Skywest Inc: Form 10-Q for the period ended Jun 30, 2026

The following discussion and analysis presents factors that had a material effect on the results of operations of SkyWest, Inc. (“SkyWest,” “we” or “us”) during the three- and six-month periods ended June 30, 2026 and 2025. Also discussed is our financial condition as of June 30, 2026, and December 31, 2025. You should read this discussion in conjunction with our condensed consolidated financial statements for the three and six months ended June 30, 2026, including the notes thereto, appearing elsewhere in this Report. This discussion and analysis contains forward-looking statements. Please refer to the section of this Report entitled “Cautionary Statement Concerning Forward-Looking Statements” for discussion of uncertainties, risks and assumptions associated with these statements.

Cautionary Statement Concerning Forward-Looking Statements

Certain of the statements contained in this Report should be considered “forward-looking statements” within the meaning of the Private Securities Litigation Reform Act of 1995. These forward-looking statements may be identified by words such as “may,” “will,” “expect,” “intend,” “forecast,” “anticipate,” “believe,” “estimate,” “plan,” “project,” “could,” “should,” “hope,” “likely,” and “continue” and similar terms used in connection with statements regarding our outlook, anticipated operations, the revenue environment, our contractual relationships, and our anticipated financial performance. These statements include, but are not limited to, statements about the continued demand for our product, the effect of economic conditions on SkyWest’s business, financial condition and results of operations, SkyWest’s plans with respect to share repurchases, the timing of scheduled aircraft deliveries and returns, including with respect to aircraft for which SkyWest holds firm delivery positions or purchase rights, the transition of the new E175 aircraft to replace existing aircraft in SkyWest’s fleet and the timing thereof, transition of SkyWest’s CRJ200 fleet to the CRJ450 configuration, fleet expansion and anticipated fleet size for SkyWest in upcoming periods, expected production levels in future periods, pilot attrition trends, SkyWest’s coordination with United Airlines, Inc. (“United”), Delta Air Lines, Inc. (“Delta”), American Airlines, Inc. (“American”) and Alaska Airlines, Inc. (“Alaska”) (each, a “major airline partner” and together, “major airline partners”) regarding the delivery of aircraft under previously announced agreements and timing of placing new aircraft deliveries into service, the expected terms, timing and benefits related to SkyWest’s leasing, strategic arrangements, strategic agreements and equity investments in third parties, the potential use of SkyWest Charter, LLC (“SWC”) as a commuter air carrier, SkyWest’s provision of assets to Corporate Flight Management, Inc. d/b/a Contour Airlines, increasing the utilization and efficiency of all fleet types as well as SkyWest’s future financial and operating results, plans, objectives, expectations, estimates, intentions and outlook, and other statements that are not historical facts. All forward-looking statements included in this Report are made as of the date hereof and are based on information available to SkyWest as of such date. SkyWest assumes no obligation to update any forward-looking statements unless required by law. Readers should note that many factors could affect the future operating and financial results of SkyWest and could cause actual results to vary materially from those expressed in forward-looking statements set forth in this Report. These factors include, but are not limited to the challenges of competing successfully in a highly competitive and rapidly changing industry; developments associated with fluctuations in the economy and the demand for air travel, including related to inflationary pressures, and related decreases in customer demand and spending; uncertainty regarding potential future outbreaks of infectious diseases or other health concerns, and the consequences of such outbreaks to the travel industry, including travel demand and travel behavior, and our major airline partners in general and the financial condition and operating results of SkyWest in particular; the prospects of entering into agreements with existing or other carriers to fly new aircraft; uncertainty regarding timing and performance of key third-party service providers; ongoing negotiations between SkyWest and its major airline partners regarding their contractual obligations; uncertainties regarding operation of new aircraft; the ability to attract and retain qualified pilots, mechanics and other personnel in operations; the impact of regulatory issues such as pilot rest rules and qualification requirements; the ability to obtain aircraft financing; the financial stability of SkyWest’s major airline partners and any potential impact of their financial condition on the operations of SkyWest; fluctuations in flight schedules, which are determined by the major airline partners for whom SkyWest conducts flight operations; variations in market and economic conditions; significant aircraft debt commitments; estimated useful life of long-lived assets, residual aircraft values and related asset impairments; labor relations and costs; the impact of global instability; rapidly fluctuating fuel costs and potential fuel shortages; the impact of weather-related, natural disasters and other air safety incidents on air travel and airline costs; aircraft deliveries; uncertainty regarding ongoing international hostilities, including those between Russia and Ukraine, Israel and Hamas, and Israel, the United States and Iran, and the related impacts on macroeconomic conditions, fuel costs and the international operations of any of our major airline partners as a result of such conflicts; the availability of parts used in connection with maintenance and repairs of the aircraft; the availability of suitable replacement aircraft for aging aircraft; the impact of enacted and proposed U.S. tariffs on global economic conditions and the financial markets, passenger demand, the cost of aircraft parts and supplies sourced internationally and the cost of service providers located outside of the United States; the impact of potential future U.S. government shutdowns on air traffic controller staffing, flight cancellations and federal Essential Air Service subsidies; the possibility that the stock repurchase program may be suspended or discontinued at any time; as well as the other factors identified under the heading “Risk Factors” in Part I, Item 1A of our Annual Report on Form 10-K for the year ended December 31, 2025, under the heading “Risk Factors” in Part II, Item 1A of this Report, elsewhere in this Report, in our other filings with the Securities and Exchange Commission (the “SEC”) and other unanticipated factors.

There may be other factors that may affect matters discussed in forward-looking statements set forth in this Report, which factors may also cause actual results to differ materially from those discussed. We assume no obligation to publicly update any forward-looking statement to reflect actual results, changes in assumptions or changes in other factors affecting these statements other than as required by applicable law.

