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Filed pursuant to Rule 424(b)(4)
Registration No. 333-44619
1,400,000 SHARES
SKYWEST LOGO
COMMON STOCK
------------------------
All of the 1,400,000 shares of Common Stock (the "Common Stock") of
SkyWest, Inc. (the "Company") offered hereby are being sold by the Company. The
Common Stock is quoted on the Nasdaq National Market under the symbol "SKYW." On
February 12, 1998, the last sale price of the Common Stock reported on the
Nasdaq National Market was $40.50 per share. See "Price Range of Common Stock
and Dividends."
SEE "RISK FACTORS" BEGINNING ON PAGE 7 FOR A DISCUSSION OF CERTAIN FACTORS
THAT SHOULD BE CONSIDERED BY PROSPECTIVE PURCHASERS OF THE COMMON STOCK OFFERED
HEREBY.
THESE SECURITIES HAVE NOT BEEN APPROVED OR DISAPPROVED BY THE SECURITIES AND
EXCHANGE COMMISSION OR ANY STATE SECURITIES COMMISSION NOR HAS THE SECURITIES
AND EXCHANGE COMMISSION OR ANY STATE SECURITIES COMMISSION PASSED UPON THE
ACCURACY OR ADEQUACY OF THIS PROSPECTUS. ANY REPRESENTATION TO THE CONTRARY IS A
CRIMINAL OFFENSE.
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PRICE TO UNDERWRITING PROCEEDS TO
PUBLIC DISCOUNT(1) COMPANY(2)
<S> <C> <C> <C>
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Per Share....................... $40.50 $2.07 $38.43
- -----------------------------------------------------------------------------------------------------------
Total(3)........................ $56,700,000 $2,898,000 $53,802,000
===========================================================================================================
</TABLE>
(1) See "Underwriting" for a description of the indemnification arrangements
with the Underwriters and other matters.
(2) Before deducting offering expenses payable by the Company estimated to be
$350,000.
(3) The Company has granted the Underwriters a 30-day option to purchase up to
210,000 additional shares of Common Stock solely to cover over-allotments,
if any. If such option is exercised in full, the total Price to Public,
Underwriting Discount and Proceeds to Company will be $65,205,000,
$3,332,700 and $61,872,300, respectively. See "Underwriting."
------------------------
The Common Stock is offered severally by the Underwriters named herein,
subject to prior sale, when, as and if delivered and accepted by them, subject
to their right to reject orders, in whole or in part, and to certain other
conditions. It is expected that delivery of certificates representing the Common
Stock will be made on or about February 19, 1998.
THE ROBINSON-HUMPHREY COMPANY SBC WARBURG DILLON READ INC.
February 12, 1998
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[THREE MAPS IDENTIFYING ROUTES SERVED BY SKYWEST AIRLINES, INC.]
SkyWest Airlines, Inc. operates as the Delta Connection(R) in Salt Lake
City and Los Angeles, as United Express(R) in Los Angeles and as the Continental
Connection(TM) in selected California markets, providing scheduled air service
to 46 cities in 12 western states and Canada. On January 19, 1998, SkyWest
executed an agreement to operate as United Express at United's San Francisco
hub, beginning June 1, 1998.
------------------------
CERTAIN PERSONS PARTICIPATING IN THIS OFFERING MAY ENGAGE IN TRANSACTIONS
THAT STABILIZE, MAINTAIN OR OTHERWISE AFFECT THE PRICE OF THE COMMON STOCK,
INCLUDING STABILIZING BIDS, SYNDICATE-COVERING TRANSACTIONS, SHORT-COVERING
TRANSACTIONS AND THE IMPOSITION OF PENALTY BIDS. FOR A DESCRIPTION OF THESE
ACTIVITIES, SEE "UNDERWRITING."
IN CONNECTION WITH THIS OFFERING, CERTAIN UNDERWRITERS AND SELLING GROUP
MEMBERS (IF ANY) MAY ENGAGE IN PASSIVE MARKET MAKING TRANSACTIONS IN THE COMMON
STOCK ON THE NASDAQ NATIONAL MARKET IN ACCORDANCE WITH RULE 103 OF REGULATION M.
SEE "UNDERWRITING."
2
<PAGE> 3
PROSPECTUS SUMMARY
The following summary is qualified in its entirety by the more detailed
information and financial data appearing elsewhere in this Prospectus and in the
documents and financial statements incorporated by reference herein. The
"Company" refers to SkyWest, Inc. and its subsidiaries, SkyWest Airlines, Inc.
("SkyWest"), Scenic Airlines, Inc. ("Scenic") and National Parks Transportation,
Inc. ("NPT"). Unless otherwise noted, the information in this Prospectus does
not give effect to the exercise of the Underwriters' over-allotment option. The
Company's fiscal year ends on March 31. The term "fiscal 1997" refers to the
Company's fiscal year ended on March 31, 1997.
THE COMPANY
SkyWest operates a regional airline offering scheduled passenger service
primarily in the western United States. SkyWest has been a code-sharing partner
with Delta Air Lines, Inc. ("Delta") and Continental Airlines, Inc.
("Continental") since 1987 and 1995, respectively. Effective October 1, 1997,
SkyWest expanded its operations through a code-sharing agreement with United
Airlines, Inc. ("United"). SkyWest offers a convenient schedule and frequent
flights designed to maximize connecting and local traffic. Operating primarily
from its hubs in Salt Lake City and Los Angeles, SkyWest serves 46 cities in 12
states and Canada with approximately 580 daily flights. In Salt Lake City and
Los Angeles, SkyWest is the largest regional airline with market shares of
passengers enplaned of 99% and 33%, respectively. SkyWest operates as the Delta
Connection in Salt Lake City and Los Angeles, as United Express in Los Angeles
and as the Continental Connection in selected California markets. On January 19,
1998, SkyWest executed an addendum to its agreement with United, expanding
SkyWest's United Express operations to include approximately 168 daily flights
connecting twelve California markets with United's San Francisco hub beginning
June 1, 1998. On February 9, 1998, SkyWest executed an amendment to its
agreement with United to provide service as United Express in United's Portland
and Seattle/Tacoma markets (the "Pacific Northwest") and in additional Los
Angeles markets beginning April 23, 1998. To support expanded operations in Los
Angeles, San Francisco and the Pacific Northwest, SkyWest expects to acquire up
to 33 additional aircraft and spend approximately $24 million for related ground
and maintenance facilities, support equipment and spare parts inventory.
SkyWest operates one of the youngest fleets in the airline industry,
consisting of fifty 30-seat Embraer EMB-120 Brasilia turbo-prop aircraft
("Brasilias") with an average age of 4.4 years and ten 50-seat Canadair Regional
Jets ("CRJs") with an average age of 3.1 years. In December 1996, SkyWest
completed a strategic transition out of the 19-seat Fairchild Metroliner III
("Metroliner") turbo-prop aircraft, which reduced the number of aircraft types
operated by SkyWest from three to two. The transition enabled SkyWest to upgrade
to an all cabin-class fleet of larger aircraft with higher operating
efficiencies and greater passenger acceptance. "Cabin-class" aircraft offer
stand-up headroom, overhead and under-seat storage, lavatories and flight
attendant service.
The addition of United as a code-sharing partner and the completion of
SkyWest's transition to an all cabin-class fleet, together with other factors,
contributed to the Company's achievement of record consolidated operating
revenues and net income for the nine months ended December 31, 1997.
Consolidated operating revenues increased 7.4% to $225.7 million from $210.0
million and net income increased 91.9% to $17.3 million from $9.0 million for
the nine months ended December 31, 1997 and 1996, respectively.
The key elements of SkyWest's business strategy are:
- Capitalize on Relationships with Code-Sharing Partners. Historically,
SkyWest's growth has been assisted by the development of code-sharing agreements
with Delta, United and Continental. SkyWest views the recent addition of United
as a code-sharing partner as a significant opportunity to further increase its
traffic and profitability by serving United's Los Angeles and San Francisco hubs
and Portland and Seattle/Tacoma markets. SkyWest works closely with its
code-sharing partners to expand service to existing markets, open new markets
and schedule frequent, convenient and profitable flights. SkyWest believes that
the principal reason it has attracted multiple code-sharing partners is its
delivery of high-quality, reliable service. SkyWest's competitive fares and
ability to offer passengers participation in the frequent flyer programs of
Delta, United and Continental are attractive incentives for passengers to fly on
SkyWest. SkyWest also believes that multiple
3
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code-sharing agreements with major carriers diversifies operating risk by
reducing reliance on a single major carrier.
- Expand Fleet Size and Increase Utilization to Serve New and Existing
Markets. SkyWest seeks to expand and more efficiently utilize its Brasilia and
CRJ aircraft to serve existing and new, profitable markets. SkyWest believes
that Brasilias are most efficiently used on shorter stage lengths to provide
frequent and convenient service. For example, as SkyWest commenced service as
United Express in Los Angeles in October 1997, Brasilias were shifted from less
efficient, non-hub based routes to more efficient Los Angeles hub and spoke
routes connecting with SkyWest's code-sharing partners. SkyWest's expanded role
as United Express in Los Angeles, San Francisco and the Pacific Northwest will
require the addition of up to 33 Brasilias. CRJs are utilized on longer routes
to supplement existing service by major carriers, to replace larger jets on
routes where service is discontinued by major carriers, to replace SkyWest's
Brasilias as markets grow, and to develop new markets. SkyWest believes its
utilization of CRJs is among the highest of all regional carriers operating
CRJs.
- Increase Profitability. SkyWest focuses on increasing profitability
through maximizing revenues per available seat mile ("RASM") and minimizing
costs per available seat mile ("CASM"). Revenues are maximized by delivery of
reliable, on-time flights, excellent customer service, efficient utilization of
a revenue management system and the development of profitable code-sharing
relationships. SkyWest uses its recently acquired state-of-the-art revenue
management system to analyze markets and booking patterns and assist in
scheduling and seat inventory management to maximize revenues. The Company
believes SkyWest's development of multiple code-sharing relationships has
resulted in increased revenues without a proportionate increase in costs. A
Company-wide emphasis on cost management and more efficient utilization of
existing resources, together with the completed transition from three to two
aircraft types, has resulted in lower overhead and lower unit costs while
maintaining excellent customer service. CASM has declined in each fiscal year
since 1993 and decreased from 16.2c for the nine months ended December 31, 1996
to 15.8c for the nine months ended December 31, 1997. These reductions in CASM
have been achieved notwithstanding a decline in stage lengths as Brasilias have
been shifted to shorter hub and spoke routes to increase utilization.
- Provide Excellent Customer Service. SkyWest believes its insistence on
excellent customer service in every aspect of its operations (including
personnel, flight equipment, in-flight amenities, baggage handling and on-time
performance and flight completion ratios) has increased customer loyalty.
SkyWest also believes that excellent customer service is largely responsible for
its multiple code-sharing relationships as Delta, United and Continental seek to
build customer loyalty and preference by partnering with high-quality regional
carriers. SkyWest completed its transition to an all cabin-class fleet in
December 1996, in part to provide larger, more comfortable aircraft for its
passengers. SkyWest believes that, for the nine months ended December 31, 1997,
its on-time performance ratio and flight completion ratio were the highest of
all regional airlines at 95.5% and 98.5%, respectively. SkyWest has achieved
these performance measures by operating one of the youngest fleets in the
airline industry and continuing its commitment to high quality maintenance.
ADDITIONAL BUSINESSES
The Company is also engaged in other transportation-related businesses
through two wholly-owned subsidiaries. Scenic provides air tours and general
aviation services to the Grand Canyon and other scenic regions of northern
Arizona, southern Utah and southern Nevada. Scenic operates 41 aircraft,
including 18 specially modified VistaLiner sight-seeing airplanes. NPT provides
car rental services through a fleet of Avis vehicles located at six airports
served by SkyWest. During the nine months ended December 31, 1997, Scenic and
NPT generated combined revenues of $27.9 million, representing 12.4% of the
Company's consolidated revenues for the period.
The principal executive offices of the Company are located at 444 South
River Road, St. George, Utah 84790, and the Company's telephone number is (435)
634-3000.
4
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THE OFFERING
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Common Stock offered by the Company..................... 1,400,000 Shares
Common Stock to be outstanding after the offering....... 11,747,567 Shares(1)
Use of proceeds......................................... For expansion of operations, including the
acquisition of additional aircraft and
related spare parts, support equipment and
ground and maintenance facilities, and for
general corporate purposes.
Nasdaq National Market symbol........................... SKYW
</TABLE>
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(1) Excludes 553,846 shares of Common Stock reserved for issuance upon exercise
of outstanding stock options and 287,195 shares of Common Stock available
for the future grant of stock options under the Company's stock option plans
at February 12, 1998.
RISK FACTORS
See "Risk Factors" beginning on page 7 for a discussion of certain factors
that should be considered by prospective purchasers of the Common Stock offered
hereby.
FORWARD-LOOKING STATEMENTS
This Prospectus contains various forward-looking statements and information
that are based on management's belief, as well as assumptions made by and
information currently available to management. When used in this document, the
words "anticipate," "estimate," "project," "expect," and similar expressions are
intended to identify forward-looking statements. Although the Company believes
that the expectations reflected in such forward-looking statements are
reasonable, it can give no assurance that such expectations will prove to have
been correct. Such statements are subject to certain risks, uncertainties and
assumptions. Should one or more of these risks or uncertainties materialize, or
should underlying assumptions prove incorrect, actual results may vary
materially from those anticipated, estimated, projected or expected. Among the
key factors that may have a direct bearing on the Company's operating results
are the risks and uncertainties described under "Risk Factors," including, among
other things, changes in SkyWest's code-sharing relationships, fluctuations in
the economy and the demand for air travel, the degree and nature of competition
and SkyWest's ability to expand services in new and existing markets and to
maintain profit margins in the face of pricing pressures.
PROPRIETARY MARKS
Delta(R), Delta Connection(R) and The Delta Connection(R) are trademarks of
Delta Air Lines, Inc. United(R) and United Express(R) are trademarks of United
Airlines, Inc. Continental(R) and Continental Connection(TM) are trademarks of
Continental Airlines, Inc.
