings outstanding under this line of credit as of December 31, 2004. Additionally, the Company had $1,515,000 of letters of credit outstanding with another bank as of December 31, 2004. The Company believes that in the absence of unusual circumstances, the working capital available to the Company will be sufficient to meet its present financial requirements, including expansion, capital expenditures, lease payments and debt service obligations for at least the next 12 months.

At December 31, 2004 and December 31, 2003, the Company classified $9.2 million of cash as restricted cash on its condensed consolidated balance sheets as required by the Company's workers compensation policy.

The following table summarizes SkyWest's commitments and obligations stated in calendar years except as noted for each of the next five years and thereafter (in thousands):

On September 15, 2003, the Company announced the completion of a firm order for 30, 70-seat CRJ700s for its United Express operations. On February 10, 2004, the Company amended the order to include 10 CRJ200s and two additional CRJ700s, bringing the total order for the Company's United Express operations to 32 CRJ700s and 10 additional CRJ200s. The Company began taking delivery of these aircraft in January 2004 and has scheduled delivery of the remaining aircraft covered by the order through May 2005. The Company's firm aircraft orders, as of December 31, 2004, consisted of orders for 20, 70-seat CRJ700s scheduled for delivery through May 2005. Gross committed expenditures for these aircraft and related equipment, including estimated amounts for contractual price escalations are estimated to be approximately $500 million through May 31, 2005. The Company has also obtained options to acquire another 80 CRJ700s that can be delivered in either 70 or 90-seat configurations. The Company presently anticipates that delivery dates for these aircraft could start in June 2005 and continue through September 2008; however, actual delivery dates remain subject to final determination as agreed upon by the Company and its major partners.

The Company has not historically funded a substantial portion of its aircraft acquisitions with working capital. Rather, the Company has generally funded its aircraft acquisitions through a combination of operating leases and debt financing. At the time of each aircraft acquisition, the Company has evaluated the financing alternatives available, and selected one or more of these methods to fund the acquisition. Subsequent to this initial acquisition of an aircraft, the Company may also refinance the aircraft or convert one form of financing to another (e.g., replacing debt financing with leveraged lease financing).

At present, the Company's management intends to satisfy its 2005 firm aircraft purchase commitment, as well as its acquisition of any additional aircraft, through a combination of operating leases and debt financing, consistent with its historical practices. Based on current market conditions and discussions with prospective leasing organizations and financial institutions, the Company's management currently believes the Company will be able to obtain financing for the committed acquisitions, as well as additional aircraft, without materially reducing the amount of working capital available for its operating activities.

The Company has significant long-term lease obligations primarily relating to its aircraft fleet. These leases are classified as operating leases and therefore are not reflected as liabilities on the Company's condensed consolidated balance sheets. At December 31, 2004, the Company had 153 aircraft under lease with remaining terms ranging from one to 18 years. Future minimum lease payments due under all long-term operating leases were approximately $2.10 billion at December 31, 2004. Assuming a 7.0% discount rate, which is the rate used to approximate the implicit rates within

the applicable aircraft leases, the present value of these lease obligations would have been equal to approximately $1.40 billion at December 31, 2004.

As part of the Company's leveraged lease agreements, the Company typically agrees to indemnify the equity/owner participant against liabilities that may arise due to changes in benefits from tax ownership of the respective leased aircraft. See Note 4 to the Company's consolidated financial statements set forth in Item 8 of this Report.

The Company's total long-term debt at December 31, 2004 was $495.8 million, of which $487.9 million related to the acquisition of EMB120 and CRJ200 aircraft and $7.9 million related to the Company's corporate office building. During the year ended December 31, 2004, the Company acquired two new CRJ200s from proceeds from the issuance of long-term debt of $34.5 million. The average effective rate on the debt related to the EMB120 and CRJ 200 aircraft was approximately 4.4% at December 31, 2004.

As is common in the airline industry, the Company's pro-rate operations are favorably affected by increased travel, historically occurring in the summer months, and are unfavorably affected by decreased business travel during the months from November through January and by inclement weather which occasionally results in cancelled flights, principally during the winter months.

As contemplated by SFAS Statement 123, Accounting for Stock-Based Compensation, the Company currently accounts for share-based payments to employees using intrinsic value method set forth in Opinion 25, Accounting for Stock Issued to Employees and, as such, generally recognizes no compensation cost for employee stock options. Accordingly, the adoption of the fair value method set forth in Statement 123(R) is likely to have a significant impact on the Company's results of operations, although it is not anticipated to have a significant impact on the Company's overall financial position. The impact of adoption of Statement 123(R) cannot be predicted at this time because it will depend on levels of share-based payments granted in the future. However, had the Company adopted Statement 123(R) in prior periods, the impact of that standard would have approximated the impact of Statement 123 as described in the disclosure of pro forma net income and earnings per share in Note 1 to the Company's consolidated financial statements set forth in item 8 of this Report. Statement 123(R) also requires the benefits of tax deductions in excess of recognized compensation cost to be reported as a financing cash flow, rather than as an operating cash flow as required under current literature. This requirement will reduce net operating cash flows and increase net financing cash flows in periods after adoption. While the Company cannot estimate what those amounts will be in the future (primarily because they depend on, among other things, when employees exercise stock options), the amount of operating cash flows recognized in prior periods for such excess tax deductions were $442,000, $129,000 and $1,525,000 in 2004, 2003, and 2002, respectively.

In the past, the Company has not experienced difficulties with fuel availability and currently expects to be able to obtain fuel at prevailing prices in quantities sufficient to meet its future needs. Pursuant to the Company's contract flying arrangements, United will bear the economic risk of fuel price fluctuations on the Company's United Express flights. On the Company's Delta Connection regional jet flights, Delta will bear the economic risk of fuel price fluctuations. On the majority of the Company's Delta Connection routes flown by EMB120s, as well as all existing Continental Connection

routes, the Company will bear the economic risk of fuel fluctuations. At present, the Company believes that its results from operations will not be materially and adversely affected by fuel price volatility.

The Company's earnings are affected by changes in interest rates due to the amounts of variable rate long-term debt and the amount of cash and securities held. The interest rates applicable to variable rate notes may rise and increase the amount of interest expense. The Company would also receive higher amounts of interest income on cash and securities held at the time; however, the market value of the Company's available-for-sale securities would likely decline. At December 31, 2004, the Company had variable rate notes representing 73.1% of its total long-term debt compared to 77.4% of its long-term debt at December 31, 2003. For illustrative purposes only, the Company has estimated the impact of market risk using a hypothetical increase in interest rates of one percentage point for both variable rate long-term debt and cash and securities. Based on this hypothetical assumption, the Company would have incurred an additional $3,746,000 in interest expense and received $4,868,000 in additional interest income for the year ended December 31, 2004 and the Company would have incurred an additional $2,500,000 in interest expense and received $4,410,000 in additional interest income for the year ended December 31, 2003.

The Company has an interest rate swap agreement designed to manage its interest rate exposure on the debt instrument related to the Company's headquarters. The Company's policies do not permit management to enter into derivative instruments for any purpose other than cash flow hedging purposes. Accordingly, the Company does not speculate using derivative instruments. The Company assesses interest rate cash flow risk by identifying and monitoring changes in interest rate exposures that may adversely impact expected future cash flows and by evaluating hedging opportunities. The fair values of the Company's derivative instruments are recognized as other current liabilities in the accompanying balance sheet. The Company adopted SFAS No. 133 and SFAS No. 138 on January 1, 2001. In accordance with the provisions of SFAS No. 133, the Company recorded liabilities of $691,000 and $900,000 at December 31, 2004 and 2003, respectively, in the Company's consolidated balance sheets set forth in Item 8 of this Report. The Company decreased interest expense by $209,000 during the year ended December 31, 2004 and increased interest expense by $225,000 for the year ended December 31, 2003 in accordance with the interest swap agreement.

The information set forth below should be read together with the "Management's Discussion and Analysis of Financial Condition and Results of Operations," appearing elsewhere herein.

We have audited the accompanying consolidated balance sheets of SkyWest, Inc. and subsidiaries as of December 31, 2004 and 2003, and the related consolidated statements of income, stockholders' equity and comprehensive income, and cash flows for each of the years then ended. These financial statements are the responsibility of the Company's management. Our responsibility is to express an opinion on these financial statements based on our audits.