Overview

We have the largest regional airline operation in the United States through our operating subsidiary SkyWest Airlines, Inc. (“SkyWest Airlines”). As of June 30, 2026, we offered scheduled passenger and air freight service with approximately 2,510 total daily departures to destinations in the United States, Canada and Mexico. Our fleet of Embraer E175 regional jet aircraft (“E175”), Canadair CRJ900 regional jet aircraft (“CRJ900”), Embraer E170 regional jet aircraft (“E170”) and Canadair CRJ700 regional jet aircraft (“CRJ700”), including a 50-seat configuration of the CRJ700 aircraft, commonly referred to as a “CRJ550,” have a multiple-class seat configuration, whereas our Canadair CRJ200 regional jet aircraft (“CRJ200”) have a single-class seat configuration. SWC offers on-demand charter services using CRJ200 aircraft in a 30-seat configuration. As of June 30, 2026, we had 642 total aircraft in our fleet, including 517 aircraft in scheduled service or under contract pursuant to our code-share agreements, summarized as follows:

(1) Includes supplemental spare aircraft supporting our code-share agreements or aircraft undergoing cabin reconfigurations.

(2) Aircraft in storage may be available for future flying opportunities.

Our business model is based on providing scheduled regional airline service under code-share agreements (commercial agreements between airlines that, among other things, allow one airline to use another airline’s flight designator codes on its flights) with our major airline partners. In exchange for such services, our major airline partners pay us either fixed fees to operate the flight, referred to as “capacity purchase agreement,” or we receive a percentage of applicable passenger ticket revenues on the designated flights we operate, referred to as “prorate agreement.” Our success is principally centered on our ability to meet the needs of our major airline partners by providing a reliable and safe operation at attractive economics. From June 30, 2025, to June 30, 2026, we made changes to our fleet, including the addition of seven new E175 aircraft.

We anticipate our fleet will continue to evolve, as we are scheduled to add a total of seven new E175 aircraft with United in 2026, 11 new E175 aircraft with American between 2026 and 2027 (which are expected to replace 11 CRJ700s we are currently flying under contract with American) and 16 new E175 aircraft with Delta between 2027 and

2028 (which are expected to replace 16 CRJs we are currently flying under contract with Delta). We also have multiple agreements with United to place 12 used CRJ550 aircraft into service in 2026. Timing of placing these additional aircraft into service, including delivery timing on acquired aircraft, may be subject to change. As of June 30, 2026, we operated 19 CRJ900s owned by Delta, and we anticipate returning these 19 aircraft to Delta over the next two years. Our primary objective in the fleet changes is to improve our profitability by adding new E175 aircraft and used CRJ700, CRJ550, CRJ900 and E175 aircraft, commonly referred to as “dual-class aircraft” due to the first-class seat offerings, to our capacity purchase agreements or prorate agreements, and potentially removing older aircraft from service that typically require higher maintenance costs. Additionally, during the six months ended June 30, 2026, we announced a new configuration of the CRJ200 aircraft that will have 41 seats, including seven first-class seats (referred to as a “CRJ450” aircraft). We anticipate operating the first CRJ450 in scheduled service by the end of 2026. We anticipate completing the conversion of approximately 50 CRJ200s to the CRJ450 configuration by 2028.

As of June 30, 2026, approximately 46.2% of our aircraft in scheduled service or under contract were operated for United, approximately 26.9% were operated for Delta, approximately 18.6% were operated for American and approximately 8.3% were operated for Alaska.

Historically, multiple contractual relationships with major airlines have enabled us to reduce our reliance on any single major airline code and to enhance and stabilize operating results through a mix of our capacity purchase agreements and our prorate agreements. For the six months ended June 30, 2026, our capacity purchase revenue represented approximately 81.9% of our total flying agreements revenue and our prorate and charter revenue, combined, represented approximately 18.1% of our total flying agreements revenue. On capacity purchase routes, the major airline partner controls scheduling, ticketing, pricing and seat inventories and we are compensated by the major airline partner at contracted rates based on completed block hours (measured from takeoff to landing, including taxi time), flight departures, the number of aircraft under contract and other operating measures. We control scheduling, pricing and seat inventories on certain prorate routes, and we share passenger fares with our major airline partners according to prorate formulas. We are also responsible for the operating costs of the prorate flights, including fuel and airport costs.

Second Quarter Summary

We had total operating revenues of $1.1 billion for the three months ended June 30, 2026, a 6.5% increase compared to total operating revenues of $1.0 billion for the three months ended June 30, 2025. We had net income of $100.7 million, or $2.54 per diluted share, for the three months ended June 30, 2026, compared to net income of $120.3 million, or $2.91 per diluted share, for the three months ended June 30, 2025. The significant items affecting our revenue and operating expenses during the three months ended June 30, 2026, are outlined below:

Revenue

The number of aircraft we have in scheduled service or under contract pursuant to our code-share agreements and the number of block hours we incur on our flights are primary drivers of our flying agreements revenue under our capacity purchase agreements. The number of flights we operate and the corresponding number of passengers we carry are the primary drivers of our revenue under our prorate agreements. The number of aircraft we have in scheduled service or under contract pursuant to our code-share agreements increased from 502 as of June 30, 2025 to 517 as of June 30, 2026, or by 3.0%; and the number of block hours increased from 376,269 for the three months ended June 30, 2025 to 396,696 for the three months ended June 30, 2026, or by 5.4%, primarily due to an increase in the number of aircraft operating under our capacity purchase agreements and higher scheduled utilization of our aircraft under contract.