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SUMMARY CONSOLIDATED FINANCIAL AND OPERATING DATA
(IN THOUSANDS, EXCEPT PER SHARE AND AIRLINE OPERATING DATA)
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NINE MONTHS ENDED
YEAR ENDED MARCH 31, DECEMBER 31,
------------------------------------------------------------- ----------------------
1993 1994 1995 1996 1997 1996 1997
--------- --------- --------- --------- --------- --------- ---------
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CONSOLIDATED STATEMENTS OF
INCOME DATA:
Operating revenues(1)......... $ 146,800 $ 182,908 $ 218,075 $ 245,520 $ 278,110 $ 210,039 $ 225,683
Operating income.............. 11,465 24,680 20,341 5,710(2) 15,417 13,941 26,703
Net income.................... 6,704 14,396 13,701 4,366(2) 10,111 9,003 17,277
Net income per common
share(3):
Basic....................... $ 0.85 $ 1.46 $ 1.23 $ 0.42(2) $ 1.00 $ 0.89 $ 1.70
Diluted..................... 0.83 1.43 1.22 0.42(2) 1.00 0.89 1.68
OTHER FINANCIAL DATA:
EBITDAR(4).................... $ 39,057 $ 56,325 $ 63,932 $ 57,725(2) $ 75,419 $ 59,436 $ 73,120
AIRLINE OPERATING DATA(5):
Passengers carried............ 1,523,384 1,730,993 2,073,885 2,340,366 2,656,602 1,986,371 2,228,741
Revenue passenger miles
(000)....................... 294,276 345,414 488,901 617,136 717,322 540,043 567,437
Available seat miles (000).... 669,724 727,059 976,095 1,254,334 1,413,170 1,053,935 1,113,486
Passenger load factor......... 43.9% 47.5% 50.1% 49.2% 50.8% 51.2% 51.0%
Breakeven load factor......... 41.1% 41.2% 45.5% 48.4% 47.9% 48.2% 45.3%
Yield per revenue
passenger mile.............. 45.0c 43.9c 36.3c 33.2c 33.3c 32.9c 34.2c
Revenue per available seat
mile........................ 20.5c 21.6c 18.8c 16.9c 17.3c 17.3c 17.8c
Cost per available seat
mile........................ 19.1c 18.8c 17.1c 16.6c 16.3c 16.2c 15.8c
Average passenger trip
length...................... 193 200 236 264 270 272 255
Number of aircraft (end of
period):
Embraer Brasilia............ 19 23 28 35 50 47 50
Canadair Regional Jet....... - 4 6 10 10 10 10
Fairchild Metroliner III.... 31 28 26 18 - 5 -
-- -- -- -- -- -- --
Total aircraft.......... 50 55 60 63 60 62 60
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AS OF DECEMBER 31, 1997
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AS
ACTUAL ADJUSTED(6)
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CONSOLIDATED BALANCE SHEET DATA:
Working capital........................................... $ 68,730 $122,182
Property and equipment, net............................... 140,297 140,297
Total assets.............................................. 260,933 314,385
Long-term debt, less current maturities................... 51,248 51,248
Stockholders' equity...................................... 142,541 195,993
</TABLE>
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(1) Reflects the reclassification of non-airline commissions expense against
non-airline operating revenues.
(2) Includes $6.2 million of pre-tax fleet restructuring and transition expenses
related to the replacement of the Metroliner turbo-prop aircraft.
(3) Reflects restated net income per common share amounts as required by
Statement of Financial Accounting Standards No. 128.
(4) EBITDAR represents earnings before interest, income taxes, depreciation,
amortization and aircraft rents.
(5) Excludes the operations of Scenic and NPT. For definitions of the airline
operating terms used in this table, see "Selected Consolidated Financial and
Operating Data."
(6) Adjusted to reflect the sale of the 1,400,000 shares offered hereby and the
application of the estimated net proceeds therefrom. See "Use of Proceeds."
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RISK FACTORS
In addition to the other information contained in this Prospectus, the
following factors should be considered carefully in evaluating an investment in
the Company.
DEPENDENCE ON CODE-SHARING RELATIONSHIPS
SkyWest is dependent on relationships created by code-sharing agreements
with Delta, United and Continental (the "Code-Sharing Agreements") for a
substantial portion of its business. Under SkyWest's Code-Sharing Agreement with
Delta (the "Delta Agreement"), Delta is not prohibited from competing on routes
served by SkyWest. The term of the Delta Agreement continues until April 2002,
but is subject to termination in various circumstances including 180 days'
notice by either party for any or no reason; provided, however, that Delta may
not terminate the Delta Agreement prior to April 1999, except for cause, as
defined in the Delta Agreement. The term of SkyWest's Code-Sharing Agreement
with United (the "United Express Agreement") is for five years ending in
September 2002 for Los Angeles operations and ten years ending in May 2008 for
San Francisco and Pacific Northwest operations, subject to termination by United
upon 180 days' prior notice. United may, however, terminate the United Express
Agreement for cause upon 30 days' written notice. Any material modification to
or termination of the Code-Sharing Agreements, any substantial decrease in the
number of routes served by SkyWest or SkyWest's code-sharing partners at hubs
served by SkyWest or the occurrence of any event adversely affecting either of
Delta or United generally could have a material adverse effect on the Company.
See "Business -- Code-Sharing Agreements."
ABILITY TO IMPLEMENT EXPANSION
The Company's principal growth strategy is to expand SkyWest's operations
to support the operations of its code-sharing partners. Such expansion, which
will likely consist of entry into new markets and development of existing
markets, will require additional aircraft and facilities for passenger
ticketing, check-in and boarding and aircraft maintenance and storage,
additional rights to use gates in the markets to be served by SkyWest and
additional personnel. In particular, SkyWest recently announced its intention to
expand its operations as United Express in San Francisco, the Pacific Northwest
and in additional Los Angeles markets. This expansion, if implemented, will
require the acquisition of up to 33 additional Brasilias, the acquisition of
additional maintenance facilities, the employment of more than 900 additional
employees and the integration of those aircraft, facilities and employees into
SkyWest's existing operations. There can be no assurance that SkyWest can
profitably integrate this growth. The Company presently estimates that the cost
of acquiring the additional ground and maintenance facilities, support equipment
and spare parts inventory required for its expansion will be approximately $24
million. There is no assurance that the Company will be able to obtain the
financing or the facilities, aircraft, gates and personnel required in
connection with its proposed expansion on a timely basis. The failure to obtain
such financing or such aircraft, facilities, gates or personnel could adversely
affect the Company's financial condition and results of operations. Due to the
limited market for purchase of Brasilia aircraft and facilities, among other
factors, there can be no assurance that the Company's current estimates of the
costs associated with its proposed expansion will be accurate. Any material
deviation in the actual costs from the Company's current estimates could
adversely affect the Company's financial condition or results of operations. In
addition, part of the Company's growth strategy is to expand its code-sharing
relationships into other hubs served by United. There can be no assurance,
however, that such opportunities will arise or that the Company will be able to
execute profitably such expansion. SkyWest is also likely to face intense
competition from regional airlines currently serving the markets into which
SkyWest desires to expand. Accordingly, there can be no assurance that the
Company will be able to implement its growth strategy or that implementation of
its growth strategy will enhance its operations and profitability. See
"Business -- Business Strategy."
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DEPENDENCE ON LIMITED NUMBER OF AIRCRAFT TYPES
SkyWest's fleet consists of 50 Brasilias and ten CRJs. During the three
months ended, December 31, 1997, 56% of SkyWest's available seat miles were
generated by Brasilias and 44% were generated by CRJs. The Company's operations
could be materially adversely affected by, among other factors, (i) the failure
or inability of Embraer-Empresa Brasileira de Aeronautica S.A. (in the case of
Brasilias) or Bombardier, Inc. (in the case of CRJs) to provide additional
aircraft, parts or related support services on a timely basis, (ii) the
interruption of fleet service as a result of unscheduled or unanticipated
maintenance requirements, (iii) the issuance of Federal Aviation Administration
("FAA") directives restricting the use of a particular aircraft type in the
fleet or (iv) the adverse public perception of an aircraft type as a result of
an accident or other adverse publicity. See "Business -- Flight Equipment."
FUEL COSTS AND AVAILABILITY
One of the Company's principal cost components is fuel. At SkyWest's
current rate of consumption, for every one cent increase in the price of fuel,
SkyWest's annual operating expenses increase by approximately $350,000. Both the
cost and the availability of fuel are subject to many economic and political
factors and events occurring throughout the world. The Company has no agreement
with any fuel supplier assuring the availability or price of fuel, nor has the
Company entered into any hedging transactions to assure the price of fuel.
SkyWest's ability to pass on increased fuel costs through fare increases may be
limited by several factors, including, without limitation, economic and
competitive conditions. Accordingly, the future cost and availability of fuel to
the Company cannot be predicted and substantial fuel cost increases, the
unavailability of adequate supplies or increases in federal fuel taxes could
have a material adverse effect on the Company's financial condition and results
of operations. See "Business -- Competition and Economic Conditions."
OPERATING LEVERAGE
As is characteristic of the airline industry, the Company is subject to a
high degree of operating leverage. The revenues generated from a particular
flight vary directly with the number of passengers carried and the fare
structure of the flight. However, since fixed costs comprise a high proportion
of the operating costs of each flight, the expenses of each flight do not vary
proportionately with the number of passengers carried. Accordingly, any
sustained decrease in the number of passengers carried or increase in operating
costs that is not offset by higher fares could have a material adverse effect on
the Company's financial condition and results of operations. See "Management's
Discussion and Analysis of Financial Condition and Results of Operations."
FINANCIAL LEVERAGE
As of December 31, 1997, the Company had outstanding $59.7 million in
long-term debt, requiring debt service payments of $12.2 million in fiscal 1998,
and future minimum payments under long term operating leases of $457.4 million,
requiring rental payments of $42.9 million in fiscal 1998. The Company's
long-term debt and operating leases require significant periodic cash payments
and there can be no assurance that the Company's operations will generate
sufficient cash flow to make such payments. The Company's financial leverage may
impair its ability to obtain or increase the cost of obtaining additional
financing, may make the Company more vulnerable to the cyclical and seasonal
nature of the airline industry, may restrict the Company's ability to exploit
new business opportunities and may limit the Company's flexibility in responding
to changing business conditions. See "Management's Discussion and Analysis of
Financial Condition and Results of Operations -- Liquidity and Capital
Resources."
COMPETITION
The airline industry is highly competitive. Federal deregulation of the
airline industry allows competitors to rapidly enter a market and quickly
discount and restructure fares. The airline industry is particularly susceptible
to price discounting because airlines incur only nominal costs to provide
service to passengers occupying otherwise unsold seats. The introduction of
deeply discounted fares by competing carriers on routes
8
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served by SkyWest or connected to one of SkyWest's hubs or the introduction of
service into competitors' hubs could have an adverse impact upon the Company's
financial condition or results of operations.
SkyWest not only competes with other regional airlines, some of which are
owned by or are operated as code-sharing partners of major airlines, but also
faces competition from major airline carriers on certain routes. Competition in
the southern California markets, which are serviced by SkyWest from its Los
Angeles hub, is particularly intense with a large number of competing carriers.
Many of SkyWest's competitors are larger and have significantly greater
financial and other resources than SkyWest. There can be no assurance that
additional carriers will not offer competing services on SkyWest's existing or
future routes. See "Business -- Competition and Economic Conditions."
GENERAL ECONOMIC CONDITIONS, CYCLICALITY AND SEASONALITY
Generally, the airline industry is highly sensitive to economic conditions,
in large part due to the discretionary nature of a substantial percentage of
both business and leisure travel. In the past many airlines, including SkyWest,
have reported decreased earnings or substantial losses resulting from periods of
economic recession, heavy fare discounting and other factors. Economic downturns
combined with competitive pressures have contributed to a number of bankruptcies
and liquidations among major and regional carriers. Negative economic conditions
may have a material adverse effect on regional airlines, including SkyWest.
Historically, the Company has experienced lower revenue and earnings during
the second half of its fiscal year. SkyWest's earnings have declined on a
seasonal basis due to several factors including decreased business travel during
the holiday season and inclement weather. In addition, a large percentage of
Scenic's passengers are tourists visiting the Las Vegas and Grand Canyon areas
during the summer months. See "Business -- Competition and Economic Conditions."
REGULATION
The Company is subject to regulation by the U.S. Department of
Transportation (the "DOT"), the FAA and certain other governmental agencies.
Regulations promulgated by the DOT relate primarily to economic aspects of air
service. The FAA principally regulates flight operations and safety matters
relating to air service. In addition the Company is subject to certain other
federal and state laws relating to protection of the environment, radio
communications, labor relations, equal employment opportunity and other matters.
The DOT and the FAA, as well as other governmental agencies regulating the
Company, enforce their regulations through, among other mechanisms, (i)
certifications, which are necessary for the Company's continued operations, and
(ii) administrative 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, inspection of aircraft, installation of new
safety-related items and the mandatory removal and replacement of aircraft parts
that the FAA believes might present a safety hazard. Such directives or orders
could increase significantly the cost of airline operations.
The Company incurs substantial costs in maintaining its current
certifications and otherwise complying with the laws, rules and regulations to
which it is subject. Although the Company has all certifications it believes to
be necessary for its continued operation and believes that it is in compliance
with all requirements currently necessary to maintain in good standing such
certifications, it 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. See "Business -- Regulation."
BRAZILIAN DEFAULT RISK
In connection with SkyWest's acquisition of substantially all of its
Brasilia aircraft, the Company has obtained the right to receive subsidy
payments through an export support program sponsored by the Federative Republic
of Brazil. The amount of these subsidies, which are offered by the Brazilian
government as an economic incentive to purchasers of the Brazilian-made Embraer
aircraft and are currently payable through
9
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December 2006, fluctuates based upon the number and age of the Brasilia aircraft
eligible for subsidy payments. The subsidies currently represent approximately
$6 million in annual credits against the Company's interest and aircraft rental
expense related to Brasilia purchases. The subsidies would be jeopardized if the
Brazilian government failed to meet its obligations under the export support
program. From time to time, the Brazilian government has experienced economic
conditions which have impaired the creditworthiness of such governmental
obligations. Any termination or significant interruption of the Brazilian
subsidy payments, which could occur for a number of reasons including the
failure of the Brazilian government to meet its obligations under its export
support program, could have a material adverse effect on the Company's financial
condition or results of operations. There can be no assurance that a default
will not occur under the Brazilian export support program.
VOLATILITY OF STOCK PRICE
The Common Stock is quoted on the Nasdaq National Market, and its trading
price has fluctuated over a broad range. See "Price Range of Common Stock and
Dividends." The trading price of the Common Stock could continue to fluctuate
widely in response to variations in quarterly operating and financial results,
announcements by the Company or its competitors, industry trends, legislative or
regulatory changes, general economic conditions or other events or factors. In
addition, in recent years the stock market has experienced extreme price and
volume fluctuations. This volatility has had a significant effect on the market
prices of securities issued by many companies.
DIVIDENDS
Historically, the Company has paid dividends in varying amounts on its
Common Stock. See "Price Range of Common Stock and Dividends." The future
payment and amount of cash dividends will depend upon the Company's financial
condition and results of operations, loan covenants and other factors deemed
relevant by the Company's Board of Directors. There can be no assurance that the
Company will continue its policy of paying dividends on the Common Stock or that
the Company will have the financial resources to pay such dividends.
LABOR RELATIONS
From time to time, the Company, which does not currently have any employees
represented by labor unions, becomes aware of collective bargaining
organizational efforts among its employees. The Company recognizes that such
efforts will likely continue in the future and may ultimately result in some or
all of its employees being represented by a union. If such efforts are
successful, the Company may be subjected to risks of work interruption or
stoppage and incur additional expenses associated with union representation of
its employees. In connection with SkyWest's proposed expansion to northern
California and the Pacific Northwest, it anticipates that it will hire at least
900 additional employees, many of whom may be represented by a union in their
current employment.
DELTA OPTION AGREEMENT
Under the terms of a Stock Option Agreement executed by the Company and
Delta concurrently with the Delta Agreement (the "Delta Option Agreement"),
Delta acquired shares of Common Stock, which currently represent approximately
15.0% of the outstanding Common Stock (13.2% after giving effect to the issuance
of the shares offered hereby), certain preemptive rights and registration rights
with respect to the Common Stock owned by Delta and certain rights to
representation on the Company's Board of Directors. Delta's rights under the
Delta Option Agreement may permit Delta to influence the management and policies
of the Company, and Delta's ownership of shares of Common Stock may give it the
ability to affect the outcome of matters submitted to a vote of the Company's
shareholders. See "Description of Capital Stock -- Common Stock" and "-- Board
of Directors."
