<PAGE>
UNITED STATES SECURITIES AND EXCHANGE COMMISSION
Washington, D.C. 20549
FORM 10-K
X ANNUAL REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE
SECURITIES EXCHANGE ACT OF 1934 (Fee Required)
For the fiscal year ended December 31, 1994
OR
TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE
SECURITIES EXCHANGE ACT OF 1934 (No Fee Required)
For the transition period from to
Commission File No. 33-10122
POLARIS AIRCRAFT INCOME FUND III,
A California Limited Partnership
(Exact name of registrant as specified in its charter)
California 94-3023671
(State or other jurisdiction of (IRS Employer I.D. No.)
incorporation or organization)
201 Mission Street, 27th Floor, San Francisco, California 94105
(Address of principal executive offices) (Zip Code)
Registrant's telephone number, including area code: (415) 284-7400
Securities registered pursuant to Section 12(b) of the Act: None
Securities registered pursuant to Section 12(g) of the Act:
Depository Units Representing Assignments of Limited Partnership Interests
Indicate by check mark whether the registrant: (1) has filed all reports
required to be filed by Section 13 or 15(d) of the Securities Exchange Act of
1934 during the preceding 12 months (or for such shorter period that the
registrant was required to file such reports), and (2) has been subject to such
filing requirements for the past 90 days. Yes X No
Indicate by check mark if disclosure of delinquent filers pursuant to Item 405
of Regulation S-K is not contained herein, and will not be contained, to the
best of registrant's knowledge, in definitive proxy or information statements
incorporated by reference in Part III of this Form 10-K or any amendment to
this Form 10-K.
No formal market exists for the units of limited partnership interest and
therefore there exists no aggregate market value at December 31, 1994.
Documents incorporated by reference: None
This document consists of 42 pages.<PAGE>
<PAGE>
PART I
Item 1. Business
The principal objectives of Polaris Aircraft Income Fund III, A California
Limited Partnership (PAIF-III or the Partnership) are to purchase and lease
used commercial jet aircraft in order to provide quarterly distributions of
cash from operations, to maximize the residual values of aircraft upon sale and
to protect Partnership capital through experienced management and
diversification. PAIF-III was organized as a California limited partnership on
June 27, 1984 and will terminate no later than December 2020.
PAIF-III has many competitors in the aircraft leasing market, including
airlines, aircraft leasing companies, other limited partnerships, banks and
several other types of financial institutions. This market is highly
competitive and there is no single competitor who has a significant influence
on the industry. In addition to other competitors, the general partner,
Polaris Investment Management Corporation (PIMC), and its affiliates, including
GE Capital Aviation Services, Inc. (GECAS), Polaris Aircraft Leasing
Corporation (PALC), Polaris Holding Company and General Electric Capital
Corporation (GE Capital), acquire, lease, finance and sell aircraft for their
own accounts and for existing aircraft leasing programs sponsored by them.
Further, GECAS provides a significant range of management services to GPA Group
plc, a public limited company organized in Ireland, together with its
consolidated subsidiaries (GPA), which acquires, leases and sells aircraft.
Accordingly, in seeking to re-lease and sell its aircraft, the Partnership may
be in competition with the general partner and its affiliates and GPA.
A brief description of the aircraft owned by the Partnership is set forth in
Item 2. The following table describes certain material terms of the
Partnership's leases to Continental Airlines, Inc. (Continental) and Trans
World Airlines, Inc. (TWA) as of December 31, 1994:
Number of Lease
Lessee Aircraft Type Aircraft Expiration Renewal Options
Continental Boeing 727-200 Advanced 5 10/96 (1) none
TWA McDonnell Douglas DC-9-30 13 2/98 (2) none
(1) The Continental leases were modified in 1991. The leases for the Boeing
727-200 Advanced aircraft were extended for 37 months beyond the initial
lease expiration date in September 1993 at approximately 90% of the
original lease rates. The Partnership also agreed to pay for certain
aircraft maintenance, modification and refurbishment costs, not to exceed
approximately $3.2 million, a portion of which will be recovered with
interest through payments from Continental over the extended lease terms.
(2) TWA may specify a lease expiration date for each aircraft up to six months
before the date shown, provided the average date for the 13 aircraft is
February 1998. The TWA leases were modified in 1991; the leases were
extended for an aggregate of 75 months beyond the initial lease expiration
date in November 1991 at approximately 46% of the original lease rates.
The Partnership also agreed to share in the costs of certain Airworthiness
Directives (ADs). If such costs are incurred by TWA, they will be
credited against rental payments, subject to annual limitations with a
maximum of $500,000 per aircraft over the lease terms. On January 31,
1992, TWA commenced reorganization proceedings under Chapter 11 of the
Federal Bankruptcy Code and subsequently emerged from bankruptcy
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protection in August 1993 as discussed further in Note 4 to the financial
statements (Item 8).
As discussed in Item 7, in October 1994, TWA notified its creditors,
including the Partnership, of a proposed restructuring of its debt.
Subsequently, GECAS (which as discussed in Part III, Item 10 now provides
certain management services to PIMC and PALC) negotiated a proposed
standstill agreement with TWA which was approved on behalf of the
Partnership by PIMC. That agreement provides for a moratorium of the rent
due the Partnership in November 1994 and 75% of the rents due the
Partnership from December 1994 through March 1995, with the deferred
rents, which aggregate $2.6 million, plus interest being repaid in monthly
installments between May 1995 through December 1995. The Partnership
received as consideration for the agreement $157,568 and warrants for such
amount of TWA Common Stock as would have a value at December 31, 1997, on
a fully diluted basis, equal to the total amount of rent deferred (Item
7).
The Partnership transferred three McDonnell Douglas DC-9-10 aircraft, formerly
leased to Midway Airlines, Inc. (Midway), and six Boeing 727-100 aircraft,
formerly leased to Continental, to aircraft inventory in 1992. The three
McDonnell Douglas DC-9-10 aircraft have been disassembled for sale of their
component parts. Disassembly of the six Boeing 727-100 aircraft began in
December 1994. It is anticipated that the disassembly and sales process will
take at least three years. The leases for three Boeing 727-200 aircraft to
Continental expired in April 1994. These aircraft were subsequently sold to
Continental as discussed in Item 7.
Approximately 600 commercial aircraft are currently available for sale or
lease, approximately 100 less than a year ago. The current surplus has
negatively affected market lease rates and fair market values of both new and
used aircraft. Current depressed demand for air travel has limited airline
expansion plans, with new aircraft orders and scheduled delivery being
cancelled or substantially deferred. As profitability has declined, many
airlines have taken action to downsize or liquidate assets and many airlines
have filed for bankruptcy protection. The Partnership has been forced to adjust
its estimates of the residual values realizable from its aircraft and aircraft
inventory, which resulted in an increase in depreciation expense in 1994, 1993
and 1992, as discussed in Item 7. A discussion of the current market condition
for the type of aircraft owned by the Partnership follows:
Boeing 727-200 Advanced - The Boeing 727 was the first tri-jet introduced into
commercial service. The Boeing 727 is a short- to medium-range jet used for
trips of up to 1,500 nautical miles. In 1972, Boeing introduced the Boeing
727-200 Advanced model, a higher gross weight version with increased fuel
capacity. Noise suppression hardware, commonly known as a "hushkit," has been
developed which, when installed on the aircraft, bring the Boeing 727-200
Advanced into compliance with Federal Aviation Administration (FAA) Stage 3
noise restrictions. The cost of the hushkit for the Boeing 727-200 Advanced
aircraft is approximately $2.5 million. Hushkits may not be cost effective on
all aircraft due to the age of some of the aircraft and the time required to
fully amortize the additional investment. Certain ADs applicable to all models
of the Boeing 727 have been issued to prevent fatigue cracks and control
corrosion. The market for this type of aircraft, as for all Stage 2 narrowbody
aircraft, remains very soft.
McDonnell Douglas DC-9-30 - The McDonnell Douglas DC-9-10, a short- to medium-
range twin-engine jet, was introduced in 1965. The McDonnell Douglas DC-9-30,
which is a stretched version of the McDonnell Douglas DC-9-10, was introduced
in 1967. This model offered improved performance when carrying heavier loads.
3<PAGE>
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Over 970 McDonnell Douglas DC-9 aircraft were produced and there are
approximately 56 operators worldwide. Providing reliable, inexpensive lift,
these aircraft fill thin niche markets, mostly in the United States. Hushkits
costing approximately $1.6 million are available to bring these aircraft into
compliance with Stage 3 noise restrictions. Hushkits may not be cost effective
on all aircraft due to the age of some of the aircraft and the time required to
fully amortize the additional investment. The market for this type of
aircraft, as for all Stage 2 narrowbody aircraft, remains very soft. It is
expected that the FAA will continue to propose and adopt ADs for the McDonnell
Douglas DC-9 aircraft similar to those discussed above for the Boeing 727s,
which will require modifications at some point in the future to prevent fatigue
cracks and control corrosion. The demand for and the value of these aircraft
is expected to continue to diminish to the extent that the costs of bringing
McDonnell Douglas DC-9 aircraft into compliance with any ADs reduces the
economic efficiency of operating these aircraft.
The general partner believes that the current soft market for the Partnership's
aircraft reflects, in addition to the factors cited above, the airline
industry's reaction to the significant expenditures potentially necessary to
bring these aircraft into compliance with certain ADs issued by the FAA
relating to aging aircraft, corrosion prevention and control and structural
inspection and modification, as discussed in the Industry Update section of
Item 7.
Item 2. Properties
PAIF-III owns a portfolio of 18 commercial jet aircraft and certain inventoried
aircraft parts out of its original portfolio of 38 aircraft. The portfolio
includes 13 McDonnell Douglas DC-9-30 aircraft leased to TWA and five Boeing
727 Series 200 Advanced aircraft leased to Continental. All leases are
operating leases. The Partnership transferred three McDonnell Douglas DC-9-10
aircraft, formerly leased to Midway, and six Boeing 727-100 aircraft, formerly
leased to Continental, to aircraft inventory. The inventoried aircraft, which
are not included in the following table, have been or are being disassembled
for sale of their component parts. The following table describes the
Partnership's current aircraft portfolio in greater detail:
Year of Cycles
Aircraft Type Serial Number Manufacture As of 9/30/94 (1)
Boeing 727-200 Advanced 21247 1976 30,346
Boeing 727-200 Advanced 21248 1976 29,883
Boeing 727-200 Advanced 21249 1976 29,821
Boeing 727-200 Advanced 21363 1977 28,406
Boeing 727-200 Advanced 21366 1977 28,245
McDonnell Douglas DC-9-30 47028 1967 78,123
McDonnell Douglas DC-9-30 47029 1967 77,267
McDonnell Douglas DC-9-30 47030 1967 77,366
McDonnell Douglas DC-9-30 47095 1967 72,948
McDonnell Douglas DC-9-30 47109 1968 76,179
McDonnell Douglas DC-9-30 47134 1967 72,447
McDonnell Douglas DC-9-30 47136 1968 72,698
McDonnell Douglas DC-9-30 47172 1968 73,251
McDonnell Douglas DC-9-30 47173 1968 76,363
McDonnell Douglas DC-9-30 47248 1968 80,103
McDonnell Douglas DC-9-30 47250 1968 77,452
McDonnell Douglas DC-9-30 47344 1969 74,083
McDonnell Douglas DC-9-30 47491 1970 69,532
(1) Cycle information as of 12/31/94 is not yet available.
4<PAGE>
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Item 3. Legal Proceedings
Continental Airlines, Inc. (Continental) Bankruptcy - On December 3, 1990,
Continental Airlines Holdings, Inc. and its subsidiaries, including
Continental, filed a petition under Chapter 11 of the Federal Bankruptcy Code
in the United States Bankruptcy Court for the District of Delaware. Polaris
Aircraft Income Fund III (the Partnership) filed an administrative claim for
the fair rental value of aircraft operated by Continental during the bankruptcy
period and a general unsecured claim for the rental value of aircraft that were
not so operated. The Bankruptcy Court approved a negotiated agreement between
Continental and the Partnership on August 23, 1991, and Continental emerged
from bankruptcy under a plan of reorganization approved by the Bankruptcy Court
effective April 28, 1993. On January 30, 1995, the Bankruptcy Court approved a
stipulation between Continental and the Partnership settling the Partnership's
administrative expense priority claims against Continental with respect to
certain Boeing 727-100 aircraft that Continental returned to the Partnership in
January 1992. As discussed in Item 7, Continental is to pay the Partnership an
aggregate amount of $1.3 million. The Partnership received an initial payment
of approximately $311,000 in February 1995 and is entitled to receive the
balance of the settlement in equal monthly installments through February 1996,
with respect to the Partnership's administrative priority claims pursuant to
the terms of the stipulation.
Midway Airlines, Inc. (Midway) Bankruptcy - In March 1991, Midway commenced
reorganization proceedings under Chapter 11 of the Federal Bankruptcy Code in
the United States Bankruptcy Court for the Northern District of Illinois,
Eastern Division. On August 9, 1991, the Bankruptcy Court approved Midway's
rejection of the leases of the Partnership's four DC-9-10 aircraft, and the
aircraft were returned to the Partnership on August 12, 1991. On September 18,
1991, the Partnership filed a proof of claim in Midway's bankruptcy proceeding
to recover damages for lost rent and for Midway's failure to meet return
conditions with respect to the four aircraft. In light of Midway's cessation
of operations, on April 30, 1992, the Partnership amended and restated its
prior proof of claim and filed an additional proof. To date no action has been
taken to pay or settle the Partnership's bankruptcy claims.
Kepford, et al. v. Prudential Securities, et al. - On April 13, 1994, an action
entitled Kepford, et al. v. Prudential Securities, Inc. was filed in the
District Court of Harris County, Texas. The complaint names Polaris Investment
Management Corporation, Polaris Securities Corporation, Polaris Holding
Company, Polaris Aircraft Leasing Corporation, the Partnership, Polaris
Aircraft Income Fund I, Polaris Aircraft Income Fund II, Polaris Aircraft
Income Fund IV, Polaris Aircraft Income Fund V, Polaris Aircraft Income Fund
VI, General Electric Capital Corporation, Prudential Securities, Inc.,
Prudential Insurance Company of America and James J. Darr, as defendants.
Certain defendants were served with a summons and original petition on or about
May 2, 1994. Plaintiffs' original petition alleges that defendants violated
the Texas Securities Act, the Texas Deceptive Trade Practices Act, sections 11
and 12 of the Securities Act of 1933 and committed common law fraud, fraud in
the inducement, negligent misrepresentation, negligence, breach of fiduciary
duty and civil conspiracy by misrepresenting and failing to disclose material
facts in connection with the sale of limited partnership units in the
Partnership and the other Polaris Aircraft Income Funds. Plaintiffs seek,
among other things, an award of compensatory damages in an unspecified amount
plus interest thereon, and double and treble damages under the Texas Deceptive
Trade Practices Act.
Certain defendants, including Polaris Investment Management Corporation and the
Partnership, filed a general denial on June 29, 1994 and a motion for summary
judgment on June 17, 1994 on the basis that the statute of limitations has
5<PAGE>
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expired. On June 29, 1994 and July 14, 1994, respectively, plaintiffs filed
their first amended original petition and second amended original petition,
both of which added plaintiffs. On July 18, 1994, plaintiffs filed their
response and opposition to defendants' motion for partial summary judgment and
also moved for a continuance on the motion for partial summary judgment. On
August 11, 1994, after plaintiffs again amended their petition to add numerous
plaintiffs, the defendants withdrew their summary judgment motion and motion to
stay discovery, without prejudice to refiling these motions at a later date.
Riskind, et al. v. Prudential Securities, Inc., et al. - An action entitled
Riskind, et al. v. Prudential Securities, Inc., et al. has been filed in the
District Court of the 165 Judicial District, Maverick County, Texas. This
action is on behalf of over 3,000 individual investors who purchased units in
"various Polaris Aircraft Income Funds," including the Partnership. Polaris
Aircraft Income Fund I and Polaris Investment Management Corporation received
service of plaintiffs' second amended original petition and, on June 13, 1994,
filed an original answer containing a general denial.
The second amended original petition names Polaris Aircraft Income Fund I,
Polaris Investment Management Corporation, Prudential Securities, Inc. and
others as defendants and alleges that these defendants violated the Texas
Securities Act and the Texas Deceptive Trade Practices Act and committed common
law fraud, fraud in the inducement, negligent misrepresentation, negligent
breach of fiduciary duty and civil conspiracy by misrepresenting and failing to
disclose material facts in connection with the sale of limited partnership
units in the Partnership and the other Polaris Aircraft Income Funds.
Plaintiffs seek, among other things, an award of compensatory damages in an
unspecified amount plus interest thereon, and double and treble damages under
the Texas Deceptive Trade Practices Act.
On April 29, 1994 and June 30, 1994, plaintiffs filed third and fourth amended
original petitions which added additional plaintiffs. On April 24, 1994,
plaintiffs filed motions for (i) joinder and consolidation of cases in
arbitration, (ii) joinder and consolidation of cases not subject to
arbitration, and (iii) a pre-trial scheduling order. These motions were
amended on June 29, 1994 and, on August 22, 1994, plaintiffs filed a renewed
motion for consolidation and motion to set for jury. On August 31, 1994,
plaintiffs filed their fifth amended original petition which added additional
plaintiffs and also filed their second plea in intervention adding nearly 2,000
intervenors. On September 7, 1994, the court denied plaintiffs' motion to
consolidate and motion to set for jury, but determined to sever from the
primary lawsuit four plaintiffs and set the action for trial on November 7,
1994. On October 4, 1994, plaintiffs filed their sixth amended petition adding
as defendants: the Partnership, Polaris Aircraft Income Fund II, Polaris
Aircraft Income Fund IV, Polaris Aircraft Income Fund V, Polaris Aircraft
Income Fund VI, Polaris Holding Company, Polaris Aircraft Leasing Corporation,
Polaris Securities Corporation, General Electric Capital Corporation, General
Electric Financial Services, Inc., and General Electric Company.
On October 14, 1994, defendants filed motions for summary judgment on the
grounds of, inter alia, statute of limitations and failure to state a claim.
The motions have been fully briefed and the parties are waiting for a decision
by the Texas trial court. On October 20, 1994, certain Polaris and General
Electric entities filed a motion to transfer venue, plea in abatement and
motion to dismiss the claims of non-Texas residents on the basis of forum non
conveniens. On November 1, 1994 and November 7, 1994, plaintiffs filed their
seventh and eighth amended original petitions. On November 4, 1994, plaintiffs
filed a motion for summary judgment, motion for collateral estoppel, and motion
for summary judgment on the issue of fraudulent concealment. On November 7,
1994, plaintiffs filed a second motion for summary judgment. These motions
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were supplemented on November 10, 1994. Defendants filed responses to these
motions on November 23, 1994.