Our capacity purchase revenue increased $21.6 million, or 2.6%, for the three months ended June 30, 2026, as compared to the three months ended June 30, 2025, primarily as a result of an increase in completed block hours for the comparable periods. Our prorate and charter revenue increased $55.4 million, or 38.1%, for the three months ended June 30, 2026, as compared to the three months ended June 30, 2025, primarily as a result of an increase in the number of passengers carried on our prorate routes, a higher average revenue per passenger and an increase in the number of prorate and charter flights operated year-over-year.

Operating Expenses

Our total operating expenses increased $81.8 million, or 9.5%, for the three months ended June 30, 2026, compared to the three months ended June 30, 2025. The increase in operating expenses was primarily due to an increase in our direct operating expenses associated with the increase in the number of flights we operated, higher fuel costs and higher pilot training costs for the three months ended June 30, 2026, compared to the three months ended June 30, 2025. Departures increased from 222,874 for the three months ended June 30, 2025 to 227,960 for the three months ended June 30, 2026, or by 2.3%, and our total block hours increased 5.4% for the three months ended June 30, 2026, as compared to the three months ended June 30, 2025. Additional details regarding the increase in our operating expenses are described in the section of this Report entitled “Results of Operations.”

Fleet Activity

The following table summarizes our fleet scheduled for service or under contract as of:

Critical Accounting Policies and Estimates

Our significant accounting policies are summarized in Note 1 to our consolidated financial statements for the year ended December 31, 2025, and Item 7, “Management’s Discussion and Analysis of Financial Condition and Results of Operations,” which are presented in our Annual Report on Form 10-K for the year ended December 31, 2025. Critical accounting policies are those policies that are most important to the preparation of our consolidated financial statements and require management’s subjective and complex judgments due to the need to make estimates about the effect of matters that are inherently uncertain. Our critical accounting policies relate to revenue recognition, long-lived assets, and income tax. The application of these accounting policies involves the exercise of judgment and the use of assumptions as to future uncertainties and, as a result, actual results will likely differ, and may differ materially, from such estimates. There have been no significant changes in our critical accounting estimates during the six months ended June 30, 2026.

Recent Accounting Pronouncements

See Note 1 to the condensed consolidated financial statements for a description of recent accounting pronouncements.

Results of Operations

Three Months Ended June 30, 2026 and 2025

Operational Statistics

The following table sets forth our major operational statistics and the associated percentage changes for the periods identified below. The increase in block hours and departures during the three months ended June 30, 2026, compared to the three months ended June 30, 2025, was primarily due to additional aircraft operating under our capacity purchase agreements, additional routes operated under our prorate agreements and an increase in the number of block hours incurred per aircraft due to the higher scheduled utilization of our aircraft during the three months ended June 30, 2026, compared to the three months ended June 30, 2025.

Operating Revenues

The following table summarizes our operating revenue for the periods indicated (dollar amounts in thousands):

Flying agreements revenue primarily consists of revenue earned on flights we operate under our capacity purchase agreements and prorate agreements with our major airline partners and on-demand charter flights. Lease, airport services and other revenues consist of revenue earned from leasing aircraft and spare engines to third parties separate from our capacity purchase agreements, providing maintenance services to other airlines and providing airport counter, gate and ramp services.

We disaggregate our flying agreements revenue into the following categories (dollar amounts in thousands):

Combined “Capacity purchase agreements flight operations revenue” and “Capacity purchase agreements aircraft lease revenue” increased 2.6% for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, driven primarily by a 5.4% increase in block hour production during the three months ended June 30, 2026, compared to the three months ended June 30, 2025. The increase in aircraft lease revenue and decrease in flight operations revenue was primarily due to a reallocation of variable consideration between non-lease and lease components based on relative standalone selling prices as a result of capacity purchase agreement contract amendments entered into since June 30, 2025.

The increase in prorate agreements and charter revenue of $55.4 million, or 38.1%, for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, was primarily due to an increase in prorate departures, passengers and passenger revenue we received on routes we operated under our prorate agreements during the three months ended June 30, 2026, compared to the three months ended June 30, 2025.

The decrease in lease, airport services and other revenues of $9.5 million, or 19.9%, for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, was primarily due to a decrease in revenue from maintenance services provided to third parties during the three months ended June 30, 2026, compared to the three months ended June 30, 2025.

Operating Expenses

Individual expense components attributable to our operations are set forth in the following table (dollar amounts in thousands):

Salaries, wages and benefits. The $36.6 million, or 9.4%, increase in salaries, wages and benefits for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, was primarily due to an increase in direct labor costs supporting the higher number of flights we operated during the three months ended June 30, 2026, compared to the three months ended June 30, 2025, and due to an increase in pilot training costs associated with higher pilot attrition rates since June 30, 2025.

Aircraft maintenance, materials and repairs. The $4.0 million, or 1.7%, increase in aircraft maintenance expense for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, was primarily due to an increase in our flight volume, which increased our maintenance activity and related expenses for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, partially offset by a reduction in maintenance services provided to third parties for the comparable periods.

Depreciation and amortization. The $2.3 million, or 2.6%, increase in depreciation and amortization expense for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, was primarily due to an increase in depreciation expense related to the acquisition of seven new E175 aircraft and spare engines since June 30, 2025.