10
<PAGE> 11
ANTI-TAKEOVER PROVISIONS
Certain provisions of the Company's Restated Articles of Incorporation and
Bylaws, including provisions authorizing the issuance of Preferred Stock from
time to time without stockholder approval, may have the effect of delaying or
preventing a change in control of the Company and may adversely affect the
voting and other rights of the holders of Common Stock. In addition, the
provisions of the Utah Control Shares Acquisition Act may discourage persons or
entities interested in acquiring a significant interest in or control of the
Company. See "Description of Capital Stock."
USE OF PROCEEDS
The net proceeds to be received by the Company from the sale of the
1,400,000 shares of Common Stock offered hereby, after deducting underwriting
discounts and offering expenses, are estimated to be approximately $53.5 million
($61.5 million if the Underwriters' over-allotment option is exercised in full).
The Company currently intends to use the net proceeds of the offering for
expansion of operations, including the acquisition of additional aircraft and
related spare parts, support equipment and ground facilities, and for other
general corporate purposes. Based upon circumstances existing immediately prior
to each aircraft acquisition, management will determine whether to purchase such
aircraft with a portion of the net proceeds from the offering or to finance the
acquisition of such aircraft through long-term loans or lease arrangements. The
Company believes the expenses of obtaining such loans or leases may be reduced
and the availability of such loans or leases may be facilitated by the increase
in stockholders' equity resulting from this offering. In connection with
SkyWest's planned expansion as the United Express carrier in San Francisco, the
Pacific Northwest and additional Los Angeles markets, the Company estimates that
the cost of acquiring the additional ground and maintenance facilities, support
equipment and spare parts inventory required for the planned expansion will be
approximately $24 million. See "Management's Discussion and Analysis of
Financial Condition and Results of Operations -- Liquidity and Capital
Resources."
Pending specific use, the net proceeds will be invested in short-term,
investment grade, interest-bearing securities.
11
<PAGE> 12
PRICE RANGE OF COMMON STOCK AND DIVIDENDS
The Common Stock is quoted on the Nasdaq National Market under the symbol
"SKYW." The following table sets forth, for the periods indicated, the high and
low sale prices per share for the Common Stock, as reported by the Nasdaq
National Market, and the cash dividends declared by the Company.
<TABLE>
<CAPTION>
CASH
DIVIDENDS
HIGH LOW DECLARED
------ ------ ---------
<S> <C> <C> <C>
FISCAL 1996:
Quarter ended June 30, 1995................... $23.50 $14.13 $0.17
Quarter ended September 30, 1995.............. 25.38 17.00 --
Quarter ended December 31, 1995............... 19.75 12.88 0.08
Quarter ended March 31, 1996.................. 14.75 12.38 --
FISCAL 1997:
Quarter ended June 30, 1996................... $20.75 $12.88 $0.08
Quarter ended September 30, 1996.............. 18.38 14.00 0.05
Quarter ended December 31, 1996............... 15.88 12.38 0.05
Quarter ending March 31, 1997................. 14.75 11.75 0.05
FISCAL 1998:
Quarter ended June 30, 1997................... $17.38 $12.00 $0.05
Quarter ended September 30, 1997.............. 21.00 15.25 0.05
Quarter ended December 31, 1997............... 30.13 19.75 0.05
Quarter ending March 31, 1998 (through
February 12, 1998)......................... 41.50 29.25 0.05
</TABLE>
The closing sale price of the Common Stock, as reported by the Nasdaq
National Market, on February 12, 1998 was $40.50 per share. As of February 12,
1998, the number of shares of Common Stock outstanding was 10,347,567 shares,
held by approximately 1,200 stockholders of record, which does not include
shares held in securities position listings.
The Company has historically paid cash dividends on its Common Stock. In
August 1996, the Company revised its dividend policy from paying a regular
annual dividend, supplemented by special quarterly dividends paid from time to
time, to a policy of paying a regular quarterly cash dividend of $0.05 per
share. The future payment and amount of cash dividends will depend upon the
Company's financial condition and results of operations, applicable loan
covenants and other factors deemed relevant by the Company's Board of Directors.
12
<PAGE> 13
CAPITALIZATION
The following table sets forth the unaudited capitalization of the Company
at December 31, 1997, and as adjusted to give effect to the sale of the
1,400,000 shares of Common Stock offered hereby and the application of the
estimated net proceeds therefrom. See "Use of Proceeds." The following table
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, including the Notes thereto, appearing elsewhere in this
Prospectus or incorporated herein by reference.
<TABLE>
<CAPTION>
DECEMBER 31, 1997
-----------------------
ACTUAL AS ADJUSTED
-------- -----------
(IN THOUSANDS)
<S> <C> <C>
Current portion of long-term debt(1)........................ $ 8,429 $ 8,429
======== ========
Long-term debt(1)........................................... $ 51,248 $ 51,248
-------- --------
Stockholders' equity:
Preferred Stock, no par value; 5,000,000 shares
authorized, none outstanding........................... -- --
Common Stock, no par value; 40,000,000 shares authorized,
10,300,953 shares outstanding; 11,700,953 shares
outstanding, as adjusted(2)............................ 71,107 124,559
Retained earnings......................................... 71,434 71,434
-------- --------
Total stockholders' equity............................. 142,541 195,993
-------- --------
Total capitalization................................... $193,789 $247,241
======== ========
</TABLE>
- ---------------
(1) As of December 31, 1997, SkyWest had financed 44 of its aircraft and certain
of its airport and maintenance facilities through operating leases. See Note
4 of the Company's Notes to Consolidated Financial Statements incorporated
herein by reference.
(2) Excludes 600,064 shares issuable upon exercise of outstanding stock options
granted by the Company at a weighted average exercise price of $17.15 per
share and 287,195 shares available for the future grant of shares of Common
Stock upon the exercise of stock options under the Company's stock option
plans. See Note 5 of the Company's Notes to Consolidated Financial
Statements incorporated herein by reference.
13
<PAGE> 14
SELECTED CONSOLIDATED FINANCIAL AND OPERATING DATA
The following table sets forth selected consolidated financial and airline
operating data with respect to the Company for the periods indicated. This
information 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, including the Notes thereto, appearing
elsewhere in this Prospectus or incorporated by reference herein. See
"Incorporation of Certain Information by Reference." The selected consolidated
financial data as of and for each of the fiscal years ended March 31, 1993
through 1997 have been derived from the Consolidated Financial Statements of the
Company, which statements have been audited by Arthur Andersen LLP, independent
public accountants. The selected consolidated financial data as of and for the
nine months ended December 31, 1996 and 1997 have been derived from the
unaudited Consolidated Financial Statements of the Company which, in the opinion
of management, reflect all adjustments (consisting only of normal recurring
adjustments) necessary to present fairly the information contained therein. Data
for the nine months ended December 31, 1997 are not necessarily indicative of
results to be expected for the fiscal year ending March 31, 1998. The Other
Financial Data and Airline Operating Data set forth below are unaudited.
<TABLE>
<CAPTION>
NINE MONTHS ENDED
YEAR ENDED MARCH 31, DECEMBER 31,
----------------------------------------------------------------- -------------------------
1993 1994 1995 1996 1997 1996 1997
---------- ---------- ----------- ----------- ----------- ----------- -----------
(IN THOUSANDS, EXCEPT PER SHARE DATA)
<S> <C> <C> <C> <C> <C> <C> <C>
CONSOLIDATED STATEMENTS OF INCOME
DATA(1):
Operating revenues:
Passenger..................... $ 132,430 $ 151,699 $ 177,588 $ 205,034 $ 239,222 $ 177,768 $ 193,783
Freight....................... 2,573 3,099 3,802 4,291 4,174 3,120 3,099
Public service and other...... 2,067 2,411 2,401 2,159 1,243 980 852
Nonairline.................... 9,730 25,699 34,284 34,036 33,471 28,171 27,949
---------- ---------- ----------- ----------- ----------- ----------- -----------
Total operating
revenues............... 146,800 182,908 218,075 245,520 278,110 210,039 225,683
---------- ---------- ----------- ----------- ----------- ----------- -----------
Operating expenses:
Flying operations............. 51,421 52,256 68,135 85,117 101,689 75,536 78,550
Aircraft, traffic and
passenger service........... 22,230 22,621 28,218 32,522 37,044 27,234 28,464
Maintenance................... 21,804 21,853 25,530 28,713 29,149 21,594 21,721
Promotion and sales........... 15,072 16,527 20,369 25,965 29,606 22,155 20,307
Depreciation and
amortization................ 7,478 8,967 11,896 15,392 18,481 13,644 14,169
General and administrative.... 8,954 12,306 11,605 11,962 12,577 9,320 11,006
Fleet restructuring and
transition.................. -- -- -- 6,247 -- -- --
Nonairline.................... 8,376 23,698 31,981 33,892 34,147 26,615 24,763
---------- ---------- ----------- ----------- ----------- ----------- -----------
Total operating
expenses............... 135,335 158,228 197,734 239,810 262,693 196,098 198,980
---------- ---------- ----------- ----------- ----------- ----------- -----------
Operating income................ 11,465 24,680 20,341 5,710 15,417 13,941 26,703
---------- ---------- ----------- ----------- ----------- ----------- -----------
Other income (expense):
Interest expense.............. (1,410) (1,978) (1,100) (2,163) (2,431) (1,507) (2,037)
Interest income............... 445 1,069 2,826 2,707 2,481 1,853 2,681
Gain on sales of property and
equipment................... 43 74 173 556 1,113 339 541
---------- ---------- ----------- ----------- ----------- ----------- -----------
Total other income
(expense).............. (922) (835) 1,899 1,100 1,163 685 1,185
---------- ---------- ----------- ----------- ----------- ----------- -----------
Income before provision for
income taxes.................. 10,543 23,845 22,240 6,810 16,580 14,626 27,888
Provision for income taxes...... 3,839 9,449 8,539 2,444 6,469 5,623 10,611
---------- ---------- ----------- ----------- ----------- ----------- -----------
Net income........................ $ 6,704 $ 14,396 $ 13,701 $ 4,366 $ 10,111 $ 9,003 $ 17,277
========== ========== =========== =========== =========== =========== ===========
Net income per common share(2):
Basic........................... $ 0.85 $ 1.46 $ 1.23 $ 0.42 $ 1.00 $ 0.89 $ 1.70
Diluted......................... 0.83 1.43 1.22 0.42 1.00 0.89 1.68
Weighted average common shares
outstanding(2):
Basic........................... 7,927 9,883 11,112 10,284 10,085 10,073 10,179
Diluted......................... 8,061 10,063 11,214 10,368 10,124 10,104 10,297
</TABLE>
14
<PAGE> 15
<TABLE>
<CAPTION>
NINE MONTHS ENDED
YEAR ENDED MARCH 31, DECEMBER 31,
-------------------------------------------------------------- -----------------------
1993 1994 1995 1996 1997 1996 1997
---------- ---------- ---------- ---------- ---------- ---------- ----------
(DOLLARS IN THOUSANDS, EXCEPT AIRLINE OPERATING DATA)
<S> <C> <C> <C> <C> <C> <C> <C>
OTHER FINANCIAL DATA:
EBITDAR(3)........................... $ 39,057 $ 56,325 $ 63,932 $ 57,725 $ 75,419 $ 59,436 $ 73,120
AIRLINE OPERATING DATA(4):
Passengers carried................... 1,523,384 1,730,993 2,073,885 2,340,366 2,656,602 1,986,371 2,228,741
Revenue passenger miles (000)(5)..... 294,276 345,414 488,901 617,136 717,322 540,043 567,437
Available seat miles (000)(6)........ 669,724 727,059 976,095 1,254,334 1,413,170 1,053,935 1,113,486
Passenger load factor(7)............. 43.9% 47.5% 50.1% 49.2% 50.8% 51.2% 51.0%
Breakeven load factor(8)............. 41.1% 41.2% 45.5% 48.4% 47.9% 48.2% 45.3%
Yield per revenue passenger
mile(9)............................ 45.0c 43.9c 36.3c 33.2c 33.3c 32.9c 34.2c
Revenue per available seat
mile(10)........................... 20.5c 21.6c 18.8c 16.9c 17.3c 17.3c 17.8c
Cost per available seat mile(11)..... 19.1c 18.8c 17.1c 16.6c 16.3c 16.2c 15.8c
Average passenger trip length........ 193 200 236 264 270 272 255
Number of aircraft (end of
period)(12):
Embraer Brasilia................... 19 23 28 35 50 47 50
Canadair Regional Jet.............. - 4 6 10 10 10 10
Fairchild Metroliner III........... 31 28 26 18 - 5 -
-- -- -- -- -- -- --
Total aircraft................ 50 55 60 63 60 62 60
CONSOLIDATED BALANCE SHEET DATA:
Working capital...................... $ 12,334 $ 66,615 $ 46,039 $ 32,818 $ 45,273 $ 40,670 $ 68,730
Property and equipment, net.......... 56,458 89,962 110,241 145,071 137,743 142,129 140,297
Total assets......................... 86,945 184,017 188,182 227,550 232,898 232,680 260,933
Long-term debt, less current
maturities......................... 18,391 26,647 29,553 53,736 47,337 48,907 51,248
Stockholders' equity................. 42,766 122,788 117,684 115,800 124,552 123,753 142,541
</TABLE>
- ---------------
(1) Reflects the reclassification of nonairline commissions expense against
non-airline operating revenues.
(2) Reflects restated net income per common share amounts and weighted average
common shares outstanding as required by Statement of Financial Accounting
Standards No. 128.
(3) EBITDAR represents earnings before interest, income taxes, depreciation,
amortization and aircraft rents. EBITDAR is a widely accepted financial
indicator of a company's ability to incur and service debt. However,
EBITDAR should not be considered in isolation, as a substitute for net
income or cash flow data prepared in accordance with generally accepted
accounting principles or as a measure of a company's profitability or
liquidity.
(4) Excludes the operations of Scenic and NPT.
(5) Revenue passengers multiplied by miles flown.
(6) Passenger seats available multiplied by miles flown.
(7) Revenue passenger miles divided by available seat miles.
(8) Passenger load factor at which total airline operating revenues equals
total airline operating expenses, including interest expense. Calculated by
dividing airline operating expenses and interest expense by airline
operating revenues and multiplying the result by passenger load factor.
(9) Passenger revenues divided by revenue passenger miles flown.
(10) Airline operating revenues divided by available seat miles.
(11) Airline operating expenses and interest expense divided by available seat
miles.
(12) Of the 60 aircraft operated by SkyWest at December 31, 1997, 44 were
financed through operating leases.
15
<PAGE> 16
MANAGEMENT'S DISCUSSION AND ANALYSIS OF
FINANCIAL CONDITION AND RESULTS OF OPERATIONS
OVERVIEW
The Company, through SkyWest, operates a regional airline offering
scheduled passenger service with approximately 580 daily departures to 46 cities
in 12 western states and Canada. Total operating revenues and passengers carried
have grown consistently from fiscal 1993 through fiscal 1997, at compound annual
growth rates of approximately 17% and 15%, respectively. In fiscal 1993, SkyWest
generated approximately 670 million available seat miles ("ASMs") with its fleet
of thirty-one 19-seat Metroliners and nineteen 30-seat Brasilias at fiscal year
end. As a result of the introduction of the 50-seat CRJs beginning in fiscal
1994, the expansion of the Brasilia fleet and the strategic transition out of
the Metroliner aircraft as of December 1996, SkyWest generated approximately 1.4
billion ASMs in fiscal 1997 with a fleet of 50 Brasilias and 10 CRJs at fiscal
year end. This transition out of the Metroliner aircraft enabled SkyWest to
upgrade its aircraft to an all cabin-class fleet of Brasilias and CRJs, which
offer increased passenger acceptance and capacity and higher operating
efficiencies. This transition resulted in one-time pre-tax fleet restructuring
and transition expenses of $6.2 million, or $0.38 per share, in fiscal 1996.