On November 7, 1994, the Partnership and other Polaris and General Electric
entities filed in the Court of Appeals for the 4th Judicial District San
Antonio, Texas: (1) an emergency motion to stay trial court proceedings, and
(2) a motion for leave to file petition for writ of mandamus, together with
relator's petition for writ of mandamus, supporting brief and record. These
motions, which concern trial court rulings regarding venue, discovery, and
trial settings, were denied by the Court of Appeals on November 9, 1994. On
November 14, 1994, the Partnership and other Polaris and General Electric
entities filed in the Texas Supreme Court motions (a) for emergency stay of
trial court proceedings, and (b) for leave to file petition for writ of
mandamus, together with relators' petition and writ of mandamus, supporting
brief and record. On November 15, 1994, the Supreme Court granted the
emergency motion to stay trial court proceedings pending determination of
relators' motion for leave to file petition for writ of mandamus, which
concerns trial court rulings regarding venue, discovery, and trial settings.
On November 16, 1994, plaintiffs filed an emergency motion to lift the stay.
On February 16, 1995, the Texas Supreme Court denied leave to file the petition
and writ of mandamus and the stay of trial court proceedings was lifted. On
February 21, 1995, defendants filed a motion for a continuance of the case.
Howland, et al. v. Polaris Holding Company, et al. - On or about February 4,
1994, a purported class action entitled Howland, et al. v. Polaris Holding
Company, et al. was filed in the United States District Court for the District
of Arizona on behalf of investors in Polaris Aircraft Income Funds I-VI. The
complaint names each of Polaris Investment Management Corporation, Polaris
Securities Corporation, Polaris Holding Company, Polaris Aircraft Leasing
Corporation, the Partnership, Polaris Aircraft Income Fund I, Polaris Aircraft
Income Fund II, Polaris Aircraft Income Fund IV, Polaris Aircraft Income Fund
V, Polaris Aircraft Income Fund VI, General Electric Capital Corporation,
Prudential Securities, Inc., Prudential Securities Group, Inc., Prudential
Insurance Company of America, George W. Ball, Robert J. Sherman, James J. Darr,
Paul J. Proscia, Frank W. Giordano, William A. Pittman, Joseph H. Quinn, Joe W.
Defur, James M. Kelso and Brian J. Martin, as defendants. The complaint
alleges that defendants violated federal RICO statutes, committed negligent
misrepresentations, and breached their fiduciary duties by misrepresenting and
failing to disclose material facts in connection with the sale of limited
partnership units in the Partnership and the other Polaris Aircraft Income
Funds. Plaintiffs seek, among other things, an accounting of all monies
invested by plaintiffs and the class and the uses made thereof by defendants,
an award of compensatory, punitive and treble damages in unspecified amounts
plus interest thereon, rescission, attorneys' fees and costs. On August 3,
1994, the action was transferred to the multi-district litigation in the
Southern District of New York entitled In re Prudential Securities Limited
Partnerships Litigation, discussed in Part III, Item 10 below.
Other Proceedings - Part III, Item 10 discusses certain other actions which
have been filed against the general partner in connection with certain public
offerings, including that of the Partnership. With the exception of Novak, et
al v. Polaris Holding Company, et al, where the Partnership is named as a
nominal defendant, the Partnership is not a party to these actions.
Item 4. Submission of Matters to a Vote of Security Holders
None.
7<PAGE>
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PART II
Item 5. Market for the Registrant's Common Equity and Related Stockholder
Matters
a) Polaris Aircraft Income Fund III's (PAIF-III or the Partnership) units
representing assignments of limited partnership interest (Units) are not
publicly traded. The Units are held by Polaris Depositary III on behalf
of the Partnership's investors (Unit Holders). Currently there is no
market for PAIF-III's Units and it is unlikely that any market will
develop.
b) Number of Security Holders:
Number of Record Holders
Title of Class as of December 31, 1994
Depository Units Representing Assignments
of Limited Partnership Interests: 18,584
General Partnership Interest: 1
c) Dividends:
The Partnership distributed cash to partners on a quarterly basis
beginning April 1987. Cash distributions to Unit Holders during 1994 and
1993 totaled $25,000,000 and $12,500,000, respectively. Cash
distributions per limited partnership unit were $50.00 and $25.00 in 1994
and 1993, respectively.
<TABLE>
Item 6. Selected Financial Data
<CAPTION>
1994 1993 1992 1991 1990
<S> <C> <C> <C> <C> <C>
Revenues $ 13,486,506 $ 20,500,665 $ 16,910,098 $ 16,574,900 $ 37,257,609
Net Income (Loss) (181,996) 2,707,789 (4,800,779) (20,128,461) 19,362,089
Net Income (Loss)
allocated to Limited
Partners (2,679,926) 1,430,836 (5,752,671) (21,239,545) 15,918,793
Net Income (Loss) per
Limited Partnership
Unit (5.36) 2.86 (11.51) (42.48) 31.84
Cash Distributions per
Limited Partnership
Unit 50.00 25.00 20.00 26.25 65.00
Total Assets 86,552,826 114,953,271 128,585,579 142,116,664 175,991,064
Partners' Capital 85,866,969 113,826,743 125,007,844 140,919,734 175,631,528
</TABLE>
8<PAGE>
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Item 7. Management's Discussion and Analysis of Financial Condition and
Results of Operations
The Partnership owns a portfolio of 18 used commercial jet aircraft and certain
inventoried aircraft parts out of its original portfolio of 38 aircraft. The
portfolio includes 13 McDonnell Douglas DC-9-30 aircraft leased to Trans World
Airlines, Inc. (TWA) and five Boeing 727-200 Advanced aircraft leased to
Continental Airlines, Inc. (Continental). The Partnership transferred three
McDonnell Douglas DC-9-10 aircraft, formerly leased to Midway Airlines, Inc.
(Midway), and six Boeing 727-100 aircraft, formerly leased to Continental, to
aircraft inventory. The inventoried aircraft have been or are being
disassembled for sale of their component parts. Of its original aircraft
portfolio, the Partnership sold one former Continental DC-9-10 aircraft in
December 1992, one former Midway DC-9-10 aircraft in January 1993, one former
Aero California S.A. de C.V. DC-9-10 aircraft in September 1993, five of the
former Continental DC-9-10 aircraft at various dates in 1993, and three former
Continental Boeing 727-200 aircraft in May 1994.
Partnership Operations
For the year ended December 31, 1994, the Partnership recorded a net loss of
$181,996, or $5.36 per limited partnership unit, compared to net income of
$2,707,789, or $2.86 per limited partnership unit, and a net loss of
$4,800,779, or $11.51 per limited partnership unit, for the years ended
December 31, 1993 and 1992, respectively. The net loss in 1992 resulted
primarily from a significant increase to depreciation expense for declines in
the estimated realizable values of the Partnership's aircraft, as discussed
later in the Industry Update section. Depreciation expense was increased in
1992 by approximately $10.1 million compared to increases of approximately
$144,000 and $825,000 in 1994 and 1993, respectively. The net loss for 1994
resulted primarily from the loss of $3,588,919 recorded on the sale of three
Boeing 727-200 aircraft to Continental as discussed later. Partially
offsetting the loss on sale, the Partnership recognized as revenue in 1994
$400,000 that it had previously held as maintenance reserves relating to two
aircraft formerly on lease to Continental. Revenues for 1993 include the gain
on the sale of two aircraft totaling $233,387 and income from a forfeited
deposit of $25,000.
Rental revenues, net of related management fees, were higher during 1993 as
compared to the prior year. Continental began making deferred rent payments in
July 1992 on rents deferred and not previously recognized as revenue in 1990
and 1991. Continental also began making deferred rent payments in October 1993
on rents deferred and not previously recognized in 1992. Rental revenues
recognized during 1994 declined as compared to 1993. The leases of three
Boeing 727-200 aircraft to Continental expired in April 1994 and the aircraft
were subsequently sold to Continental in May 1994. In addition, rental revenue
recognized on the Partnership's leases with TWA decreased during 1994. As
discussed below, in December 1994, the GE Capital Aviation Services, Inc. (or
"GECAS" which, as discussed in Part III, Item 10, now provides certain
management services to Polaris Investment Management Corporation (PIMC) and
Polaris Aircraft Leasing Corporation) negotiated a proposed standstill
agreement with TWA which was approved on behalf of the Partnership by PIMC.
That agreement provides for a moratorium of the rent due the Partnership in
November 1994 and 75% of the rents due the Partnership from December 1994
through March 1995, with the deferred rents, which aggregate $2.6 million plus
interest, being repaid by TWA in monthly installments between May 1995 through
December 1995. The Partnership will not recognize the rental amount deferred
in 1994 of $1,137,500 as rental revenue until it is received. The Partnership
received as consideration for the agreement $157,568 and warrants for such
9<PAGE>
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amount of TWA Common Stock as would have a value (as described later) at
December 31, 1997, on a fully diluted basis, equal to the total amount of rent
deferred.
Interest income increased in 1993, as compared to 1992, as additional interest
was earned on the rent deferral and modification advances with Continental.
Interest income declined during 1994 as compared to 1993 due to a reduction in
interest earned on the rent deferral with Continental, as the balance of the
deferred rental amounts owed by Continental has decreased through monthly
payments by Continental. In addition, interest income earned on the
Partnership's cash reserves declined during 1994, as compared to 1993, as a
result of lower cash reserve balances partially offset by higher interest
rates. The decrease in total interest income during 1994 was partially offset
by interest earned on the financed sale of three Boeing 727-200 aircraft to
Continental beginning in May 1994.
Operating expenses increased in 1994 and 1993, as compared to 1992 due to
maintenance expenses incurred by the Partnership related to the leases with
TWA. As part of the TWA lease extension as discussed in Note 4 to the
financial statements (Item 8), the Partnership agreed to share the cost of
meeting certain Airworthiness Directives (ADs) after TWA successfully
reorganized in 1993. The agreement stipulated that such costs incurred by TWA
may be credited against monthly rentals, subject to annual limitations and a
maximum of $500,000 per aircraft through the end of the leases. In accordance
with the cost sharing agreement, TWA submitted to the Partnership invoices for
expenses paid to date by TWA to meet the ADs. The Partnership recognized as
operating expense $2.6 million and $1.95 million of these expenses during 1994
and 1993, respectively. In addition, operating expenses for 1993 reflect the
estimated costs of disassembling of the former Midway and Continental aircraft.
No aircraft disassembly expenses were recognized during 1994.
Liquidity and Cash Distributions
Liquidity - The Partnership has received all lease payments due from
Continental under the modified lease agreement. As discussed above, the
Partnership and TWA agreed to defer certain rents due the Partnership totaling
$2.6 million, to be repaid by TWA, with interest beginning in May 1995 through
December 1995. Until the deferred rents are repaid by TWA in full, the
negative impact on the Partnership's cash reserves will be significant.
As described in Note 6 to the financial statements (Item 8), the Continental
leases provide for payment by the Partnership of the costs of certain
maintenance work, AD compliance, aircraft modification and refurbishment costs,
which are not to exceed approximately $3.2 million, a portion of which will be
recovered with interest through payments from Continental over the lease terms.
In accordance with the Continental leases, the Partnership financed $315,145
and $165,937 for new image modifications during 1994 and 1993, respectively.
The Partnership's cash reserves are being retained to finance future
modification costs for Continental and to meet the obligations under the TWA
leases and restructuring agreement.
Cash Distributions - Cash distributions to limited partners were $25,000,000,
$12,500,000, and $10,000,000 in 1994, 1993 and 1992, respectively. Cash
distributions per limited partnership unit totaled $50.00, $25.00, and $20.00
in 1994, 1993 and 1992, respectively. The timing and amount of future cash
distributions will depend on the Partnership's future cash requirements;
continued receipt of the renegotiated rental payments from Continental and TWA;
the receipt of the deferred rental payments from TWA and Continental; the
receipt of modification financing payments from Continental; the receipt of
10<PAGE>
<PAGE>
payments from Continental for the sale of three Boeing 727-200 aircraft; the
receipt of payments generated from the aircraft disassembly process; and the
receipt of payments from Continental as settlement for the return of six Boeing
727-100 aircraft, as discussed below.
Remarketing Update
Aircraft Sale to Continental - The leases of three Boeing 727-200 aircraft to
Continental expired on April 30, 1994. In May 1994, the Partnership sold these
aircraft to Continental for an aggregate sales price of $3,019,719. The
Partnership agreed to accept payment of the sales price in 29 monthly
installments of $115,500, with interest at a rate of 9.5% per annum. The
Partnership recorded a note receivable for the sales price and recognized a
loss on sale of $3,588,919 in 1994. During 1994, the Partnership received all
scheduled payments due under the note. The note receivable balance at December
31, 1994 was $2,223,875.
TWA Restructuring
In October 1994, TWA notified its creditors, including the Partnership, of a
proposed restructuring of its debt. Such restructuring was to include a six-
month moratorium on its lease payments to TWA's lessors commencing November
1994. TWA initially proposed that lease payments for a portion of that period
be forgiven in exchange for shares of TWA common stock to be issued in
conjunction with the restructuring and the remainder repaid over the remaining
lease term. TWA stated that if it were unable to obtain approvals from its
creditors (including the Partnership) for the proposed restructuring, it would
have to file for protection under Chapter 11 of the Federal Bankruptcy Code.
Subsequently, GECAS negotiated a proposed standstill agreement with TWA for the
46 aircraft that are managed by GECAS. That agreement, which was subject to
the approval of the owners of these aircraft, was subsequently approved by
PIMC. The agreement provides for a moratorium of the rent due the Partnership
in November 1994 and 75% of the rents due the Partnership from December 1994
through March 1995, with the deferred rents, which aggregate $2.6 million plus
interest, being repaid in monthly installments beginning in May 1995 through
December 1995. The Partnership will not recognize the rental amount deferred
in 1994 of $1,137,500 as rental revenue until it is received. In consideration
for that partial moratorium, TWA agreed to make an initial payment to the TWA
lessors for whom GECAS provides management services and who agreed to the
proposed standstill agreement, including the Partnership. The Partnership
received as consideration for the agreement $157,568 in January 1995. In
addition, TWA issued warrants to the Partnership for such amount of TWA Common
Stock as would have a value (based on the projected balance sheet provided by
TWA in connection with the restructuring) at December 31, 1997, on a fully
diluted basis, equal to the total amount of rent deferred. TWA has not
concluded agreements with all of its creditors regarding its proposed debt
restructuring. Thus, it remains uncertain whether TWA will file for protection
under Chapter 11 of the Federal Bankruptcy Code.
Continental Bankruptcy Claims
As discussed in Item 3, in January 1995, the United States Bankruptcy Court
approved an agreement between the Partnership and Continental which specifies
payment to the Partnership by Continental of approximately $1.3 million as
final settlement for the return of six Boeing 727-100 aircraft. The
Partnership received an initial payment of approximately $311,000 in February
1995 and is entitled to receive the balance of the settlement in equal monthly
11<PAGE>
<PAGE>
installments through February 1996. The Partnership will record the payments
as revenue when received.
Continental Restructuring
On January 26, 1995, Continental announced a number of actual and proposed
changes in its operations and financial situation. In connection with those
changes, Continental indicated that it was discussing with certain of its major
lenders modifications to existing debt amortization schedules to enhance the
airline's capital structure. Continental stated that during those discussions
it would not be making payments to such lenders and lessors otherwise required
under the current contracts. The Partnership is not engaged in any such
discussions with Continental at the present time, and Continental has made all
payments due to the Partnership on a current basis to date.
Disassembly of Aircraft
In an attempt to maximize the economic return from three of the remaining four
McDonnell Douglas DC-9-10 aircraft formerly leased to Midway (Note 5) and the
six Boeing 727-100 aircraft formerly on lease to Continental (Note 6), the
Partnership entered into an agreement with Soundair, Inc. (Soundair) for the
disassembly and sale of these aircraft. Disassembly of the McDonnell Douglas
DC-9-10s began in January 1993. Disassembly of the Boeing 727-100s began in
December 1994. It is anticipated that the disassembly and sales process will
take at least three years.
The Partnership recognized the estimated cost of disassembly of approximately
$50,000 per aircraft in 1993, and will receive the proceeds from the sale of
such parts net of overhaul expenses if necessary, and commission paid to
Soundair. During 1993, the Partnership paid $141,630 for aircraft disassembly
costs of the three McDonnell Douglas DC-9-10s. The remainder of the estimated
disassembly costs for the six Boeing 727-100s will likely be paid during 1995.
During 1994 and 1993, the Partnership received net proceeds from the sale of
aircraft inventory of $748,740 and $593,923, respectively.
The nine aircraft are recorded as aircraft inventory in the Partnership's
balance sheets (Item 8). Upon transferring the aircraft to inventory in 1992,
the Partnership recorded downward adjustments to the aircraft value of
$1,050,000, which are reflected in depreciation expense in the 1992 statement
of operations. During 1994 and 1993, the Partnership recorded additional
downward adjustments to the inventory value of $144,000 and $801,590, to
reflect the then-current estimate of net realizable aircraft inventory value.
These adjustments are reflected as increased depreciation expense in the
accompanying statements of operations (Item 8).
Reconciliation of Book Loss to Taxable Loss
The following is a reconciliation between net income per limited partnership
unit reflected in the accompanying financial statements (Item 8) and
information provided to unit holders for federal income tax purposes:
12<PAGE>
<PAGE>
1994 book net loss per limited partnership unit $ (5.36)
Adjustments for tax purposes:
TWA Rental revenue recognized for tax purposes and deferred for
book purposes 4.15
Management fee recognized for tax purposes and deferred for
book purposes (.21)
Reversal of book other revenue previously recognized for tax (.79)
Tax depreciation in excess of book depreciation (8.47)
Book loss on sale in excess of tax loss on sale 1.57
Sale of inventory and net tax loss on writedown of inventory (1.17)
Reversal of Continental rental revenue previously recognized
for tax (4.38)
Reversal of Continental interest revenue previously recognized
for tax (.50)
Reversal of management fees previously expensed for tax .25
Items capitalized for tax and expensed for book 5.25
-------
1994 taxable loss per limited partnership unit $ (9.66)
=======
The differences between the net loss for book purposes and net loss for tax
purposes result from the timing differences of certain revenue and deductions.
As previously discussed, the Partnership has deferred certain 1994 TWA rents
until 1995, when they are to be paid with interest. For book purposes, the
Partnership will not recognize the rental amount deferred in 1994 as revenue
until it is received. This deferral has been reversed for tax purposes and the
rental revenue and associated management fee expense has been recognized.
During 1994, TWA incurred maintenance costs related to the Partnership's
aircraft. Under the lease agreement, these costs will offset future rental
payments owed by TWA. For tax purposes, the payment of these costs by TWA is
treated as prepaid rent and recognized as rental revenue in 1994.
Certain maintenance reserve liability balances remaining at the end of the
lease term were recognized as revenue for book purposes. Since this revenue
had been previously recognized for tax purposes, it was reversed for tax
purposes.
The Partnership computes depreciation using the straight-line method for
financial reporting and generally an accelerated method for tax purposes. As a
result, the current year tax depreciation expense is greater than the book
depreciation expense and provides unit holders with the benefit of deferring
taxation on a portion of their cash distributions. The Partnership also
periodically evaluates the ultimate recoverability of the carrying values and
the economic lives of its aircraft for book purposes and, accordingly,
recognized adjustments which increased depreciation expense. The adjustments
also resulted in a larger book loss on the aircraft sale than for tax.