Aircraft fuel. The $33.1 million, or 120.6%, increase in fuel cost for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, was primarily due to an increase in the number of flights we operated under our prorate agreements and charter operations and the corresponding increase in gallons of fuel we purchased and an increase in our average fuel cost per gallon from $2.88 for the three months ended June 30, 2025 to $4.45 for the three months ended June 30, 2026. We purchase and incur expense for all fuel on flights operated under our prorate agreements and charter operations. All fuel costs incurred under our capacity purchase agreements are either purchased directly by our major airline partner, or if purchased by us, we record the direct reimbursement as a reduction to our fuel expense. The following table summarizes the gallons of fuel we purchased under our prorate agreements and charter operations, for the periods indicated:

(in thousands)

Airport-related expenses. Airport-related expenses include airport-related customer service costs such as outsourced airport gate and ramp agent services, airport security fees, passenger interruption costs, deicing, landing fees and station rents. The $5.5 million, or 20.2%, increase in airport-related expenses for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, was primarily due to an increase in subcontracted airport services, station rents and landing fees as a result of an increase in the number of flights we operated under our prorate agreements. For clarity, our employee airport customer service labor costs are reflected in salaries, wages and benefits and customer service labor costs we outsource to third parties are included in airport-related expenses.

Other operating expenses. Other operating expenses primarily consist of aircraft rentals, property taxes, hull and liability insurance, simulator costs, crew per diem, crew hotel costs and credit loss reserves. The $0.3 million, or 0.3%, increase in other operating expenses for the three months ended June 30, 2026, as compared to the three months ended June 30, 2025 was primarily due to higher training‑related hotel costs, driven by pilot training, and an increase in other operating costs as a result of the higher number of flights we operated during the three months ended June 30, 2026, compared to the three months ended June 30, 2025. These increases were partially offset by a decrease in our credit loss reserve expense during the three months ended June 30, 2026, reflecting the elevated credit loss reserve expense recognized during the three months ended June 30, 2025 from our assessment of higher credit risk losses of certain outstanding receivables.

Summary of interest expense, interest income, other income (expense), net and provision for income taxes

Interest expense. The $1.6 million, or 6.2%, decrease in interest expense for the three months ended June 30, 2026 as compared to the three months ended June 30, 2025 was primarily related to a decrease in outstanding debt. At June 30, 2026 we had $2.3 billion of outstanding debt, compared to $2.5 billion at June 30, 2025. Our average effective interest rate for the three months ended June 30, 2026 and 2025, was 4.4% and 4.3%, respectively.

Interest income. Interest income decreased $2.3 million, or 20.4%, for the three months ended June 30, 2026, as compared to the three months ended June 30, 2025. The decrease in interest income was primarily related to a decrease in our marketable securities from June 30, 2025 to June 30, 2026.

Other income (expense), net. Other income (expense), net decreased $9.3 million for the three months ended June 30, 2026, compared to the three months ended June 30, 2025. Other income (expense), net primarily consists of the unrealized and realized gains and losses on our investments in other companies, income or loss related to our equity method investments and gains or losses on the sale of assets. The decrease in other income (expense), net was primarily the result of a decrease in the fair value of our investments in other companies and a decrease in the gain on the sale of assets for the three months ended June 30, 2026, compared to the three months ended June 30, 2025.

Provision for income taxes. For the three months ended June 30, 2026 and 2025, our effective income tax rates were 27.5% and 26.3%, respectively, which included the statutory federal income tax rate of 21% and other reconciling income tax items, including state income taxes, and the impact of non-deductible expenses. The increase in the effective tax rate was primarily generated from greater non-deductible expense for the three months ended June 30, 2026, compared to the three months ended June 30, 2025.

Net income. Primarily due to the factors described above, we generated net income of $100.7 million, or $2.54 per diluted share, for the three months ended June 30, 2026, compared to net income of $120.3 million, or $2.91 per diluted share, for the three months ended June 30, 2025.

Six Months Ended June 30, 2026 and 2025

Operational Statistics

The following table sets forth our major operational statistics and the associated percentage changes for the periods identified below. The increase in block hours and departures during the six months ended June 30, 2026, compared to the six months ended June 30, 2025, was primarily due to additional aircraft operating under our capacity purchase agreements, additional routes operated under our prorate agreements and an increase in the number of block hours incurred per aircraft due to the higher scheduled utilization of our aircraft during the six months ended June 30, 2026, compared to the six months ended June 30, 2025.

Operating Revenues

The following table summarizes our operating revenue for the periods indicated (dollar amounts in thousands):

Flying agreements revenue primarily consists of revenue earned on flights we operate under our capacity purchase agreements and prorate agreements with our major airline partners and on-demand charter flights. Lease, airport services and other revenues consist of revenue earned from leasing aircraft and spare engines to third parties separate from our capacity purchase agreements, providing maintenance services to other airlines and providing airport counter, gate and ramp services.

We disaggregate our flying agreements revenue into the following categories (dollar amounts in thousands):

Combined “Capacity purchase agreements flight operations revenue” and “Capacity purchase agreements aircraft lease revenue” increased 2.8% for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, driven primarily by a 4.3% increase in block hour production during the six months ended June 30, 2026, compared to the six months ended June 30, 2025. The increase in aircraft lease revenue and decrease in flight operations revenue was primarily due to a reallocation of variable consideration between non-lease and lease components based on relative standalone selling prices as a result of capacity purchase agreement contract amendments entered into since June 30, 2025.

The increase in prorate agreements and charter revenue of $92.8 million, or 33.6%, for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, was primarily due to an increase in prorate departures, passengers and passenger revenue we received on routes we operated under our prorate agreements during the six months ended June 30, 2026, compared to the six months ended June 30, 2025.

The decrease in lease, airport services and other revenues of $6.7 million, or 8.3%, for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, was primarily due to a decrease in revenue from maintenance services provided to third parties during the six months ended June 30, 2026, compared to the six months ended June 30, 2025.

Operating Expenses

Individual expense components attributable to our operations are set forth in the following table (dollar amounts in thousands):

Salaries, wages and benefits. The $81.4 million, or 10.6%, increase in salaries, wages and benefits for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, was primarily due to an increase in direct labor costs supporting the higher number of flights we operated during the six months ended June 30, 2026, compared to the six months ended June 30, 2025, and due to an increase in pilot training costs associated with higher pilot attrition rates since June 30, 2025.