We conducted our audits in accordance with the standards of the Public Company Accounting Oversight Board (United States). Those standards require that we plan and perform the audit to obtain reasonable assurance about whether the financial statements are free of material misstatement. An audit includes examining, on a test basis, evidence supporting the amounts and disclosures in the financial statements. An audit also includes assessing the accounting principles used and significant estimates made by management, as well as evaluating the overall financial statement presentation. We believe that our audits provide a reasonable basis for our opinion.

In our opinion, the financial statements referred to above present fairly, in all material respects, the consolidated financial position of SkyWest, Inc. and subsidiaries at December 31, 2004 and 2003, and the consolidated results of their operations and their cash flows for the years then ended in conformity with U.S generally accepted accounting principles.

We also have audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States), the effectiveness of SkyWest, Inc.'s internal control over financial reporting as of December 31, 2004, based on criteria established in Internal Control-Integrated Framework issued by the Committee of Sponsoring Organizations of the Treadway Commission and our report dated March 9, 2005 expressed an unqualified opinion thereon.

We have audited the accompanying consolidated statements of income, stockholders' equity and comprehensive income, and cash flows of SkyWest, Inc and Subsidiaries for the year ended December 31, 2002. In connection with our audit of the consolidated financial statements, we also have audited the accompanying financial statement schedule for the year ended December 31, 2002. These consolidated financial statements and financial statement schedule are the responsibility of the Company's management. Our responsibility is to express an opinion on these consolidated financial statements and financial statement schedule based on our audit.

We conducted our audit in accordance with auditing standards generally accepted in the United States of America. Those standards require that we plan and perform the audit to obtain reasonable assurance about whether the financial statements are free of material misstatement. An audit includes examining, on a test basis, evidence supporting the amounts and disclosures in the financial statements. An audit also includes assessing the accounting principles used and significant estimates made by management, as well as evaluating the overall financial statement presentation. We believe that our audit provides a reasonable basis for our opinion.

In our opinion, the consolidated financial statements referred to above presents fairly, in all material respects, the results of operations and the cash flows of SkyWest, Inc. and subsidiaries for the year ended December 31, 2002, in conformity with accounting principles generally accepted in the United States of America. Also, in our opinion, the related financial statement schedule for the year ended December 31, 2002, when considered in relation to the basic consolidated financial statements taken as a whole, presents fairly, in all material respects, the information set forth therein.

As discussed in Note 1 to the consolidated financial statements, the Company changed its method of accounting for CRJ200 engine overhaul costs from the accrual method to the direct expense method in 2002.

SKYWEST, INC. AND SUBSIDIARIES

CONSOLIDATED STATEMENTS OF INCOME

(In thousands, except per share amounts)

SKYWEST, INC. AND SUBSIDIARIES

CONSOLIDATED STATEMENTS OF STOCKHOLDERS' EQUITY AND COMPREHENSIVE INCOME

(In thousands)

SKYWEST, INC. AND SUBSIDIARIES

CONSOLIDATED STATEMENTS OF CASH FLOWS

(In thousands)

SKYWEST, INC. AND SUBSIDIARIES

NOTES TO CONSOLIDATED FINANCIAL STATEMENTS

DECEMBER 31, 2004

The Company, through its wholly-owned subsidiary, SkyWest Airlines, Inc. ("SkyWest"), operates one of the larger independent regional airlines in the United States. SkyWest offers scheduled passenger and air freight service with approximately 1,500 daily departures to 117 cities in 31 states and three Canadian provinces. Additionally, SkyWest provides customer handling services for approximately ten other airlines throughout SkyWest's system. SkyWest has been a partner with Delta Airlines, Inc. ("Delta") in Salt Lake City and United Airlines, Inc. ("United") in Los Angeles since 1987 and 1997, respectively. In 1998, SkyWest expanded its relationship with United to provide service in Portland, Seattle/Tacoma, San Francisco and additional Los Angeles markets. In 2001, SkyWest expanded its operations to serve as the Delta Connection in Dallas/Fort Worth. However, effective January 31, 2005, SkyWest re-deployed all its Delta Connection flights to Salt Lake City as a result of Delta's decision to "de-hub" Dallas/Fort Worth operations. In April 2003, SkyWest signed an agreement with Continental Airlines, Inc. ("Continental") to supply Continental with regional airline feed into Continental's Houston hub effective on July 1, 2003. In January 2005, SkyWest and Continental announced their mutual decision to end SkyWest's operations as a Continental Connection carrier not later than June, 2005. In 2004, SkyWest expanded its United Express operations to provide service in Chicago. Today, SkyWest operates as a Delta Connection carrier in Salt Lake City and as a United Express carrier in Los Angeles, San Francisco, Denver, Chicago and the Pacific Northwest. SkyWest believes its success in attracting multiple contractual relationships with major airline partners is attributable to its delivery of high-quality customer service with an all cabin-class fleet at a competitive cost structure. As of December 31, 2004, approximately 40% of SkyWest's capacity (measured in available seat miles or "ASMs") was operated under the Delta code, approximately 59% was operated under the United code and approximately 1% was operated under the Continental code. As of December 31, 2004, SkyWest's fleet consisted of 137 Canadair regional jets (77 United, 56 Delta and four SkyWest) and 73 Embraer EMB-120 Brasilia turboprops ("EMB120s") (50 United, 14 Delta and nine Continental).

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

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

The Company considers all highly liquid investments with an original maturity of three months or less to be cash equivalents. The Company classified $9.2 million of cash as restricted cash as required by the Company's workers' compensation policy and classified it accordingly in the consolidated balance sheets as of ended December 31, 2004 and 2003, respectively.

The Company's investments in marketable debt and equity securities are deemed by management to be available for sale and are reported at fair market value with the net unrealized appreciation or depreciation reported as a component of accumulated other comprehensive income (loss) in stockholders' equity. At the time of sale, any realized appreciation or depreciation, calculated by the specific identification method, is recognized in interest income in operating results. The Company's position in marketable securities as of December 31, 2004 and 2003 was as follows (in thousands):

	2004					2003
Investment Types	2004					2003
Investment Types	Cost			Market Value		Cost			Market Value
Commercial paper	$	13,016		$	13,019	$	15,318		$	15,318
Bond and bond funds		276,995			275,292		262,790			262,345
Corporate notes		121,926			121,913		59,984			60,117
Asset backed securities		17,283			17,226		20,395			20,390
Other		62			67		584			657

		429,282			427,517		359,071			358,827
Unrealized depreciation		(1,765	)		—		(244	)		—

Total	$	427,517		$	427,517	$	358,827		$	358,827

Marketable securities had the following maturities as of December 31, 2004 (in thousands):

Maturities	Amount
Year 2005	$	185,655
Years 2006 through 2009		111,669
Years 2010 through 2014		17,803
Thereafter		112,390

The Company has classified all marketable securities as short-term since it has the intent to maintain a liquid portfolio and the ability to redeem the securities within one year.

Inventories include expendable parts, fuel and supplies and are valued at cost (FIFO basis) less an allowance for obsolescence based on historical results and management's expectations of future operations. Expendable inventory parts are charged to expense as used. An allowance for obsolescence is provided for spare parts currently identified as excess to reduce the carrying costs to net realizable value. These allowances are based on management estimates, which are subject to change.

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

Assets	Depreciable Life	Residual Value
Aircraft	14-18 years	25-30	%
Rotable spares	10 years	0	%
Ground equipment	5-7 years	0	%
Office equipment	5-7 years	0	%
Leasehold improvements	15 years	0	%
Buildings	20-39.5 years	0	%

During the first quarter of 2004, the Company changed its estimate of depreciable lives on rotable spares from five years to ten years and maintained the residual value of zero percent. The impact of this change increased the Company's pretax income for the year ended December 31, 2004 by $11,455,000 ($0.20 per share, basic and diluted). The impact of this change, net of tax, increased the Company's net income for the year ended December 31, 2004 by $6,873,000 ($.12 per share, basic and diluted).