Certain aircraft have been disassembled and held in inventory until their
component parts can be sold. A net tax loss resulted from the sale of these
component parts along with a writedown of aircraft to tax basis inventory
value. For book purposes, such assets are reflected at estimated net
realizable value.
In addition, there are differences between the recognition of certain deferred
rental revenue for book and tax. As previously discussed, one of the
Partnership's lessees, Continental, filed for Chapter 11 bankruptcy protection
in 1990. The Partnership and Continental subsequently reached agreement as to
the payment of deferred and future rentals. The original deferred rentals were
converted into 12% promissory notes, to be repaid by Continental over periods
of up to 52 months beginning in July 1992. The additional deferred rentals
were converted to notes under a similar agreement. For book purposes, the
13<PAGE>
<PAGE>
Partnership will not recognize any of these deferred rentals, or the related
interest, as revenue, nor will it accrue management fee expense on such
rentals, until the amounts due are received from Continental. However, for tax
purposes, these amounts have been accrued over the period in which they were
earned. Finally, certain costs were capitalized for tax purposes and expensed
for book purposes.
Industry Update
Maintenance of Aging Aircraft - The process of aircraft maintenance begins at
the aircraft design stage. For aircraft operating under Federal Aviation
Administration (FAA) regulations, a review board consisting of representatives
of the manufacturer, FAA representatives and operating airline representatives
is responsible for specifying the aircraft's initial maintenance program. The
general partner understands that this program is constantly reviewed and
modified throughout the aircraft's operational life.
Since 1988, the FAA, working with the aircraft manufacturers and operators, has
issued a series of ADs which mandate that operators conduct more intensive
inspections, primarily of the aircraft fuselages. The results of these
mandatory inspections may uncover the need for repairs or structural
modifications that may not have been required under pre-existing maintenance
programs.
In addition, an AD adopted in 1990 requires replacement or modification of
certain structural items on a specific timetable. These structural items were
formerly subject to periodic inspection, with replacement when necessary. The
FAA estimates the cost of compliance with this AD to be approximately $1.0
million per Boeing 727 aircraft, if none of the required work had been done
previously. In general, the new maintenance requirements must be completed by
the later of March 1994, or 60,000 cycles for each Boeing 727. A similar AD
was adopted on September 24, 1990, applicable to McDonnell Douglas aircraft.
The AD requires specific work to be performed at various cycle thresholds
between 50,000 and 100,000 cycles, and on specific date or age thresholds. The
estimated cost of compliance with all of the components of this AD is
approximately $850,000 per aircraft.
In December 1990, the FAA adopted another AD intended to mitigate corrosion of
structural components, which would require repeated inspections from 5 years of
age throughout the life of an aircraft, with replacement of corroded components
as needed. Integration of the new inspections into each aircraft operator's
maintenance program was required by December 31, 1991 on Boeing aircraft.
The Partnership's existing leases require the lessees to maintain the
Partnership's aircraft in accordance with an FAA-approved maintenance program
during the lease term. At the end of the leases, each lessee is generally
required to return the aircraft in airworthy condition, including compliance
with all ADs for which action is mandated by the FAA during the lease term.
The Partnership agreed to bear a portion of certain maintenance and/or AD
compliance costs, as discussed in Item 1, with respect to the aircraft leased
to Continental and TWA. In negotiating subsequent leases, market conditions
currently generally require that the Partnership bear some or all of the costs
of compliance with future ADs or ADs that have been issued, but which did not
require action during the previous lease term. The ultimate effect on the
Partnership of compliance with the FAA maintenance standards is not
determinable at this time and will depend on a variety of factors, including
the state of the commercial aircraft industry, the timing of the issuance of
ADs, and the status of compliance therewith at the expiration of the current
leases.
14<PAGE>
<PAGE>
Aircraft Noise - Another issue which has affected the airline industry is that
of aircraft noise levels. The FAA has categorized aircraft according to their
noise levels. Stage 1 aircraft, which have the highest noise level, are, with
few exceptions, no longer allowed to operate from civil airports in the United
States. Stage 2 aircraft meet current FAA requirements, subject to the phase-
out rules discussed below. Stage 3 aircraft are the most quiet and Stage 3 is
the standard for all new aircraft.
On September 24, 1991, the FAA issued final rules on the phase-out of Stage 2
aircraft by the end of this decade. The current U.S. fleet is comprised of
approximately 57% Stage 3 aircraft and 43% Stage 2 aircraft. The key features
of the rule include:
- Compliance can be accomplished through a gradual process of phase-in
or phase-out (see below) on each of three interim compliance dates:
December 31, 1994, 1996 and 1998. All Stage 2 aircraft must be
phased out of operations in the contiguous United States by December
31, 1999, with waivers available in certain specific cases to
December 31, 2003).
- All operators have the option of achieving compliance through a
gradual phase-out of Stage 2 aircraft (i.e., eliminate 25% of its
Stage 2 fleet on each of the compliance dates noted above), or a
gradual phase-in of Stage 3 aircraft (i.e., 55%, 65% and 75% of an
operator's fleet must consist of Stage 3 aircraft by the respective
interim compliance dates noted above).
- Carryforward credits will be awarded to operators for early additions
of Stage 3 aircraft to their fleets. These credits may be used to
reduce either the number of Stage 2 aircraft it must phase-out or the
number of Stage 3 aircraft it must phase-in by the next interim
compliance date. The credits must be used by that operator, however,
and cannot be transferred or sold to another operator.
The federal rule does not prohibit local airports from issuing more stringent
phase-out rules. In fact, several local airports have adopted more stringent
noise requirements which restrict the operation of Stage 2 and certain Stage 3
aircraft.
Other countries have also adopted noise policies. The European Union (EU)
adopted a non-addition rule in 1989, which directed each member country to pass
the necessary legislation to prohibit airlines from adding Stage 2 aircraft to
their fleets after November 1, 1990. The rule has specific exceptions for
leased aircraft and does allow the continued use of Stage 2 aircraft which were
in operation before November 1, 1990, although adoption of rules requiring the
eventual phase-out of Stage 2 aircraft is anticipated. The International Civil
Aviation Organization has also endorsed the phase-out of Stage 2 aircraft on a
world-wide basis by the year 2002.
The Partnership's entire fleet consists of Stage 2 aircraft. Hushkit
modifications, which allow Stage 2 aircraft to meet Stage 3 requirements, are
currently available for the Partnership's aircraft. However, while technically
feasible, hushkits may not be cost effective on all models due to the age of
some of the aircraft and the time required to fully amortize the additional
investment. The general partner will evaluate, as appropriate, the potential
benefits of hushkitting some or all of the Partnership's aircraft. It is
unlikely, however, that the Partnership will incur such costs unless they can
be substantially recovered through a lease.
15<PAGE>
<PAGE>
Implementation of the Stage 3 standards has adversely affected the value of
Stage 2 aircraft, as these aircraft will require eventual modification to be
operated in the U.S. or other countries with Stage 3 standards after the
applicable dates.
Demand for Aircraft - Approximately 600 commercial aircraft are currently
available for sale or lease, approximately 100 less than a year ago. The
current surplus has negatively affected market lease rates and fair market
values of both new and used aircraft. Current depressed demand for air travel
has limited airline expansion plans, with new aircraft orders and scheduled
delivery being cancelled or substantially deferred. As profitability has
declined, many airlines have opted to downsize or liquidate assets, and many
airlines have filed for bankruptcy protection.
Effects on the Partnership's Aircraft - To ensure that the carrying value of
each asset equals its estimated residual value at the end of its expected
holding period, where appropriate, the Partnership made downward adjustments to
its estimates of aircraft residual value during 1994, 1993 and 1992 for certain
of its on-lease aircraft. In addition, during 1994, 1993 and 1992, the
Partnership recognized downward adjustments totaling $144,000, approximately
$825,000 and approximately $10.1 million, respectively, to the book value for
certain of its off-lease and on-lease aircraft and, with respect to 1994 and
1993, the adjustments also included adjustments to aircraft inventory as
previously discussed. These adjustments are included in depreciation expense
in the statements of operations.
The Partnership's leases expire between October 1996 and February 1998. To the
extent that the Partnership's non-advanced Boeing and McDonnell Douglas
aircraft continue to be significantly affected by industry events, the
Partnership will evaluate each aircraft as it comes off lease to determine
whether a re-lease or a sale at the then-current market rates would be most
beneficial for unit holders.
16<PAGE>
<PAGE>
Item 8. Financial Statements and Supplementary Data
POLARIS AIRCRAFT INCOME FUND III,
A California Limited Partnership
FINANCIAL STATEMENTS AS OF DECEMBER 31, 1994 AND 1993
TOGETHER WITH
AUDITORS' REPORT
17<PAGE>
<PAGE>
REPORT OF INDEPENDENT PUBLIC ACCOUNTANTS
To the Partners of
Polaris Aircraft Income Fund III,
A California Limited Partnership:
We have audited the accompanying balance sheets of Polaris Aircraft Income Fund
III, A California Limited Partnership as of December 31, 1994 and 1993, and the
related statements of operations, changes in partners' capital (deficit) and
cash flows for each of the three years in the period ended December 31, 1994.
These financial statements are the responsibility of the general partner. Our
responsibility is to express an opinion on these financial statements based on
our audits.
We conducted our audits in accordance with generally accepted auditing
standards. Those standards require that we plan and perform the audit to
obtain reasonable assurance about whether the financial statements are free of
material misstatement. An audit includes examining, on a test basis, evidence
supporting the amounts and disclosures in the financial statements. An audit
also includes assessing the accounting principles used and significant
estimates made by the general partner, as well as evaluating the overall
financial statement presentation. We believe that our audits provide a
reasonable basis for our opinion.
In our opinion, the financial statements referred to above present fairly, in
all material respects, the financial position of Polaris Aircraft Income Fund
III, A California Limited Partnership as of December 31, 1994 and 1993, and the
results of its operations and its cash flows for each of the three years in the
period ended December 31, 1994, in conformity with generally accepted
accounting principles.
ARTHUR ANDERSEN LLP
San Francisco, California,
January 24, 1995 (except with respect
to the matter discussed in Note 11, as
to which the date is February 9, 1995)
18<PAGE>
<PAGE>
POLARIS AIRCRAFT INCOME FUND III,
A California Limited Partnership
BALANCE SHEETS
DECEMBER 31, 1994 AND 1993
1994 1993
ASSETS:
CASH AND CASH EQUIVALENTS $ 15,810,799 $ 17,047
SHORT-TERM INVESTMENTS, at cost which
approximates market value - 29,065,069
------------ -------------
Total Cash and Cash Equivalents and
Short-Term Investments 15,810,799 29,082,116
RENT AND OTHER RECEIVABLES 485,551 659,301
NOTES RECEIVABLE 2,749,401 456,308
AIRCRAFT at cost, net of accumulated
depreciation of $63,166,880 in 1994 and
$64,978,597 in 1993 65,092,609 81,448,340
AIRCRAFT INVENTORY 2,388,377 3,281,117
OTHER ASSETS, net of accumulated amortization
of $796,767 in 1994 and 1993 26,089 26,089
------------ ------------
$ 86,552,826 $114,953,271
============ ============
LIABILITIES AND PARTNERS' CAPITAL (DEFICIT):
PAYABLE TO AFFILIATES $ 121,658 $ 190,747
ACCOUNTS PAYABLE AND ACCRUED LIABILITIES 42,418 14,000
MAINTENANCE RESERVES - 400,000
DEFERRED INCOME 521,781 521,781
------------ ------------
Total Liabilities 685,857 1,126,528
PARTNERS' CAPITAL (DEFICIT):
General Partner (1,346,583) (1,066,735)
Limited Partners, 500,000 units issued
and outstanding 87,213,552 114,893,478
------------ ------------
Total Partners' Capital 85,866,969 113,826,743
------------ ------------
$ 86,552,826 $114,953,271
============ ============
The accompanying notes are an integral part of these statements.
19<PAGE>
<PAGE>
POLARIS AIRCRAFT INCOME FUND III,
A California Limited Partnership
STATEMENTS OF OPERATIONS
FOR THE YEARS ENDED DECEMBER 31, 1994, 1993 AND 1992
1994 1993 1992
REVENUES:
Rent from operating leases $ 15,023,940 $18,056,395 $ 15,366,316
Interest 1,651,485 2,185,883 1,544,782
Gain (loss) on sale of aircraft (3,588,919) 233,387 (1,000)
Other 400,000 25,000 -
------------ ----------- ------------
Total Revenues 13,486,506 20,500,665 16,910,098
------------ ----------- ------------
EXPENSES:
Depreciation and amortization 9,891,093 13,939,172 20,421,260
Management and advisory fees 738,809 871,021 755,128
Operating 2,745,928 2,727,105 273,440
Administration and other 292,672 255,578 261,049
------------ ----------- ------------
Total Expenses 13,668,502 17,792,876 21,710,877
------------ ----------- ------------
NET INCOME (LOSS) $ (181,996) $ 2,707,789 $ (4,800,779)
============ =========== ============
NET INCOME ALLOCATED TO
THE GENERAL PARTNER $ 2,497,930 $ 1,276,953 $ 951,892
============ =========== ============
NET INCOME (LOSS)
ALLOCATED TO THE
LIMITED PARTNERS $ (2,679,926) $ 1,430,836 $ (5,752,671)
============ =========== ============
NET INCOME (LOSS) PER
LIMITED PARTNERSHIP
UNIT $ (5.36) $ 2.86 $ (11.51)
============ =========== ============
The accompanying notes are an integral part of these statements.
20<PAGE>
<PAGE>
POLARIS AIRCRAFT INCOME FUND III,
A California Limited Partnership
STATEMENTS OF CHANGES IN PARTNERS' CAPITAL (DEFICIT)
FOR THE YEARS ENDED DECEMBER 31, 1994, 1993 AND 1992
General Limited
Partner Partners Total
Balance, December 31, 1991 $ (795,579) $141,715,313 $140,919,734
Net income (loss) 951,892 (5,752,671) (4,800,779)
Cash distributions to partners (1,111,111) (10,000,000) (11,111,111)
------------ ------------ ------------
Balance, December 31, 1992 (954,798) 125,962,642 125,007,844
Net income 1,276,953 1,430,836 2,707,789
Cash distributions to partners (1,388,890) (12,500,000) (13,888,890)
------------ ------------ ------------
Balance, December 31, 1993 (1,066,735) 114,893,478 113,826,743
Net income (loss) 2,497,930 (2,679,926) (181,996)
Cash distributions to partners (2,777,778) (25,000,000) (27,777,778)
------------ ------------ ------------
Balance, December 31, 1994 $ (1,346,583) $ 87,213,552 $ 85,866,969
============ ============ ============
The accompanying notes are an integral part of these statements.
21<PAGE>
<PAGE>
<TABLE>
POLARIS AIRCRAFT INCOME FUND III,
A California Limited Partnership
STATEMENTS OF CASH FLOWS
FOR THE YEARS ENDED DECEMBER 31, 1994, 1993 AND 1992
<CAPTION>
1994 1993 1992
<S> <C> <C> <C>
OPERATING ACTIVITIES:
Net income (loss) $ (181,996) $ 2,707,789 $ (4,800,779)
Adjustments to reconcile net income (loss) to
net cash provided by operating activities:
Depreciation and amortization 9,891,093 13,939,172 20,421,260
Loss (gain) on sale of aircraft 3,588,919 (233,387) 1,000
Changes in operating assets and liabilities:
Decrease (increase) in rent and other
receivables 173,750 (563,692) 945,485
Increase in other assets - - (26,089)
Decrease in inventory - 465,000 -
Increase (decrease) in payable to affiliates (69,089) 80,086 (132,422)
Increase (decrease) in accounts payable
and accrued liabilities 28,418 (88,451) (38,727)
Increase (decrease) in deferred income - (1,313,500) 1,821,781
Increase (decrease) in lessee security deposits - (366,707) 204,429
Increase (decrease) in maintenance reserves (400,000) (762,635) 681,713
------------ ------------ ------------
Net cash provided by operating activities 13,031,095 13,863,675 19,077,651
------------ ------------ ------------
INVESTING ACTIVITIES:
Lease acquisition costs - - (12,517)
Improvements to aircraft - - (210,385)
Net proceeds from sale of aircraft - 6,228,388 200,000
Net proceeds from sale of aircraft inventory 748,740 593,923 -
Inventory disassembly costs - (141,630) -
Increase in notes receivable (315,145) (165,937) (506,771)
Principal payments on notes receivable 1,041,771 123,481 92,919
Refund of deposit on hushkit options - - 90,000
------------ ------------ ------------
Net cash provided by (used in)
investing activities 1,475,366 6,638,225 (346,754)
------------ ------------ ------------
FINANCING ACTIVITIES:
Cash distributions to partners (27,777,778) (13,888,890) (11,111,111)
------------ ------------ ------------
Net cash used in financing activities (27,777,778) (13,888,890) (11,111,111)
------------ ------------ ------------
CHANGES IN CASH AND CASH
EQUIVALENTS AND SHORT-TERM
INVESTMENTS (13,271,317) 6,613,010 7,619,786
CASH AND CASH EQUIVALENTS AND
SHORT-TERM INVESTMENTS AT
BEGINNING OF YEAR 29,082,116 22,469,106 14,849,320
------------ ------------ ------------
CASH AND CASH EQUIVALENTS AND
SHORT-TERM INVESTMENTS AT
END OF YEAR $ 15,810,799 $ 29,082,116 $ 22,469,106
============ ============ ============
The accompanying notes are an integral part of these statements.
</TABLE>
22<PAGE>
<PAGE>
POLARIS AIRCRAFT INCOME FUND III,
A California Limited Partnership
NOTES TO FINANCIAL STATEMENTS
DECEMBER 31, 1994
1. Accounting Principles and Policies
Accounting Method - Polaris Aircraft Income Fund III, A California Limited
Partnership (PAIF-III or the Partnership), maintains its accounting records,
prepares financial statements and files its tax returns on the accrual basis of
accounting.
Cash and Cash Equivalents - This includes deposits at banks and investments in
money market funds.
Short-Term Investments - The Partnership classifies all liquid investments with
original maturities of three months or less as short-term investments.
Aircraft and Depreciation - The aircraft are recorded at cost, which includes
acquisition costs. Depreciation to an estimated salvage value is computed
using the straight-line method over the estimated economic life of the aircraft
which was originally estimated to be 30 years from the date of manufacture.
Depreciation in the year of acquisition is calculated based upon the number of
days that the aircraft are in service.
The Partnership periodically reviews the estimated realizability of the
residual values at the end of each aircraft's economic life. For any downward
adjustment in estimated residual, or decrease in the estimated remaining
economic life, the depreciation expense over the remaining life of the aircraft
is increased. If the expected net income generated from the lease (rental
revenue, net of management fees, less adjusted depreciation and an allocation
of estimated administrative expense) results in a net loss, that loss will be
recognized currently. Off-lease aircraft are carried at the lower of
depreciated cost or estimated net realizable value. A further adjustment is
made for those aircraft, if any, that require substantial maintenance work.
Capitalized Costs - Aircraft modification and maintenance costs which are
determined to increase the value or extend the useful life of the aircraft are
capitalized and amortized using the straight-line method over the appropriate
period. These costs are also subject to the periodic evaluation discussed
above.