Aircraft maintenance, materials and repairs. The $8.0 million, or 1.8%, increase in aircraft maintenance expense for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, was primarily due to an increase in our flight volume, which increased our maintenance activity and related expenses for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, partially offset by a reduction in maintenance services provided to third parties for the comparable periods.

Depreciation and amortization. The $3.1 million, or 1.7%, increase in depreciation and amortization expense for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, was primarily due to an increase in depreciation expense related to the acquisition of seven new E175 aircraft and spare engines since June 30, 2025.

Aircraft fuel. The $47.5 million, or 91.5%, increase in fuel cost for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, was primarily due to an increase in the number of flights we operated under our prorate agreements and charter operations and the corresponding increase in gallons of fuel we purchased and an increase in our average fuel cost per gallon from $2.95 for the six months ended June 30, 2025 to $3.97 for the six months ended June 30, 2026. We purchase and incur expense for all fuel on flights operated under our prorate agreements and charter operations. All fuel costs incurred under our capacity purchase agreements are either purchased directly by our major airline partner, or if purchased by us, we record the direct reimbursement as a reduction to our fuel expense. The following table summarizes the gallons of fuel we purchased under our prorate agreements and charter operations, for the periods indicated:

(in thousands)

Airport-related expenses. Airport-related expenses include airport-related customer service costs such as outsourced airport gate and ramp agent services, airport security fees, passenger interruption costs, deicing, landing fees and station rents. The $13.8 million, or 25.2%, increase in airport-related expenses for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, was primarily due to an increase in subcontracted airport services, station rents and landing fees as a result of an increase in the number of flights we operated under our prorate agreements. For clarity, our employee airport customer service labor costs are reflected in salaries, wages and benefits and customer service labor costs we outsource to third parties are included in airport-related expenses.

Other operating expenses. Other operating expenses primarily consist of aircraft rentals, property taxes, hull and liability insurance, simulator costs, crew per diem, crew hotel costs and credit loss reserves. The $8.4 million, or 4.9%, increase in other operating expenses for the six months ended June 30, 2026, compared to the six months ended June 30, 2025 was primarily due to higher training‑related hotel costs, driven by pilot training, and an increase in other operating costs as a result of the higher number of flights we operated during the six months ended June 30, 2026, compared to the six months ended June 30, 2025. These increases were partially offset by a decrease in our credit loss reserve expense during the six months ended June 30, 2026, reflecting the elevated credit loss reserve expense recognized during the six months ended June 30, 2025 from our assessment of higher credit risk losses of certain outstanding receivables.

Summary of interest expense, interest income, other income (expense), net and provision for income taxes

Interest expense. The $4.3 million, or 8.0%, decrease in interest expense for the six months ended June 30, 2026 as compared to the six months ended June 30, 2025 was primarily related to a decrease in outstanding debt. At June 30, 2026 we had $2.3 billion of outstanding debt, compared to $2.5 billion at June 30, 2025. Our average effective interest rate for the six months ended June 30, 2026 and 2025, was 4.4% and 4.3%, respectively.

Interest income. Interest income decreased $3.7 million, or 17.7%, for the six months ended June 30, 2026, as compared to the six months ended June 30, 2025. The decrease in interest income was primarily related to a decrease in our marketable securities from June 30, 2025 to June 30, 2026.

Other income (expense), net. Other income (expense), net decreased $7.8 million for the six months ended June 30, 2026, compared to the six months ended June 30, 2025. Other income (expense), net primarily consists of the unrealized and realized gains and losses on our investments in other companies, income or loss related to our equity method investments and gains or losses on the sale of assets. The decrease in other income (expense), net was primarily the result of a decrease in the fair value of our investments in other companies and a decrease in the gain on the sale of assets for the six months ended June 30, 2026, compared to the six months ended June 30, 2025.

Provision for income taxes. For the six months ended June 30, 2026 and 2025, our effective income tax rates were 17.9% and 22.2%, respectively, which included the statutory federal income tax rate of 21% and other reconciling income tax items, including state income taxes, the impact of non-deductible expenses and a discrete tax benefit on employee equity awards that vested during the period. The decrease in the effective tax rate was primarily related to a higher discrete tax benefit from additional tax deductions generated from employee equity awards that vested for the six months ended June 30, 2026, compared to the six months ended June 30, 2025.

Net income. Primarily due to the factors described above, we generated net income of $202.4 million, or $5.04 per diluted share, for the six months ended June 30, 2026, compared to net income of $220.8 million, or $5.32 per diluted share, for the six months ended June 30, 2025.

Our Business Segments

Three Months Ended June 30, 2026 and 2025

For the three months ended June 30, 2026, our reportable segments, which were the basis of our internal financial reporting, consisted of (1) the operations of SkyWest Airlines and SWC (collectively, “SkyWest Airlines and SWC”) and (2) SkyWest Leasing activities. Our segment disclosure relates to components of our business for which separate financial information is available to, and regularly evaluated by, our chief operating decision maker.

The following table sets forth our SkyWest Airlines and SWC segment data for the three months ended June 30, 2026 and 2025 (in thousands):

(dollar amounts in thousands)

(1) Other segment items for SkyWest Airlines and SWC include aircraft fuel; airport related expenses; other operating expenses consisting primarily of property taxes, hull and liability insurance, simulator costs, crew per diem and crew hotel costs and credit loss reserves; interest income and other income (expense), net.

(2) Segment profit is equal to income before income taxes.