As of December 31, 2004, the Company had $932.5 million of flight equipment and related long-lived assets, net of accumulated depreciation and amortization. In addition to the original cost of these assets, their recorded value is impacted by a number of policy elections made by the Company, including estimated useful lives and salvage values. The Company reviews its long-lived assets for impairment upon certain triggering events, such as a reduction to fleet lives, at each balance sheet date that may indicate the book value of an asset may not be recoverable. The Company uses an estimate of future undiscounted net cash flows of the related asset or group of assets over the remaining life in measuring whether the assets are recoverable. The Company records and impairment charge if the net book value of the assets being assessed exceeds future undiscounted net cash flows of such assets and the net book value of such assets exceed their fair value. The Company assesses the impairment of long-lived assets at the lowest level for which there are identifiable cash flows that are independent of other groups of assets. During the year, no impairment charges were recorded.

Certain reclassifications have been made to the December 31, 2003 and 2002 consolidated financial statements to conform to the current year presentation.

Interest is capitalized on aircraft purchase deposits and long-term construction projects and is depreciated over the estimated useful life of the asset. During the years ended December 31, 2004, 2003 and 2002, the Company capitalized interest costs of approximately $3,397,000, $5,084,000, and $7,041,000, respectively.

The Company operates under an FAA-approved continuous inspection and maintenance program. The Company uses the direct expense method of accounting for its Canadair 50-seat Regional Jet ("CRJ200") engine overhauls where the expense is recorded when the overhaul event occurs. During the quarter ended December 31, 2004, the Company completed negotiations and signed an engine services agreement with a third party vendor to provide long-term engine services covering the scheduled and certain unscheduled repairs for engines on its CRJ700 regional jet aircraft effective January, 2004. Under the terms of the agreement, the Company will pay a set dollar amount per engine hour flown on a monthly basis and the third party vendor will assume the responsibility to repair the engines at no additional cost to the Company, subject to certain specified exclusions. During the year ended December 31, 2004, the Company recorded expenses of approximately $2.8 million related to the agreement.

The Company uses the "deferral method" of accounting for its 30-seat Embraer Brasilia EMB120 ("EMB120") engine overhauls where the overhaul costs are capitalized and depreciated over the estimated useful life of the engine. The costs of maintenance for airframe and avionics components, landing gear and normal recurring maintenance are expensed as incurred. For leased aircraft, the

Company is subject to lease return provisions that require a minimum portion of the "life" of an overhaul be remaining on the engine at the lease return date. For EMB120 engine overhauls related to leased aircraft to be returned, the Company adjusts the estimated useful lives of the final engine overhauls based on the respective lease return dates.

The Company's flight and related operations conducted under the Delta contract flying relationship are governed by a ten-year agreement signed with Delta in 2000. Effective August 1, 2003, essentially all EMB120 flights conducted by the Company under the Delta code were transitioned from contract flying to "prorate" flying. Under the prorate flying arrangement, the Company controls scheduling, ticketing, pricing and seat inventories and receives a prorated portion of passenger fares.

The Delta Connection Agreement also provides a monthly reimbursement for an amount per aircraft designed to reimburse the Company for certain aircraft ownership costs. In accordance with Emerging Issues Task Force No. 01-08, "Determining Whether an Arrangement Contains a Lease" ("EITF 01-08"), the Company has concluded that a component of its revenue under the Delta Connection Agreement is rental income, inasmuch as the Delta Connection Agreement identifies the "right of use" of a specific type and number of aircraft over a stated period of time. The amount deemed to be rental income under the Delta Connection Agreement was $72.5 million for the year ended December 31, 2004, which is recorded in passenger revenue on the Company's consolidated statements of income.

In September 2003, the Company entered into the United Express Agreement, which sets forth the principal terms and conditions governing the Company's United Express obligations. The United Express Agreement received all the necessary approvals from the U.S. Bankruptcy Court, creditors' committee operating on behalf of United under bankruptcy protection and United's pilot union. Under the terms of the United Express Agreement, the Company is compensated primarily on a fee-per-completed-block hour and departure basis plus a margin based on performance incentives, and reimbursed for fuel and other costs.

The United Express Agreement also provides a monthly reimbursement for an amount per aircraft designed to reimburse the Company for certain aircraft ownership costs. In accordance with EITF 01-08, the Company has concluded that a component of its revenue under the United Express Agreement is rental income, inasmuch as the United Express Agreement identifies the "right of use" of a specific type and number of aircraft over a stated period of time. The amount deemed to be rental income under the United Express Agreement was $114.5 million for the year ended December 31, 2004, which is recorded in passenger revenue on the Company's consolidated statements of income.

On April 3, 2003, the Company signed an agreement with Continental to supply Continental with regional airline feed into its Houston hub beginning on July 1, 2003. The Company's Continental Connection operations are currently conducted using the Company's EMB120s and EMB120s leased from Continental. The Continental agreement provides for payment to the Company of a prorated portion of passenger fares, plus additional payments if minimum load factors aren't achieved. The Company announced on January 24, 2005 in conjunction with Continental Airlines to end its contractual relationship for flying turboprop aircraft as a Continental Connection carrier. The decision was reached in part due to Continental's desire for a different aircraft due to certain operational constraints and in part due to SkyWest not achieving certain internal financial objectives. The Company currently intends to phase out of its Continental Connection turbo-prop flying from March to June 2005. This flying consisted of approximately 1.5% of SkyWest's annual ASM production for 2004.

The Company's agreements with Delta and United contain certain provisions pursuant to which the parties could terminate the respective agreements, subject to certain rights of the other party, if certain performance criteria are not maintained. The Company's revenues could be impacted by a number of factors, including changes to the agreements, contract modifications resulting from contract re-negotiations and the Company's ability to earn incentive payments contemplated under the agreements.

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

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

Basic net income per common share ("Basic EPS") excludes dilution and is computed by dividing net income by the weighted average number of common shares outstanding during the period. Diluted net income per common share ("Diluted EPS") reflects the potential dilution that could occur if stock options or other contracts to issue common stock were exercised or converted into common stock. The computation of Diluted EPS does not assume exercise or conversion of securities that would have an antidilutive effect on net income per common share. During the years ended December 31, 2004, 2003 and 2002 3,836,000, 2,735,000 and 2,790,000 options were excluded from the computation of Diluted EPS respectively.

The calculation of the weighted average number of common shares outstanding for Basic EPS and Diluted EPS are as follows for the years ended December 31, 2004, 2003 and 2002 (in thousands):

	Year Ended December 31,
	2004		2003		2002
Numerator:
Numerator for earnings per share—before cumulative effect of accounting change	$	81,952	$	66,787	$	78,277
Denominator:
Denominator for basic earnings per-share weighted average shares		57,858		57,745		57,229
Denominator for diluted earnings per-share weighted average shares		58,350		58,127		57,551
Basic earnings per-share before cumulative effect of accounting change	$	1.42	$	1.16	$	1.37
Diluted earnings per-share before cumulative effect of accounting change	$	1.40	$	1.15	$	1.36

The Company applies Accounting Principles Board Opinion No. 25 and related interpretations in accounting for its stock-based compensation plans. SFAS No. 123, Accounting for Stock-Based Compensation, requires pro forma information regarding net income and net income per share as if the Company had accounted for its stock options under the fair value method of the statement which is described more fully in Note 5 below. The Company did not have any stock-based compensation expense for the years ended December 31, 2004, 2003 and 2002.

The following table contains the pro forma disclosures and the related impact on net income and net income per share (in thousands, except per share information):

The Company reports comprehensive income in accordance with Statement of Financial Accounting Standards ("SFAS") Statement No. 130, Reporting Comprehensive Income, which establishes standards for reporting and displaying comprehensive income and its components in financial statements. Comprehensive income includes charges and credits to stockholders' equity that are not the result of transactions with shareholders. As of December 31, 2004 and 2003, accumulated other comprehensive loss includes adjustments, net of tax, to reflect unrealized appreciation (depreciation) on marketable securities. The Company recorded net unrealized appreciation (depreciation) of $(910,000), $1,273,000, and $168,000, net of income taxes, on marketable securities for the years ended

December 31, 2004, 2003, and 2002 respectively. These adjustments have been reflected in the accompanying consolidated statements of stockholders' equity and comprehensive income.

The carrying amounts reported in the consolidated balance sheets for receivables and accounts payable approximate fair values because of the immediate or short-term maturity of these financial instruments. Marketable securities are reported at fair value in the consolidated balance sheets. The fair value of the Company's long-term debt is estimated based on current rates offered to the Company for similar debt and approximated $495.8 million as of December 31, 2004, as compared to the carrying amount of $495.8 million. The Company's fair value of long-term debt as of December 31, 2003 was $493.2 million as compared to the carrying amount of $493.7 million.