Aircraft Inventory - Aircraft held in inventory for sale are reflected at the
lower of depreciated cost or estimated net realizable value. Proceeds from
sales are applied against inventory until book value is fully recovered.
Other Assets - Lease acquisition costs are capitalized as other assets and
amortized using the straight-line method over the term of the lease.
Operating Leases - The aircraft leases are accounted for as operating leases.
Lease revenues are recognized in equal installments over the terms of the
leases.
Operating Expenses - Operating expenses include costs incurred to maintain,
insure and lease the Partnership's aircraft, including costs related to lessee
defaults and costs of disassembling aircraft inventory.
23<PAGE>
<PAGE>
Net Income (Loss) Per Limited Partnership Unit - Net income (loss) per limited
partnership unit is based on the limited partners' share of net income or loss
and the number of units outstanding for the years ended December 31, 1994, 1993
and 1992.
Income Taxes - The Partnership files federal and state information income tax
returns only. Taxable income or loss is reportable by the individual partners.
Financial Accounting Pronouncements - SFAS No. 114, "Accounting by Creditors
for Impairment of a Loan," and the related SFAS No. 118, which together require
that certain impaired loans be measured based on the present value of expected
cash flows discounted at the loan's effective interest rate; or, alternatively,
at the loan's observable market price or the fair value of the collateral if
the loan is collateral dependent. This statement has been adopted as of
January 1, 1995. The Partnership does not expect the adoption of this
statement to have a significant impact on its financial position or results of
operations.
2. Organization and the Partnership
The Partnership was formed on June 27, 1984 for the purpose of acquiring and
leasing aircraft. The Partnership will terminate no later than December 2020.
Upon organization, both the general partner and the depositary contributed $500
to capital. The Partnership recognized no profits and losses during the
periods ended December 31, 1984 and 1985. The offering of depositary units
(Units), representing assignments of limited partnership interest, terminated
on September 30, 1987 at which time the Partnership had sold 500,000 Units of
$500, representing $250,000,000. All unit holders were admitted to the
Partnership on or before September 30, 1987.
Polaris Investment Management Corporation (PIMC), the sole general partner of
the Partnership, supervises the day-to-day operations of the Partnership.
Polaris Depositary Company III (PDC) serves as the depositary. PIMC and PDC
are wholly-owned subsidiaries of Polaris Aircraft Leasing Corporation (PALC).
Polaris Holding Company (PHC) is the parent company of PALC. General Electric
Capital Corporation (GE Capital), an affiliate of General Electric Company,
owns 100% of PHC's outstanding common stock. PIMC has entered into a services
agreement dated as of July 1, 1994 with GE Capital Aviation Services, Inc.
(GECAS). Allocations to affiliates are described in Note 9.
3. Aircraft
The Partnership owns 18 aircraft and certain inventoried aircraft parts from
its original portfolio of 38 used commercial jet aircraft, which were acquired
and leased or sold as discussed below. All aircraft were acquired from an
affiliate and purchased within one year of the affiliate's acquisition at the
affiliate's original price paid. The aircraft leases are net leases, requiring
the lessees to pay all operating expenses associated with the aircraft during
the lease term. While the leases require the lessees to comply with
Airworthiness Directives (ADs) which have been or may be issued by the Federal
Aviation Administration (FAA) and require compliance during the lease term, in
certain of the leases, the Partnership has agreed to share in the cost of
compliance with ADs. The leases generally state a minimum acceptable return
condition for which the lessee is liable under the terms of the lease
agreement. Certain leases also provide that if the aircraft are returned at a
level above the minimum acceptable level, the Partnership must reimburse the
lessee for the related excess, subject to certain limitations. The related
liability, if any, is currently inestimable and therefore is not reflected in
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the financial statements. Of its original portfolio of 38 aircraft, the
Partnership sold one aircraft in December 1992, seven aircraft in 1993, and
three aircraft in 1994 (Note 8). In addition, nine aircraft have been, or are
being disassembled for sale of their component parts (Note 7).
Thirteen McDonnell Douglas DC-9-30s - These aircraft were acquired for
$86,163,046 during 1986 and 1987, and leased to Ozark Air Lines, Inc. (Ozark).
In 1987, Trans World Airlines, Inc. (TWA) merged with Ozark and assumed the
leases. The leases were modified and extended prior to TWA's bankruptcy filing
as discussed in Note 4.
Four McDonnell Douglas DC-9-10s - These aircraft were acquired for $15,768,766
in 1987 and leased to Midway Airlines, Inc. (Midway). Midway defaulted under
its leases in January 1991 and returned the aircraft to the Partnership as
described in Note 5. During 1992, the Partnership transferred the four aircraft
to aircraft inventory and subsequently disassembled three of the aircraft for
sale of their component parts (Note 7). One aircraft was sold to Target
Airways, Ltd. during January 1993 as described in Note 8.
Fourteen Boeing 727s (Series 100, 200 and 200 Advanced) and Seven McDonnell
Douglas DC-9-10s - These aircraft were acquired for $111,830,728 in 1987 and
leased to Continental Airlines, Inc. (Continental) for terms of 72 months for
the Boeing aircraft and 42 months for the McDonnell Douglas aircraft.
Continental filed for Chapter 11 bankruptcy protection in December 1990. In
1991, the Partnership and Continental entered into an agreement for
Continental's continued lease of three Boeing 727-200 aircraft and five Boeing
727-200 Advanced aircraft; however, Continental rejected the leases on six
Boeing 727-100s and the seven McDonnell Douglas DC-9-10s. Notes 6 and 11
contain a detailed discussion of the Continental events. Six of the seven
McDonnell Douglas DC-9-10 aircraft were sold in 1993 and 1992 as discussed in
Note 8. During 1993, the six Boeing 727-100s were transferred to aircraft
inventory and are being disassembled for sale of their component parts (Note
7). Upon transferring the aircraft to aircraft inventory in 1992, the
Partnership recorded downward adjustments to the aircraft value, which are
included in the adjustment discussed in below and in Note 7. The leases of the
three Boeing 727-200 aircraft expired in April 1994 and the aircraft were
subsequently sold to Continental in May 1994 (Note 8).
In June 1991, one of the DC-9-10 aircraft formerly leased to Continental was
leased to Aero California S.A. de C.V. (Aero California) for a lease term of 18
months at approximately 76% of the original lease rate with Continental. The
aircraft was subsequently sold to Aero California in September 1993, as
discussed in Note 8. The following is a schedule by year of future minimum
rental revenue under the existing leases including the deferred rental payments
specified in the Continental lease modifications (Note 6):
Continental
Deferred
Year Amount (1) Rental Payments Total
1995 $1,729,060 $13,320,000 $15,049,060
1996 1,781,940 12,400,000 14,181,940
1997 159,582 7,800,000 7,959,582
1998 - 1,300,000 1,300,000
1999 and thereafter - - -
---------- ----------- -----------
$3,670,582 $34,820,000 $38,490,582
========== =========== ===========
(1) Rental payments for the period from December 1990 through September 1991
are payable with interest commencing in July 1992 according to the Continental
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lease modification agreement. Rental payments for the period from November
1992 through January 1993 are payable with interest commencing in October 1993
according to the additional lease modification agreement with Continental.
These payments are shown separately from regular rental payments because of
contingencies regarding collectability as discussed in Note 6.
Future minimum rental payments may be offset or reduced by future costs as
described in Notes 4 and 6.
To ensure that the carrying value of each asset equals its estimated residual
value at the end of its expected holding period, where appropriate, the
Partnership made downward adjustments to its estimates of aircraft residual
value during 1994, 1993 and 1992 for certain of its on-lease aircraft (Note 1).
In addition, during 1994, 1993 and 1992, the Partnership recognized downward
adjustments totaling $144,000, approximately $825,000 and approximately $10.1
million, respectively, to the book value for certain of its off-lease and
on-lease aircraft and, with respect to 1994 and 1993, the adjustments also
included adjustments to aircraft inventory as described in Note 7. These
adjustments are included in depreciation expense in the statements of
operations.
4. TWA Reorganization
During 1991, TWA defaulted under its leases with the Partnership when it failed
to pay its March lease payments. In March 1991, TWA and the Partnership
entered into lease amendments which specified (i) renegotiated lease rates
equal to approximately 71% of the original rates; (ii) payment of the March and
April lease payments at the renegotiated rates; and (iii) an advance lump-sum
security deposit payment in March 1991 representing the present value of the
remaining lease payments due through the end of the leases at the renegotiated
rate. The Partnership recorded the lump sum payment from TWA as deferred
income, and recognized the rental revenue as it was earned over the lease term.
The Partnership also recognized interest expense equal to the difference
between the cash received and the rental revenue earned over the lease term.
In December 1991, the leases for all 13 aircraft were amended further, to
extend the terms to February 1998 at approximately 46% of the initial lease
rates. In addition, the Partnership agreed to share in the costs of certain
ADs after TWA successfully reorganized. The agreement with TWA stipulates that
such costs incurred by TWA may be credited against monthly rentals due to the
Partnership, subject to annual limitations and a maximum of $500,000 per
aircraft over the term of the leases.
In January 1992, TWA commenced reorganization proceedings under Chapter 11 of
the Federal Bankruptcy Code. TWA received court approval to emerge from
bankruptcy protection effective November 3, 1993. TWA notified the partnership
of its intention to affirm its leases for all 13 DC-9 aircraft. In addition,
while the court had originally granted TWA an additional 90-day period
subsequent to its emergence from bankruptcy during which it could exercise its
right to reject the Partnerships's leases, TWA elected to waive that right with
respect to the Partnership's aircraft. As previously agreed with TWA, August
and September 1993 rentals were drawn from the security deposit held by the
Partnership, which had been posted for this purpose by TWA prior to its
bankruptcy filing.
In accordance with the cost sharing arrangement described above, TWA submitted
to the Partnership invoices for expenses paid by TWA to meet the ADs. Expenses
totaling $1.95 million were offset against rental payments during 1993 and are
included in operating expense in the 1993 statement of operations. Additional
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expenses totaling $2.6 million, which are included in operating expense in the
1994 statement of operations, were offset against rental payments that were due
to the Partnership in the first four months of 1994. TWA may offset an
additional $1.95 million against rental payments, subject to annual
limitations, over the lease terms.
In October 1994, TWA notified its creditors, including the Partnership, of a
proposed restructuring of its debt. Such restructuring was to include a six
month moratorium on its lease payments to TWA's lessors commencing November
1994. TWA initially proposed that lease payments for a portion of that period
be forgiven in exchange for shares of TWA common stock to be issued in
conjunction with the restructuring and the remainder repaid over the remaining
lease term. TWA stated that if it were unable to obtain approvals from its
creditors (including the Partnership) for the proposed restructuring, it would
have to file for protection under Chapter 11 of the Federal Bankruptcy Code.
Subsequently, GECAS (which, as discussed in Part III, Item 10 now provides
certain management services to PIMC and PALC) negotiated a proposed standstill
agreement with TWA for the 46 aircraft that are managed by GECAS. That
agreement, which was subject to the approval of the owners of these aircraft,
was subsequently approved by PIMC. The agreement provides for a moratorium of
the rent due the Partnership in November 1994 and 75% of the rents due the
Partnership from December 1994 through March 1995, with the deferred rents,
which aggregate $2.6 million plus interest, being repaid in monthly
installments beginning in May 1995 through December 1995. The Partnership will
not recognize the rental amount deferred in 1994 of $1,137,500 as rental
revenue until it is received. In consideration for that partial moratorium,
TWA agreed to make an initial payment to the TWA lessors for whom GECAS
provides management services and who agreed to the proposed standstill
agreement, including the Partnership. The Partnership received as
consideration for the agreement $157,568 in January 1995. In addition, TWA
issued warrants to the Partnership for such amount of TWA Common Stock as would
have a value (based on the projected balance sheet provided by TWA in
connection with the restructuring) at December 31, 1997, on a fully diluted
basis, equal to the total amount of rent deferred. TWA has not concluded
agreements with all of its creditors regarding its proposed debt restructuring.
Thus, it remains uncertain whether TWA will file for protection under Chapter
11 of the Federal Bankruptcy Code.
5. Midway Bankruptcy
In March 1991, Midway commenced reorganization proceedings under Chapter 11 of
the Federal Bankruptcy Code. In August 1991, the Bankruptcy Court approved
Midway's proposal to discontinue use of the Partnership's aircraft, and the
aircraft were subsequently returned to the Partnership.
The aircraft were not in compliance with the return conditions specified under
the lease. The general partner has retained counsel on behalf of the
Partnership to pursue all legal remedies available to protect the interests of
unit holders. Although Midway remains liable for expenses for which it was
responsible under its lease, including the costs of complying with return
conditions, the Partnership is unlikely to recover material damages resulting
from Midway's failure to meet its obligations under the leases, as Midway's
bankruptcy estate is minimal. The Partnership sold one of these aircraft in
January 1993 (Note 8), and has disassembled the remaining three aircraft for
sale of their component parts (Note 7).
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6. Continental Lease Modification
Continental filed for Chapter 11 bankruptcy protection in December 1990.
Continental terminated the leases on the six 727-100s and has returned these
aircraft to the Partnership (Notes 3 and 11). The leases for the seven
McDonnell Douglas DC-9-10 aircraft expired during the period of April through
June 1991. Continental will be entitled, under certain circumstances related
to a possible future substantial downsizing by Continental, which is not
currently anticipated, to reject the remaining existing leases. The terms of
the modified agreement are described below.
For the Partnership's Boeing aircraft, the agreement approved by the Bankruptcy
Court in 1991 specifies (i) extension of the leases for the three 727-200s to
the earlier of April 1994 or 60,000 cycles, and for the five 727-200 Advanced
aircraft to October 1996; (ii) renegotiated rental rates averaging
approximately 73% of the original lease rates; (iii) payment of ongoing rentals
at the reduced rates beginning in October 1991; (iv) payment of deferred
rentals with interest beginning in July 1992; and (v) payment by the
Partnership of certain aircraft maintenance, modification and refurbishment
costs, not to exceed approximately $3.2 million, a portion of which will be
recovered with interest through payments from Continental over the extended
lease terms. The Partnership's share of such costs will be capitalized and
depreciated over the remaining lease term, subject to the capitalized cost
policy as described in Note 1. The Partnership's balance sheets reflect the
net reimbursable costs incurred of $525,526 and $456,308 as of December 31,
1994 and 1993, respectively, as notes receivable.
The agreement with Continental includes an extended deferral of the dates when
Continental will remit its rental payments for the period from December 3, 1990
through September 30, 1991 (Deferred Amount). The Partnership will not
recognize the Deferred Amount as rental revenue until it is received, or until
the contingencies regarding collectability are removed. The unrecognized
Deferred Amounts as of December 31, 1994 and 1993 were $2,396,847 and
$4,148,922, respectively. In accordance with the aforementioned agreement,
Continental began making supplemental payments for accrued unpaid rent plus
interest on July 1, 1992. During 1994, 1993 and 1992, the Partnership received
supplemental payments of $2,348,389, $3,946,788 and $1,973,394, of which
$1,752,075, $2,713,495 and $1,202,583 was recognized as rental income in 1994,
1993 and 1992, respectively.
Additional Continental Deferral Agreement - As part of its reorganization plan,
Continental requested additional concessions from its aircraft lessors. As a
result, the Partnership and Continental reached an agreement to defer rental
payments for a period of three months, beginning in November 1992, for a total
of $1,852,500 (Additional Deferred Amount), with repayment over the shorter of
three and one-half years or the remaining lease term. Repayment with interest
began October 1, 1993. During 1994 and 1993, the Partnership received
supplemental payments of $651,277 and $162,819, of which $459,365 and $119,400
was recognized as rental income in 1994 and 1993, respectively. The
unrecognized Additional Deferred Amount as of December 31, 1994 and 1993 was
$1,273,735 and $1,733,100, respectively. Continental continues to pay all
other amounts due under the prior agreement.
The Partnership's rights to receive payments under the agreements fall into
various categories of priority under the Bankruptcy Code. In general, the
Partnership's claims are administrative claims, with the exception of certain
deferred amounts. If Continental's reorganization is not successful, it is
likely that a portion of the Partnership's claims will not be paid in full.
Note 11 discusses further Continental events subsequent to December 31, 1994.
28<PAGE>
<PAGE>
7. Disassembly of Aircraft
In an attempt to maximize the economic return from three of the remaining four
McDonnell Douglas DC-9-10 aircraft formerly leased to Midway (Note 5) and the
six Boeing 727-100 aircraft formerly on lease to Continental (Note 6), the
Partnership entered into an agreement with Soundair, Inc. (Soundair) for the
disassembly and sale of these aircraft. Disassembly of the McDonnell Douglas
DC-9-10s began in January 1993. Disassembly of the Boeing 727-100s began in
December 1994. It is anticipated that the disassembly and sales process will
take at least three years.
The Partnership recognized the estimated cost of disassembly of approximately
$50,000 per aircraft in 1993, and will receive the proceeds from the sale of
such parts net of overhaul expenses if necessary, and commission paid to
Soundair. During 1993, the Partnership paid $141,630 for aircraft disassembly
costs of the three McDonnell Douglas DC-9-10s. The remainder of the estimated
disassembly costs for the six Boeing 727-100s will likely be paid during 1995.
During 1994 and 1993, the Partnership received net proceeds from the sale of
aircraft inventory of $748,740 and $593,923, respectively.
The nine aircraft are recorded as aircraft inventory in the Partnership's
balance sheets as described in Note 3. Upon transferring the aircraft to
inventory in 1992, the Partnership recorded downward adjustments of $1,050,000,
which are reflected in depreciation expense in the 1992 statement of
operations. During 1994 and 1993, the Partnership recorded additional downward
adjustments to the inventory value of $144,000 and $801,590, respectively, to
reflect the then current estimate of net realizable aircraft inventory value.
These adjustments are reflected as increased depreciation expense in the
corresponding years' statements of operations.
8. Aircraft Sales
Sale to Lear 25, Inc. (Lear 25) - In December 1992, the Partnership sold one
of the ex-Continental McDonnell Douglas DC-9-10 aircraft to Lear 25 for
$1,025,000. The aircraft had been off lease since it was returned to the
Partnership in early 1991. Under the terms of the sale, Lear 25 made a
non-refundable $200,000 down payment and paid the remaining $825,000 in March
1993. The total proceeds of $1,025,000 were approximately 26% of the original
acquisition price. The Partnership recorded a $1,000 loss on the sale in 1992.
Sale to Target Airways, Ltd. (Target Airways) - One ex-Midway McDonnell
Douglas DC-9-10 aircraft was sold to Target Airways for $925,000 in January
1993, resulting in a gain on sale of $146,500 during 1993. This aircraft was
recorded in aircraft inventory in 1992.
Sale to Aero California - In January 1993, the Partnership agreed to sell to
Aero California the McDonnell Douglas DC-9-10 aircraft it was leasing (Note 3).
The Partnership applied the existing security deposit and maintenance reserves
toward the purchase price of approximately $1.1 million, and the remainder was
paid in monthly installments through September 1993, when title was transferred
to Aero California. The Partnership recognized a gain of $86,887 on the sale
in 1993.