In fiscal 1997, the Company generated net income of $10.1 million, compared
to $4.4 million in fiscal 1996. The Company's profitability has continued to
improve in fiscal 1998 with net income for the nine months ended December 31,
1997 increasing 91.9% to $17.3 million from $9.0 million in the prior year
period. The improvement since fiscal 1996 reflects, among other factors, the
addition of United as a code-sharing partner and the completion of SkyWest's
transition to an all cabin-class fleet.
SkyWest has been a code-sharing partner with Delta and Continental since
1987 and 1995, respectively. SkyWest recently expanded its code-sharing
relationships to include United effective October 1, 1997. SkyWest operates as
the Delta Connection in Salt Lake City and Los Angeles, as United Express in Los
Angeles and as the Continental Connection in selected California markets. On
January 19, 1998 SkyWest executed an addendum to the United Express Agreement,
expanding SkyWest's operations to serve as the United Express carrier in San
Francisco beginning June 1, 1998. On February 9, 1998, SkyWest executed an
amendment to the United Express Agreement to provide service as United Express
in United's Portland and Seattle/Tacoma markets and in additional Los Angeles
markets beginning April 23, 1998. SkyWest believes that its success in
attracting multiple code-sharing relationships is attributable to its delivery
of high quality customer service with an all cabin-class fleet.
Multiple code-sharing 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 flying and United Express contract flying.
On the majority of flights currently operated by SkyWest (74% during the quarter
ended December 31, 1997), SkyWest controls scheduling, ticketing, pricing and
seat inventories and receives a prorated portion of passenger fares. On United
Express contract routes, United controls scheduling, ticketing, pricing and seat
inventories with SkyWest receiving from United negotiated minimum payments per
flight departure and incentives related to passenger volumes and levels of
customer service. For the quarter ended December 31, 1997, 69% of the Company's
capacity was generated in the Delta and Continental codes and 31% in the United
code, while 74% was SkyWest-controlled flying and 26% was contract flying. As a
result of SkyWest's planned Los Angeles, San Francisco and Pacific Northwest
expansion, management expects that the percentages of SkyWest capacity in the
United code and in contract flying will increase.
The Company has continued to emphasize cost management and better
utilization of existing resources. During the period from fiscal 1993 through
fiscal 1997, cost per ASM decreased from 19.1c to 16.3c. For the nine months
ended December 31, 1997, cost per ASM decreased further to 15.8c. This reduction
was due primarily to the introduction of the CRJs, which offer lower unit
operating costs on longer stage lengths. In addition, the transition to an
all-Brasilia turbo-prop fleet has resulted in fewer flight interruptions and
lower maintenance costs. Furthermore, increased employee productivity has
enabled the Company to grow with few additional employees, except for flight
crews to operate the larger Embraer and CRJ aircraft.
16
<PAGE> 17
RESULTS OF OPERATIONS
The following table sets forth information regarding the Company's
operating expense components. Airline operating expenses are expressed as a
percentage of total airline operating revenues. Nonairline expenses are
expressed as a percentage of nonairline revenues. Total operating expenses and
interest are expressed as a percentage of total consolidated revenues.
<TABLE>
<CAPTION>
YEAR ENDED MARCH 31,
---------------------------------------------------------------------------------------
1995 1996 1997
--------------------------- --------------------------- ---------------------------
PERCENT CENTS PERCENT CENTS PERCENT CENTS
OF PER OF PER OF PER
AMOUNT REVENUES ASM AMOUNT REVENUES ASM AMOUNT REVENUES ASM
-------- -------- ----- -------- -------- ----- -------- -------- -----
(DOLLARS IN THOUSANDS)
<S> <C> <C> <C> <C> <C> <C> <C> <C> <C>
Salaries, wages and employee
benefits...................... $ 49,684 27.0% 5.1c $ 56,005 26.5% 4.5c $ 60,759 24.8% 4.3c
Aircraft expenses.............. 35,355 19.2 3.6 43,009 20.3 3.4 49,822 20.4 3.5
Maintenance.................... 18,350 10.0 1.9 20,779 9.8 1.7 20,929 8.6 1.4
Fuel........................... 16,625 9.0 1.7 23,084 10.9 1.8 30,713 12.6 2.2
Other.......................... 45,742 24.9 4.7 56,794 26.9 4.5 66,323 27.0 4.7
Interest....................... 1,086 0.6 0.1 2,160 1.0 0.2 2,431 1.0 0.2
Fleet restructuring and
transition expenses........... -- -- -- 6,247 3.0 0.5 -- -- --
-------- -- ---- -------- -- ---- -------- --- ----
Total airline expenses and
interest...................... 166,842 90.7 17.1c 208,078 98.4 16.6c 230,977 94.4 16.3c
==== ==== ====
Nonairline expenses and
interest...................... 31,992 93.3 33,895 99.6 34,147 102.0
-------- -------- --------
Total operating expenses and
interest...................... $198,834 91.2% $241,973 98.6% $265,124 95.3%
======== ======== ========
<CAPTION>
NINE MONTHS ENDED DECEMBER 31,
---------------------------------------------------------
1996 1997
--------------------------- ---------------------------
PERCENT CENTS PERCENT CENTS
OF PER OF PER
AMOUNT REVENUES ASM AMOUNT REVENUES ASM
-------- -------- ----- -------- -------- -----
<S> <C> <C> <C> <C> <C> <C>
Salaries, wages and employee
benefits...................... $ 45,144 24.8% 4.3c $ 49,866 25.2% 4.5c
Aircraft expenses.............. 36,781 20.2 3.5 39,127 19.8 3.5
Maintenance.................... 15,481 8.5 1.5 15,163 7.7 1.4
Fuel........................... 22,640 12.4 2.1 22,176 11.2 2.0
Other.......................... 49,438 27.2 4.7 47,884 24.2 4.3
Interest....................... 1,507 0.8 0.1 1,354 0.7 0.1
Fleet restructuring and
transition expenses........... -- -- -- -- -- --
-------- -- ---- -------- -- ----
Total airline expenses and
interest...................... 170,991 94.0 16.2c 175,570 88.8 15.8c
==== ====
Nonairline expenses and
interest...................... 26,615 94.5 25,447 91.0
-------- --------
Total operating expenses and
interest...................... $197,606 94.1% $201,017 89.1%
======== ========
</TABLE>
NINE MONTHS ENDED DECEMBER 31, 1997 COMPARED TO NINE MONTHS ENDED DECEMBER 31,
1996
For the nine months ended December 31, 1997, SkyWest enplaned a record
number of passengers and the Company reported record consolidated net income of
$17.3 million, or $1.68 diluted net income per share, compared to net income of
$9.0 million, or $0.89 per share, for the nine months ended December 31, 1996.
Consolidated operating revenues increased 7.4% to a record $225.7 million for
the nine months ended December 31, 1997, compared to $210.0 million for the
comparable period in 1996.
Passenger revenues, which represented 85.9% of total consolidated operating
revenues, increased 9.0% to $193.8 million for the nine months ended December
31, 1997, compared to $177.8 million or 84.6% of total consolidated operating
revenues for the nine months ended December 31, 1996. The increase resulted
primarily from a 5.1% increase in RPMs as well as a 4.0% increase in yield per
RPM. SkyWest entered into a new code-sharing relationship with United and began
operating as United Express in Los Angeles beginning October 1, 1997. This
operation has resulted in both increased RPMs and increased yield per RPM. The
increased yield per RPM also resulted from an increase in SkyWest's portion of
prorated fares with Delta in certain markets. Additionally, SkyWest acquired a
new state-of-the-art revenue management and control system which utilizes
historical booking data and trends to optimize revenue. The combination of these
factors was principally responsible for an increase in revenue per ASM to 17.8c
for the nine months ended December 31, 1997, compared to 17.3c for the same
period of 1996.
Management has continued its efforts to reduce airline operating costs per
ASM and as a percentage of airline operating revenues. For the nine months ended
December 31, 1997, total airline expenses and interest were 88.8% of airline
operating revenues compared to 94.0% for the nine months ended December 31,
1996.
Salaries, wages and employee benefits increased as a percentage of airline
operating revenues to 25.2% for the nine months ended December 31, 1997, from
24.8% for the nine months ended December 31, 1996. The average number of
full-time equivalent employees for the nine months ended December 31, 1997, was
1,916 compared to 1,847 for the nine months ended December 31, 1996. The
increase in number of personnel was due to hiring flight attendants and customer
service personnel to support increased operations. Salaries, wages and employee
benefits per ASM increased slightly to 4.5c for the nine months ended December
31, 1997, compared to 4.3c for the nine months ended December 31, 1996, due
primarily to increased employee incentives and profit sharing.
17
<PAGE> 18
Aircraft expenses, including aircraft rent and depreciation, decreased as a
percentage of airline operating revenues to 19.8% for the nine months ended
December 31, 1997, from 20.2% for the nine months ended December 31, 1996.
Aircraft costs per ASM were consistent at 3.5c for the nine months ended
December 31, 1997 and 1996.
Maintenance expense decreased as a percentage of airline operating revenues
to 7.7% for the nine months ended December 31, 1997, from 8.5% for the nine
months ended December 31, 1996. This decrease resulted primarily from the
acquisition and utilization of 15 new Brasilia aircraft, which are more
efficient than Metroliner aircraft. Maintenance expense per ASM decreased
slightly to 1.4c for the nine months ended December 31, 1997, from 1.5c for the
nine months ended December 31, 1996.
Fuel expenses decreased as a percentage of airline operating revenues to
11.2% for the nine months ended December 31, 1997, from 12.4% for the nine
months ended December 31, 1996, due primarily to a decrease in the average fuel
price per gallon to $0.85 from $0.94. Fuel costs per ASM decreased to 2.0c for
the nine months ended December 31, 1997, from 2.1c for the nine months ended
December 31, 1996.
Other expenses, consisting primarily of commissions, landing fees, station
rentals, computer reservation system fees and hull and liability insurance,
decreased as a percentage of airline operating revenues to 24.2% for the nine
months ended December 31, 1997, from 27.2% for the nine months ended December
31, 1996. The decrease is due primarily to SkyWest not incurring certain
commissions on contract-related passenger revenues.
Nonairline revenues, generated from the operations of Scenic and NPT,
decreased 0.8% to $27.9 million for the nine months ended December 31, 1997 from
$28.2 million for the nine months ended December 31, 1996. Nonairline expenses
and interest decreased 4.4% to $25.4 million for the nine months ended December
31, 1997, compared to $26.6 million for the nine months ended December 31, 1996.
The decrease was primarily due to implementation of cost control measures and
the restructuring of the financing of flight equipment and facilities.
FISCAL 1997 COMPARED TO FISCAL 1996
Consolidated operating revenues increased 13.3% to a record $278.1 million
in fiscal 1997 compared to $245.5 million in fiscal 1996. SkyWest also
experienced continued growth in passenger enplanements, RPMs and ASMs during
fiscal 1997 compared to fiscal 1996. Consolidated net income increased to $10.1
million, or $1.00 diluted net income per share, in fiscal 1997, compared to net
income of $4.4 million, or $0.42 per share, in fiscal 1996. The fiscal 1996
results include pre-tax fleet restructuring and transition expenses of $6.2
million, or $0.38 per share, resulting from a fleet rationalization plan related
to a restructuring of SkyWest's turbo-prop fleet.
Passenger revenues, which represented 86.0% of total operating revenues,
increased 16.7% to $239.2 million in fiscal 1997 from $205.0 million in fiscal
1996. The increase was primarily due to a 16.2% increase in RPMs, while yield
per RPM remained relatively constant at 33.3c in fiscal 1997 compared to 33.2c
in fiscal 1996. The increase in RPMs was due to a 20.3% increase in ASMs
generated by CRJs, which were used to provide service from Salt Lake City to
destinations such as San Francisco, California, Pasco, Washington and Colorado
Springs, Colorado. Additionally, SkyWest acquired 15 new Brasilia aircraft to
replace the 18 remaining Metroliner aircraft as their leases expired or were
terminated as part of the fleet rationalization program. These aircraft fleet
additions and changes resulted in a 12.7% increase in ASMs. The growth in RPMs
exceeded the growth in ASMs and resulted in a passenger load factor of 50.8% in
fiscal 1997 compared to 49.2% in fiscal 1996. As a result of the increased
passenger load factor and a 0.3% increase in yield per RPM, revenue per ASM
increased 2.4% to 17.3c in fiscal 1997 from 16.9c in fiscal 1996.
Total airline operating expenses and interest were 94.4% of airline
operating revenues in fiscal 1997 compared to 98.4% in fiscal 1996. Exclusive of
the one-time charge related to the fleet restructuring and transition from
Metroliner to Brasilia aircraft recorded in fiscal 1996, total airline operating
expenses and interest, as a percentage of airline operating revenues, decreased
to 94.4% in fiscal 1997 from 95.4% in fiscal 1996. This percentage decrease was
due to a 16.7% growth rate in passenger revenues compared to a 14.4%
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<PAGE> 19
increase in operating expenses and interest. The 14.4% increase in operating
expenses and interest was exclusive of the one-time fleet restructuring and
transition expense recorded in fiscal 1996. Airline operating costs per ASM
decreased to 16.3c in fiscal 1997 from 16.6c in fiscal 1996. Exclusive of the
one-time fleet restructuring and transition expense, airline operating costs per
ASM would have been 16.1c for fiscal 1996. The slight increase in cost per ASM
in fiscal 1997 was primarily due to increased fuel costs.
Salaries, wages and employee benefits decreased as a percentage of airline
operating revenues to 24.8% in fiscal 1997 from 26.5% in fiscal 1996. The
decrease was primarily due to airline operating revenues increasing at a faster
rate than employee related expenses. The average number of employees was 1,852
for fiscal 1997 compared to 1,753 for fiscal 1996. The increase was primarily
due to the addition of flight attendants for new Brasilia aircraft. Salaries,
wages and employee benefits per ASM decreased to 4.3c in fiscal 1997 from 4.5c
in fiscal 1996.
Aircraft expenses, including aircraft rent and depreciation, increased
slightly as a percentage of airline operating revenues to 20.4% in fiscal 1997
from 20.3% in fiscal 1996, as a result of the fleet transition to Brasilia
aircraft. Aircraft expenses per ASM were 3.5c in fiscal 1997, as compared to
3.4c in fiscal 1996.
Maintenance expense decreased slightly as a percentage of airline operating
revenues to 8.6% in fiscal 1997 from 9.8% in fiscal 1996. Maintenance cost per
ASM decreased to 1.4c in fiscal 1997 from 1.7c in fiscal 1996 due to the
efficiency of additional new Brasilia aircraft.
Fuel expenses increased as a percentage of airline operating revenues to
12.6% in fiscal 1997 compared to 10.9% in fiscal 1996. The increase was
primarily due to an 18.8% increase in the average fuel price per gallon to $0.95
in fiscal 1997 from $0.80 in fiscal 1996. As a result, fuel costs per ASM
increased to 2.2c in fiscal 1997 from 1.8c in fiscal 1996.
Other expenses, which consist primarily of commissions, landing fees,
station rents, computer reservation systems and hull and liability insurance,
increased as a percentage of airline operating revenues to 27.0% in fiscal 1997
compared to 26.9% in fiscal 1996. The increase was due primarily to rate
increases in customer reservation systems booking fees. In addition, SkyWest
experienced rate increases in landing fees and general passenger handling
charges. Interest expense as a percentage of airline operating revenues was 1.0%
in fiscal 1997 and fiscal 1996.