Statement of Financial Accounting Standards SFAS ("No. 133"), "Accounting for Derivative Instruments and Certain Hedging Activities, SFAS No. 138, Accounting for Certain Derivative Instruments and Certain Hedging Activity, an Amendment of SFAS 133 and related interpretations require that all derivative instruments be recorded on the balance sheet at their respective fair values.

The Company has an interest rate swap agreement to manage its exposure on the debt instrument related to the Company's headquarters. The Company's policies do not permit management to enter into derivative instruments for any purpose other than cash flow hedging purposes. Accordingly, the Company does not speculate using derivative instruments. The Company assesses interest rate cash flow risk by identifying and monitoring changes in interest rate exposures that may adversely impact expected future cash flows and by evaluating hedging opportunities. The fair values of the Company's derivative instruments are recognized as other current liabilities in the accompanying balance sheet. The Company adopted SFAS No. 133 and SFAS No. 138 on January 1, 2001. In accordance with the transition provisions of SFAS No. 133, the Company recorded a $691,000 and $900,000 liability at December 31, 2004 and 2003 respectively, in the accompanying consolidated balance sheets. The Company decreased interest expense by $209,000 during the year ended December 31, 2004 and increased interest expense by $225,000 for the year ended December 31, 2003 as a result of the interest swap agreement.

The Company has adopted SFAS No. 131, Disclosures about Segments of an Enterprise and Related Information. This statement requires disclosures related to components of a company for which separate financial information is available that is evaluated regularly by the Company's chief operating decision maker in deciding how to allocate resources and in assessing performance. Management believes that the Company has only one operating segment in accordance with SFAS No. 131 because the Company's business consists of scheduled airline service.

to the Company's consolidated financial statements set forth in item 8 of this Report. Statement 123(R) also requires the benefits of tax deductions in excess of recognized compensation cost to be reported as a financing cash flow, rather than as an operating cash flow as required under current literature. This requirement will reduce net operating cash flows and increase net financing cash flows in periods after adoption. While the Company cannot estimate what those amounts will be in the future (primarily because they depend on, among other things, when employees exercise stock options), the amount of operating cash flows recognized in prior periods for such excess tax deductions were $442,000, $129,000 and $1,525,000 in 2004, 2003, and 2002, respectively.

Long-term debt consisted of the following as of December 31, 2004 and 2003 (in thousands):

	2004			2003
Notes payable to banks, due in semi-annual installments plus interest based on six-month LIBOR plus 1.30% to 1.375% through 2019, secured by aircraft	$	113,484		$	120,330
Notes payable to banks, due in semi-annual installments plus interest at 6.10% at December 31, 2004 and 6.10% at December 31, 2003 through 2020, secured by aircraft		98,725			103,350
Notes payable to banks, due in semi-annual installments plus interest based on six-month LIBOR plus 1.40% through 2019, secured by aircraft		80,824			85,168
Notes payable to banks, due in semi-annual installments plus interest at 6.06% to 6.45% through 2018, secured by aircraft		58,532			61,206
Notes payable to banks, due in quarterly installments plus interest based on three-month LIBOR plus 0.75% through 2019, secured by aircraft		56,193			59,424
Notes payable to banks, due in monthly installments plus interest of 6.09% through 2020, secured by aircraft		33,045			—
Notes payable to banks, due in semi-annual installments plus interest at 3.72% to 3.86%, net of the benefits of interest rate subsidies through the Brazilian Export financing program, through 2011, secured by aircraft		15,897			18,160
Note payable to bank, due in semi-annual installments plus interest at 7.18% through 2012, secured by aircraft		13,459			14,298
Note payable to bank, due in semi-annual installments plus interest based on six-month LIBOR plus 0.60% through 2016, secured by aircraft		13,222			13,876
Notes payable to bank, due in monthly installments plus interest based on one-month LIBOR through 2012, secured by building		7,865			8,319
Notes payable to banks, due in monthly installments including interest at 6.70% to 7.37% through 2006, secured by aircraft		3,822			7,528
Other notes payable, secured by aircraft		750			1,991

		495,818			493,650
Less current maturities		(32,585	)		(30,877	)

	$	463,233		$	462,773

At December 31, 2004, the three-month and six-month LIBOR rates were 2.558% and 2.775%, respectively.

The aggregate amounts of principal maturities of long-term debt as of December 31, 2004 were as follows (in thousands):

The Company's total long-term debt at December 31, 2004 was $495.8 million, of which $487.9 million related to the acquisition of EMB120 and CRJ200 aircraft and $7.9 million related to the construction of the Company's new corporate office building. The average effective rate on the debt related to the CRJ200 aircraft of $467.5 million was approximately 4.4% at December 31, 2004.

The Company has available $10.0 million in an unsecured bank line of credit through January 31, 2005, with interest payable at the bank's base rate less one-quarter percent, which was a net rate of 5.0% at December 31, 2004. The Company had $6,461,000 of letters of credit with no borrowings outstanding under this line of credit as of December 31, 2004. Additionally, the Company had $1,515,000 of letters of credit outstanding with another bank as of December 31, 2004. The Company believes that in the absence of unusual circumstances, the working capital available to the Company will be sufficient to meet its present financial requirements, including expansion, capital expenditures, lease payments and debt service obligations for at least the next 12 months.

During the December 31, 2004 and 2003 aircraft deposits with Bombardier of $3.1 million and $90.9 million, respectively, were applied as down payments to Bombardier for temporarily financing of aircraft while the Company arranged for permanent long-term financing through debt and other third party leasing arrangements. When the Company acquired long-term financing through debt, the debt instruments were written, such that, the long-term debt could be refinanced into equity leases. Hence, in 2003, $243.7 million in debt was transferred to third party long-term lessors.

The provision for income taxes includes the following components (in thousands):

The following is a reconciliation between the statutory Federal income tax rate of 35% and the effective rate which is derived by dividing the provision for income taxes by income before provision for income taxes (in thousands):

At December 31, 2004, the Company had $639,000 of federal alternative minimum tax credit carryforward, which do not expire. The Company also had federal and state net operating loss carryforwards of $2,054,000, which will not begin to expire until 2023. However, the Company anticipates that this benefit will be used in the tax year ending December 31, 2005.

The significant components of the net deferred tax assets and liabilities are as follows (in thousands):

		As of December 31,
		2004			2003
Deferred tax assets:
	Accrued benefits	$	7,303		$	6,365
	Net operating loss carryforward		1,335			—
	AMT credit carryforward		639			—
	Accrued reserves and other		2,592			889

Total deferred tax assets			11,869			7,254

Deferred tax liabilities:
	Accelerated depreciation		(189,766	)		(155,475	)
	Other		551			569

Total deferred tax liabilities			(189,215	)		(154,906	)

Net deferred tax liability		$	(177,346	)	$	(147,652	)

The Company's income tax receivables were $8,999 and $62,908 million at December 31, 2004 and 2003, respectively. The Company's deferred tax liabilities were $189,215 and $154,906 million at December 31, 2004 and 2003, respectively. The Company's income tax receivable and deferred tax liabilities were primarily generated through accelerated bonus depreciation on newly purchased aircraft and support equipment in accordance with the Job Creation and Worker Assistance Act of 2002.

The Company leases 153 aircraft, as well as airport facilities, office space, and various other property and equipment under non-cancelable operating leases which are generally on a long-term net rent basis where the Company pays taxes, maintenance, insurance and certain other operating expenses applicable to the leased property. Management expects that, in the normal course of business, leases that expire will be renewed or replaced by other leases. The following table summarizes future

minimum rental payments required under operating leases that have initial or remaining non-cancelable lease terms in excess of one year as of December 31, 2004 (in thousands):

In January 2003, the FASB issued Interpretation No. 46, or (FIN 46), Consolidation of Variable Interest Entities, which requires the consolidation of variable interest entities. The majority of the Company's leased aircraft are owned and leased through trusts whose sole purpose is to purchase, finance and lease these aircraft to the Company; therefore, they meet the criteria of a variable interest entity. However, since these are single owner trusts in which the Company does not participate, the Company is not at risk for losses and is not considered the primary beneficiary. As a result, based on the current rules, the Company is not required to consolidate any of these trusts or any other entities in applying FIN 46. Management believes that the Company's maximum exposure under these leases is the remaining lease payments.