SkyWest Airlines and SWC Segment Profit. SkyWest Airlines and SWC segment profit was $58.2 million for the three months ended June 30, 2026, compared to $90.3 million for the three months ended June 30, 2025.

SkyWest Airlines and SWC block hour production increased 5.4%, from 376,269 for the three months ended June 30, 2025 to 396,696 for the three months ended June 30, 2026, primarily due to additional aircraft operating under our capacity purchase agreements and prorate agreements, and an increase in the utilization of our aircraft. Significant items contributing to the SkyWest Airlines and SWC segment profit for the three months ended June 30, 2026 are set forth below.

SkyWest Airlines and SWC operating revenues increased $71.3 million, or 8.2%, for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, primarily due to an increase in block hour production and higher prorate revenue during the three months ended June 30, 2026, compared to the three months ended June 30, 2025.

SkyWest Airlines and SWC’s salaries, wages and benefits expense increased $36.6 million, or 9.4%, for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, primarily due to an increase in direct labor costs that resulted from the higher number of flights we operated during the three months ended June 30, 2026, compared to the three months ended June 30, 2025, and due to an increase in pilot training costs associated with higher pilot attrition rates since June 30, 2025.

SkyWest Airlines and SWC’s aircraft maintenance, materials and repairs expense increased $14.5 million, or 6.7%, for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, primarily due to higher flight volume, which increased the maintenance activity and related expenses, for the three months ended June 30, 2026, compared to the three months ended June 30, 2025.

SkyWest Airlines and SWC’s depreciation and amortization expense increased $1.4 million, or 3.7%, for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, primarily due to an increase in depreciation from the acquisition of additional assets, including engines and used CRJ900 airframes, since June 30, 2025.

SkyWest Airlines and SWC’s interest expense increased $0.6 million, or 17.9%, for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, primarily due to higher interest rates on new debt for engine financings since June 30, 2025.

SkyWest Airlines and SWC’s other segment items increased $50.3 million, or 38.5%, for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, primarily related to an increase in fuel costs of $33.1 million, including an increase in the cost per gallon of fuel, airport-related expenses, such as subcontracted airport services, station rents and landing fees and other operating costs, such as crew per diem and crew hotel costs, as a result of the higher number of flights we operated during the three months ended June 30, 2026, compared to the three months ended June 30, 2025.

The following table sets forth our SkyWest Leasing segment data for the three months ended June 30, 2026 and 2025 (in thousands):

(dollar amounts in thousands)

(1) Other segment items for SkyWest Leasing include other operating expenses consisting primarily of property taxes and credit loss reserves; aircraft rentals; interest income and other income (expense), net.

(2) Segment profit is equal to income before income taxes.

SkyWest Leasing Segment Profit. SkyWest Leasing profit increased $7.8 million, or 10.7%, for the three months ended June 30, 2026, compared to the three months ended June 30, 2025, primarily due to an increase in revenue earned under our capacity purchase agreements attributed to the ownership of new E175 aircraft acquired since June 30, 2025, a decrease in incremental maintenance services provided to third parties, which offset the increase in operating revenue and contributed to the reduction in aircraft maintenance, materials and repair expense, and a decrease in interest expense due to a decrease in outstanding debt from June 30, 2025 to June 30, 2026.

Six Months Ended June 30, 2026 and 2025

For the six months ended June 30, 2026, our reportable segments, which were the basis of our internal financial reporting, consisted of (1) the operations of SkyWest Airlines and SWC (collectively, “SkyWest Airlines and SWC”) and (2) SkyWest Leasing activities. Our segment disclosure relates to components of our business for which separate financial information is available to, and regularly evaluated by, our chief operating decision maker.

The following table sets forth our SkyWest Airlines and SWC segment data for the six months ended June 30, 2026 and 2025 (in thousands):

(dollar amounts in thousands)

(1) Other segment items for SkyWest Airlines and SWC include aircraft fuel; airport related expenses; other operating expenses consisting primarily of property taxes, hull and liability insurance, simulator costs, crew per diem and crew hotel costs and credit loss reserves; interest income and other income (expense), net.

(2) Segment profit is equal to income before income taxes.

SkyWest Airlines and SWC Segment Profit. SkyWest Airlines and SWC segment profit was $83.7 million for the six months ended June 30, 2026, compared to $144.5 million for the six months ended June 30, 2025.

SkyWest Airlines and SWC block hour production increased 4.3%, from 728,424 for the six months ended June 30, 2025 to 759,629 for the six months ended June 30, 2026, primarily due to additional aircraft operating under our capacity purchase agreements and prorate agreements, and an increase in the utilization of our aircraft. Significant items contributing to the SkyWest Airlines and SWC segment profit for the six months ended June 30, 2026 are set forth below.

SkyWest Airlines and SWC operating revenues increased $124.9 million, or 7.5%, for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, primarily due to an increase in block hour production and higher prorate revenue during the six months ended June 30, 2026, compared to the six months ended June 30, 2025.

SkyWest Airlines and SWC’s salaries, wages and benefits expense increased $81.4 million, or 10.6%, for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, primarily due to an increase in direct labor costs that resulted from the higher number of flights we operated during the six months ended June 30, 2026, compared to the six months ended June 30, 2025, and due to an increase in pilot training costs associated with higher pilot attrition rates since June 30, 2025.

SkyWest Airlines and SWC’s aircraft maintenance, materials and repairs expense increased $19.5 million, or 4.7%, for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, primarily due to higher flight volume, which increased the maintenance activity and related expenses, for the six months ended June 30, 2026, compared to the six months ended June 30, 2025.

SkyWest Airlines and SWC’s depreciation and amortization expense increased $1.0 million, or 1.3%, for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, primarily due to an increase in depreciation from the acquisition of additional assets, including engines and used CRJ900 airframes, since June 30, 2025, offset by certain CRJ aircraft and engines that were depreciated to their estimated residual value since June 30, 2025.