Sale to Intercontinental De Aviacian S.A. (Intercontinental) - In March 1993,
the Partnership agreed to sell to Intercontinental five of the six McDonnell
Douglas DC-9-10 aircraft formerly on lease to Continental, which had been off-
lease since they were returned to the Partnership in early 1991. Two aircraft
were sold in March 1993, a third aircraft was sold in April 1993, a fourth
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aircraft was sold in June 1993, and a fifth aircraft was sold in October 1993
for total proceeds of $3.4 million for the five aircraft. The Partnership
recorded no gain or loss on the sales, as the aircraft sales prices equalled
book values.
Sale to Continental - The leases of three Boeing 727-200 aircraft to
Continental expired on April 30, 1994 (Note 3). In May 1994, the Partnership
sold these aircraft to Continental for an aggregate sales price of $3,019,719.
The Partnership agreed to accept payment of the sales price in 29 monthly
installments of $115,500, with interest at a rate of 9.5% per annum. The
Partnership recorded a note receivable for the sales price and recognized a
loss on sale of $3,588,919 in 1994. During 1994, the Partnership received all
scheduled payments due under the note. The note receivable balance at December
31, 1994 was $2,223,875.
9. Related Parties
Under the Limited Partnership Agreement (Partnership Agreement), the
Partnership paid or agreed to pay the following amounts to PIMC and/or its
affiliates in connection with services rendered:
a. An aircraft management fee equal to 5% of gross rental revenues with
respect to operating leases or 2% of gross rental revenues with
respect to full payout leases of the Partnership, payable upon
receipt of the rent. In 1994, 1993 and 1992, the Partnership paid
management fees to PIMC of $746,684, $893,701 and $794,346,
respectively. Management fees payable to PIMC at December 31, 1994
and 1993 were $23,000 and $30,875, respectively.
b. Reimbursement of certain out-of-pocket expenses incurred in
connection with the management of the Partnership and supervision of
its assets. In 1994, 1993 and 1992, the Partnership reimbursed PIMC
for expenses of $483,077, $754,345 and $703,756, respectively.
Reimbursements totaling $98,658 and $190,747 were payable to PIMC at
December 31, 1994 and 1993, respectively.
c. A 10% interest in all cash distributions and sales proceeds, gross
income in an amount equal to 9.09% of distributed cash available from
operations and 1% of net income or loss and taxable income or loss,
as such terms are defined in the Partnership Agreement.
d. A subordinated sales commission of 3% of the gross sales price of
each aircraft for services performed upon disposition and
reimbursement of out-of-pocket and other disposition expenses.
Subordinated sales commissions shall be paid only after unit holders
have received distributions in an aggregate amount equal to their
capital contributions plus a cumulative non-compounded 8% per annum
return on their adjusted capital contributions, as defined in the
Partnership Agreement. The Partnership did not pay or accrue a sales
commission on any aircraft sales to date as the above subordination
threshold has not been met.
10. Income Taxes
Federal and state income tax regulations provide that taxes on the income or
loss of the Partnership are reportable by the partners in their individual
income tax returns. Accordingly, no provision for such taxes has been made in
the accompanying financial statements.
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The net differences between the tax basis and the reported amounts of the
Partnership's assets and liabilities at December 31, 1994 and 1993 are as
follows:
Reported Amounts Tax Basis Net Difference
1994: Assets $ 86,552,826 $59,622,993 $26,929,833
Liabilities 685,857 452,549 233,308
1993: Assets $114,953,271 $89,815,206 $25,138,065
Liabilities 1,126,528 514,819 611,709
11. Subsequent Event
Continental Bankruptcy Claim - In January 1995, the United States Bankruptcy
Court approved an agreement between the Partnership and Continental which
specifies payment to the Partnership by Continental of approximately $1.3
million as final settlement for the return of six Boeing 727-100 aircraft, as
discussed in Notes 3 and 6. The Partnership received an initial payment of
approximately $311,000 in February 1995 and is entitled to receive the balance
of the settlement in equal monthly installments through February 1996. The
Partnership will record the payments as revenue when received.
Continental Restructuring - On January 26, 1995, Continental announced a number
of actual and proposed changes in its operations and financial situation. In
connection with those changes, Continental indicated that it was discussing
with certain of its major lenders modifications to existing debt amortization
schedules to enhance the airline's capital structure. Continental stated that
during those discussions it would not be making payments to such lenders and
lessors otherwise required under the current contracts. The Partnership is not
engaged in any such discussions with Continental at the present time, and
Continental has made all payments due to the Partnership on a current basis to
date.
Item 9. Changes in and Disagreements with Accountants on Accounting and
Financial Disclosure
None.
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PART III
Item 10. Directors and Executive Officers of the Registrant
Polaris Aircraft Income Fund III, A California Limited Partnership (PAIF-III or
the Partnership) has no directors or officers. Polaris Holding Company (PHC)
and its subsidiaries, including Polaris Aircraft Leasing Corporation (PALC) and
Polaris Investment Management Corporation (PIMC), the general partner of the
Partnership (collectively Polaris), have recently restructured their operations
and businesses (the Polaris Restructuring). In connection therewith, PIMC has
entered into a services agreement dated as of July 1, 1994 (the Services
Agreement) with GE Capital Aviation Services, Inc. (the Servicer or GECAS), a
Delaware corporation which is a wholly owned subsidiary of General Electric
Capital Corporation, a New York corporation (GE Capital). GE Capital has been
PHC's parent company since 1986. As subsidiaries of GE Capital, the Servicer
and PIMC are affiliates.
The GE Capital Restructuring - GE Capital has recently completed a
restructuring (the GE Capital Restructuring) of its commercial aviation
operations, and as a result the owned and managed aircraft portfolios of
certain of its affiliates, including its Polaris affiliates, are now managed by
GECAS, subject in the case of Polaris investment programs to overall management
and supervision by PIMC. The business of GECAS has combined commercial
aviation activities formerly conducted by GE Capital's Polaris affiliates and
its Transportation and Industrial Funding Corporation division (the T&I
Division). In addition, GECAS will provide a significant range of aircraft
management services to GPA Group plc, a public limited company organized in
Ireland, together with its consolidated subsidiaries.
The Polaris Restructuring - In connection with the GE Capital Restructuring,
the Servicer hired many of the employees who had performed the functions for
Polaris and its investment programs (including the Partnership) that are now
performed by the Servicer for PHC owned aircraft and for Polaris investment
programs under the Services Agreement and under similar services agreements
entered into by PIMC and/or PALC with the Servicer relating to other Polaris
investment programs.
In order to allow it to continue to be able to discharge its responsibilities
as general partner of the Partnership, PIMC has retained certain of its
employees. As of December 31, 1994, PIMC had seven full-time employees. In
addition, certain employees of GECAS will serve as officers and directors of
PIMC. The following management personnel will serve in the capacities shown
opposite their names:
Name PIMC Title
Howard L. Feinsand President; Director
Richard J. Adams Vice President; Director
Rodney Sirmons Director
James W. Linnan Vice President
John E. Flynn Vice President
Robert W. Dillon Vice President; Assistant Secretary
James F. Walsh Chief Financial Officer
William C. Bowers Secretary
Substantially all of these management personnel will devote only such portion
of their time to the business and affairs of PIMC as deemed necessary or
appropriate.
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Mr. Feinsand, 47, Senior Vice President and Manager, Capital Markets, Pricing
and Investor Programs of GECAS, joined PIMC and PALC as Vice President, General
Counsel and Assistant Secretary in April 1989. Effective July 1989,
Mr. Feinsand assumed the position of Senior Vice President, and served as
General Counsel and Secretary from July 1989 to August 1992. Mr. Feinsand, an
attorney, was a partner in the New York law firm of Golenbock and Barell from
1987 through 1989. In his previous capacities, Mr. Feinsand served as counsel
to PIMC and PALC. Mr. Feinsand also serves as a director on the board of Duke
Realty Investments, Inc. Effective July 1, 1994, Mr. Feinsand held the
positions of President and Director of PIMC.
Mr. Adams, 61, Senior Vice President, Aircraft Marketing - North America,
served as Senior Vice President - Aircraft Sales and Leasing of PIMC and PALC
effective August 1992, having previously served as Vice President - Aircraft
Sales & Leasing, Vice President - North America, and Vice President - Corporate
Aircraft since he joined PALC in August 1986. Effective July 1, 1994, Mr.
Adams held the positions of Vice President and Director of PIMC.
Mr. Sirmons, 48, is Vice President, Portfolio and Risk Management for GECAS.
During the last twenty-one years, he has held a variety of credit, underwriting
and financial positions with several businesses within GE Capital and its
predecessor. Effective July 1, 1994, Mr. Sirmons held the position of Director
of PIMC.
Mr. Linnan, 53, became Vice President - Financial Management of PIMC and PALC
effective April 1991, having previously served as Vice President - Investor
Marketing of PIMC and PALC since July 1986. Effective July 1, 1994, Mr. Linnan
held the position of Vice President of PIMC.
Mr. Flynn, 54, Senior Vice President and Manager, Task Force Marketing and
General Manager, Cargo, of GECAS, served as Senior Vice President, Aircraft
Marketing for PIMC and PALC effective April 1991, having previously served as
Vice President, North America of PIMC and PALC effective July 1989. Mr. Flynn
joined PALC in March 1989 as Vice President, Cargo. For the two years prior to
joining PALC, Mr. Flynn was a transportation consultant. Effective July 1,
1994, Mr. Flynn held the position of Vice President of PIMC.
Mr. Dillon, 53, became Vice President - Aviation Legal and Insurance Affairs
effective April 1989. Previously, he served as General Counsel of PIMC and
PALC effective January 1986. Effective July 1, 1994, Mr. Dillon held the
positions of Vice President and Assistant Secretary of PIMC.
Mr. Walsh, 45, Senior Vice President and Chief Financial Officer of GECAS,
joined PIMC and PALC in March 1987. He served as Senior Vice President and
Chief Financial Officer, having previously served as Vice President and Chief
Financial Officer. Effective October, 1993, Mr. Walsh resigned as Senior Vice
President and Chief Financial Officer of PIMC to assume new responsibilities at
GE Capital. Effective July 1, 1994, Mr. Walsh held the position of Chief
Financial Officer of PIMC.
Mr. Bowers, 48, Senior Vice President and Associate General Counsel of GECAS,
joined that company in November, 1993. Prior to joining GECAS, Mr. Bowers, an
attorney, was General Counsel of GPA Capital, the capital markets division of
GPA Group plc, from June, 1990 to October, 1993. Prior to joining GECAS, Mr.
Bowers was a partner in the New York office of Paul, Hastings, Janofsky &
Walker from January, 1988 until June, 1990, having joined that firm as an Of
Counsel in October, 1985. Effective November 18, 1994, Mr. Bowers held the
position of Secretary of PIMC.
Through the personnel it has retained, PIMC will oversee the services to be
performed by the Servicer under the Services Agreement, make decisions as to
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matters that are effectively reserved to PIMC for decision by the Services
Agreement, receive and analyze reports received from the Servicer, and
otherwise discharge its responsibilities as general partner of the Partnership
(See "The Services Agreement"). In addition, PIMC will continue to perform
investor relations services for the Partnership and will continue to supervise
ReSource/Phoenix, a division of Phoenix Leasing Incorporated which, since
August 1993, has been performing substantially all of the accounting and
financial reporting services previously performed by PIMC, pursuant to a
Program Accounting and Financial Reporting Administration Agreement. Since
July 1994, ReSource/Phoenix has also provided database time-share services,
data processing services and investor transfer services pursuant to a Time-
Share and Transfer Services Agreement.
GECAS - GECAS is a global commercial aviation financial services company that
(i) offers a broad range of financial products to airlines and aircraft
operators, aircraft owners, lenders and investors, including financing leases,
operating leases, tax-advantaged and other incentive-based financing and debt
and equity financing, and (ii) provides management, marketing and technical
support services to aircraft owners, lenders and investors, including GE
Capital, its affiliates, and certain third parties.
GECAS is the world's largest manager of commercial aircraft. From time to
time, GE Capital and its affiliates are likely to acquire additional new and
used aircraft which are expected to be included in the portfolio to be managed
by GECAS. GECAS's managed portfolio includes other aircraft of the same type
as those owned by the Partnership. Accordingly, the Servicer may have certain
conflicts of interest in performing its duties under the Services Agreement.
(See "The Services Agreement", herein.)
The Servicer has represented to PIMC that during the term of the Services
Agreement the Servicer's net worth will be greater than $25,000,000, and has
agreed during such term not to pay or make any dividends or distributions to
its shareholder(s) which would have the effect of reducing the Servicer's net
worth below that amount.
The Services Agreement - Under the Services Agreement, PIMC has engaged the
Servicer to perform, or arrange for the performance of, aircraft management
services, aircraft leasing and sales services, and certain portfolio management
services. These services will include, inter alia, managing the Partnership's
portfolio of aircraft, arranging for the re-leasing and sale of aircraft,
preparing certain reports for the Partnership, employing persons to perform
services for the Partnership, and otherwise performing various portfolio and
partnership management functions. PIMC will continue to serve as general
partner of the Partnership and will retain all of its rights, powers and
interests as general partner. In its capacity as general partner, PIMC will
exercise supervisory control over the Servicer's rendering of services in
connection with the Partnership and will continue to have control and overall
management of all matters relating to the Partnership's ongoing business and
operations. The Servicer is not becoming a general partner of the Partnership
and is not assuming any fiduciary duty that PIMC, as general partner, has had
or will have.
As compensation for services provided by the Servicer, PIMC will pay to the
Servicer (i) a portion of the aircraft management fees, cash available from
operations and cash available from sales proceeds received by PIMC under the
Partnership Agreement, and (ii) all sales commissions received by PIMC under
the Partnership Agreement with respect to sales of Partnership aircraft
arranged by the Servicer. The Servicer will also receive an amount equal to
the reimbursement for Partnership expenses which PIMC receives from the
Partnership on account of expenses incurred by the Servicer in performing
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services pursuant to the Services Agreement. The expense reimbursement
limitations in the Partnership Agreement will not be affected by the Services
Agreement.
The Services Agreement recognizes that the Servicer will be providing services
with respect to the separate aircraft of GE Capital and its affiliates as well
as with respect to the aircraft of third parties, and that conflicts of
interest may arise as a result. The Servicer is required to perform services
under the Services Agreement in good faith and, to the extent that a particular
Partnership aircraft and other aircraft then in the Servicer's managed
portfolio are substantially similar in terms of relevant objectively
identifiable characteristics, the Servicer must not discriminate between such
aircraft on the basis of ownership, fees payable to the Servicer, or on an
unreasonable basis. The Services Agreement also requires the Servicer to
perform services in accordance with all applicable laws, in a manner consistent
with all applicable provisions of the Partnership Agreement, and with such care
and in accordance with such standards of performance as would have been applied
to PIMC had PIMC performed the services directly.
The Services Agreement requires the Servicer to take any actions relating to
the Services Agreement that PIMC may direct so long as such actions are
reasonably deemed by PIMC to be necessary or appropriate in order to permit
PIMC to fulfill its fiduciary duties as general partner of the Partnership or
otherwise to be in the best interest of the Partnership or its limited
partners. Furthermore, certain actions with respect to the Partnership may not
be taken by the Servicer without the prior approval of PIMC. Such actions
include, among others: (i) selling or otherwise disposing of one or more
aircraft by the Partnership (including the sale or other disposition of an
aircraft as parts or scrap); (ii) entering into any new lease (or any renewal
or extension of an existing lease) with respect to any aircraft; (iii)
terminating or modifying any lease with respect to any aircraft; (iv) financing
or refinancing one or more aircraft by the Partnership; (v) making material
capital, maintenance or inspection expenditures for the Partnership;
(vi) hiring any broker to sell or lease any aircraft; (vii) entering into any
contract (including any contract of sale), agreement or instrument other than a
contract, agreement or instrument entered into in the ordinary course of
business that has a term of less than one year and that does not contemplate
payments which will exceed, over the term of the contract, agreement or
instrument, $100,000 in the aggregate; (viii) changing in any material respect
the type or amount of insurance coverage in place for the Partnership; and (ix)
incurring any Partnership expenses for which the Servicer will seek
reimbursement pursuant to the Services Agreement which exceed in the aggregate,
for any calendar month, the sum of $10,000. Absent PIMC authorization, it is
contemplated that the Servicer will not enter into contracts, agreements or
instruments on behalf of the Partnership.
Absent earlier termination based on certain events (including the withdrawal,
removal or replacement of PIMC as general partner of the Partnership), the
Services Agreement will terminate upon the completion of the winding up and
liquidation of the Partnership and the distribution of all of its assets.
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Certain Legal Proceedings:
As reported in the Partnership's 1990 Form 10-K, on June 8, 1990, a purported
class action entitled Harner, et al., v. Prudential Bache Securities, Inc. et
al., (to which the Partnership was not a party) was filed by certain purchasers
of units in a 1983 and 1984 public offering in several corporate aircraft
public partnerships. Polaris Aircraft Leasing Corporation and Polaris
Investment Management Corporation were named as two of the defendants in this
action. On September 24, 1991, the court entered an order in favor of Polaris
Aircraft Leasing Corporation and Polaris Investment Management Corporation
granting their motion for summary judgment and dismissing the plaintiffs'
complaint with prejudice. On March 13, 1992, plaintiff filed a notice of
appeal to the United States Court of Appeals for the Sixth Circuit. On
August 21, 1992, the Sixth Circuit ordered consolidation of the appellants'
causes for the purposes of briefing and submission. On September 9, 1994, the
Sixth Circuit affirmed the lower court's decision dismissing the action.
On October 27, 1992, a class action complaint entitled Weisl, Jr. et
al., v. Polaris Holding Company, et al. was filed in the Supreme Court of the
State of New York for the County of New York. The complaint sets forth various
causes of action which include allegations against certain or all of the
defendants (i) for alleged fraud in connection with certain public offerings,
including that of the Partnership, on the basis of alleged misrepresentation
and alleged omissions contained in the written offering materials and all
presentations allegedly made to investors; (ii) for alleged negligent
misrepresentation in connection with such offerings; (iii) for alleged breach
of fiduciary duties; (iv) for alleged breach of third party beneficiary
contracts; (v) for alleged violations of the NASD Rules of Fair Practice by
certain registered broker dealers; and (vi) for alleged breach of implied
covenants in the customer agreements by certain registered brokers. The
complaint seeks an award of compensatory and other damages and remedies. On
January 19, 1993, plaintiffs filed a motion for class certification. On March
1, 1993, defendants filed motions to dismiss the complaint on numerous grounds,
including failure to state a cause of action and statute of limitations. On
July 20, 1994, the court entered an order dismissing almost all of the claims
in the complaint and amended complaint. Certain claims, however, remain
pending. Plaintiffs filed a notice of appeal on September 2, 1994. The
Partnership is not named as a defendant in this action.
On or around February 17, 1993, a civil action entitled Einhorn, et al. v.
Polaris Public Income Funds, et al., was filed in the Circuit Court of the 11th
Judicial Circuit in and for Dade County, Florida against, among others, Polaris
Investment Management Corporation and Polaris Depositary Company. Plaintiffs
seek class action certification on behalf of a class of investors in Polaris
Aircraft Income Fund IV, Polaris Aircraft Income Fund V and Polaris Aircraft
Income Fund VI who purchased their interests while residing in Florida.