Nonairline revenues decreased 1.7% to $33.5 million in fiscal 1997 compared
to $34.0 million in fiscal 1996. The decrease was due to decreased passenger
enplanements in fiscal 1997. Nonairline expenses increased 0.8% to $34.1 million
for fiscal 1997 compared to $33.9 million for fiscal 1996. The slight increase
was due primarily to increased fuel costs.
FISCAL 1996 COMPARED TO FISCAL 1995
SkyWest experienced continued growth in RPMs, ASMs, and passenger
enplanements during fiscal 1996 compared to fiscal 1995. Consolidated operating
revenues increased 12.6% to a record $245.5 million in fiscal 1996 compared to
$218.1 million in fiscal 1995. Consolidated net income decreased to $4.4
million, or $0.42 diluted net income per share, in fiscal 1996, compared to net
income of $13.7 million, or $1.22 per share, in fiscal 1995. The fiscal 1996
results included a pre-tax fleet restructuring and transition expense of $6.2
million, or $0.38 per share, resulting from a fleet rationalization plan that
related to a restructuring of SkyWest's turbo-prop fleet. The $6.2 million fleet
restructuring and transition expense primarily represented crew-related costs
associated with the discontinuance of Metroliner aircraft operations as well as
accelerated maintenance costs associated with the early termination of
Metroliner leases. The amount consisted of $2.4 million of costs incurred in
fiscal 1996 and an accrual for $3.8 million of fiscal 1997 restructuring costs.
The fleet rationalization plan resulted in an all Brasilia turbo-prop fleet and
was completed by December 1996.
Passenger revenues, which represented 83.5% of total operating revenues,
increased 15.5% to $205.0 million in fiscal 1996 from $177.6 million in fiscal
1995. The increase was due to a 26.2% increase in RPMs offset by an 8.5%
decrease in yield per RPM to 33.2c in fiscal 1996 from 36.3c in fiscal 1995. The
increase in RPMs was due to the addition of four new CRJs and seven new
Brasilias, which replaced eight Metroliners as leases expired or were terminated
as part of the fleet rationalization program. These aircraft fleet additions and
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<PAGE> 20
changes resulted in a 28.5% increase in ASMs. The growth in ASMs exceeded the
growth in RPMs and resulted in a decrease in passenger load factor to 49.2% in
fiscal 1996 from 50.1% in fiscal 1995. Although the passenger load factor was
only down 0.9 points and in spite of a strong trend of growth in demand
exceeding growth in capacity during the fourth quarter, passenger enplanements
did not meet management's expectation during the first nine months due to the
following factors: (i) growing reluctance of airline passengers to book flights
on Metroliner aircraft which do not have cabin-class amenities, (ii) the
schedule restructuring by Delta at the Los Angeles hub, which significantly
reduced daily departures commencing in May 1995, thereby reducing SkyWest's
connection opportunities, (iii) the impact of indirect competition from low-fare
carriers and (iv) a continuing reluctance of travel agents to book passengers on
the Delta system after Delta instigated commission caps in the spring of 1995 as
well as commission overrides being offered by SkyWest's competitors.
Yield per revenue passenger mile decreased 8.5% to 33.2c in fiscal 1996
compared to 36.3c in fiscal 1995. The decrease was due to an 11.9% increase in
the average passenger trip length resulting from growing regional jet
operations. The 8.5% decrease in yield coupled with a lower passenger load
factor resulted in a decrease in revenue per ASM to 16.9c in fiscal 1996
compared to 18.8c in fiscal 1995.
Total airline operating expenses and interest were 98.4% of airline
operating revenues in fiscal 1996 compared to 90.7% in fiscal 1995. This
percentage increase was due to passenger enplanements not meeting expectations
which resulted in passenger revenues falling short of internal plans as well as
the airline incurring one-time fleet restructuring and transition expenses.
Exclusive of one-time fleet restructuring and transition expenses, total airline
operating expenses increased 21.0% for fiscal 1996 over fiscal 1995, while ASMs
increased 28.5%. Due to the continuing fleet rationalization program, management
has continued to reduce airline operating costs per ASM. Airline operating costs
per ASM decreased to 16.6c in fiscal 1996 from 17.1c in fiscal 1995. Exclusive
of the one-time fleet restructuring and transition expenses, airline operating
costs per ASM would have been 16.1c for fiscal 1996.
Salaries, wages and employee benefits decreased as a percentage of airline
operating revenues to 26.5% in fiscal 1996 from 27.0% in fiscal 1995. The
decrease was primarily due to lower employee incentive payments resulting from
the decrease in profitability for fiscal 1996 compared to fiscal 1995. The
average number of full-time equivalent employees was 1,753 for 1996 compared to
1,760 for fiscal 1995. Salaries, wages and employee benefits per ASM decreased
to 4.5c in fiscal 1996 from 5.1c in fiscal 1995.
Aircraft expenses, including aircraft rent and depreciation, increased as a
percentage of airline operating revenues to 20.3% in fiscal 1996 from 19.2% in
fiscal 1995. This percentage increased as a result of the utilization of
additional Brasilia and CRJ aircraft as well as passenger traffic falling short
of management's expectations, resulting in lower operating revenues. Aircraft
costs per ASM decreased slightly to 3.5c in fiscal 1996 from 3.6c in fiscal
1995.
Maintenance expense decreased slightly as a percentage of airline operating
revenues to 9.8% in fiscal 1996 from 10.0% in fiscal 1995. Maintenance cost per
ASM decreased to 1.6c in fiscal 1996 from 1.9c in fiscal 1995, primarily due to
the increased ASMs generated from operations.
Fuel expenses increased as a percentage of airline operating revenues to
10.9% in fiscal 1996 compared to 9.0% in fiscal 1995. The increase was primarily
due to an increase in the average fuel price per gallon to $0.80 in fiscal 1996
from $0.74 in fiscal 1995. As a result, fuel costs per ASM increased slightly to
1.8c in fiscal 1996 from 1.7c in fiscal 1995.
Other expenses, which consist primarily of commissions, landing fees,
station rents, computer reservation systems and hull and liability insurance,
increased as a percentage of airline operating revenues to 26.9% in fiscal 1996
compared to 24.9% in fiscal 1995. The increase was primarily due to significant
rate increases in customer reservation systems booking fees. In addition,
SkyWest experienced rate increases in landing fees and general passenger
handling charges. Interest expense increased as a percentage of airline
operating revenues to 1.0% in fiscal 1996 from 0.6% in fiscal 1995. The increase
was due to an increase in debt financings of new Brasilia aircraft.
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<PAGE> 21
Nonairline revenues decreased 0.7% to $34.0 million in fiscal 1996 from
$34.3 million in fiscal 1995. Nonairline net income decreased to $0.4 million in
fiscal 1996 from $1.6 million in fiscal 1995. The decreases were primarily due
to the following factors: (i) a decrease in overall tourist traffic in the Grand
Canyon/Las Vegas market, (ii) the impact of low-fare competition and (iii)
Scenic's difficulty in differentiating its premium touring packages from low
price transportation alternatives. Nonairline expenses increased 6.0% to $33.9
million for fiscal 1996 compared to $32.0 million for fiscal 1995. The increase
was primarily attributable to increased fuel costs.
SEASONALITY
As is common in its industry, the Company's 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. However, the Company
does expect some mitigation of the historical seasonal trends due to an increase
in the portion of its operations in contract flying with United. Scenic's
business is also seasonal in nature. A large percentage of Scenic's passengers
are tourists visiting the Las Vegas and Grand Canyon areas during the summer
months.
QUARTERLY RESULTS OF OPERATIONS
The following table sets forth certain quarterly financial and operating
data for the periods indicated:
<TABLE>
<CAPTION>
FISCAL 1997 FISCAL 1998
------------------------------------------ -------------------------------
JUNE 30, SEPT. 30, DEC. 31, MAR. 31, JUNE 30, SEPT. 30, DEC. 31,
1996 1996 1996 1997 1997 1997 1997
-------- --------- -------- -------- -------- --------- --------
(DOLLARS IN THOUSANDS, EXCEPT PER SHARE DATA)
<S> <C> <C> <C> <C> <C> <C> <C>
Operating revenues............... $ 70,569 $ 75,819 $ 63,651 $ 68,071 $ 72,115 $ 80,302 $ 73,266
Operating income (loss).......... 7,678 7,999 (1,736) 1,476 6,703 12,248 7,752
Net income (loss)................ 4,834 4,990 (821) 1,108 4,345 7,510 5,422
Net income (loss) per common
share:
Basic.......................... $ 0.48 $ 0.50 $ (0.08) $ 0.11 $ 0.43 $ 0.74 $ 0.53
Diluted........................ 0.48 0.49 (0.08) 0.11 0.43 0.73 0.52
Revenue passenger miles (000s)... 179,647 188,161 172,235 177,279 189,040 195,752 182,645
Available seat miles (000s)...... 344,454 358,437 351,044 359,235 372,901 377,448 363,137
Passenger load factor............ 52.2% 52.5% 49.1% 49.3% 50.7% 51.9% 50.3%
Yield per revenue passenger
mile........................... 33.2c 33.2c 32.3c 34.7c 32.5c 34.2c 35.8c
Revenue per available seat
mile........................... 17.7c 17.8c 16.2c 17.5c 16.9c 18.1c 18.3c
Cost per available seat mile..... 16.0c 16.2c 16.4c 16.7c 15.4c 15.8c 16.1c
</TABLE>
LIQUIDITY AND CAPITAL RESOURCES
The Company had working capital of $68.7 million and a current ratio of
2.4:1 at December 31, 1997, compared to working capital of $45.3 million and a
current ratio of 2.0:1 at March 31, 1997. During the first nine months of fiscal
1998, the Company invested $17.3 million in flight equipment, $7.5 million in
buildings, ground equipment and other fixed assets, reduced long-term debt by
$5.6 million and paid cash dividends of $1.5 million. The principal sources of
cash during the first nine months of fiscal 1998 were $45.8 million provided by
operating activities, $11.5 million of proceeds from long-term debt and $7.3
million from the sale of marketable securities, property and equipment, and the
issuance of common stock resulting from exercises of employee stock options.
These factors resulted in a $32.6 million increase in cash and cash equivalents
from $37.8 million as of March 31, 1997 to $70.4 million as of December 31,
1997.
SkyWest has options to acquire ten additional Brasilias and ten additional
CRJs at fixed prices (subject to cost escalation and delivery schedules). The
Brasilia options are exercisable through fiscal 1999 and the CRJ options are
exercisable at any time with no expiration.
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<PAGE> 22
In connection with SkyWest's expansion in Los Angeles, San Francisco and
the Pacific Northwest, SkyWest expects to acquire up to an additional 33
Brasilias. Depending upon the outcome of current aircraft acquisition
negotiations, SkyWest expects to acquire a combination of new and used
Brasilias. The Company also anticipates that SkyWest will incur costs of
approximately $24.0 million associated with the acquisition of additional ground
and maintenance facilities, support equipment and spare parts inventory related
to its expansion.
Depending in large part upon the outcome of current aircraft acquisition
negotiations, the mix of new and used Brasilia aircraft, as well as the state of
the aircraft financing market at the time, management will determine whether to
purchase these Brasilia aircraft with the net proceeds from this offering or
acquire the aircraft through third-party, long-term loans or lease arrangements.
SkyWest 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 consolidated balance
sheets. At December 31, 1997, SkyWest leased 44 SkyWest aircraft and eight
Scenic aircraft under leases with an average remaining term of approximately 9.6
years. Future minimum lease payments due under all long-term operating leases
were approximately $457.4 million at December 31, 1997.
At December 31, 1997, the Company had outstanding long-term debt, including
current maturities, of approximately $59.7 million. Of the long-term debt, $48.8
million was incurred in connection with the acquisition of Brasilia aircraft and
is subject to subsidy payments through the export support program of the
Federative Republic of Brazil. The interest rates on $11.0 million of the $48.8
million of long-term debt are floating based on one month and three month LIBOR.
The subsidy payments reduced the stated interest rates on the $48.8 million of
long-term debt to an average effective rate of approximately 4.0% as of December
31, 1997. The debt is payable in either quarterly or semi-annual installments
through January 2006. The remaining $10.9 million of long-term debt was incurred
to purchase ten VistaLiner aircraft operated by Scenic. These ten aircraft were
previously financed under long-term operating lease arrangements and were
purchased in October 1997.
The Company spent approximately $13.3 million for non-aircraft capital
expenditures during the nine months ended December 31, 1997, consisting
primarily of aircraft engine overhauls, aircraft modifications to be made
pursuant to industry-wide FAA directives, buildings and ground equipment and
rental vehicles.
The Company has available $5.0 million in an unsecured bank line of credit
with interest payable at the bank's base rate less one-quarter percent, which
was 8.25% at December 31, 1997. The Company believes that, in the absence of
unusual circumstances and taking into account the proceeds from this offering,
the working capital available to the Company will be sufficient to meet its
present requirements, including expansion, capital expenditure, lease payment
and debt service requirements for at least the next 12 months.
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<PAGE> 23
BUSINESS
GENERAL
SkyWest operates a regional airline offering scheduled passenger service
primarily in the western United States. SkyWest has been a code-sharing partner
with Delta and Continental since 1987 and 1995, respectively. Effective October
1, 1997, SkyWest expanded its operations through a code-sharing agreement with
United. SkyWest offers a convenient schedule and frequent flights designed to
maximize connecting and local traffic. Operating primarily from its hubs in Salt
Lake City, Utah and Los Angeles, California, SkyWest serves 46 cities in 12
states and Canada with approximately 580 daily flights. In Salt Lake City and
Los Angeles, SkyWest is the largest regional airline with market shares of
passengers enplaned of 99% and 33%, respectively. SkyWest operates as the Delta
Connection in Salt Lake City and Los Angeles, as United Express in Los Angeles
and as the Continental Connection in selected California markets. On January 19,
1998, SkyWest executed an addendum to its agreement with United, expanding
SkyWest's United Express operations to include approximately 168 daily flights
connecting twelve California markets with United's San Francisco hub beginning
June 1, 1998. On February 9, 1998, SkyWest executed an amendment to its
agreement with United to provide service as United Express in United's Portland
and Seattle/Tacoma markets and in additional Los Angeles markets beginning April
23, 1998. To support expanded operations in Los Angeles, San Francisco and the
Pacific Northwest, SkyWest expects to acquire up to 33 Brasilias and spend
approximately $24 million for related ground and maintenance facilities, support
equipment and spare parts inventory.
SkyWest operates one of the youngest fleets in the airline industry,
consisting of fifty 30-seat Brasilias with an average age of 4.4 years and ten
50-seat CRJs with an average age of 3.1 years. In December 1996, SkyWest
completed a strategic transition out of the Metroliner turbo-prop aircraft,
which reduced the number of aircraft types operated by SkyWest from three to
two. The transition enabled SkyWest to upgrade to an all cabin-class fleet of
larger aircraft with higher operating efficiencies and greater passenger
acceptance. Cabin-class aircraft offer stand-up headroom, overhead and
under-seat storage, lavatories and flight attendant service.
The addition of United as a code-sharing partner and the completion of
SkyWest's transition for an all cabin-class fleet, together with other factors,
contributed to the Company's achievement of record consolidated operating
revenues and net income for the nine months ended December 31, 1997.