SkyWest Airlines and SWC’s interest expense increased $0.3 million, or 5.3%, for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, primarily due to higher interest rates on new debt for engine financings since June 30, 2025.

SkyWest Airlines and SWC’s other segment items increased $83.4 million, or 32.2%, for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, primarily related to an increase in fuel costs of $47.5 million, including an increase in the cost per gallon of fuel, airport-related expenses, such as subcontracted airport services, station rents and landing fees and other operating costs, such as crew per diem and crew hotel costs, as a result of the higher number of flights we operated during the six months ended June 30, 2026, compared to the six months ended June 30, 2025.

The following table sets forth our SkyWest Leasing segment data for the six months ended June 30, 2026 and 2025 (in thousands):

(dollar amounts in thousands)

(1) Other segment items for SkyWest Leasing include other operating expenses consisting primarily of property taxes and credit loss reserves; aircraft rentals; interest income and other income (expense), net.

(2) Segment profit is equal to income before income taxes.

SkyWest Leasing Segment Profit. SkyWest Leasing profit increased $23.6 million, or 17.0%, for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, primarily due to an increase in revenue earned under our capacity purchase agreements attributed to the ownership of new E175 aircraft acquired since June 30, 2025, a decrease in incremental maintenance services provided to third parties, which partially offset the increase in operating revenue and contributed to the reduction in aircraft maintenance, materials and repair expense, and a decrease in interest expense due to a decrease in outstanding debt from June 30, 2025 to June 30, 2026.

Liquidity and Capital Resources

As of June 30, 2026, we had $601.0 million in cash and cash equivalents and marketable securities. As of June 30, 2026, we had $79.0 million available for borrowings under our line of credit. Given our available liquidity as of June 30, 2026, we believe the working capital currently available to us will be sufficient to meet our present financial requirements, including planned capital expenditures, scheduled lease payments and debt service obligations for at least the next 12 months.

Our total cash, cash equivalents and marketable securities decreased from $706.9 million as of December 31, 2025 to $601.0 million as of June 30, 2026, or by $105.9 million. Our total long-term debt, including current maturities, decreased from $2.4 billion as of December 31, 2025 to $2.3 billion as of June 30, 2026. Additionally, during the six months ended June 30, 2026, we repurchased 1,615,756 shares of our common stock for $149.9 million under a stock repurchase program authorized by our Board of Directors. At June 30, 2026, our total capital mix (measured as a ratio of total stockholder equity and total long-term debt, including current maturities) was 54.6% equity and 45.4% total long-term debt, compared to 53.4% equity and 46.6% total long-term debt at December 31, 2025.

As of June 30, 2026, and December 31, 2025, we had $44.0 million and $47.2 million, respectively, in letters of credit and surety bonds outstanding with various banks and surety institutions. We had no restricted cash as of June 30, 2026, and December 31, 2025.

Sources and Uses of Cash

Cash Position and Liquidity. The following table provides a summary of the net cash provided by or used in our operating, investing and financing activities for the six months ended June 30, 2026 and 2025, and our total cash and marketable securities positions as of June 30, 2026, and December 31, 2025 (in thousands):

Cash Flows provided by Operating Activities

Our cash flows provided by operating activities was $436.3 million for the six months ended June 30, 2026, compared to $428.1 million for the six months ended June 30, 2025. Our operating cash flows are typically impacted by various factors including our net income, adjusted for non-cash expenses and gains such as depreciation expense, stock-based compensation expense and gains or losses on the disposal of assets; and timing of cash payments and cash receipts attributed to our various current asset and liability accounts, such as accounts receivable, inventory, accounts payable, income taxes, accrued liabilities, deferred revenue and unbilled revenue.

The increase in our cash flow from operations for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, was primarily driven by an increase in accounts payable due to the timing of cash payments for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, partially offset by a decrease in income before income taxes for the comparable periods.

Cash Flows used in Investing Activities

Our cash flows used in investing activities was $185.3 million for the six months ended June 30, 2026, compared to cash flows used in investing activities of $372.7 million for the six months ended June 30, 2025. Our investing cash flows are typically impacted by various factors including our capital expenditures, such as the acquisition of aircraft and spare engines; deposit payments and refunds of previously made deposits on new aircraft; purchase and sales of marketable securities; proceeds from the sale of assets; and timing of cash payments and cash receipts attributed to our various long-term asset and long-term liability accounts.

Excluding the purchase and sale of marketable securities, which results in the transfer of dollars between our investments in marketable securities and our cash accounts, our cash used in investing activities decreased from $268.1 million for the six months ended June 30, 2025, to $249.3 million for the six months ended June 30, 2026. Excluding the transfer of dollars between our investments in marketable securities and our cash accounts, the remaining decrease in cash used in investing activities was primarily due to a reduction in the cash used for capital expenditures, including aircraft deposits for the six months ended June 30, 2026, compared to the six months ended June 30, 2025.

Cash Flows used in Financing Activities

Our cash flows used in financing activities was $292.3 million for the six months ended June 30, 2026, compared to cash used in financing activities of $234.5 million for the six months ended June 30, 2025. Our financing cash flows are typically impacted by various factors including proceeds from issuance of debt, principal payments on debt obligations and repurchases of our common stock.

The $57.8 million increase in cash used in financing activities for the six months ended June 30, 2026, compared to the six months ended June 30, 2025, was primarily due to an increase of $119.7 million in cash used to purchase treasury stock and an increase of $18.4 million in cash used for employee income taxes paid on vested equity awards in lieu of shares, offset by an increase of $80.5 million in proceeds from the issuance of long-term debt, net of principal payments on long-term debt, during the six months ended June 30, 2026, compared to the six months ended June 30, 2025.