Total rental expense for non-cancelable aircraft operating leases was approximately $145.9 million, $124.9 million and $103.3 million for the years ended December 31, 2004, 2003 and 2002, respectively.

The above minimum rental payments do not include landing fees, which amounted to approximately $32.7 million $26.5 million and $19.7 million for the years ended December 31, 2004, 2003 and 2002, respectively.

The Company's leveraged lease agreements, typically agree to indemnify the equity/owner participant against liabilities that may arise due to changes in benefits from tax ownership of the respective leased aircraft to the Company's consolidated financial statements set forth in Item 8 of this Report. The terms of these contracts range up to 18 years. The Company did not accrue any liability relating to the indemnification to the equity/owner participant because the probability of this occurring is remote.

The Company self-insures a portion of its losses from claims related to workers' compensation, environmental issues, property damage, medical insurance for employees and general liability. Losses are accrued based on an estimate of the ultimate aggregate liability for claims incurred, using standard industry practices and the Company's actual experience.

On September 15, 2003, the Company announced the completion of a firm order for 30, 70-seat CRJ700s for its United Express operations. The Company began taking delivery of these aircraft in January 2004 and has scheduled delivery of the remaining aircraft covered by the order through May 2005. The Company's firm aircraft orders, as of December 31, 2004, consisted of orders for 20, 70-seat CRJ700s scheduled for delivery through May 2005. Gross committed expenditures for these aircraft and related equipment, including estimated amounts for contractual price escalations will be approximately $500 million in 2005. The contract also includes options for another 80 aircraft that can be delivered in either 70 or 90-seat configurations. The Company presently anticipates that delivery

dates for these aircraft could start in June 2005 and continue through September 2008; however, actual delivery dates remain subject to final determination as agreed upon by the Company and its major partners.

The Company is subject to certain legal actions which it considers routine to its business activities. As of December 31, 2004, management believes, after consultation with legal counsel, that the ultimate outcome of such legal matters is not likely to have a material adverse effect on the Company's financial position, liquidity or results of operations. The most significant of these matters is as follows:

In July 2003, two former employees of SkyWest commenced litigation in the Superior Court of Santa Barbara, California, alleging violation of minimum wage, meal and rest break, and overtime regulations, as well as violations of the California Labor Code and Business and California Professions Code. In addition to their claims the plaintiffs have pled the case as a class action on behalf of all current and former flight attendants based in California since July 1999, but had not obtained class certification as of March 10, 2005. The plaintiffs are seeking monetary damages as compensation for their alleged grievances. The Company and the plaintiffs have engaged in discovery and unsuccessfully attempted to mediate a settlement without reaching a mutually acceptable result. The Company is vigorously opposing the plaintiffs' claims. Because the amount of a potential loss, if any, resulting from the outcome of the forgoing case is neither probable nor reasonably estimable, no amounts related to such have been recorded in the Company's condensed consolidated financial statements.

The Company monitors the financial condition of its major partners and requires no collateral from its major partners or customers. The Company maintains an allowance for doubtful accounts receivable based upon expected collectability of all accounts receivable. The Company's allowance for doubtful accounts totaled $24,000 and $59,000 as of December 31, 2004 and 2003, respectively. For the years ended December 31, 2004, 2003 and 2002, the Company's contractual relationships with Delta and United combined accounted for approximately 95.0% of the Company's total revenues.

As of December 31, 2004, the Company had demand deposits and money market accounts totaling $8,297,000 with Zions First National Bank, $965,000 with Bank of America, $436,000 with Royal Bank of Canada, $105,000 with JP Morgan Chase Bank and $551,000 with Wells Fargo Bank. These balances exceed the $100,000 limit for insurance by the Federal Deposit Insurance Corporation.

During the year ended December 31, 2004, the Company did not record the benefits of amounts received, as the Company anticipates that a significant portion of the payments received by the Company will be payable to its major partners pursuant to the terms of the Company's agreements with those partners. These amounts have been recorded as other current liabilities in the Company's consolidated balance sheet as of December 31, 2004.

The Company is authorized to issue 5,000,000 shares of preferred stock in one or more series without shareholder approval. No shares of preferred stock are presently outstanding. The Board of Directors is authorized, without any further action by the stockholders of the Company, to (i) divide the preferred stock into series; (ii) designate each such series; (iii) fix and determine dividend rights; (iv) determine the price, terms and conditions on which shares of preferred stock may be redeemed; (v) determine the amount payable to holders of preferred stock in the event of voluntary or involuntary liquidation; (vi) determine any sinking fund provisions; and (vii) establish any conversion privileges.

In August 2000, the Company's shareholders approved the adoption of two new stock option plans: the Executive Stock Incentive Plan (the "Executive Plan") and the 2001 Allshare Stock Option Plan (the "Allshare Plan"). Both plans became effective January 1, 2001. These plans replaced the Company's Combined Incentive and Non-Statutory Stock Option Plans (the "Prior Plans"); however, all outstanding options under Prior Plans remain outstanding. No further grants will be made under the Prior Plans. As of December 31, 2004, there were approximately 1,320,000 employee options outstanding under the Prior Plans. The Executive Plan provides for the issuance of options to purchase up to 4,000,000 shares of common stock to officers, directors and other management employees of which 2,384,827 options had been issued as of December 31, 2004. The Allshare Plan provides for the issuance of options to purchase up to 4,000,000 shares of common stock to employees of the Company, of which 2,000,000 options had been issued as of December 31, 2004. The Executive Plan and Allshare Plan are both administered by the Compensation Committee of the Company's Board of Directors (the "Compensation Committee") who designate option grants as either incentive or non-statutory. Incentive stock options are granted at not less than 100% of the market value of the underlying common stock on the date of grant. Non-statutory stock options are granted at a price as determined by the Compensation Committee.

The fair value of stock options was estimated at the grant date using the Black-Scholes option pricing model. The following table shows the assumptions used for grants in the years ended December 31, 2004, 2003 and 2002.

	2004		2003		2002
Expected annual dividend rate	0.63	%	0.76	%	0.31	%
Risk-free interest rate	2.75	%	2.56	%	3.91	%
Average expected life (years)	4		4		4
Expected volatility of common stock	0.422		0.603		0.584

Options are exercisable for a period as defined by the Compensation Committee at the date granted; however, no stock option will be exercisable before six months have elapsed from the date it is granted and no incentive stock option shall be exercisable after ten years from the date of grant. The

following table summarizes the stock option activity for all plans for the years ended December 31, 2004, 2003 and 2002:

	2004				2003				2002
	Number of Options		Weighted Average Price		Number of Options		Weighted Average Price		Number of Options		Weighted Average Price
Outstanding at beginning of year	4,690,122		$	19.27	3,679,925		$	21.70	3,028,534		$	18.66
Granted	1,134,812			19.18	1,116,915			10.57	1,073,968			26.24
Exercised	(207,755	)		12.12	(24,396	)		11.97	(389,260	)		11.15
Canceled	(86,078	)		18.31	(82,322	)		21.20	(33,317	)		22.54

Outstanding at end of year	5,531,101			19.39	4,690,122			19.27	3,679,925			21.70

Weighted average fair value of options granted during the year				6.66				4.85				12.46

The following table summarizes information about stock options outstanding at December 31, 2004:

	Options Outstanding				Options Exercisable
Range of Exercise Prices	Number Outstanding	Weighted Average Remaining Contractual Life	Weighted Average Exercise Price		Number Exercisable	Weighted Average Exercise Price
$3 to $15	1,695,246	6.7 years	$	11.31	624,000	$	12.54
$16 to $21	1,830,812	7.7 years		19.54	696,000		20.13
$22 to $26	2,005,043	6.8 years		26.10	989,905		25.95

$3 to $26	5,531,101	7.1 years	$	19.39	2,309,905	$	20.57

The Company sponsors the SkyWest Airlines Employee's Retirement Plan (the "Plan"). Employees who have completed 90 days of service and are 18 years of age are eligible for participation in the Plan. Employees may elect to make contributions to the Plan. The Company matches 100% of such contributions up to 2%, 4% or 6% of the individual participant's compensation, based upon length of service. Additionally, a discretionary contribution may be made by the Company. The Company's combined contributions to the Plan were $9.7 million, $7.8 million and $7.5 million for the years ended December 31, 2004, 2003 and 2002, respectively.