Consolidated operating revenues increased 7.4% to $225.7 million from $210.0
million and net income increased 91.9% to $17.3 million from $9.0 million for
the nine months ended December 31, 1997 and 1996, respectively.
BUSINESS STRATEGY
The key elements of SkyWest's business strategy are:
Capitalize on Relationships with Code-Sharing Partners. Historically,
SkyWest's growth has been assisted by the development of code-sharing agreements
with Delta, United and Continental. SkyWest views the recent addition of United
as a code-sharing partner as a significant opportunity to further increase its
traffic and profitability by serving United's Los Angeles and San Francisco hubs
and Portland and Seattle/Tacoma markets. SkyWest works closely with its
code-sharing partners to expand service to existing markets, open new markets
and schedule convenient, frequent and profitable flights. SkyWest believes that
the principal reason it has attracted multiple code-sharing partners is its
delivery of high-quality, reliable service. SkyWest's competitive fares and
ability to offer passengers participation in the frequent flyer programs of
Delta, United and Continental are attractive incentives for passengers to fly on
SkyWest. SkyWest also believes that multiple code-sharing agreements with major
carriers diversifies operating risk by reducing reliance on a single major
carrier.
Expand Fleet Size and Increase Utilization to Serve New and Existing
Markets. SkyWest seeks to expand and more efficiently utilize its Brasilia and
CRJ aircraft to serve existing and new, profitable markets. SkyWest believes
that Brasilias are most efficiently used on shorter stage lengths to provide
frequent and convenient service. For example, as SkyWest commenced service as
United Express in Los Angeles in October 1997, Brasilias were shifted from less
efficient, non-hub based routes to more efficient Los Angeles hub and spoke
routes connecting with its code-sharing partners. SkyWest's expanded role as
United Express in
23
<PAGE> 24
Los Angeles, San Francisco and the Pacific Northwest will require the addition
of up to 33 Brasilias. CRJs are utilized on longer routes to supplement existing
service by major carriers, to replace larger jets on routes where service is
discontinued by major carriers, to replace SkyWest's Brasilias as markets grow
and to develop new markets. SkyWest believes its utilization of CRJs is among
the highest of all regional carriers operating CRJs.
Increase Profitability. SkyWest focuses on increasing profitability through
maximizing RASM and minimizing CASM. Revenues are maximized by delivery of
reliable, on-time flights, excellent customer service, efficient utilization of
a revenue management system and the development of profitable code-sharing
relationships. SkyWest uses its recently acquired state-of-the-art revenue
management system to analyze markets and booking patterns and assist in
scheduling and seat inventory management to maximize revenues. The Company
believes SkyWest's development of multiple code-sharing relationships has
resulted in increased revenues without a proportionate increase in costs. A
Company-wide emphasis on cost management and more efficient utilization of
existing resources, together with the completed transition from three to two
aircraft types, has resulted in lower overhead and lower unit costs while
maintaining excellent customer service. CASM has declined in each fiscal year
since 1993 and decreased from 16.2c for the nine months ended December 31, 1996
to 15.8c for the nine months ended December 31, 1997. These reductions in CASM
have been achieved notwithstanding a decline in stage lengths as Brasilias have
been shifted to shorter hub and spoke routes to increase utilization.
Provide Excellent Customer Service. SkyWest believes its insistence on
excellent customer service in every aspect of its operations (including
personnel, flight equipment, in-flight amenities, baggage handling and on-time
performance and flight completion ratios) has increased customer loyalty.
SkyWest also believes that excellent customer service is largely responsible for
its multiple code-sharing relationships as Delta, United and Continental seek to
build customer loyalty and preference by partnering with high-quality regional
carriers. SkyWest completed its transition to an all cabin-class fleet in
December 1996, in part to provide larger, more comfortable aircraft for its
passengers. SkyWest believes that, for the nine months ended December 31, 1997,
its on-time performance ratio and flight completion ratio were the highest of
all regional airlines at 95.5% and 98.5%, respectively. SkyWest has achieved
these performance measures by operating one of the youngest fleets in the
airline industry and continuing its commitment to high quality maintenance.
CODE-SHARING AGREEMENTS
The Company's Code-Sharing Agreements with Delta, United and Continental
authorize SkyWest to use two-letter flight designator codes ("DL," "UA" and
"CO," respectively) to identify its flights and fares in major central
reservation systems, to paint its aircraft with the colors and/or logos of its
code-sharing partners and to market and advertize its status as the Delta
Connection, United Express or Continental Connection carrier. The Code-Sharing
Agreements either allocate to the Company a portion of the total passenger fare
on a formula or other basis, subject to periodic adjustments, or provide for
payments for contracted flying on a per departure basis with incentives related
to number of passengers carried and customer service. SkyWest's passengers
participate in the frequent flyer programs of its code-sharing partners. Under
the Code-Sharing Agreements, Delta, United and Continental provide additional
services to the Company, including providing reservation services and ticket
stock, issuing tickets, providing ground support services and gate access and
coordinating cooperative marketing, advertising and other promotional efforts.
SkyWest pays negotiated fees to its code-sharing partners for services provided.
The significant terms of each of the Code-Sharing Agreements are as
follows:
Delta. SkyWest has operated as the Delta Connection at Delta's Salt Lake
City and Los Angeles hubs since 1987. The Delta Agreement was revised in 1990
and modified effective April 1, 1997 to facilitate interline connections in Salt
Lake City and Los Angeles, to adjust proration formulas (the portion of the
passenger fare allocated to SkyWest) and to permit SkyWest to seek other
code-sharing relationships in Los Angeles. The Delta Agreement continues until
April 2002 but is subject to earlier termination under various circumstances,
including upon 180 days' advance notice by either party for any or no reason.
The Delta Agreement was modified in April 1997 to be noncancellable (except for
cause) for a two-year period. Delta currently owns approximately 15.0% of the
outstanding Common Stock, which was acquired under the Delta
24
<PAGE> 25
Option Agreement entered into in 1987, concurrently with the Delta Agreement.
See "Description of Capital Stock -- Common Stock."
United. In July 1997, SkyWest and United entered into an Agreement in
Principle which contemplated execution of a "United Express Agreement"
(subsequently signed on January 19, 1998) pursuant to which SkyWest became a
United Express carrier at United's Los Angeles hub effective on October 1, 1997.
In January 1998, SkyWest and United also entered into an addendum to the United
Express Agreement, pursuant to which SkyWest will become the United Express
carrier at United's San Francisco hub, beginning June 1, 1998. In February 1998,
SkyWest and United entered into an amendment to the United Express Agreement,
pursuant to which SkyWest will become the United Express carrier in United's
Portland and Seattle/Tacoma markets and in additional Los Angeles markets,
beginning April 23, 1998.
Under the United Express Agreement, SkyWest currently operates flights in
Los Angeles city pairs on a contract basis; i.e., United pays SkyWest a flat
rate per flight departure, an additional amount per passenger and per passenger
incentives based upon on-time performance, flight completion rates and number of
passengers carried measured against agreed upon objectives. United controls
scheduling, ticketing, pricing and seat inventories in these city pairs. SkyWest
also operates as a United Express carrier in certain city pairs where SkyWest
receives no contract payments and United controls scheduling, inventory and
pricing. United must also concur in any marketing or code-sharing relationship
with any other carrier with respect to operations covered by the United Express
Agreement. United has consented to SkyWest's Code-Sharing Agreement with Delta
in designated city pairs in Los Angeles.
The term of the United Express Agreement is for five years ending in
September 2002 with respect to operations in Los Angeles and for ten years,
ending in May 2008 with respect to operations in San Francisco and the Pacific
Northwest, subject to termination by United upon 180 days' prior notice. United
may, however, terminate the United Express Agreement for cause upon 30 days'
written notice.
Continental. SkyWest entered into a Code-Sharing Agreement with Continental
in October 1995, which provided for service to selected California markets. The
Continental agreement expired in October 1997. SkyWest has continued to operate
as the Continental Connection without an agreement, but on the same terms as
provided in the expired agreement. Execution of a new agreement with Continental
requires the consent of United.
MARKETS
The Company believes its development of hub operations in the Salt Lake
City and Los Angeles markets has been a principal factor in the growth of
SkyWest's flight operations. As of January 1, 1998, SkyWest scheduled 91 daily
departures from Salt Lake City. SkyWest's departures are scheduled to facilitate
connections with 171 scheduled daily Delta departures from Salt Lake City as of
January 1, 1998. As of the same date, SkyWest was the largest regional carrier
at the Salt Lake City hub, with a market share of approximately 99% among
regional carriers and Delta was the largest carrier at Salt Lake City, with a
total market share of approximately 70%.
At its Los Angeles hub, where it is also the largest regional carrier, with
a 33% market share among regional carriers, SkyWest scheduled 170 daily
departures as of January 1, 1998, of which 120 departures were under the United
code and were scheduled to connect with 178 scheduled daily United departures.
As of January 1, 1998, United was the largest carrier at Los Angeles
International Airport ("LAX"), with a total market share of approximately 23%.
As of January 1, 1998, SkyWest also scheduled 50 daily departures at LAX under
the Delta and Continental codes, connecting with 59 Delta departures and 26
Continental departures. As of January 1, 1998, Delta and Continental held market
shares at LAX of approximately ten percent and three percent, respectively. Of
the 288 SkyWest total daily flights under the United code as of January 1, 1998,
240 were contracted flights.
The Company believes its Los Angeles operations have benefitted from the
location of SkyWest's gates and customer service facilities in Terminal 6, one
of the principal terminals at LAX. SkyWest's location in Terminal 6 permits
SkyWest passengers to more quickly and conveniently transfer to and from major
carriers, including SkyWest's code-sharing partners.
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<PAGE> 26
As of January 1, 1998, United was also the largest carrier at San Francisco
International Airport, with approximately 250 scheduled daily flights,
representing a total market share of approximately 60%. SkyWest presently
anticipates that its San Francisco operations will consist of 168 scheduled
daily flights, which the Company believes will represent a market share of
approximately 87% among regional carriers in San Francisco. Although SkyWest has
announced its intention to commence service in San Francisco on June 1, 1998,
and in the Pacific Northwest and in additional Los Angeles markets on April 23,
1998, the routes which SkyWest proposes to operate are preliminary and remain
subject to modification in response to a number of factors, including SkyWest's
ability to locate sufficient aircraft, obtain necessary maintenance facilities
and hire, train and integrate qualified pilots, flight attendants, maintenance
personnel and customer service personnel. All of SkyWest's flights under the
United code in Los Angeles, San Francisco and the Pacific Northwest will be
contracted flights.
ROUTES
Operating from its hubs in Salt Lake City and Los Angeles, SkyWest serves
approximately 46 cities in 12 states and Canada with approximately 580 scheduled
daily flights. In addition, on June 1, 1998, SkyWest expects to commence service
in San Francisco with 168 scheduled daily flights.
SkyWest operates all of its ten CRJs and 15 of its Brasilias out of Salt
Lake City, with CRJs utilized primarily on longer stage lengths to approximately
18 destinations and Brasilias utilized to serve approximately 13 destinations.
SkyWest provides service to southern California markets, which are characterized
by high frequency service on shorter stage lengths, with 35 Brasilias, resulting
in high aircraft utilization. For example, SkyWest provides service between LAX
and San Diego every half hour and service between LAX and Palm Springs every
hour.
The following table identifies the cities served by SkyWest as of January
1, 1998, as well as the cities SkyWest proposes to serve upon commencement of
its service in San Francisco and the Pacific Northwest:
<TABLE>
<S> <C> <C>
ARIZONA: COLORADO: Portland*
Tucson Colorado Springs Redmond*
Yuma Grand Junction SOUTH DAKOTA:
CALIFORNIA: IDAHO: Rapid City
Arcata/Eureka* Boise UTAH:
Bakersfield* Idaho Falls Cedar City
Burbank Pocatello Salt Lake City
Chico* Sun Valley St. George
Fresno Twin Falls Vernal
Imperial/El Centro MONTANA: WASHINGTON:
Los Angeles Billings Pasco*
Merced* Bozeman Seattle/Tacoma*
Modesto* Butte Bellingham*
Monterey* Helena Yakima*
Ontario Missoula WYOMING:
Orange County West Yellowstone Casper
Palm Springs NEW MEXICO: Cody
Redding* Albuquerque Jackson Hole
Sacramento* NEVADA: CANADA:
San Diego Elko Vancouver, B.C.
San Francisco Las Vegas
San Jose Reno
San Luis Obispo* OREGON:
Santa Barbara* Eugene*
Santa Maria Medford*
Santa Rosa*
</TABLE>
- ---------------
* Service to be provided from San Francisco commencing June 1, 1998, and from
Portland or Seattle/Tacoma commencing April 23, 1998. Of the cities to be
served by SkyWest's expanded San Francisco and Pacific Northwest operations,
Bakersfield, Eugene, Monterey, Pasco, Portland, San Luis Obispo and Santa
Barbara are currently served from SkyWest's hubs in Los Angeles or Salt Lake
City.
26
<PAGE> 27
FLIGHT EQUIPMENT
As of December 31, 1997, SkyWest operated a fleet of 60 aircraft,
consisting of 50 Brasilias and 10 CRJs, as described in the following table:
<TABLE>
<CAPTION>
SCHEDULED AVERAGE
AIRCRAFT FLIGHT CRUISING AVERAGE
--------------- PASSENGER RANGE SPEED AGE
OWNED LEASED CAPACITY (MILES) (MPH) (YEARS)
----- ------ --------- --------- -------- -------
<S> <C> <C> <C> <C> <C> <C>
Brasilias.................. 16 34 30 450 300 4.4
Canadair Regional Jets..... -- 10 50 600 530 3.1
</TABLE>
The Brasilias are turbo-prop, pressurized 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 the Brasilia aircraft include
stand-up headroom, a lavatory, overhead baggage compartments and flight
attendant service. During fiscal 1997, the Company acquired 15 additional
Brasilia aircraft and negotiated the early termination of its 18 remaining
Metroliner leases. The Company has secured options to purchase an additional ten
Brasilia aircraft at fixed prices (subject to cost escalation and delivery
schedules). These options are exercisable through fiscal 1999.
The CRJ is one of the quietest commercial jets currently available and
offers many of the amenities of larger commercial jet aircraft, including a
stand-up cabin, overhead and under-seat storage, lavatories, in-flight snack and
beverage service, and, in many cases, more legroom than larger jets. The Company
also has options at fixed prices (subject to cost escalation and delivery
schedules) for ten additional CRJs which are exercisable at any time with no
expiration.
Scenic's operations are currently conducted using 18 specially modified
sight-seeing VistaLiners and 23 smaller aircraft.
GROUND FACILITIES
Employees of the Company perform substantially all routine airframe and
engine maintenance and periodic inspection of equipment. Maintenance is
performed primarily at facilities in Salt Lake City, Utah and Palm Springs,
California. SkyWest leases a 90,000 square foot aircraft maintenance and
training facility at the Salt Lake City International Airport and owns a 56,600
square foot maintenance facility in Palm Springs. The Salt Lake City facility
consists of a 40,000 square foot maintenance hanger and 50,000 square feet of
training and other facilities to support SkyWest's hub operations. The facility
was constructed and is owned by the Salt Lake City Airport Authority. SkyWest is
leasing the facility under an operating lease arrangement over a 36-year term,
expiring in August 2021. The Palm Springs maintenance facility supports
SkyWest's expanding southern California operations.