Plaintiffs allege the violation of Section 517.301, Florida Statutes, in
connection with the offering and sale of units in such Polaris Aircraft Income
Funds. Among other things, plaintiffs assert that the defendants sold
interests in such Polaris Aircraft Income Funds while "omitting and failing to
disclose the material facts questioning the economic efficacy of" such Polaris
Aircraft Income Funds. Plaintiffs seek rescission or damages, in addition to
interest, costs, and attorneys' fees. On April 5, 1993, defendants filed a
motion to stay this action pending the final determination of a prior filed
action in the Supreme Court for the State of New York entitled Weisl v. Polaris
Holding Company. On that date, defendants also filed a motion to dismiss the
complaint on the grounds of failure to attach necessary documents, failure to
plead fraud with particularity and failure to plead reasonable reliance. On
April 13, 1993, the court denied the defendants' motion to stay. On May 7,
1993, the court stayed the action pending an appeal of the denial of the motion
36<PAGE>
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to stay. Defendants subsequently filed with the Third District Court of Appeal
a petition for writ of certiorari to review the lower court's order denying the
motion to stay. On October 19, 1993, the Court of Appeal granted the writ of
certiorari, quashed the order, and remanded the action with instruction to
grant the stay. The Partnership is not named as a defendant in this action.
On or around May 14, 1993, a purported class action entitled Moross, et al., v.
Polaris Holding Company, et al., was filed in the United States District Court
for the District of Arizona. This purported class action was filed on behalf
of investors in Polaris Aircraft Income Funds I-VI by nine investors in such
Polaris Aircraft Income Funds. The complaint alleges that defendants violated
Arizona state securities statues and committed negligent misrepresentation and
breach of fiduciary duty by misrepresenting and failing to disclose material
facts in connection with the sale of limited partnership units in the above-
named funds. An amended complaint was filed on September 17, 1993, but has not
been served upon defendants. On or around October 4, 1993, defendants filed a
notice of removal to the United States District Court for the District of
Arizona. Defendants also filed a motion to stay the action pending the final
determination of a prior filed action in the Supreme Court for the State of New
York entitled Weisl v. Polaris Holding Company ("Weisl") and to defendants'
time to respond to the complaint until 20 days after disposition of the motion
to action pending resolution of the motions for class certification and motions
to dismiss pending in Weisl. On January 20, 1994, the court stayed the action
and required defendants to file status reports every sixty days setting forth
the status of the motions in Weisl. The Partnership is not named as a
defendant in this action.
On September 21, 1993, a purported derivative action entitled Novak, et al., v.
Polaris Holding Company, et al., was filed in the Supreme Court of the State of
New York, County of New York. This action was brought on behalf of the
Partnership, Polaris Aircraft Income Fund I and Polaris Aircraft Income Fund
II. The complaint names as defendants Polaris Holding Company, its affiliates
and others. Each of the Partnership, Polaris Aircraft Income Fund I and
Polaris Aircraft Income Fund II is named as a nominal defendant. The complaint
alleges, among other things, that defendants mismanaged the Partnership and the
other Polaris Aircraft Income Funds, engaged in self-dealing transactions that
were detrimental to the Partnership and the other Polaris Aircraft Income Funds
and failed to make required disclosure in connection with the sale of the units
in the Partnership and the other Polaris Aircraft Income Funds. The complaint
alleges claims of breach of fiduciary duty and constructive fraud and seeks,
among other things an award of compensatory and punitive damages in an
unspecified amount, re-judgment interest, and attorneys' fees and costs. On
January 13, 1994, certain of the defendants, including Polaris Holding Company,
filed motions to dismiss the complaint on the grounds of, among others, failure
to state a cause of action and failure to plead the alleged wrong in detail.
On August 11, 1994, the court denied in part and granted in part defendants'
motions to dismiss. Specifically, the court denied the motions as to the
claims for breach of fiduciary duty, but dismissed plaintiffs' claim for
constructive fraud with leave to replead. On October 7, 1994, defendants filed
a notice of appeal. On November 15, 1994, defendants submitted an answer to
the remaining causes of action.
On or around March 13, 1993, a purported class action entitled Kahn v. Polaris
Holding Company, et al., was filed in the Supreme Court of the State of New
York, County of New York. This purported class action on behalf of investors
in Polaris Aircraft Income Fund V ("PAIF V") was filed by one investor in PAIF
V. The complaint names as defendants Polaris Investment Management
Corporation, Polaris Holding Company, its affiliates and others. The complaint
charges defendants with common law fraud, negligent misrepresentation and
breach of fiduciary duty in connection with certain misrepresentations and
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omissions allegedly made in connection with the sale of interest in PAIF V.
Plaintiffs seek compensatory and consequential damages in an unspecified
amount, plus interest, disgorgement and restitution of all earnings, profits
and other benefits received by defendants as a result of their alleged
practices, and attorneys' fees and costs. Defendants' time to move, answer or
otherwise plead with respect to the complaint was extended by stipulation up to
and including April 24, 1995. The Partnership is not named as a defendant in
this action.
On June 8, 1994, a consolidated complaint captioned In re Prudential Securities
Inc. Limited Partnerships Litigation was filed in the United States District
Court for the Southern District of New York, purportedly consolidating cases
that had been transferred from other federal courts by the Judicial Panel on
Multi-District Litigation. The consolidated complaint names as defendants
Prudential entities and various other sponsors of limited partnerships sold by
Prudential, including Polaris Holding Company, one of its former officers,
Polaris Aircraft Leasing Corporation, Polaris Investment Management Corporation
and Polaris Securities Corporation. The complaint alleges that the Prudential
defendants created a scheme for the sale of approximately $8-billion of limited
partnership interests in 700 assertedly high-risk limited partnerships,
including the Partnership, to approximately 350,000 investors by means of false
and misleading offering materials; that the sponsoring organizations (including
the Polaris entities) participated with the Prudential defendants with respect
to, among other things, the partnerships that each sponsored; and that all of
the defendants conspired to engage in a nationwide pattern of fraudulent
conduct in the marketing of all limited partnerships sold by Prudential. The
complaint alleges violations of the federal Racketeer Influenced and Corrupt
Organizations Act and the New Jersey counterpart thereof, fraud, negligent
misrepresentation, breach of fiduciary duty and breach of contract. The
complaint seeks rescission, unspecified compensatory damages, treble damages,
disgorgement of profits derived from the alleged acts, costs and attorneys
fees. On October 31, 1994, Polaris Investment Management Corporation and other
Polaris entities filed a motion to dismiss the consolidated complaint on the
grounds of, inter alia, statute of limitations and failure to state a claim.
The Partnership is not named as a defendant in this action.
A further litigation captioned Romano v. Ball et. al, an action by Prudential
Insurance Company policyholders against many of the same defendants (including
Polaris Investment Management Corporation and Polaris Aircraft Leasing
Corporation), has also been commenced by policy holders of the Prudential
Insurance Company as a purported derivative action on behalf of the Prudential
Insurance Company. The complaint alleges claims under the federal Racketeer
Influenced and Corrupt Organizations Act, as well as claims for waste,
mismanagement and intentional and negligent misrepresentation, and seeks
unspecified compensatory, treble and punitive damages. The case is being
coordinated with In re Prudential.
On or about February 6, 1995, a class action complaint entitled Cohen, et al.
v. J.B. Hanauer & Company, et al. was filed in the Circuit Court of the
Fifteenth Judicial Circuit in and for Palm Beach County, Florida. The
complaint names J.B. Hanauer & Company, General Electric Capital Corporation,
General Electric Financial Services, Inc., and General Electric Company as
defendants. The action purports to be on behalf of "approximately 5,000
persons throughout the United States" who purchased units in Polaris Aircraft
Income Funds I through VI. The complaint sets forth various causes of action
which include allegations against certain or all of the defendants (i) for
violation of Section 12(2) of the Securities Act of 1933, as amended, by a
registered broker dealer and for violation of Section 15 of such act by all
defendants in connection with certain public offerings, including that of the
Partnership, on the basis of alleged misrepresentation and alleged omissions
38<PAGE>
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contained in the written offering materials and all presentations allegedly
made to investors; (ii) for alleged fraud in connection with such offerings;
(iii) for alleged negligent misrepresentation in connection with such
offerings; (iv) for alleged breach of fiduciary duties; (v) for alleged breach
of third party beneficiary contracts; (vi) for alleged violations of the NASD
Rules of Fair Practice by a registered broker dealer; and (vii) for alleged
breach of implied covenants in the customer agreements by a registered broker
dealer. The complaint seeks an award of compensatory and punitive damages and
other remedies. The Partnership is not named as a defendant in this action.
On or about January 12, 1995, a class action complaint entitled Cohen, et al.
v. Kidder Peabody & Company, Inc., et al. was filed in the Circuit Court of the
Fifteenth Judicial Circuit in and for Palm Beach County, Florida. The
complaint names Kidder Peabody & Company, Inc., General Electric Capital
Corporation, General Electric Financial Services, Inc., and General Electric
Company as defendants. The action purports to be on behalf of "approximately
20,000 persons throughout the United States" who purchased units in Polaris
Aircraft Income Funds III through VI. The complaint sets forth various causes
of action which include allegations against certain or all of the defendants
(i) for violation of Section 12(2) of the Securities Act of 1933, as amended,
by a registered broker dealer and for violation of Section 15 of such act by
all defendants in connection with certain public offerings on the basis of
alleged misrepresentation and alleged omissions contained in the written
offering materials and all presentations allegedly made to investors; (ii) for
alleged fraud in connection with such offerings; (iii) for alleged negligent
misrepresentation in connection with such offerings; (iv) for alleged breach of
fiduciary duties; (v) for alleged breach of third party beneficiary contracts;
(vi) for alleged violations of the NASD Rules of Fair Practice by a registered
broker dealer; and (vii) for alleged breach of implied covenants in the
customer agreements by a registered broker dealer. The complaint seeks an
award of compensatory and punitive damages and other remedies. The Partnership
is not named as a defendant in this action.
On or about February 13, 1995, an action entitled Adams, et al. v. Prudential
Securities, Inc. et al. was filed in the Court of Common Pleas, Stark County,
Ohio. The action names Prudential Securities, Inc., Prudential Insurance
Company of America, Polaris Investment Management Corporation, Polaris
Securities Corporation, Polaris Aircraft Leasing Corporation, Polaris Holding
Company, General Electric Capital Corporation, Polaris Aircraft Income Fund I,
Polaris Aircraft Income Fund IV, Polaris Aircraft Income Fund V and James Darr
as defendants. The complaint alleges that defendants committed common law
fraud, fraud in the inducement, negligent misrepresentation, negligence, breach
of fiduciary duty and civil conspiracy by misrepresenting and failing to
disclose material facts in connection with the sale of limited partnership
units in the Partnership and the other Polaris Aircraft Income Funds.
Plaintiffs seek, among other things, rescission of their investments in the
Partnership and the other Polaris Aircraft Income Funds, an award of
compensatory damages in an unspecified amount plus interest thereon, and
punitive damages in an unspecified amount. On or about March 15, 1995,
defendants filed a Notice of Removal to the United States District Court for
the Northern District of Ohio, Eastern Division. The Partnership is not named
as a defendant in this action.
Other Proceedings - Part I, Item 3 discusses certain other actions arising out
of certain public offerings, including that of the Partnership, to which both
the Partnership and its general partner are parties.
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Disclosure pursuant to Section 16, Item 405 of Regulation S-K:
Based solely on its review of the copies of such forms received or written
representations from certain reporting persons that no Forms 3, 4, or 5 were
required for those persons, the Partnership believes that, during 1994 all
filing requirements applicable to its officers, directors and greater than ten
percent beneficial owners were met.
Item 11. Executive Compensation
PAIF-III has no directors or officers. PAIF-III is managed by PIMC, the
General Partner. In connection with management services provided, management
and advisory fees of $746,684 were paid to PIMC in 1994.
Item 12. Security Ownership of Certain Beneficial Owners and Management
a) No person owns of record, or is known by PAIF-III to own beneficially
more than five percent of any class of voting securities of PAIF-III.
b) The General Partner of PAIF-III owns the equity securities of PAIF-III
as set forth in the following table:
(1) (2) (3) (4)
Title Name of Amount and Nature of Percent
of Class Beneficial Owner Beneficial Ownership of Class
General Polaris Investment Represents a 10.0% interest 100%
Partner Management of all cash distributions,
Interest Corporation gross income in an amount
equal to 9.09% of distributed
cash available from operations,
and a 1% interest in net income
or loss
c) There are no arrangements known to PAIF-III, including any pledge by
any person of securities of PAIF-III, the operation of which may at a
subsequent date result in a change in control of PAIF-III.
Item 13. Certain Relationships and Related Transactions
None.
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PART IV
Item 14. Exhibits, Financial Statement Schedules and Reports on Form 8-K
1. Financial Statements.
The following are included in Part II of this report:
Page No.
Report of Independent Public Accountants 18
Balance Sheets 19
Statements of Operations 20
Statements of Changes in Partners' Capital
(Deficit) 21
Statements of Cash Flows 22
Notes to Financial Statements 23
2. Reports on Form 8-K.
None.
3. Exhibits required to be filed by Item 601 of Regulation S-K.
10. Material Contracts.
a. Services Agreement.
27. Financial Data Schedules (Filed electronically only).
4. Financial Statement Schedules.
All financial statement schedules are omitted because they are not
applicable, not required or because the required information is included
in the financial statements or notes thereto.
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SIGNATURES
Pursuant to the requirements of Section 13 or 15(d) of the Securities Exchange
Act of 1934, the registrant has duly caused this report to be signed on its
behalf by the undersigned, thereunto duly authorized.
POLARIS AIRCRAFT INCOME FUND III,
A California Limited Partnership
(REGISTRANT)
By: Polaris Investment
Management Corporation
General Partner
March 23, 1995 By: /S/ Howard L. Feinsand
-------------- ----------------------
Date Howard L. Feinsand, President
Pursuant to the requirements of the Securities Exchange Act of 1934, this
report has been signed below by the following persons on behalf of the
registrant and in the capacities and on the dates indicated.
Signature Title Date
/S/Howard L. Feinsand Chairman of the Board and March 23, 1995
--------------------- President of Polaris --------------
(Howard L. Feinsand) Investment Management
Corporation, General Partner
of the Registrant
/S/Richard J. Adams Vice President and Director of March 23, 1995
------------------- Polaris Investment Management --------------
(Richard J. Adams) Corporation, General Partner
of the Registrant
/S/James F. Walsh Chief Financial Officer of March 23, 1995
----------------- Polaris Investment Management --------------
(James F. Walsh) Corporation, General Partner
of the Registrant
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Exhibit 10. Material Contracts
POLARIS AIRCRAFT INCOME FUND III
SERVICES AGREEMENT
By and Between
POLARIS INVESTMENT MANAGEMENT CORPORATION,
a California corporation, and
GE CAPITAL AVIATION SERVICES, INC.,
a Delaware corporation
Dated as of July 1, 1994
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SERVICES AGREEMENT
TABLE OF CONTENTS
PAGE
1. DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . 1
2. PROVISION OF SERVICES AND COMPENSATION THEREFOR . . . . . . . 3
2.1 Performance of Services; Staff and Resources . . . . 3
2.2 Compensation for Services . . . . . . . . . . . . . 4
2.3 Expense Reimbursement . . . . . . . . . . . . . . . 4
2.4 Subordination . . . . . . . . . . . . . . . . . . . 5
2.5 Standard of Performance . . . . . . . . . . . . . . 5
2.6 Cooperation . . . . . . . . . . . . . . . . . . . . 5
2.7 Servicer Not a General Partner . . . . . . . . . . . 5
2.8 PIMC Responsibility . . . . . . . . . . . . . . . . 5
3. REPRESENTATIONS AND WARRANTIES . . . . . . . . . . . . . . . 6
3.1 Representations by PIMC . . . . . . . . . . . . . . 6
3.2 Representations by Servicer . . . . . . . . . . . . 6
3.3 Survival . . . . . . . . . . . . . . . . . . . . . . 7
4. CONTROL AND DECISION-MAKING . . . . . . . . . . . . . . . . . 7
4.1 General Partner's Role; Actions Requiring
Approval . . . . . . . . . . . . . . . . . . . . . . 7
4.2 Servicer Committee . . . . . . . . . . . . . . . . . 8
4.3 Reports and Other Documents . . . . . . . . . . . . 8
4.4 Access . . . . . . . . . . . . . . . . . . . . . . . 9
4.5 Maintenance of Books and Records . . . . . . . . . . 9
5. EXCULPATION AND INDEMNIFICATION . . . . . . . . . . . . . . . 9
5.1 Exculpation and Indemnification of Servicer . . . . 9
5.2 Exculpation and Indemnification of PIMC . . . . . . 10
6. TERM AND TERMINATION . . . . . . . . . . . . . . . . . . . . 10
6.1 Term . . . . . . . . . . . . . . . . . . . . . . . 10
6.2 Termination by PIMC . . . . . . . . . . . . . . . . 10
6.3 Termination by Servicer . . . . . . . . . . . . . . 10
6.4 Effect of Termination . . . . . . . . . . . . . . . 11
6.5 Post-Termination Matters . . . . . . . . . . . . . . 11
7. ASSIGNMENT . . . . . . . . . . . . . . . . . . . . . . . 12
8. CONFLICTS OF INTEREST . . . . . . . . . . . . . . . . . . . . 12
9. NO THIRD PARTY BENEFICIARIES . . . . . . . . . . . . . . . . 13
i<PAGE>
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PAGE
10. MISCELLANEOUS . . . . . . . . . . . . . . . . . . . . . . . 13
10.1 No Commingling . . . . . . . . . . . . . . . . . . . 13
10.2 Successors and Assigns . . . . . . . . . . . . . . . 13
10.3 Governing Law . . . . . . . . . . . . . . . . . . . 13
10.4 Entire Agreement . . . . . . . . . . . . . . . . . . 13
10.5 Waivers . . . . . . . . . . . . . . . . . . . . . . 13
10.6 Counterparts . . . . . . . . . . . . . . . . . . . . 13
10.7 Independent Contractor Relationship . . . . . . . . 14
10.8 Further Assurances . . . . . . . . . . . . . . . . . 14
10.9 Severability . . . . . . . . . . . . . . . . . . . . 14
10.10 Notices . . . . . . . . . . . . . . . . . . . . . . 14
10.11 Titles and Captions . . . . . . . . . . . . . . . . 15
10.12 Amendments to Partnership Agreement . . . . . . . . 15
10.13 Attorneys' Fees . . . . . . . . . . . . . . . . . . 15
10.14 Additional Insured . . . . . . . . . . . . . . . . . 15
10.15 Net Worth of Servicer . . . . . . . . . . . . . . . 15
ii<PAGE>
<PAGE>
SERVICES AGREEMENT
THIS SERVICES AGREEMENT ("Services Agreement") is entered into to be
effective as of July 1, 1994, by and between: GE CAPITAL AVIATION SERVICES,
INC., a Delaware corporation ("Servicer"), and POLARIS INVESTMENT MANAGEMENT
CORPORATION, a California corporation ("PIMC").