In February 1996, the Company's Board of Directors approved the SkyWest, Inc. 1995 Employee Stock Purchase Plan ("The Stock Purchase Plan"). All employees who have completed 90 days of employment are eligible to participate, except employees who own five percent or more of the Company's common stock. The Stock Purchase Plan enables employees to purchase shares of the Company's common stock at a 15% discount, through payroll deductions. Employees can contribute up to 15% of their base pay, not to exceed $21,250 each calendar year, for the purchase of shares. Shares are purchased semi-annually at the lower of the beginning or the end of the period price. Employees can terminate their participation in the Stock Purchase Plan at anytime upon written notice.

The following table summarizes purchases made under the Employee Stock Purchase Plan:

	Year Ended December 31,
	2004		2003		2002
Number of share purchased		343,136			324,680		214,131
Average price of shares purchased	$	14.57		$	13.24	$	20.76

The Company's President, Chairman and Chief Executive Officer, serves on the Board of Directors for Zion's Bancorporation ("Zion's") and the Utah State Board of Regents. The Company maintains a line of credit (see Note 2) and certain bank accounts with Zion's, Zion's is an equity participant in leveraged leases on two CRJ200 and four EMB120 aircraft operated by the Company and Zion's provides investment administrative services to the Company for which the Company paid approximately $241,000 during the year ended December 31, 2004. Zion's also serves as the Company's transfer agent. The balance in the Zion's accounts as of December 31, 2004, was $92,381,000.

One of the Company's board members is a shareholder in Soltis Investment Advisors. Soltis Investment Advisors provides cash management advisory services for a portion of the Company's cash programs, advisory services to the Company's 401k retirement plan and deferred compensation plan. With respect to the Company's cash programs, the Company invests in name brand funds such as PIMCO and Wells Fargo/Strong and Fidelity Money Market funds. The Company makes no direct investment in Soltis. All funds are in a custodian account with Fidelity Investments and in SkyWest's name. Fidelity Investments provides insurance that covers the total value of the accounts in the event that Fidelity fails financially or in the event of loss other than those through normal market declines. Soltis receives no money directly from SkyWest for its services, rather Soltis is compensated by Fidelity Investments. Soltis received approximately $196,126 in 2004 for fees from Fidelity relating to the Company's cash programs. With respect to the Company's 401k retirement plan, the plans assets are invested in name brand funds such as Fidelity, Vanguard, Marsico, Turner etc. The Plan's assets are in a custodian account with Fidelity Investments in the name of SkyWest. Monies are wired directly to Fidelity Investments. Fidelity provides insurance that covers the total value of the accounts in the event that Fidelity fails financially or in the event of loss other than those through normal market declines. Soltis receives no money directly from the Company for its services, rather the individual plan participants pay Soltis directly for advisory fees which are deducted from plan participant's individual account balances on a quarterly basis. The deduction for quarterly fees is reviewed by the Company's management and the record keeper. Soltis received approximately $195,000 in 2004 for fees for these services. With respect to the deferred compensation plan for the officer group, Soltis provides consulting services in conjunction with the Newport Group. Since the Newport Group is the advisor and recordkeeper for the plan, no money is exchanged between the Company and Soltis. Soltis is paid directly by the Newport Group for its advisory services. Soltis received $20,000 during 2004 from the Newport Group.

Subsequent to year-end, on January 24, 2005 the Company announced in conjunction with Continental Airlines to end its contractual relationship for flying turboprop aircraft as a Continental Connection carrier. The decision was reached in part due to Continental's desire for a different aircraft due to certain operational constraints and in part due to SkyWest not achieving certain internal financial objectives. The Company currently intends to phase out of its Continental Connection turbo-prop flying from March to June 2005. This flying consisted of approximately 1.5% of SkyWest's annual ASM production for 2004 and accounted for less than 1.0% of SkyWest's annual operating income for 2004. No impairment charge was deemed necessary based on the evaluation of assets relating to the Continental operations.

On March 31, 2003, the Company dismissed its independent auditors, KPMG LLP ("KPMG"), and, effective April 7, 2003, selected Ernst & Young LLP ("E&Y") to be its new independent auditors. The Company's actions were approved by the Audit Committee of its Board of Directors.

KPMG was appointed as the Company's independent auditors on June 24, 2002. In connection with KPMG's review of the Company's consolidated financial statements as of and for the three and nine-month periods ended September 30, 2002, KPMG identified certain adjustments to the Company's accounting for CRJ200 engine overhaul costs and related agreements. SkyWest and KPMG initially disagreed as to the amount of the adjustments to be recorded in prior fiscal periods. Following discussions between the Company and KPMG, which discussions involved the Company's Board of Directors and its Audit and Finance Committee, those disagreements were ultimately resolved through a re-audit and restatement of the Company's consolidated financial statements as of and for the year

ended December 31, 2001 and KPMG's issuance of their report with respect thereto. Additionally, the Company restated its consolidated financial statements as of and for the interim periods ended March 31 and June 30, 2002. There has been no subsequent disagreement between the Company and KPMG on any matter of accounting principles or practices, financial statement disclosure, auditing scope or procedure, which disagreement, if not resolved to KPMG's satisfaction, would have caused KPMG to make reference to the subject matter of such disagreement in connection with its reports. The Company has authorized KPMG to respond fully to any inquiries of any successor accountant concerning the subject matter of such disagreements. There have occurred no reportable events as defined in Item 304(a)(1)(V) of Regulation S-K promulgated by the Securities and Exchange Commission.

The audit reports of KPMG on the Company's consolidated financial statements for the fiscal years ended December 31, 2002 and 2001, did not contain an adverse opinion or disclaimer of opinion, nor were they qualified or modified as to uncertainty, audit scope or accounting principles, except as follows:

During the two fiscal years ended December 31, 2002 and 2001, and the subsequent interim period through April 7, 2003, SkyWest did not consult with E&Y regarding any of the matters or events set forth in Item 304(a)(2)(i) and (ii) of Regulation S-K.

The Company provided a copy of the foregoing disclosures to KPMG in connection with the Company's filing of a Current Report on Form 8-K, dated April 7, 2003 (as amended on April 9, 2003). A copy of KPMG's letter (as required by Item 304 (a) (3) of Regulation S-K) was filed as Exhibit 16.1 to such Current Report.

Under the supervision and with the participation of the Company's management, including the Company's principal executive officer and principal financial officer, the Company conducted an evaluation of its disclosure controls and procedures, as such term is defined under Rule 13a-14(c) promulgated under the Securities Exchange Act of 1934, as amended (the "Exchange Act"), within 90 days of the filing date of this report. Based on this evaluation, the Company's principal executive officer and principal financial officer concluded that the Company's disclosure controls and procedures are effective in alerting them on a timely basis to material information relating to the Company required to be included in the Company's reports filed or submitted under the Exchange Act. There have been no significant changes (including corrective actions with regard to significant deficiencies or material weaknesses) in the Company's internal controls or in other factors that could significantly affect these controls subsequent to the date of the evaluation referenced above.

Management of the Company is responsible for establishing and maintaining adequate internal control over financial reporting as defined in Rules 13a-15(f) and 15d-(f) under the Securities Exchange Act of 1934. The Company's internal control over financial reporting is a process designed to provide reasonable assurance regarding the reliability of financial reporting and the preparation of financial statements for external purposes in accordance with accounting principles generally accepted in the United States of America. Internal control over financial reporting includes those written policies and procedures that:

Internal control over financial reporting includes the controls themselves, monitoring and internal auditing practices and actions taken to correct deficiencies as identified.

Because of its inherent limitations, internal control over financial reporting may not prevent or detect misstatements. Also, projections of any evaluation of effectiveness to future periods are subject to the risk that controls may become inadequate because of changes in conditions, or that the degree of compliance with the policies or procedures may deteriorate.

Management assessed the effectiveness of the Company's internal control over financial reporting as of December 31, 2004. Management based this assessment on criteria for effective internal control over financial reporting described in "Internal Control—"Integrated Framework" issued by the Committee of Sponsoring Organizations of the Treadway Commission. Management's assessment included an evaluation of the design of the Company's internal control over financial reporting and testing of the operational effectiveness of its internal control over financial reporting. The Company's management reviewed the results of its assessment with the Audit Committee of the Company's Board of Directors.