SkyWest leases ticket counters and check-in, boarding and other facilities
in the passenger terminal areas in the majority of the airports it serves and
staffs these facilities with SkyWest personnel. Delta and United provide ticket
handling and ground support services for SkyWest in 21 of the 46 airports
SkyWest serves.
Scenic owns a new terminal and hanger facility in Page, Arizona consisting
of 11,500 square feet of office and terminal space and 22,000 square feet of
maintenance hanger space. Scenic also leases a new terminal and hanger facility
in Las Vegas, Nevada consisting of 39,500 square feet of office and terminal
space and 28,500 square feet of maintenance hanger space.
The Company also owns its corporate headquarters, located in a 63,000
square foot building in St. George, Utah.
27
<PAGE> 28
SCENIC AIR TOURS
Scenic currently provides air tours and general aviation services to the
Grand Canyon and other scenic regions of northern Arizona, southern Utah and
southern Nevada. Scenic's operations are conducted principally from leased
boarding, tour and flight facilities at the North Las Vegas Airport in Las
Vegas, Nevada. Since the acquisition of Scenic in June 1993, the Company has
operated Scenic as a premium tour provider. In response to increased price
competition which has resulted in decreased revenues and earnings at Scenic, the
Company has changed top management, broadened its offering of tour packages to
appeal to cost conscious customers, implemented cost control measures and
restructured the financing of flight equipment and facilities. The Company
believes Scenic is currently well-positioned to pursue opportunities to increase
revenues and profitability of the air tour business.
NPT AUTOMOBILE RENTAL SERVICES
NPT provides car rental services at six airports served by SkyWest,
including Page, Arizona, Ely and Elko, Nevada and St. George, Cedar City and
Vernal, Utah. NPT's services are provided through a fleet of Avis vehicles
pursuant to a franchise agreement between NPT and Avis.
EMPLOYEES
As of January 1, 1998, the Company employed 2,300 full-time equivalent
employees consisting of 796 pilots and flight attendants, 246 maintenance
personnel, 950 customer service personnel, 63 reservation and marketing
personnel, and 245 employees engaged in accounting, administration and other
functions. 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 expects that such
efforts will continue in the future. If such efforts are successful, the Company
may be subjected to risks of work interruption or stoppage and incur additional
expenses associated with union representation of its employees. In connection
with SkyWest's proposed expansion into northern California and the Pacific
Northwest, it anticipates that it will hire at least 900 additional employees,
many of whom may be represented by a union in their current employment. The
Company has never experienced any work stoppages and considers its relationship
with its employees to be good.
COMPETITION AND ECONOMIC CONDITIONS
The airline industry is highly competitive. SkyWest not only competes with
other regional airlines, some of which are owned by or are operated as
code-sharing partners of major airlines, but also faces competition from major
airlines on certain routes. SkyWest is the dominant regional airline operating
out of the Salt Lake City International Airport; however, Southwest Airlines
Co., a national low fare airline, also operates out of the Salt Lake City
International Airport,which results in significant price competition at the Salt
Lake City hub. Competition in the southern California markets, which are
serviced by SkyWest from its hub in Los Angeles, is particularly intense, with a
large number of carriers in these markets. In its markets served from LAX,
SkyWest's principal competitors include Wings West, Inc. (operating as "American
Eagle"), Trans States Airlines, Inc. (operating as "US Air Express" and "Trans
World Express") and with Mesa Airlines, Inc. (operating as "Mesa Airlines" and
"United Express"). The Company believes its principal competitor in San
Francisco will be Trans States Airlines, Inc. (operating as "US Air Express").
Certain of the Company's competitors are larger and have significantly
greater financial and other resources than the Company. Moreover, federal
deregulation of the industry allows competitors to rapidly enter the Company's
markets and to quickly discount and restructure fares. The airline industry is
particularly susceptible to price discounting because airlines incur only
nominal costs to provide service to passengers occupying otherwise unsold seats.
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. In the past, many airlines have
reported decreased earnings or substantial losses resulting from periods of
economic recession, heavy fare discounting and other factors. Economic downturns
combined with competitive pressures have contributed to
28
<PAGE> 29
a number of bankruptcies and liquidations among major and regional carriers.
Negative economic conditions may have a material adverse effect on regional
airlines, including the Company.
REGULATION
All interstate air carriers, including SkyWest and Scenic, are subject to
regulation by the DOT, the FAA and certain 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 operations
activities, record keeping procedures in accordance with FAA requirements, and
FAA approval of flight training and retraining programs. The DOT and the FAA, as
well as other governmental agencies regulating the Company, enforce their
regulations through, among other mechanisms, (i) certifications, which are
necessary for the Company's continued operations, and (ii) 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, inspection of aircraft, installation of new
safety-related items and the mandatory removal and replacement of aircraft parts
that the FAA believes might present a safety hazard.
The Company believes it is operating in material compliance with FAA
regulations and holds all necessary operating and air worthiness certificates
and licenses. The Company incurs substantial costs in maintaining its current
certifications and otherwise complying with the laws, rules and regulations to
which it is subject. The Company's flight operations, maintenance programs,
record keeping and training programs are conducted under FAA approved
procedures. The Company does not operate at any airports where landing slots are
restricted.
All air carriers are required to comply with federal law 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.
INSURANCE
In the opinion of management, the Company maintains insurance policies of
types customary in the industry and in amounts it believes are adequate to
protect it and its property against material loss. The policies principally
provide coverage for public liability, passenger liability, baggage and cargo
liability, property damage, including coverages for loss or damage to its flight
equipment, and workers' compensation insurance. There is no assurance, however,
that the amount of insurance carried by the Company will be sufficient to
protect it from material loss.
LEGAL PROCEEDINGS
The Company is a party to routine legal proceedings incident to its
business. In the opinion of management, none of such proceedings is expected to
have a material adverse effect on the Company.
29
<PAGE> 30
MANAGEMENT
EXECUTIVE OFFICERS AND DIRECTORS
The following are the executive officers and directors of the Company:
<TABLE>
<CAPTION>
NAME AGE POSITION
---- --- --------
<S> <C> <C>
Jerry C. Atkin............ 48 Chairman, President and Chief Executive Officer
Ron B. Reber.............. 43 Executive Vice President and Chief Operating Officer
President -- National Parks Transportation, Inc.
Bradford R. Rich.......... 36 Executive Vice President, Chief Financial Officer
and Treasurer
Sidney J. Atkin........... 62 Vice Chairman
J. Ralph Atkin............ 54 Director
Mervyn K. Cox............. 60 Director
Ian M. Cumming............ 56 Director
Henry J. Eyring........... 34 Director
Steven F. Udvar-Hazy...... 51 Director
Hyrum W. Smith............ 53 Director
</TABLE>
Jerry C. Atkin joined the Company in July 1974 as Director of Finance. In
1975, he assumed the office of President and Chief Executive Officer. He was
elected Chairman in 1991. Prior to employment by the Company, Mr. Atkin was
employed by a public accounting firm and is a certified public accountant. Mr.
Atkin is a board member of (i) The Regence Group, a medical insurance holding
company, and its subsidiary, Regence Blue Cross Blue Shield of Utah, a medical
insurance company, and (ii) Zions Bancorporation, a Utah bank holding company.
Mr. Atkin has served as a director of the Company since 1974.
Ron B. Reber has served in various capacities since joining the Company in
1977. He is currently Executive Vice President and Chief Operating Officer with
general responsibility for flight operations, maintenance, customer service,
market planning, marketing, revenue control and pricing. He also serves as
President of NPT.
Bradford R. Rich joined the Company in 1987 as Corporate Controller. He was
previously employed with a public accounting firm and is a certified public
accountant. He is currently Executive Vice President, Chief Financial Officer
and Treasurer with responsibility for financial accounting, treasury, public
reporting, investor relations, internal audit and management information
systems.
Sidney J. Atkin was elected Vice Chairman in 1988. For more than five
years, Mr. Atkin has been President of Sugarloaf Corp., a Utah corporation
involved in the operation of restaurants and motels. Mr. Atkin has served as a
director of the Company since 1973.
J. Ralph Atkin was the founder of the Company and served as President and
Chief Executive Officer from 1972 to 1975. He served as Chairman of the Board of
Directors from 1972 to 1991. From 1984 to 1988 he served as Senior Vice
President of the Company. From March 1991 to January 1993, he was Director of
Business and Economic Development for the State of Utah. He served as Chief
Executive Officer of EuroSky, a company organized to explore the feasibility of
a regional airline in Austria during 1994 and 1995. Mr. Atkin is an attorney and
is currently engaged in the private practice of law in St. George, Utah. Mr.
Atkin is also a director of Fairchild Aircraft Incorporated and Fairchild
Aircraft Services Incorporated. Mr. Atkin has served as a director of the
Company since 1972.
Mervyn K. Cox has been for more than five years an orthodontist engaged in
private practice, and has also engaged in the development and management of real
estate. Mr. Cox has served as a director of the Company since 1974.
Ian M. Cumming is Chairman of Leucadia National Corporation, a diversified
financial services holding company principally engaged in personal and
commercial lines of property and casualty insurance, life and health insurance,
banking and lending, manufacturing and the trade stamps business. He has served
as a
30
<PAGE> 31
director of the Company since 1986. Mr. Cumming is also a director of MK Gold
Company and Allcity Insurance Company, both of which are public companies.
Henry J. Eyring has been employed since 1989 by Monitor Company, an
international management consulting firm based in Cambridge, Massachusetts. At
Monitor, he serves as President of Monitor Institute, the subsidiary of Monitor
that consults in the public sector. He is also Chief Operating Officer of the
Huntsman Cancer Institute. He is a director of Global Microtechnologies, a
computer retailing company, and Assist Cornerstone Technologies, a software
development company, is a member of the Board of Trustees of Southern Utah
University and is Chairman-elect of Artspace, a non-profit real estate
developer. Mr. Eyring has served as a director of the Company since 1995.
Steven F. Udvar-Hazy is currently President, Director and Chief Executive
Officer of International Lease Finance Corporation, a wholly owned subsidiary of
American International Group, Inc., which leases and finances commercial jet
aircraft worldwide. Mr. Udvar-Hazy has been engaged in aircraft leasing and
finance for 32 years. He has served as a director of the Company since 1986.
Hyrum W. Smith is co-founder, Chief Executive Officer and Chairman of
Franklin Covey Co., a public company in business to help people gain control
over their lives and increase their productivity. Mr. Smith has been the Chief
Executive Officer of Franklin Covey Co. since February 1997, a position he also
held from April 1991 to September 1996. Mr. Smith was Senior Vice President of
Franklin Quest from December 1984 to April 1991. Franklin Covey Co. was formerly
known as Franklin Quest Co. prior to its merger with Covey Leadership Center,
Inc. in May 1997. Mr. Smith has served as a director of the Company since 1995.
J. Ralph Atkin and Sidney J. Atkin are brothers. Jerry C. Atkin is their
nephew.
KEY EMPLOYEES
In addition to the executive officers listed above, the following are key
employees of SkyWest or Scenic:
<TABLE>
<CAPTION>
NAME AGE POSITION
---- --- --------
<S> <C> <C>
James K. Boyd.......... 40 Vice President -- Customer Service
Eric D. Christensen.... 39 Vice President -- Planning and Secretary
H. Michael Gibson...... 48 Vice President -- Maintenance
Steven L. Hart......... 36 Vice President -- Market Development
Brad Holt.............. 38 Vice President -- Flight Operations
Michael J. Kraupp...... 36 Vice President -- Controller
David A. Young......... 56 President -- Scenic
</TABLE>
James K. Boyd joined the Company in 1981. He is currently Vice
President -- Customer Service with responsibility for SkyWest ticket counter,
gate and ramp personnel at all SkyWest cities. He has also served as Director of
Stations and Station Manager.
Eric D. Christensen joined the Company in 1985. He is currently Vice
President -- Planning and Secretary with responsibility for aircraft performance
and acquisition analysis, fleet planning and risk management. He has also served
as Assistant to the President and Director of Finance.
H. Michael Gibson joined the Company in 1988. He is currently Vice
President -- Maintenance with responsibility for aircraft maintenance, control
of parts inventory and maintenance personnel training. He has also served as
Director of Quality Assurance for SkyWest.
Steven L. Hart joined the Company in 1986. He is currently Vice
President -- Market Development with responsibility for flight scheduling,
revenue control and pricing. He has also served as Director Market Planning,
Market Analyst and Director of Marketing.
Brad Holt joined the Company in 1983. He is currently Vice
President -- Flight Operations with responsibility for flight crew supervision
and dispatch, flight safety and flight quality standards. He has also served as
Director of Flight Standards, Chief Flight Instructor, Check Airman and Line
Pilot.
31
<PAGE> 32
Michael J. Kraupp joined the Company in 1991 as financial controller for
SkyWest. He has been Vice President -- Controller since 1993 with responsibility
for financial accounting and public reporting. He was previously employed with a
public accounting firm and is a certified public accountant.
David A. Young joined the Company in 1997 as President of Scenic Airlines,
Inc. on July 4, 1997. He was previously employed as Chief Executive Officer of
Air Fiji from 1993 to July 1997 and Chief Executive Officer of Air Macau from
1992 to 1993. Mr. Young holds a Ph.D. in aerospace management.
DESCRIPTION OF CAPITAL STOCK
The Company's authorized capital stock consists of 40,000,000 shares of
Common Stock, no par value, and 5,000,000 shares of Preferred Stock, no par
value.
COMMON STOCK
As of February 12, 1998 there were 10,347,567 shares of Common Stock issued
and outstanding held by approximately 1,200 stockholders of record.
Subject to the rights of the holders of Preferred Stock, each holder of
Common Stock shall have equal ratable rights to dividends from funds legally
available therefor, if, as and when declared by the Board of Directors of the
Company. The declaration and payment of all dividends, however, is subject to
the discretion of the Board of Directors. In the event of liquidation,
dissolution or winding up of the affairs of the Company, the holders of Common
Stock are entitled to share ratably in all assets remaining after payment of
liabilities and amounts, if any, due to holders of Preferred Stock. Holders of
Common Stock are entitled to one vote per share on all matters which
stockholders may vote on at all meetings of stockholders. The holders of Common
Stock do not have cumulative voting rights. The holders of Common Stock do not
have preemptive, subscription or conversion rights and there are no redemption
or sinking fund provisions applicable thereto. All the outstanding shares of
Common Stock are fully paid and nonassessable, and the shares of Common Stock to
be outstanding upon completion of this offering will be fully paid and
nonassessable. Pursuant to the terms of the Delta Option Agreement, in the event
the Company proposes to issue any additional voting securities and for so long
as Delta owns at least ten percent of the outstanding shares of Common Stock and
the Delta Connection Agreement or a substantially similar agreement remains in
effect between Delta and the Company, Delta has a preemptive right to acquire,
on the same terms and conditions as the proposed issuance of securities, the
number of voting securities which, when added to all voting securities then
owned by Delta, would provide Delta with the number of votes necessary to
preserve Delta's percentage voting interest. Delta has elected not to exercise
its preemptive right under the Delta Option Agreement with respect to this
offering. Also pursuant to the terms of the Delta Option Agreement, in the event
Delta desires to sell any of its shares of Common Stock, it has the right to
demand up to two separate registrations under the Securities Act of such shares
of Common Stock. For an unlimited number of times, Delta may, within fifteen
days of receipt of notice from the Company that the Company proposes to register
under the Securities Act shares of Common Stock, require the Company to include
shares of Common Stock owned by Delta in such registration.