Significant Commitments and Obligations

General

See Note 7, “Leases, Commitments, Guarantees and Contingencies,” to the condensed consolidated financial statements for our commitments and obligations for each of the next five years and thereafter.

Purchase Commitments and Options

As of June 30, 2026, we had a firm purchase commitment for 67 new E175 aircraft from Embraer with delivery dates anticipated into 2031.

At the time of each aircraft acquisition, we evaluate the financing alternatives available to us, and select one or more of these methods to fund the acquisition. In recent years, we have issued long-term debt to finance our new aircraft. At present, we intend to fund our aircraft purchase commitments through a combination of cash on hand and debt financing. Based on current market conditions and discussions with prospective leasing organizations and financial institutions, we currently believe that we will be able to obtain financing for our committed acquisitions, as well as additional aircraft. We intend to finance the firm purchase commitment for 67 E175 aircraft with approximately 75-85% debt and the remaining balance with cash.

Aircraft Lease and Facility Obligations

We also have long-term lease obligations, primarily relating to our facilities, aircraft and engines. Excluding aircraft financed by our major airline partners that we operate for them under contract, we had eight aircraft under lease with remaining terms ranging from three years to four years as of June 30, 2026. These eight leased aircraft are subleased to a third party. Future minimum lease payments due under all long-term operating leases were approximately $125.1 million at June 30, 2026. Assuming a 6.3% discount rate, which is the average incremental borrowing rate we anticipate we would have incurred on debt obtained over a similar term to acquire these assets, the present value of these lease obligations would have been equal to approximately $87.7 million at June 30, 2026.

Long-term Debt Obligations

As of June 30, 2026, we had $2.3 billion of long-term debt, which consisted of $2.1 billion of debt used to finance aircraft and spare engines and $200.6 million of unsecured debt payable to the U.S. Department of the Treasury (“Treasury”). The average effective interest rate on our debt obligations was approximately 4.4% at June 30, 2026.

Under our capacity purchase agreements, our major airline partners compensate us for our costs of the aircraft on a monthly basis. The consideration for aircraft ownership costs we receive varies by agreement but is intended to compensate us for our ownership of the aircraft while the aircraft is under contract.

Guarantees

We have guaranteed the obligations of SkyWest Airlines under the United Express Agreement and the Delta Connection Agreement for the E175 aircraft. In addition, we have guaranteed certain other obligations under our aircraft financing and leasing agreements.

We have guaranteed $11.8 million in promissory notes of a third party in the event the third party defaults on its payments. The third party’s loans are secured by aircraft and engines.

Seasonality

Our results of operations for any interim period are not necessarily indicative of those for an entire year, because the airline industry is subject to seasonal fluctuations and general economic conditions. Our operations are somewhat favorably affected by increased travel on our prorate routes, historically occurring during the summer months, and unfavorably affected by decreased travel during the months of November through February and by inclement weather, which may occasionally or frequently, depending on the severity of the inclement weather in any given winter, result in cancelled flights during the winter months.

There have been no material changes in market risk from the information provided in Part II, Item 7A. Quantitative and Qualitative Disclosures About Market Risk, in our Annual Report on Form 10-K for the year ended December 31, 2025, except as follows:

Aircraft Fuel

In the past, we have not experienced sustained material difficulties with fuel availability, and we currently expect to be able to obtain fuel at prevailing prices in quantities sufficient to meet our future needs. Pursuant to our capacity purchase agreements, United, Delta, American and Alaska have agreed to bear the economic risk of fuel price fluctuations on our contracted flights. We bear the economic risk of fuel price fluctuations on our prorate and charter operations. For the three months ended June 30, 2026, approximately 18.9% of our total flying agreements revenue was derived from prorate agreements and charter operations. For the three months ended June 30, 2026, the average price per gallon of aircraft fuel was $4.45. For illustrative purposes only, we have estimated the impact of the market risk of fuel price fluctuations on our prorate and charter operations using a hypothetical increase of 25% in the price per gallon we purchase. Based on this hypothetical assumption, we would have incurred an additional $15.1 million in fuel expense for the three months ended June 30, 2026.

Disclosure Controls and Procedures

Our management, including our Chief Executive Officer and Chief Financial Officer, performed an evaluation of our disclosure controls and procedures, which have been designed to ensure that information we are required to disclose in the reports we file or submit under the Securities Exchange Act of 1934, as amended (the “Exchange Act”), is recorded, processed, summarized and reported, accurately and within the time periods specified in the rules and forms of the SEC. Our management, including our Chief Executive Officer and Chief Financial Officer, concluded that, as of June 30, 2026, those controls and procedures were effective to ensure that information we are required to disclose in the reports we file or submit under the Exchange Act is accumulated and communicated to our management, including our Chief Executive Officer and Chief Financial Officer, as appropriate to allow timely decisions regarding required disclosure.

Changes in Internal Control

During the six months ended June 30, 2026, there were no changes in our internal control over financial reporting that materially affected, or are reasonably likely to materially affect, our internal control over financial reporting (as defined in Exchange Act Rules 13a-15(f) and 15d-15(f) under the Exchange Act).

In addition to the other information set forth in this Report, you should carefully consider the factors discussed in Part I, Item 1A, “Risk Factors” in our Annual Report on Form 10-K for the year ended December 31, 2025, and in our other filings with the SEC, which factors could materially affect our business, financial condition and results of operations. The risks described in our reports filed with the SEC are not the only risks facing our company. Additional risks and uncertainties not currently known to us or that we currently deem to be immaterial also may materially adversely affect our business, financial condition and results of operations.