Based on this assessment, the Company's management determined that, as of December 31, 2004, the Company maintained effective internal control over financial reporting.

Ernst & Young LLP, independent registered public accounting firm, who audited and reported on the consolidated financial statements of the Company included this Report, has issued an attestation report on management's assessment of internal control over financial reporting. This report appears on page 58 of this Report.

We have audited management's assessment, included in the accompanying Report of Management on Internal Control Over Financial Reporting, that SkyWest, Inc. maintained effective internal control over financial reporting as of December 31, 2004, based on criteria established in Internal Control—Integrated Framework issued by the Committee of Sponsoring Organizations of the Treadway Commission (the COSO criteria). SkyWest, Inc.'s management is responsible for maintaining effective internal control over financial reporting and for its assessment of the effectiveness of internal control over financial reporting. Our responsibility is to express an opinion on management's assessment and an opinion on the effectiveness of the company's internal control over financial reporting based on our audit.

We conducted our audit in accordance with the standards of the Public Company Accounting Oversight Board (United States). Those standards require that we plan and perform the audit to obtain reasonable assurance about whether effective internal control over financial reporting was maintained in all material respects. Our audit included obtaining an understanding of internal control over financial reporting, evaluating management's assessment, testing and evaluating the design and operating effectiveness of internal control, and performing such other procedures as we considered necessary in the circumstances. We believe that our audit provides a reasonable basis for our opinion.

A company's internal control over financial reporting is a process designed to provide reasonable assurance regarding the reliability of financial reporting and the preparation of financial statements for external purposes in accordance with generally accepted accounting principles. A company's internal control over financial reporting includes those policies and procedures that (1) pertain to the maintenance of records that, in reasonable detail, accurately and fairly reflect the transactions and dispositions of the assets of the company; (2) provide reasonable assurance that transactions are recorded as necessary to permit preparation of financial statements in accordance with generally accepted accounting principles, and that receipts and expenditures of the company are being made only in accordance with authorizations of management and directors of the company; and (3) provide reasonable assurance regarding prevention or timely detection of unauthorized acquisition, use, or disposition of the company's assets that could have a material effect on the financial statements.

In our opinion, management's assessment that SkyWest, Inc. maintained effective internal control over financial reporting as of December 31, 2004 is fairly stated, in all material respects, based on the COSO criteria. Also, in our opinion, SkyWest, Inc. maintained, in all material respects, effective internal control over financial reporting as of December 31, 2004, based on the COSO criteria.

We also have audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States), the consolidated balance sheets of SkyWest, Inc. and subsidiaries as of December 31, 2004 and 2003, and the related consolidated statements of income, stockholders' equity and comprehensive income, and cash flows for the years then ended of SkyWest, Inc. and subsidiaries and our report dated March 9, 2005 expressed an unqualified opinion thereon.

Items 10, 11, 12, 13 and 14 in Part III are incorporated herein by reference to the Company's definitive proxy statement for its 2004 annual meeting of shareholders scheduled for May 3, 2005. The Company's definitive proxy statement will be filed with the Commission not later than 120 days after December 31, 2004, pursuant to Regulation 14A of the Securities Exchange Act of 1934, as amended.

		Headings in Proxy Statement
ITEM 10.	DIRECTORS AND EXECUTIVE OFFICERS OF THE REGISTRANT	"Election of Directors" and "Executive Officers"
ITEM 11.	EXECUTIVE COMPENSATION	"Executive Compensation" and "Report of the Compensation Committee"
ITEM 12.	SECURITY OWNERSHIP OF CERTAIN BENEFICIAL OWNERS AND MANAGEMENT AND RELATED STOCKHOLDER MATTERS	"Election of Directors" and "Security Ownership of Certain Beneficial Owners and Management"
ITEM 13.	CERTAIN RELATIONSHIPS AND RELATED TRANSACTIONS	"Executive Compensation"
ITEM 14.	PRINCIPAL ACCOUNTANT FEES AND SERVICES	"Principal Accountant Fees and Services"

Number	Exhibit	Incorporated by Reference
3.1	Restated Articles of Incorporation	(1	)
3.2	Amended By-Laws	(3	)
4.1	Articles IV and VI of Restated Articles of Incorporation describing the Common Shares and shareholders rights (included in Exhibit 3.1)	(1	)
4.2	Article II of the Amended By-Laws defining the rights of Common Shareholders (included in Exhibit 3.2)	(1	)
10.1	SkyWest, Inc. Amended and Combined Incentive and Non-Statutory Stock Option Plan.	(3	)
10.2	Delta Connection Agreement dated January 13, 1987 between Delta Air Lines, Inc. and SkyWest Airlines, Inc.	(2	)
10.3	United Express Agreement dated October 1, 1997 and subsequent amendments dated January 15, 1998 and February 9, 1998	(6	)
10.4	Stock Option agreement dated January 28, 1987 between Delta Air Lines, Inc. and SkyWest, Inc.	(2	)
10.5	Lease Agreement dated December 1,1989 between Salt Lake City Corporation and SkyWest Airlines, Inc.	(4	)
10.6	SkyWest, Inc. 1995 Employee Stock Purchase Plan	(5	)
10.7	SkyWest, Inc. Executive Stock Incentive Plan	(7	)
10.8	SkyWest, Inc. Allshare Stock Option Plan	(7	)
10.9	Master Purchase Agreement between Bombardier and SkyWest Airlines, Inc.	(8	)

We have audited the consolidated financial statements of SkyWest, Inc. and subsidiaries (the "Company") as of December 31, 2004 and 2003, and for the years then ended, and have issued our report thereon dated March 9, 2005 (included elsewhere in this Form 10-K). Our audits also included the financial statement schedule listed in Item 15(a) of this Form 10-K. This schedule is the responsibility of the Company's management. Our responsibility is to express an opinion based on our audits.

In our opinion, the financial statement schedule referred to above, when considered in relation to the basic financial statements taken as a whole, presents fairly in all material respects the information set forth therein.

SKYWEST, INC. AND SUBSIDIARIES

SCHEDULE II—VALUATION AND QUALIFYING ACCOUNTS

For the Years Ended December 31, 2004, 2003 and 2002

(Dollars in thousands)

Pursuant to the requirements of Section 13 or 15 (d) of the Securities Act of 1934, as amended, the Registrant has duly caused this Annual Report on Form 10-K for the year ended December 31, 2004, to be signed on its behalf by the undersigned, thereunto duly authorized, on March 10, 2005.

Pursuant to the requirement of the Securities Act of 1934, as amended, this Annual Report on Form 10-K has been signed below by the following persons in the capacities and on the dates indicated.

ý	ANNUAL REPORT PURSUANT TO SECTION 13 OR 15 (d) OF THE SECURITIES EXCHANGE ACT OF 1934
For the year ended December 31, 2004
OR
o	TRANSITION REPORT PURSUANT TO SECTION 13 OR 15 (d) OF THE SECURITIES EXCHANGE ACT OF 1934
For the transition period from to

State and City		Served Since(1)
Alabama:
	Birmingham	2004
Arizona:
	Phoenix	2000
	Tucson	2002
	Yuma	1979

	Total		2005		2006		2007		2008		2009		Thereafter
Firm aircraft Commitments	$	500,000	$	500,000	$	—	$	—	$	—	$	—	$	—
Operating lease payments for aircraft and facility obligations		2,100,719		201,527		183,398		202,234		186,789		191,693		1,135,078
Principal maturities on long-term debt		495,818		32,586		29,943		30,835		31,848		32,919		337,687

Total commitments and obligations	$	3,096,537	$	734,113	$	213,341	$	233,069	$	218,637	$	224,612	$	1,472,765

			December 31, 2004			December 31, 2003
ASSETS
CURRENT ASSETS:
	Cash and cash equivalents		$	113,020		$	112,407
	Marketable securities			427,517			358,827
	Restricted cash			9,160			9,160
	Income tax receivable			8,999			62,908
	Receivables, net			27,964			12,192
	Inventories			33,922			26,080
	Prepaid aircraft rents			61,550			52,958
	Other current assets			30,205			35,836