RECITALS
A. PIMC currently serves as general partner of Polaris Aircraft
Income Fund III, a California Limited Partnership formed under the laws of the
State of California (the "Partnership").
B. PIMC desires to enter into this Services Agreement with Servicer
in order to engage Servicer to perform or cause to be performed for the
Partnership certain services which are more specifically described in
Section 2.
C. Servicer, having personnel with substantial expertise in the
areas of managing, leasing, selling and otherwise dealing with aircraft of the
type owned by the Partnership and providing administrative services in
connection therewith, and having the capability, technology and other
supporting resources to perform the services as they are required to be
performed by Servicer pursuant to this Services Agreement, desires to be
engaged to perform such services.
D. PIMC will continue to maintain such executive personnel and
other staff as PIMC shall determine in order to enable PIMC to discharge all of
its responsibilities, including those referred to in this Services Agreement.
AGREEMENT
NOW, THEREFORE, in consideration of the mutual provisions contained
herein and for other good and valuable consideration, the receipt and
sufficiency of which are hereby acknowledged, the parties agree as follows:
1. DEFINITIONS.
For purposes of this Services Agreement, the following terms shall
have the respective meanings ascribed to them below. Capitalized terms used
herein, but not otherwise defined below or elsewhere in this Services
Agreement, shall have the respective meanings assigned to them in the
Partnership Agreement (as such term is hereinafter defined):
Affiliate of any person shall mean: (i) any other person directly or
indirectly controlling, controlled by or under common control with such
person; (ii) any other person owning or controlling ten percent or more of
the outstanding voting securities of such person; (iii) any officer,
director or partner of such person; and (iv) if such other person is an
officer, director or partner, any company for which such person acts in
such capacity.
Aircraft shall mean the aircraft owned directly or indirectly by the
Partnership and any related equipment, including spare parts and engines,
and shall include any beneficial interest in an Aircraft.
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Aircraft Management Fee shall have the meaning set forth in the
Partnership Agreement.
Aircraft Management Services shall mean the Aircraft management
services which are provided to the Partnership by PIMC pursuant to the
terms of the Partnership Agreement in managing the Partnership's portfolio
of Aircraft, and shall include the services described in Section 9.3 of
the Partnership Agreement with respect to the Aircraft.
Aircraft Sales Services shall mean the services which are provided to
the Partnership by PIMC pursuant to the terms of the Partnership Agreement
in connection with the sale or other disposition of one or more of the
Aircraft by the Partnership.
Assignment shall have the meaning set forth in Section 7 of this
Services Agreement.
Cash Available from Operations shall have the meaning set forth in
Section 2.1 of the Partnership Agreement.
Cash Available from Sale Proceeds shall have the meaning set forth in
Section 2.1 of the Partnership Agreement.
Conflicts Standard shall have the meaning set forth in Section 8 of
this Services Agreement.
Effective Date shall mean July 1, 1994.
GE Capital shall mean General Electric Capital Corporation, a New
York corporation.
Legal Proceeding shall mean any action, suit, litigation,
arbitration, proceeding (including, without limitation, any civil,
criminal, administrative or appellate proceeding), prosecution, audit,
examination, inquiry, inquest, hearing or investigation.
Other Assets shall have the meaning set forth in Section 8 of this
Services Agreement.
Partnership shall have the meaning set forth in Recital A.
Partnership Agreement shall mean the Amended and Restated Limited
Partnership Agreement governing the affairs of the Partnership in effect
as of the Effective Date, as the same may be amended thereafter from time
to time.
Partnership Expenses shall mean any expenses that the Partnership may
permissibly pay or reimburse to PIMC or an Affiliate of PIMC pursuant to
the terms of the Partnership Agreement, including but not limited to all
such expenses which are described in Section 10.1 of the Partnership
Agreement.
PIMC Managed Asset shall have the meaning set forth in Section 8 of
this Services Agreement.
Portfolio Management Services shall mean the portfolio and
partnership management services which are provided to the Partnership
pursuant to the terms of the Partnership Agreement, including but not
limited to:
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(i) preparing or causing to be prepared certain reports,
statements and other relevant information relating to the Partnership
as PIMC may from time to time request;
(ii) employing employees, agents, independent contractors,
brokers, attorneys, accountants and other persons to perform services
for the Partnership, and dismissing such persons;
(iii) preparing, filing and publishing any and all instruments
or documents necessary to enable the Partnership to transact business
or otherwise to exist, operate and be recognized as a limited
partnership in jurisdictions outside California;
(iv) preparing financial projections of future results of
operations;
(v) causing to be performed any substantive accounting or tax
related research on new issues;
(vi) pursuant to the appropriate instruction by PIMC, causing
checks to be signed and approving wire transfers from bank accounts;
(vii) preparing and coordinating any communication regarding
delinquent payments with aircraft lessees; and
(viii) performing financial analyses with respect to
capitalization of aircraft expenditures.
; provided, however, that Portfolio Management Services shall not include
(i) Aircraft Management Services, (ii) Aircraft Sales Services,
(iii) investor relations services, and (iv) those accounting and financial
reporting services defined as the "Services" in that certain Program
Accounting and Financial Reporting Administration Agreement between PIMC
and ReSource/Phoenix, a division of Phoenix Leasing Incorporated.
Sales Commission shall have the meaning assigned to such term in
Section 2.1 of the Partnership Agreement.
Servicer Committee shall have the meaning set forth in Section 4.2 of
this Services Agreement.
Services shall mean the Aircraft Sales Services, the Aircraft
Management Services, and the Portfolio Management Services.
Standard of Performance shall have the meaning set forth in
Section 2.5 of this Services Agreement.
Termination Date shall mean the date on which this Services Agreement
terminates pursuant to the provisions of Section 6 of this Services
Agreement.
Unit Holders shall mean the investors in the Partnership, whether
denominated as limited partners or unit holders, and their respective
assignees or transferees.
2. PROVISION OF SERVICES AND COMPENSATION THEREFOR.
2.1 Performance of Services; Staff and Resources. From and after the
Effective Date, Servicer shall provide or arrange for the provision of the
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Aircraft Management Services, Aircraft Sales Services and Portfolio Management
Services. Servicer shall employ or otherwise engage such staff and maintain
such supporting resources as Servicer shall reasonably deem necessary, both in
number and in quality, to enable Servicer to perform the Services in accordance
with the terms of this Services Agreement.
2.2 Compensation For Services. As full compensation for the performance
of the Services by Servicer, PIMC shall pay to Servicer the following amounts:
(i) an amount equal to fifty percent (50%) of the Aircraft
Management Fees received by PIMC at any time pursuant to Section 9.3 of
the Partnership Agreement with respect to the period from the Effective
Date until the Termination Date, which amount shall be paid to Servicer
within five days after the date on which PIMC receives the corresponding
Aircraft Management Fees;
(ii) an amount equal to all Sales Commissions received by PIMC at
any time pursuant to Section 9.4 of the Partnership Agreement with respect
to sales of Aircraft arranged or effected by Servicer pursuant to this
Services Agreement during the period from the Effective Date until the
Termination Date, which amount shall be paid to Servicer by PIMC within
five days after the date on which PIMC receives the corresponding Sales
Commissions with respect to such Aircraft;
(iii) within five days after the end of each calendar year, with
respect to the immediately preceding year, an amount equal to the
difference between (A) the Cash Available From Operations and Cash
Available From Sale Proceeds which PIMC receives from the Partnership
during such preceding year, and (B) any amounts paid with respect to such
preceding year by PIMC to parties other than Servicer for services related
to the Partnership (not including any such amounts for which PIMC is
entitled to reimbursement from the Partnership); and
(iv) an amount equal to the reimbursement (the "Expense
Reimbursement") for Partnership Expenses which PIMC receives from the
Partnership pursuant to Section 2.3 herein on account of expenses incurred
by Servicer in performing the Services pursuant to this Services
Agreement.
2.3 Expense Reimbursement. The Expense Reimbursement to be made to
Servicer pursuant to clause (iv) of Section 2.2 shall be based upon Services
actually performed by Servicer during the period from the Effective Date until
the Termination Date, and shall be subject to all of the expense reimbursement
limitations set forth in the Partnership Agreement, including but not limited
to those set forth in Sections 10.1 and 10.2 of the Partnership Agreement.
Servicer shall on a monthly basis submit to PIMC an itemized statement of
expenses incurred by Servicer in performing the Services pursuant to this
Services Agreement for the immediately preceding month as to which Servicer
believes it is entitled to reimbursement pursuant to the Partnership Agreement.
Such statement shall be accompanied by such supporting detail and documentation
(including without limitation employee time records, receipts, expense
allocation information and the like) as PIMC shall reasonably request. After
receiving such itemized statement and such detail and documentation for a
particular month, PIMC shall review the same and promptly make a determination
of the amount of such expenses which are "Partnership Expenses" and as to which
Servicer is entitled to be reimbursed pursuant to the Partnership Agreement.
The determination of PIMC in this regard shall be final and binding upon
Servicer, absent manifest error on the part of PIMC. Promptly after making
such determination, PIMC shall submit to the Partnership for reimbursement the
amount of Partnership Expenses PIMC so determines are reimbursable, and will
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pay to Servicer an amount equal to the amount of such expenses actually
reimbursed by the Partnership to PIMC on account of Services performed by
Servicer, within five days after the date PIMC receives such reimbursement from
the Partnership.
2.4 Subordination. Servicer hereby acknowledges that payments by the
Partnership to PIMC of Sales Commissions are subordinated to certain returns to
the Unit Holders as provided in Section 9.4 of the Partnership Agreement and
that no amounts will be paid to Servicer unless and until such time, if any, as
PIMC shall actually receive from the Partnership the Sales Commissions.
2.5 Standard of Performance. In performing the Services required to be
performed by it pursuant to this Services Agreement, Servicer shall perform
such Services (i) in accordance with all applicable laws, rules and
regulations, (ii) in a manner that is consistent with all applicable provisions
of the Partnership Agreement (and Servicer shall take no action with respect to
the Partnership which PIMC as general partner of the Partnership is not
permitted to take), and (iii) with such care and in accordance with such
standards of performance as would be applied to the general partner of the
Partnership pursuant to the terms of the Partnership Agreement if the general
partner had performed such Services directly (including, without limitation, in
accordance with any fiduciary duty owed by the general partner of the
Partnership as a result of its status as general partner of the Partnership).
Without limiting the generality of the foregoing, Servicer shall not directly
or indirectly take any of the actions prohibited by Section 15.3 of the
Partnership Agreement. (The standards set forth in this Section 2.5 shall be
referred to collectively as the "Standard of Performance").
2.6 Cooperation. PIMC shall at all times cooperate with Servicer to
enable Servicer to provide the Services, including providing Servicer with all
powers of attorney as may be reasonably necessary or appropriate for Servicer
to perform the Services.
2.7 Servicer Not a General Partner. PIMC shall continue to serve as
general partner of the Partnership and shall continue to have all of the
rights, powers, and interests as general partner, whether granted to it by the
Partnership Agreement, by applicable law, rule or regulation, or otherwise.
Nothing in this Services Agreement is intended to imply that Servicer is acting
as or substituting for PIMC as the general partner of the Partnership, and PIMC
acknowledges that the responsibility for the Partnership and the protection of
the assets of the Partnership which PIMC had immediately prior to the Effective
Date by virtue of its role as general partner of the Partnership shall remain
with PIMC, and PIMC shall take such actions as PIMC deems necessary or
appropriate in order to discharge such responsibility. Without limiting the
foregoing, no provision of this Services Agreement (including without
limitation the provisions of this Section 2 requiring Servicer to perform
Portfolio Management Services for the Partnership) shall be construed as
stating or implying that Servicer is acting as or substituting for PIMC as
general partner of the Partnership, or that Servicer has assumed any fiduciary
duty that PIMC, as general partner of the Partnership, has had or hereafter
has.
2.8 PIMC Responsibility. Notwithstanding the appointment of Servicer to
perform the Services, PIMC shall continue to have and exercise through the PIMC
board of directors control and management of all matters related to its ongoing
business, operations, assets and liabilities.
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3. REPRESENTATIONS AND WARRANTIES
3.1 Representations by PIMC. PIMC hereby represents and warrants to
Servicer as follows:
(i) PIMC (a) is a corporation duly organized, validly existing and
in good standing under the laws of the State of California, and (b) has
full corporate power and authority to enter into this Services Agreement
and to perform all of the terms, conditions and provisions set forth
herein to be performed by PIMC, and the execution, delivery and
performance of this Services Agreement by PIMC have been duly authorized
by all necessary action on the part of PIMC and its officers, directors
and stockholder, and this Services Agreement has been duly executed and
delivered by PIMC;
(ii) this Services Agreement is binding upon and enforceable against
PIMC in accordance with its terms subject to applicable bankruptcy,
insolvency, reorganization, moratorium and similar laws affecting
creditors' rights and remedies generally and subject, as to
enforceability, to general principles of equity (regardless of whether
enforcement is sought in a proceeding at law or in equity);
(iii) none of the transactions hereby contemplated to be performed
by PIMC, nor the fulfillment of the terms, provisions and conditions
hereof, will materially conflict with, or result in a material breach of
any of the material terms, conditions, or provisions of, or constitute a
default under (a) any of the provisions of PIMC's articles of
incorporation or bylaws, (b) any resolution adopted by the stockholder or
board of directors of PIMC, or (c) any material agreement or instrument to
which PIMC is a party or by which it is bound;
(iv) the Partnership Agreement permits PIMC to engage Servicer to
perform the Services described in this Services Agreement on the terms set
forth herein;
(v) the copy of the Partnership Agreement heretofore provided to
Servicer is a true, correct and complete copy; and
(vi) PIMC is the sole general partner of the Partnership.
3.2 Representations by Servicer. Servicer hereby represents and warrants
to PIMC as follows:
(i) Servicer (a) is a corporation duly organized, validly existing
and in good standing under the laws of the State of Delaware, and (b) has
full corporate power and authority to enter into this Services Agreement
and to perform all of the terms, conditions and provisions set forth
herein to be performed by Servicer, and the execution, delivery and
performance of this Services Agreement by Servicer have been duly
authorized by all necessary action on the part of Servicer and its
officers, directors and stockholder, and this Services Agreement has been
duly executed and delivered by Servicer;
(ii) this Services Agreement is binding upon and enforceable against
Servicer in accordance with its terms subject to applicable bankruptcy,
insolvency, reorganization, moratorium and similar laws affecting
creditors' rights and remedies generally and subject, as to
enforceability, to general principles of equity (regardless of whether
enforcement is sought in a proceeding at law or in equity); and
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(iii) none of the transactions hereby contemplated to be performed
by Servicer, nor the fulfillment of the terms, provisions and conditions
hereof, will materially conflict with, or result in a material breach of
any of the material terms, conditions, or provisions of, or constitute a
default under (a) any of the provisions of Servicer's certificate of
incorporation or bylaws, (b) any resolution adopted by the stockholder or
board of directors of Servicer, or (c) any material agreement or
instrument to which Servicer is a party or by which it is bound.
3.3 Survival. All representations and warranties contained in this
Services Agreement or made pursuant hereto or in connection herewith shall
remain in effect for a period of 12 months after the Termination Date, after
which they shall expire and cease to be of any force and effect, provided that
any representation or warranty which is not true when made and which is made
fraudulently and with intent to defraud or mislead shall survive such 12-month
period.
4. CONTROL AND DECISION-MAKING.
4.1 General Partner's Role; Actions Requiring Approval.
(a) PIMC, as general partner of the Partnership, shall have the
right to review and supervise all actions taken by Servicer hereunder.
Servicer shall take any actions relating to this Services Agreement that PIMC
may direct so long as such actions are reasonably deemed by PIMC to be
necessary or appropriate in order to permit PIMC to fulfill its fiduciary
duties as general partner of the Partnership or otherwise to be in the best
interests of the Partnership or its Unit Holders.
(b) Except as provided in this subsection (b) or subsection (c)
below, Servicer shall have the power and authority to provide or arrange for
the provision of the Services, without prior approval from PIMC.
Notwithstanding anything herein to the contrary, the following actions with
respect to the Partnership shall require the prior approval of PIMC, and if
Servicer shall propose that PIMC approve any of the following actions with
respect to the Partnership, it shall prepare and submit to PIMC, at a time
sufficiently far in advance of the date such action is proposed to be taken as
is reasonably necessary for PIMC to consider whether or not to approve such
proposed action (and in no event less than five days prior to the date of such
proposed action), a written description of the proposed action stating the
basis therefor and Servicer's recommendation with respect thereto (together
with such supporting materials as PIMC may reasonably request):
(i) selling or otherwise disposing of one or more Aircraft by the
Partnership (including, without limitation, the sale or other disposition
of an Aircraft as parts or scrap);
(ii) entering into any new lease (or any renewal or extension of an
existing lease) with respect to any Aircraft;
(iii) terminating or modifying any lease with respect to any
Aircraft;
(iv) financing or refinancing one or more Aircraft by the
Partnership;
(v) borrowing money by the Partnership;
(vi) surrendering an Aircraft to a lender;
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(vii) filing for protection under the bankruptcy laws by the
Partnership;
(viii) deferring or waiving any Partnership obligations to PIMC;
(ix) hiring counsel for the Unit Holders;
(x) making material capital, maintenance or inspection expenditures
for the Partnership;
(xi) hiring any broker to sell or lease any Aircraft;
(xii) causing an Aircraft to be placed in storage for a period in
excess of thirty days;
(xiii) transferring Partnership assets to a master limited
partnership or any other form of so-called partnership roll-up;
(xiv) entering into any contract (including, without limitation, any
contract of sale), agreement or instrument other than a contract,
agreement or instrument entered into in the ordinary course of business
that has a term of less than one year and that does not contemplate
payments which will exceed, over the term of the contract, agreement or
instrument, $100,000 in the aggregate;
(xv) issuing any guaranty on behalf of, or otherwise pledging the
credit of, the Partnership;
(xvi) incurring on behalf of the Partnership any liability (actual
or contingent) or causing any such liability to be incurred;
(xvii) amending the Partnership Agreement in any respect;
(xviii) changing in any material respect the type or amount of
insurance coverage in place for the Partnership as of the Effective Date;
(xix) making any distributions to Unit Holders;
(xx) commencing any Legal Proceeding with respect to the Partnership
or the Aircraft; and
(xxi) incurring any Partnership Expenses for which Servicer will
seek reimbursement pursuant to this Services Agreement which exceed in the
aggregate, for any calendar month, the sum of $10,000.
(c) In addition to the matters listed in subsection (b) above, PIMC
shall have the right, upon at least ten (10) days' prior written notice to
Servicer, to designate any additional action as an action that shall require
PIMC's prior approval if, in PIMC's reasonable judgment, such designation is
reasonably necessary in order to permit PIMC to carry out its fiduciary duties
as general partner of the Partnership.
4.2 Servicer Committee. Servicer has established or shall hereafter
establish a committee (the "Servicer Committee) which shall have, and shall
regularly exercise, the authority to approve matters relating to this Services
Agreement. Servicer shall submit to PIMC for PIMC's approval only those
proposed actions which have previously been approved by the Servicer Committee.