PREFERRED STOCK
The Company is authorized to issue Preferred Stock from time to time in one
or more series without stockholder 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. Thus, the Board of Directors, without stockholder approval, could
authorize the issuance of Preferred Stock with rights which could decrease the
amount of earnings and assets available for distribution to holders of shares of
Common Stock or otherwise adversely affect the rights of the holders of Common
Stock. Any future issuance of Preferred Stock may have
32
<PAGE> 33
the effect of delaying or preventing a change in control of the Company and may
adversely affect the voting and other rights of the holders of Common Stock. At
present, the Company has no plans to issue any Preferred Stock.
BOARD OF DIRECTORS
The Company's Board of Directors, currently consists of nine directors who
are elected for one year terms at the annual meetings of the Company's
shareholders. As a result of the resignation of a director, as discussed below,
the Board of Directors currently has eight members. Pursuant to the terms of the
Delta Option Agreement, for as long as Delta owns at least 10% of the
outstanding Common Stock, the Company will include at least one designee of
Delta reasonably acceptable to the Company on the slate of nominees for election
as directors nominated by the Company's Board of Directors and will use its
reasonable best efforts to assure that such individual is elected to the
Company's Board of Directors. From 1988 to April 1, 1997, the date of the
resignation of Delta's most recent nominee, Delta had continuous representation
on the Company's Board of Directors through such nominees. Since the
resignation, no Delta nominee has served on the Company's Board of Directors.
Delta did not nominate any candidate for election to the Board of Directors at
the most recent annual meeting of shareholders.
UTAH CONTROL SHARES ACQUISITION ACT
The Utah Control Shares Acquisition Act (the "Control Shares Act") provides
that any person or entity which acquires 20% or more of the outstanding voting
shares of a publicly-held Utah corporation is denied voting rights with respect
to the acquired shares, unless a majority of the disinterested stockholders of
the corporation elects to restore such voting rights. The Control Shares Act
provides that a person or entity acquires "control shares" whenever it acquires
shares that, but for the operation for the Control Share Act would bring its
voting power within any of the following three ranges: (i) 20% to 33 1/3%, (ii)
33 1/3% to 50%, or (iii) 50% or more. A "control share acquisition" is generally
defined as the direct or indirect acquisition of either ownership or voting
power associated with issued and outstanding control shares. The stockholders of
a corporation may elect to exempt the stock of the corporation from the
provisions of the Control Shares Act through adoption of a provision to that
effect in the articles of incorporation or bylaws of the corporation. The
Company's Restated Articles of Incorporation (the "Restated Articles") and
Bylaws, as amended (the "Bylaws") do not exempt the Company's Common Stock from
the Control Shares Act.
Under the Control Shares Act, a person or entity that acquires control
shares pursuant to a control share acquisition acquires voting rights with
respect to those shares only to the extent granted by a majority of
disinterested stockholders of each class of capital stock outstanding prior to
the acquisition. The stockholders of the corporation must consider the status of
those voting rights at the next annual or special meeting of stockholders. The
acquiror may accelerate the decision and require the corporation to hold a
special meeting of stockholders for the purpose of considering the status of
those rights if the acquiror (i) files an "acquiring person statement" with the
corporation, and (ii) agrees to pay all expenses of the meeting. If the
stockholders do not vote to restore voting rights to the control shares, the
corporation may, if its articles of incorporation or bylaws so provide, redeem
the control shares from the acquiror at fair market value. If the acquiror fails
to file an acquiring person statement, the corporation may, if its articles of
incorporation or bylaws so provide, redeem the control shares at any time within
60 days of the acquiror's last acquisition of control shares, regardless of the
decision of the stockholders to restore voting rights. The Company's Restated
Articles and the Bylaws do not provide for such redemption. Unless otherwise
provided in the articles of incorporation or bylaws of a corporation,
stockholders are entitled to dissenters' rights if the control shares are
accorded full voting rights and the acquiror has obtained majority or more
control shares. The Restated Articles and the Bylaws do not deny such
dissenters' rights to the Company's stockholders.
The provisions of the Control Shares Act may discourage companies
interested in acquiring a significant interest in or control of the Company.
TRANSFER AGENT AND REGISTRAR
The transfer agent and registrar for the Common Stock is Zions First
National Bank, N.A., Salt Lake City, Utah.
33
<PAGE> 34
UNDERWRITING
Subject to the terms and conditions of the Underwriting Agreement, the
Underwriters named below have severally agreed to purchase from the Company, and
the Company has agreed to sell to the Underwriters, the number of shares of
Common Stock set forth opposite the Underwriters' respective names.
<TABLE>
<CAPTION>
NUMBER OF
UNDERWRITERS SHARES
------------ ---------
<S> <C>
The Robinson-Humphrey Company, LLC.......................... 700,000
SBC Warburg Dillon Read Inc. ............................... 700,000
---------
Total............................................. 1,400,000
=========
</TABLE>
The Underwriting Agreement provides that the obligations of the several
Underwriters thereunder are subject to approval of certain legal matters by
counsel and to various other conditions. The nature of the Underwriters'
obligations is such that they are committed to purchase all shares of Common
Stock offered hereby if any are purchased.
The Underwriters propose to offer the shares of Common Stock directly to
the public at the public offering price set forth on the cover page of this
Prospectus and to certain dealers at such price less a concession not in excess
of $1.20 per share. The Underwriters may allow, and such dealers may re-allow, a
concession not in excess of $.10 per share in sales to certain other dealers.
After the offering, the public offering price and other selling terms may be
changed.
The Company has granted to the Underwriters a 30-day option to purchase up
to an additional 210,000 shares of Common Stock at the public offering price
less the underwriting discount set forth on the cover page of this Prospectus to
cover over-allotments, if any. If the Underwriters exercise their over-allotment
option, the Underwriters have severally agreed, subject to certain conditions,
to purchase approximately the same percentage thereof that the number of shares
of Common Stock to be purchased by each of them, as shown in the above table,
bears to the 1,400,000 shares of Common Stock offered hereby.
The Company, its executive officers and directors (beneficially owning, in
the aggregate, 1,247,430 shares of Common Stock) have agreed that they will not
offer, sell or otherwise dispose of any shares of Common Stock (other than the
shares offered by the Company in the offering), subject to certain exceptions,
for a period of 90 days from the date of this Prospectus without the prior
written consent of The Robinson-Humphrey Company, LLC on behalf of the
Underwriters.
Pursuant to the Underwriting Agreement, the Company has agreed to indemnify
the several Underwriters against certain liabilities, including liabilities
under the Securities Act.
The Underwriters do not intend to confirm sales to any accounts over which
they exercise discretionary authority.
In connection with the offering, certain Underwriters and selling group
members (if any) or their respective affiliates who are qualified registered
market makers on the Nasdaq National Market may engage in passive market-making
transactions in the Common Stock on the Nasdaq National Market in accordance
with Rule 103 of Regulation M. The passive market-making transactions must
comply with applicable volume and price limitations and be identified as such.
In general, a passive market maker must display its bid at a price not in excess
of the highest independent bid for the security; however, if all independent
bids are lowered below the passive market maker's bid, such bid must then be
lowered when certain purchase limits are exceeded.
Until the distribution of the Common Stock is completed, rules of the
Securities and Exchange Commission (the "Commission") may limit the ability of
the Underwriters to bid for and purchase shares of Common Stock. As an exception
to these rules, the Underwriters are permitted to engage in certain transactions
that stabilize the price of the Common Stock. Such transactions may consist of
bids or purchases for the purpose of pegging, fixing or maintaining the price of
the Common Stock. If the Underwriters create a
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short position in the Common Stock in connection with the offering (i.e., if
they sell more shares of the Common Stock than are set forth on the cover page
of this Prospectus), the Underwriters may reduce the short position by
purchasing the Common Stock in the open market. The Underwriters may elect to
reduce any short position by exercising all or part of the over-allotment option
described herein.
The Underwriters also may impose a penalty bid on certain Underwriters and
selling group members. This means that if the Underwriters purchase shares of
the Common Stock in the open market to reduce the Underwriters' short position
or to stabilize the price of the Common Stock, they may reclaim the amount of
the selling concession from the Underwriters and selling group members who sold
those shares as part of the offering. In general, purchases of a security for
the purpose of stabilization or to reduce a syndicate short position could cause
the price of the security to be higher than it might otherwise be in the absence
of such purchases. The imposition of a penalty bid might have an effect on the
price of a security to the extent that it were to discourage resales of the
security by purchasers in the offering.
Neither the Company nor any of the Underwriters makes any representation or
prediction as to the direction or magnitude of any effect that the transactions
described above may have on the price of the Common Stock. In addition, neither
the Company nor any of the Underwriters makes any representation that the
Underwriters will engage in such transactions or that such transactions, once
commenced, will not be discontinued without notice.
LEGAL MATTERS
The legality of the Common Stock offered hereby will be passed upon for the
Company by Parr, Waddoups, Brown, Gee & Loveless, a professional corporation
("Parr Waddoups"), Salt Lake City, Utah and for the Underwriters by King &
Spalding, Atlanta, Georgia. King & Spalding will rely upon the opinion of Parr
Waddoups as to all matters of Utah law.
EXPERTS
The consolidated financial statements and schedules incorporated by
reference in this Prospectus and elsewhere in the Registration Statement, to the
extent and for the periods indicated in their reports, have been audited by
Arthur Andersen LLP, independent public accountants and are incorporated herein
in reliance upon the authority of said firm as experts in accounting and
auditing in giving said reports.
AVAILABLE INFORMATION
The Company is subject to the informational requirements of the Securities
Exchange Act of 1934 (the "1934 Act") and, in accordance therewith, files
reports, proxy statements, information statements and other information with the
Commission. Such reports, proxy statements, information statements and other
information filed by the Company can be inspected and copied at the public
reference facilities maintained by the Commission at the principal offices of
the Commission, Room 1024, 450 Fifth Street, N.W., Washington, D.C. 20549 or at
its Regional Offices located in the Citicorp Center, Suite 1400, 500 West
Madison Street, Chicago, Illinois 60661 and Seven World Trade Center, Suite
1300, New York, New York 10048. Copies of such material may also be obtained
from the Public Reference Section of the Commission, 450 Fifth Street, N.W.,
Washington, D.C. 20549, at prescribed rates. The Commission maintains a web site
that contains reports, proxy statements, information statements and other
information regarding registrants, including the Company, that file such
information electronically with the Commission. The address of the Commission's
web site is http://www.sec.gov.
The Company has filed with the Commission a Registration Statement on Form
S-3 (including all amendments and exhibits thereto, the "Registration
Statement") under the Securities Act relating to the Common Stock offered
hereby. This Prospectus, which is part of such Registration Statement, does not
contain all of the information set forth, or incorporated by reference, in the
Registration Statement and the exhibits and schedules thereto. For further
information with respect to the Company and the Common Stock
35
<PAGE> 36
offered hereby, reference is hereby made to the Registration Statement and such
exhibits and schedules, which may be inspected and copied in the manner and at
the locations described above. Statements contained in this Prospectus as to the
contents of any contract or other document referred to are not necessarily
complete and in each instance reference is made to the copy of such contract or
other document filed as an exhibit to the Registration Statement or as
previously filed with the Commission and incorporated herein by reference.
INCORPORATION OF CERTAIN INFORMATION BY REFERENCE
The following documents previously filed with the Commission (File No.
0-14719) pursuant to the 1934 Act are hereby incorporated by reference into this
Prospectus:
1. The Company's Annual Report on Form 10-K for the fiscal year ended
March 31, 1997.
2. The Company's Quarterly Report on Form 10-Q for the quarter ended
June 30, 1997.
3. The Company's Quarterly Report on Form 10-Q for the quarter ended
September 30, 1997.
4. The Company's Quarterly Report on Form 10-Q for the quarter ended
December 31, 1997.
5. The Company's Current Report on Form 8-K dated January 21, 1998.
6. The Company's Current Report on Form 8-K dated February 11, 1998.
7. The description of the Common Stock contained in the Company's
Registration Statement on Form 8-A as filed on June 15, 1986 with the
Commission under the 1934 Act, including any amendment or report filed for
the purpose of updating such description.
All documents subsequently filed by the Company pursuant to Sections 13(a),
13(c), 14 or 15(d) of the 1934 Act prior to the termination of the offering
shall be deemed to be incorporated by reference in this Prospectus and to be a
part of this Prospectus from the date of filing thereof. Any statement contained
in a document incorporated by reference herein shall be deemed to be modified or
superseded for purposes of this Prospectus to the extent that a statement
contained herein or in any other subsequently filed document which also is
incorporated or deemed to be incorporated by reference herein modified or
supersedes such statement. Any such statement so modified or superseded shall
not be deemed, except as so modified or superseded, to constitute a part of this
Prospectus.
The Company hereby undertakes to provide without charge to each person to
whom a copy of this Prospectus has been delivered, upon the written or oral
request of any such person, a copy of any and all of the documents referred to
above which have been or may be incorporated in this Prospectus by reference
(other than exhibits). Requests for such copies should be directed to: SkyWest,
Inc., 444 South River Road, St. George, Utah 84790, Attention: Bradford R. Rich,
telephone: (435) 634-3000.
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[Three aircraft photographs]
<PAGE> 38
======================================================
NO DEALER, SALESPERSON OR OTHER PERSON HAS BEEN AUTHORIZED TO GIVE ANY
INFORMATION OR TO MAKE ANY REPRESENTATIONS IN CONNECTION WITH THIS OFFERING
OTHER THAN THOSE CONTAINED IN THIS PROSPECTUS, AND, IF GIVEN OR MADE, SUCH
INFORMATION OR REPRESENTATIONS MUST NOT BE RELIED UPON AS HAVING BEEN AUTHORIZED
BY THE COMPANY OR ANY UNDERWRITER. THIS PROSPECTUS DOES NOT CONSTITUTE AN OFFER
TO SELL OR A SOLICITATION OF AN OFFER TO BUY TO ANY PERSON IN ANY JURISDICTION
IN WHICH SUCH OFFER OR SOLICITATION WOULD BE UNLAWFUL OR TO ANY PERSON TO WHOM
IT IS UNLAWFUL. NEITHER THE DELIVERY OF THIS PROSPECTUS NOR ANY OFFER OR SALE
MADE HEREUNDER SHALL, UNDER ANY CIRCUMSTANCES, CREATE ANY IMPLICATION THAT THERE
HAS BEEN NO CHANGE IN THE AFFAIRS OF THE COMPANY OR THAT THE INFORMATION
CONTAINED OR INCORPORATED BY REFERENCE HEREIN IS CORRECT AS OF ANY TIME
SUBSEQUENT TO THE DATE HEREOF.
------------------------
TABLE OF CONTENTS
<TABLE>
<CAPTION>
PAGE
----
<S> <C>
Prospectus Summary.................... 3
Risk Factors.......................... 7
Use of Proceeds....................... 11
Price Range of Common Stock and
Dividends........................... 12
Capitalization........................ 13
Selected Consolidated Financial and
Operating Data...................... 14
Management's Discussion and Analysis
of Financial Condition and Results
of Operations....................... 16
Business.............................. 23
Management............................ 30
Description of Capital Stock.......... 32
Underwriting.......................... 34
Legal Matters......................... 35
Experts............................... 35
Available Information................. 35
Incorporation of Certain Information
by Reference........................ 36
</TABLE>
======================================================
======================================================
1,400,000 SHARES
SKYWEST LOGO
COMMON STOCK
------------------------
PROSPECTUS
------------------------
THE ROBINSON-HUMPHREY
COMPANY
SBC WARBURG DILLON READ INC.
February 12, 1998
======================================================