		Total current assets		712,337			670,368

PROPERTY AND EQUIPMENT:
	Aircraft and rotable spares			1,095,363			968,581
	Deposits on aircraft			66,346			58,500
	Buildings and ground equipment			100,268			81,351

				1,261,977			1,108,432
	Less—accumulated depreciation and amortization			(329,430	)		(264,514	)

		Total property and equipment, net		932,547			843,918

OTHER ASSETS				17,403			14,924

		Total assets	$	1,662,287		$	1,529,210

			December 31, 2004			December 31, 2003
LIABILITIES AND STOCKHOLDERS' EQUITY
CURRENT LIABILITIES:
	Current maturities of long-term debt		$	32,585		$	30,877
	Accounts payable			57,130			46,458
	Accrued salaries, wages and benefits			30,094			27,071
	Accrued aircraft rents			30,320			28,471
	Taxes other than income taxes			8,465			5,572
	Other current liabilities			17,237			13,510

		Total current liabilities		175,831			151,959

LONG-TERM DEBT, net of current maturities				463,233			462,773

DEFERRED INCOME TAXES PAYABLE				189,215			154,906

DEFERRED AIRCRAFT CREDITS				54,953			50,509

COMMITMENTS AND CONTINGENCES (Note 4)				—			—

STOCKHOLDERS' EQUITY:
	Preferred stock, 5,000,000 shares authorized; none issued			—			—
	Common stock, no par value, 120,000,000 shares authorized; 64,442,958 and 63,892,066 shares issued, respectively			335,241			327,028
	Retained earnings			477,424			402,469
	Treasury stock, at cost, 6,794,056 and 5,898,400 shares, respectively			(32,551	)		(20,285	)
	Accumulated other comprehensive loss (Note 1)			(1,059	)		(149	)

		Total Stockholders' Equity		779,055			709,063

		Total liabilities and stockholders' equity	$	1,662,287		$	1,529,210

	Number of Aircraft
				Scheduled Flight Range (Miles)	Average Cruising Speed (MPH)
Type of Aircraft			Passenger Capacity			Average Age (Years)
Type of Aircraft	Owned	Leased	Passenger Capacity			Average Age (Years)
EMB120s	21	52	30	200	300	9.1
CRJ200s	36	89	50	500	530	2.8
CRJ700s	—	12	70	800	530	0.4

				Common Stock						Treasury Stock
				Common Stock			Retained Earnings			Treasury Stock					Accumulated Other Comprehensive Loss
				Shares	Amount		Retained Earnings			Shares		Amount			Accumulated Other Comprehensive Loss			Total
Balance at December 31, 2001				62,724	$	309,691	$	258,024		(5,898	)	$	(20,285	)	$	(1,590	)	$	545,840
	Comprehensive income:
		Net income		—		—		86,866		—			—			—			86,866
		Net unrealized appreciation on marketable securities net of tax of $107		—		—		—		—			—			168			168

			Total comprehensive income	—		—		—		—			—			—			87,034
	Exercise of common stock options			397		4,438		—		—			—			—			4,438
	Sale of common stock under employee stock purchase plan			214		4,431		—		—			—			—			4,431
	Tax benefit from exercise of common stock Options			—		1,525		—		—			—			—			1,525
	Cash dividends declared ($0.08 per share)			—		—		(4,582	)	—			—			—			(4,582	)

Balance at December 31, 2002				63,335		320,085		340,308		(5,898	)		(20,285	)		(1,422	)		638,686
	Comprehensive income:
		Net income		—		—		66,787		—			—			—			66,787
		Net unrealized appreciation on marketable securities net of tax of $813		—		—		—		—			—			1,273			1,273

			Total comprehensive income	—		—		—		—			—			—			68,060
	Exercise of common stock options			24		309		—		—			—			—			309
	Sale of common stock under employee stock purchase plan			533		6,505		—		—			—			—			6,505
	Tax benefit from exercise of common stock Options			—		129		—		—			—			—			129
	Cash dividends declared ($0.08 per share)			—		—		(4,626	)	—			—			—			(4,626	)

Balance at December 31, 2003				63,892	$	327,028	$	402,469		(5,898	)	$	(20,285	)	$	(149	)	$	709,063
	Comprehensive income:
		Net income		—		—		81,952		—			—			—			81,952
		Net unrealized depreciation on marketable securities net of tax of $607		—		—		—		—			—			(910	)		(910	)

			Total comprehensive income	—		—		—		—			—			—			81,042
	Exercise of common stock options			208		2,772		—		—			—			—			2,772
	Sale of common stock under employee stock purchase plan			343		4,999		—		—			—			—			4,999
	Tax benefit from exercise of common stock Options			—		442		—		—			—			—			442
Treasury stock purchases				—		—		—		(896	)		(12,266	)		—			(12,266	)
	Cash dividends declared ($0.12 per share)			—		—		(6,997	)	—			—			—			(6,997	)

Balance at December 31, 2004				64,443	$	335,241	$	477,424		(6,794	)	$	(32,551	)	$	(1,059	)	$	779,055

Year ending December 31,
2005	$	32,585
2006		29,943
2007		30,835
2008		31,848
2009		32,919
Thereafter		337,688

	$	495,818

10.10	United Express Agreement dated September 9, 2003 between United Airlines, Inc. and SkyWest Airlines, Inc.	(9	)
10.11	Supplement to Master Purchase Agreement Between Bombardier, and SkyWest Airlines, Inc.	(9	)
21.1	Subsidiaries of the Registrant	(10	)
23.1	Consent of Independent Registered Accounting Firm			X
23.2	Consent of Independent Registered Accounting Firm			X
31.1	Certification of Chief Executive Officer			X
31.2	Certification of Chief Financial Officer			X
32.1	Certification of Chief Executive Officer			X
32.2	Certification of Chief Financial Officer			X

Description		Balance at Beginning of Year		Additions Charged to Costs and Expenses		Deductions			Balance at End of Year
Year Ended December 31, 2004:
	Allowance for inventory obsolescence	$	1,926	$	505	$	(398	)	$	2,033
	Allowance for doubtful accounts receivable		59		540		(575	)		24

		$	1,985	$	1,045	$	(973	)	$	2,057

Year Ended December 31, 2003:
	Engine overhaul accrual
	Allowance for inventory obsolescence	$	480	$	1,446	$	—		$	1,926
	Allowance for doubtful accounts receivable		723		14		(678	)		59

		$	1,203	$	1,460	$	(678	)		1,985

Year Ended December 31, 2002:
	Engine overhaul accrual	$	14,081	$	—	$	(14,081	)	$	—
	Allowance for inventory obsolescence		480		—		—			480
	Allowance for doubtful accounts receivable		63		690		(30	)		723

		$	14,624	$	690	$	(14,111	)	$	1,203

		SKYWEST, INC.
		By		/s/ JERRY C. ATKIN Jerry C. Atkin Chairman, President and Chief Executive Officer

Names	Capacities	Date

/s/ JERRY C. ATKIN Jerry C. Atkin	Chairman of the Board, President and Chief Executive Officer	March 10, 2005
/s/ SIDNEY J. ATKIN Sidney J. Atkin	Vice Chairman of the Board And Director	March 10, 2005
/s/ BRADFORD R. RICH Bradford R. Rich	Executive Vice President, Chief Financial Officer And Treasurer	March 10, 2005
/s/ J. RALPH ATKIN J. Ralph Atkin	Director	March 10, 2005
/s/ MERVYN K. COX Mervyn K. Cox	Director	March 10, 2005
/s/ IAN M. CUMMING Ian M. Cumming	Director	March 10, 2005
/s/ STEVEN F. UDVAR-HAZY Steven F. Udvar-Hazy	Director	March 10, 2005
/s/ W. STEVE ALBRECHT W. Steve Albrecht	Director	March 10, 2005

/s/ HYRUM W. SMITH Hyrum W. Smith		Director		March 10, 2005
/s/ ROBERT G. SARVER Robert G. Sarver		Director		March 10, 2005

		Year ended December 31,
		2004		2003			2002
Current tax provision:
	Federal	$	13,009	$	(46,230	)	$	29,029
	State		4,643		2,279			7,155

			17,652		(43,951	)		36,184

Deferred tax provision:
	Federal		33,817		82,968			17,651
	State		3,166		3,683			1,707

			36,983		86,651			19,358

Provision for income taxes		$	54,635	$	42,700		$	55,542