4.3 Reports and Other Documents. Servicer shall supply to PIMC the
following documents and reports:
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(i) copies of all correspondence and reports prepared by, or at the
direction of, Servicer and sent to or filed on behalf of the Partnership
with any federal regulatory agency (including, without limitation, the
Securities and Exchange Commission) or with any state or local regulatory
agency;
(ii) copies of all complaints, arbitration notices, mediation
notices, cease and desist orders and other similar orders from federal,
state or local regulatory authorities or other third parties, notices
threatening any Proceeding, and any other similar notices, in each case
which are received by Servicer and which relate to the Partnership or its
assets or operations;
(iii) copies of the annual report (including audited financial
statements) and related management letters normally prepared with respect
to the Partnership by the independent certified public accountants for the
Partnership;
(iv) any return (including any informational return), report,
statement, schedule, notice, form or other document or information
prepared by, or at the direction of, Servicer and filed with or submitted
to, or required to be filed with or submitted to, any federal, state or
local governmental agency in connection with the determination,
assessment, collection, or payment of any tax, assessment, deficiency or
other fee relating in any way to the Partnership or its assets or
operations; and
(v) copies of such other documents and reports relating to this
Services Agreement as PIMC may reasonably request.
Copies of the materials described in clauses (i), (iii) and (iv) above shall be
submitted to PIMC for its review and approval prior to the time the same are
sent to Unit Holders, filed with the Securities and Exchange Commission or any
state or local regulatory agency, or filed with any taxing authority, as
applicable.
4.4 Access. PIMC shall have the right, at all reasonable times during
customary business hours and at its own expense, upon reasonable advance notice
to Servicer, to inspect and make copies of the books of account and records of
Servicer relating to this Services Agreement and the matters set forth herein,
to enable PIMC to monitor the performance by Servicer under this Services
Agreement and otherwise to enable PIMC to discharge its obligations under this
Services Agreement and its obligations and responsibilities as general partner
of the Partnership. Such right may be exercised on behalf of PIMC by any
designated agent or employee of PIMC or by an independent certified public
accountant designated by PIMC.
4.5 Maintenance of Books and Records. Without the prior written consent
of PIMC, Servicer shall not destroy or otherwise dispose of the books of
account and records of Servicer relating to this Services Agreement or the
matters set forth herein.
5. EXCULPATION AND INDEMNIFICATION.
5.1 Exculpation and Indemnification of Servicer. Nothing contained in
this Services Agreement shall in any way limit or constitute a waiver of any of
the exculpation and indemnification rights to which Servicer may be entitled
pursuant to (i) the Partnership Agreement (including without limitation the
provisions of Section 22 thereof), (ii) applicable laws, rules and regulations,
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and (iii) the provisions of any insurance policy now or hereafter maintained
which provides coverage to Servicer.
5.2 Exculpation and Indemnification of PIMC. Nothing contained in this
Services Agreement shall in any way limit or constitute a waiver of any of the
exculpation and indemnification rights to which PIMC may be entitled pursuant
to (i) the Partnership Agreement (including without limitation the provisions
of Section 22 thereof), (ii) applicable laws, rules, and regulations, and
(iii) the provisions of any insurance policy now or hereafter maintained which
provides coverage to PIMC.
6. TERM AND TERMINATION.
6.1 Term. This Services Agreement shall commence on the Effective Date
and shall continue until the completion of the winding up and liquidation of
the Partnership and the distribution of all of its assets; provided, however,
that this Services Agreement may be sooner terminated by PIMC in the manner
provided in Section 6.2 below, and may be sooner terminated by Servicer in the
manner provided in Section 6.3 below.
6.2 Termination by PIMC. If, during the term of this Services Agreement,
any of the events listed below shall occur, PIMC, in addition to all of its
other rights and remedies, may terminate this Services Agreement upon written
notice to Servicer:
(i) any breach by Servicer of any of the representations, warranties
or covenants made by Servicer in this Services Agreement or in any
certificate or document executed pursuant hereto or in connection
herewith, which breach shall not be cured within thirty (30) days after
receipt of written notice thereof from PIMC or within such longer period
(but in any event not to exceed one hundred and twenty (120) days), if
any, as may be reasonably required to effect such cure by Servicer so long
as Servicer is diligently proceeding to effect such cure;
(ii) the discontinuance or cessation of business by Servicer,
including by reason of the bankruptcy of Servicer;
(iii) a decision made in the good faith judgment of PIMC that
termination is required to permit PIMC to satisfy its fiduciary
obligations to the Partnership or the Unit Holders;
(iv) at any time after the Effective Date, the adoption or enactment
of any applicable law or governmental rule, requirement, guideline, order
or regulation, or any change therein or change in the interpretation or
administration thereof, by any judicial or governmental authority which
shall make it illegal, impossible or inappropriate for PIMC to engage
Servicer to provide the Services;
(v) a decision made in the good faith judgment of PIMC that Servicer
is not acting in the best interests of the Partnership; or
(vi) the withdrawal, removal or replacement of PIMC as general
partner of the Partnership.
6.3 Termination by Servicer. If, during the term of this Services
Agreement, any of the events listed below shall occur, Servicer, in addition to
all of its other rights and remedies, may terminate this Services Agreement
upon written notice to PIMC:
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(i) a continuing default in the payment of any amounts owing to
Servicer under this Services Agreement, which default shall not be cured
within ten (10) days after receipt of written notice thereof from
Servicer;
(ii) the breach by PIMC of any of PIMC's representations, warranties
or covenants set forth in this Services Agreement or in any certificate or
document executed pursuant hereto or in connection herewith (other than
those covenants described in clause (i) above dealing with the payment of
amounts owing to Servicer under this Services Agreement), which breach
shall not be cured within thirty (30) days after receipt of written notice
thereof from Servicer or within such longer period (but in any event not
to exceed one hundred and twenty (120) days), if any, as may be reasonably
required to effect such cure by PIMC so long as PIMC is diligently
proceeding to effect such cure;
(iii) the withdrawal, removal or replacement of PIMC as general
partner of the Partnership;
(iv) at any time after the Effective Date, the adoption or enactment
of any applicable law or governmental rule, requirement, guideline, order
or regulation, or any change therein or change in the interpretation or
administration thereof, by any judicial or governmental authority which
shall make it illegal, impossible or inappropriate for Servicer to provide
the Services described herein; or
(v) the amendment of the Partnership Agreement of the Partnership
which has a material adverse effect on Servicer's rights, compensation or
obligations under this Services Agreement.
6.4 Effect of Termination. In the event of the termination of this
Services Agreement, then the entitlement of Servicer with respect to any
compensation provided for in this Services Agreement shall terminate
concurrently therewith. Notwithstanding the foregoing, no termination of this
Services Agreement shall impair the rights of Servicer to ultimately receive
all amounts earned by Servicer under this Services Agreement prior to the
effective date of any such termination.
6.5 Post-Termination Matters.
Upon the expiration of the term of this Services Agreement or in the
event of the earlier termination of this Services Agreement, Servicer shall:
(i) turn over to PIMC, without charge, all books, records, contracts
and documents relating to the Partnership, whether in writing or stored in
electro-magnetic or any other form, all bank accounts maintained with
respect to the Partnership and/or PIMC, all management summaries relating
to the administration of Partnership business, and all management systems
utilized to provide the Services, and all other materials generally
relating to the Partnership;
(ii) assign to PIMC all executory contracts to which Servicer is a
party which (x) relate primarily to the performance of the Services and
(y) have been approved by PIMC or otherwise have been entered into in
accordance with the provisions of this Services Agreement, whereupon PIMC
or an Affiliate of PIMC shall assume the obligations of Servicer to be
performed after, and that relate to the period after, the date of such
assignment, but only to the extent that such obligations relate to the
performance of the Services for the Partnership;
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(iii) offer to sell to PIMC, at the lower of book or market value,
such equipment, furnishings and other personal property that Servicer
shall then own and shall have utilized in connection with its performance
of this Services Agreement that Servicer shall not require (in Servicer's
sole discretion) in order to continue its other business activities
following termination of this Services Agreement;
(iv) consent, without the payment of any consideration, to the
employment by PIMC, or any other person that PIMC may retain to provide
Services to the Partnership following termination of this Services
Agreement of any of Servicer's employees whom Servicer shall not require
(in Servicer's sole discretion) in order to continue its other business
activities; and
(v) for such period as is reasonably required therefor, generally
cooperate in good faith with PIMC in order to facilitate the discharge by
PIMC of its obligations under the Partnership Agreement and its
obligations under applicable laws, rules, requirements, guidelines, orders
and regulations.
7. ASSIGNMENT.
Servicer shall have no right to assign, give, delegate, convey
(including by way of a transfer of control of Servicer), mortgage, license or
otherwise transfer or encumber all or any part of its rights, duties, or other
interests in this Services Agreement (collectively, an "Assignment"), without
the consent of PIMC; provided, however, that such consent shall not be
unreasonably withheld with respect to a transfer by Servicer to an Affiliate of
Servicer so long as Servicer has given to PIMC at least 60 days prior written
notice of a proposed transfer and so long as (i) the proposed transferee is a
reputable company in good standing in the jurisdictions in which it operates,
(ii) the proposed transferee undertakes in a manner reasonably satisfactory to
PIMC to commit personnel to the provision of Services which are of comparable
quality, number and experience to Servicer personnel providing such Services at
the time of the proposed assignment, and (iii) the proposed transferee has a
net worth of $25,000,000 or more. Any attempted Assignment in violation of
this Section 7 shall be a material default under this Services Agreement and,
at the option of PIMC, shall be null and void.
8. CONFLICTS OF INTEREST.
PIMC acknowledges and agrees that (i) in addition to providing the
Services to PIMC under this Services Agreement, Servicer and its Affiliates may
provide services to, and shall be entitled to provide such services from time
to time with respect to the separate assets ("Other Assets") and businesses of,
GE Capital, its Affiliates and third parties; (ii) in the course of conducting
such activities, Servicer may from time to time have conflicts of interest in
performing its duties on behalf of the various entities to which it provides
services and with respect to the various assets in respect of which it provides
services; and (iii) the PIMC board of directors has approved the transactions
contemplated by this Services Agreement and desires that such transactions be
consummated and in giving such approval the PIMC board of directors has
expressly recognized that such conflicts of interest may arise and that when
such conflicts of interest arise Servicer shall perform the Services in
accordance with the Standard of Performance and the Conflicts Standard.
If conflicts of interest arise regarding the provision of Services
with respect to (i) a particular asset subject to the terms of this Services
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Agreement (a "PIMC Managed Asset"), on the one hand, and another asset owned by
an investment vehicle sponsored by PIMC as to which Servicer provides
management services, on the other hand, or (ii) any PIMC Managed Asset, on the
one hand, and Other Assets, on the other hand, Servicer shall perform the
Services in good faith and, without limiting the generality of the foregoing,
to the extent (x) such PIMC Managed Asset and assets of such investment vehicle
or (y) such PIMC Managed Asset and such Other Assets are substantially similar
in terms of objectively identifiable characteristics relevant for purposes of
the particular Services to be performed, including without limitation
characteristics deemed relevant by a potential lessee or purchaser, Servicer
shall not discriminate between such PIMC Managed Asset and assets of such
investment vehicle or between such PIMC Managed Asset and such Other Assets,
respectively, on the basis of ownership, fees payable to Servicer in respect of
a particular transaction, or on an unreasonable basis. (The standards set
forth in this Section 8 shall be referred to collectively as the "Conflicts
Standard").
9. NO THIRD PARTY BENEFICIARIES.
Under no circumstances shall any provision of this Services Agreement
be deemed to be for the benefit of or enforceable by any person or entity other
than PIMC and Servicer (and their respective permitted successors and assigns)
and, to the extent expressly provided herein, their respective Affiliates.
10. MISCELLANEOUS.
10.1 No Commingling. The funds of PIMC shall not be commingled by
Servicer with the funds of any other person or entity. The funds of the
Partnership shall not be commingled by Servicer with the funds of any other
person or entity, except as expressly permitted by the Partnership Agreement.
10.2 Successors and Assigns. Without limiting the restrictions on
Assignment set forth in Section 7, this Services Agreement shall inure to the
benefit of and be binding upon the parties hereto and their respective
permitted successors and assigns.
10.3 Governing Law. This Services Agreement shall be construed in
accordance with the laws of the State of California, and venue for any legal
action arising out of this Services Agreement shall be in San Francisco County,
California.
10.4 Entire Agreement. This Services Agreement constitutes the entire
agreement between the parties with respect to the subject matter hereof, and
supersedes any prior oral or written agreement between the parties respecting
the subject matter hereof.
10.5 Waivers. Neither this Services Agreement nor any of the terms
hereof may be terminated, amended or waived orally by the parties, but only by
an instrument in writing signed by the party against which enforcement of the
termination, amendment or waiver is sought. Notwithstanding the foregoing
provisions of this Section 10.5, the rights and obligations of the parties
hereunder shall be automatically modified from time to time hereunder to the
extent and in the manner necessary to make this Services Agreement and the
rights and obligations of the parties hereunder comply with any and all
applicable federal, state and local laws, rules and regulations.
10.6 Counterparts. This Services Agreement may be executed in two or
more counterparts, each of which shall be deemed an original, and it shall not
13<PAGE>
<PAGE>
be necessary in making proof of this Services Agreement to produce or account
for more than one such counterpart.
10.7 Independent Contractor Relationship. This Services Agreement is not
intended to and shall not create any relationship of principal and agent,
partnership, joint venture, employer and employee or any other relationship,
association or affiliation whatsoever between the parties, except for that of
independent contractor.
10.8 Further Assurances. Each party covenants on behalf of itself, its
successors and assigns, to execute, with acknowledgment or affidavit if
required, any and all documents and writings which may be necessary or
desirable to carry out the purposes of this Services Agreement.
10.9 Severability. In the event that any provision of this Services
Agreement, or the application of such provision to any person, entity or set of
circumstances, shall be deemed invalid, unlawful or unenforceable to any
extent, the remainder of this Services Agreement, and the application of all
such provisions to persons, entities or circumstances other than those
determined invalid, unlawful or unenforceable shall not be affected and shall
continue to be enforceable to the fullest extent permitted by law.
10.10 Notices.
(a) All notices, demands or requests provided for or permitted to be
given pursuant to this Services Agreement must be in writing. All notices,
demands and requests to be sent to PIMC or the Partnership pursuant hereto
shall be deemed to have been properly given if served by personal delivery, by
depositing the same in the United States mail, postpaid, by depositing the same
with any reputable overnight mail courier, or by transmission of same by
telecopy or similar service, at the following address:
Until September 1, 1994:
Polaris Investment Management Corporation
Four Embarcadero Center, 40th Floor
San Francisco, CA 94111
Attention: James Linnan
After September 1, 1994:
Polaris Investment Management Corporation
201 Mission Street
San Francisco, CA 94105
Attention: James Linnan
with a copy at any time to:
Polaris Investment Management Corporation
1600 Summer Street
Stamford, CT 06927-1559
Attention: Howard Feinsand
(b) All notices, demands or requests to be sent to Servicer
pursuant hereto shall be deemed to have been properly given if served by
personal delivery, by depositing the same in the United States mail, postpaid,
by depositing the same with any reputable overnight mail courier, or by
transmission of same by telecopy or similar service, at the following address:
14<PAGE>
<PAGE>
GE Capital Aviation Services, Inc.
1600 Summer Street
Stamford, CT 06927-1559
Attention: President
with a copy to:
GE Capital Aviation Services, Inc.
1600 Summer Street
Stamford, CT 06927-1559
Attention: General Counsel
(c) Unless another requirement is specifically set forth in any
Section hereof, each notice, demand and request shall be effective upon
personal delivery, upon confirmation of receipt of the applicable telecopy, or
three (3) business days after the date on which the same is deposited in the
United States mail or with any reputable overnight mail courier in accordance
with the foregoing requirements. Rejection or other refusal to accept or the
inability to deliver because of changed address of which no notice was given
shall not adversely impact the effectiveness of any such notice, demand or
request.
(d) By giving to the other parties at least ten (10) days'
written notice thereof, the parties hereto, and their respective permitted
successors and assigns, shall have the right from time to time and at any time
during the term of this Services Agreement to change their respective addresses
and each shall have the right to specify as its address any other address
within the United States of America.
10.11 Titles and Captions. Paragraph titles or captions contained in
this Services Agreement are inserted only as a matter of convenience and for
reference. Such titles and captions in no way define, limit, extend or
describe the scope of this Services Agreement nor the intent of any provisions
hereof.
10.12 Amendments to Partnership Agreement. PIMC hereby covenants and
agrees that it shall give to Servicer prompt written notice of any amendment to
the Partnership Agreement proposed by PIMC or, to PIMC's knowledge, proposed by
Unit Holders of the Partnership.
10.13 Attorneys' Fees. If any party hereto brings an action to
enforce the terms hereof or to obtain a declaration of the rights of such party
hereunder, the prevailing party in any such action, upon its final resolution,
shall be entitled to such party's reasonable attorneys' fees to be paid by the
losing party.
10.14 Additional Insured. PIMC agrees that Servicer may add itself
and its Affiliates as additional insured parties (at the expense of the
Partnership to the extent permitted by the Partnership Agreement) under any
blanket insurance program applicable to the Partnership that is in effect from
time to time with respect to the Services provided hereunder.
10.15 Net Worth of Servicer.
(a) Servicer represents and warrants that no later than 30 days
after the date this Services Agreement has been fully executed, its net worth
(calculated in accordance with generally accepted accounting principles) will
be greater than $25,000,000. Servicer covenants and agrees that from and after
the date Servicer's net worth is greater than $25,000,000 as provided in the
immediately preceding sentence, Servicer will not pay or permit to be paid any
15<PAGE>
<PAGE>
dividends or make any other distributions to its shareholder or shareholders
which would have the result of reducing Servicer's net worth to the extent
that Servicer's net worth following any such reduction would be less than
$25,000,000.
(b) Within one hundred twenty (120) days after the end of each
calendar year during the term of this Services Agreement, Servicer shall cause
to be delivered to PIMC a balance sheet setting forth Servicer's net worth as
of the last day of such calendar year (calculated in accordance with generally
accepted accounting principles).
16<PAGE>
<PAGE>
IN WITNESS WHEREOF, the parties have executed this Services
Agreement as of the Effective Date.
SERVICER:
GE CAPITAL AVIATION SERVICES, INC.
a Delaware corporation
By: /S/ Howard L. Feinsand
----------------------
Name: Howard L. Feinsand
------------------
Its: Senior Vice President
---------------------
PIMC:
POLARIS INVESTMENT MANAGEMENT CORPORATION,
a California corporation
By: /S/ Howard L. Feinsand
----------------------
Name: Howard L. Feinsand
------------------
Its: Senior Vice President
---------------------
17<PAGE>
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<FISCAL-YEAR-END> DEC-31-1994
<PERIOD-END> DEC-31-1994
<PERIOD-TYPE> YEAR
<CASH> 15810799
<SECURITIES> 0
<RECEIVABLES> 3234952
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0
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<OTHER-SE> 85866969
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