ITEM 1. BUSINESS
General
Pegasus Aircraft Partners, L.P. (the "Partnership" or the "Registrant") is a limited partnership organized under the laws of the State of Delaware on June 23, 1988. The general partners of the Partnership are Pegasus Aircraft Management Corporation, the Managing General Partner, a California corporation that is a wholly-owned subsidiary of Pegasus Capital Corporation, and Air Transport Leasing, Inc., the Administrative General Partner, a Delaware corporation that is a wholly-owned subsidiary of Paine Webber Group Inc. (collectively, the "General Partners")
On October 18, 1988, the Partnership commenced an offering of limited partnership depositary units ("Units"). The $80,000,000 maximum offering size was reached during the first quarter of 1989. The Partnership incurred $8,441,000 of commissions and other expenses in connection with the sale of these Units.
Although the Partnership was organized on June 23, 1988, the Partnership conducted no activities and recognized no revenues, profits or losses prior to December 21, 1988 at which time the Partnership commenced operations. During the period between December 23, 1988 and March 22, 1989, the Partnership acquired its portfolio of used commercial aircraft, which are principally subject to triple net operating leases with commercial air carriers. Two of the initial aircraft have been converted to a freighter configuration and leased to freight companies.
The Partnership is required to dissolve and distribute all of its assets no later than December 31, 2012. The Partnership had the right, subject to certain conditions, to reinvest the proceeds of sales of aircraft occurring prior to March 22, 1997. The net proceeds of any sales of aircraft will generally be first utilized to reduce debt and then applied to general working capital reserves.
Outlook for the Airline and Aircraft Leasing Industries
Although not a record year, the US airline industry had a profitable year in 1999 that continued the industry's trend of sustained profitability. The industry also accepted delivery of a record number of new aircraft which also put pressure on profitability. The industry's results historically have been highly correlated to general economic activity.
Fuel prices have continued to rise during 1999 and early 2000. If fuel prices were to continue to rise to significantly higher levels, cost pressures could adversely affect airline financial performance, particularly those airlines already experiencing cash flow difficulties. Historically, periods of extraordinary energy cost increases have corresponded with general economic slowdown and/or price inflation, which could have a further adverse affect on air travel and airline performance.
Due to concern regarding potential inflation, the US Federal Reserve Board has recently increased its key lending rate on a number of occasions in an attempt to moderate economic activity. It is unclear as to the ultimate impact on the level of economic activity of these rate increases, however, a significant economic slowdown could have an adverse affect on air travel and airline performance.
The supply of newer aircraft has led to further retirements of older aircraft, such as those owned by the Partnership. The number of used widebody (two aisle) aircraft such as the Partnership's Boeing 747-100 that are available for sale or lease has increased. The full implementation of Stage III noise standards by year end 1999 also led to additional older Stage II aircraft being retired.
Trans World Airlines, Inc. ("TWA") which accounted for 49% of the Partnership's revenues in 1999, announced its eleventh consecutive unprofitable year. While TWA is replacing older aircraft with newer, more fuel efficient aircraft, its inability to achieve sustained profitability is of concern.
The General Partners believe that installing hushkits to achieve Stage III noise compliance and the conversion of two of the Boeing 727-200 aircraft to freighters has improved the marketability of the Partnership's portfolio. Passenger aircraft and freighter aircraft leasing continues to be a highly
competitive business and the Partnership's lessees also continue to face significant challenges.
Aircraft Portfolio
Immediately below is a table which shows the December 1999 appraised value of the Partnership's aircraft to be approximately $43.1 million, or 50% of the portfolio's original acquisition cost (excluding acquisition fees) increased by capital expenditures (and net of maintenance reserves collected from lessees applied against aircraft maintenance checks and aircraft capital improvements) since acquisition. Based in part on these appraised values, the Partnership's net asset value at December 31, 1999 was equal to $6.48 per Unit. It should be noted that these are only estimates of values at that date and not necessarily representative of the values that will ultimately be realized when these aircraft are disposed of, nor does this represent the values that may be realized upon the disposition of a Unit.
The following table describes the Partnership's aircraft portfolio at December 31, 1999:
Notes:
(1) Acquisition costs do not include acquisition related fees of $2.0 million paid to the General Partners. The amounts shown include additional investments, net of retirements, in the respective aircraft which aggregated approximately $17.4 million, of which $4.5 million was made in 1999, $1.5 million was made in 1998, and $7.8 million was made in 1997 in respect of the two Boeing 727-200 non-advanced aircraft and the Boeing 727-200 advanced aircraft, net of the application of $1.7 million of maintenance reserves collected.
(2) The December 1999 appraised values were determined by an independent aircraft appraisal firm. Appraised values include the present value of rents due under leases in place plus the present value of an estimated residual value for the aircraft at the end of the lease, generally assuming half-time condition. The appraiser also assumes that achieving fair market value may require 12 to 18 months of exposure to prospective buyers. It should be noted that appraisals are only estimates of value and should not be relied on as measures of realizable value. A discount rate of 10% was utilized and inflation was assumed to be 2.5% per annum. The Boeing 747-100 value is from a negotiated sale agreement with TWA.
(3) Lease expiration dates do not include renewal options unless already exercised.
(4) The number of cumulative flight cycles and cumulative flight hours shown are as of December 31, 1999, with the exception of the McDonnell Douglas MD-81 leased to US Airways Group, Inc., which is as of January 6, 2000.
(5) The Boeing 747-100 currently complies with Stage III requirements if it is flown with certain operating restrictions.
(6) The remaining one-half beneficial interest is owned by Pegasus Aircraft Partners II, L.P., an affiliated partnership.
(7) Airframe is advanced, engines are JT8D-9A's.
(8) Federal Express hushkit installed.
A description of the principal financial terms of the leases is discussed further in Item 8.
Significant Lessees
The Partnership leased its aircraft to five different airlines during 1999. Revenues from each of the airlines below accounted for greater than 10% of the total rental revenues of the Partnership during 1999:
Percent of Total Airline Rental Revenues ------- ---------------
Trans World Airlines, Inc. 49% TNT Transport International B.V. 18% US Airways Group, Inc. 15% Sky Trek International Airlines, Inc. 12%
Safety Requirements and Aircraft Aging
In addition to registration, the FAA imposes strict requirements governing aircraft inspection and certification, maintenance, equipment requirements, general operating and flight rules (including limits on arrivals and departures), noise levels, certification of personnel and record keeping in connection with aircraft maintenance. FAA regulations establish standards for repairs, periodic overhauls and alterations and require that the owner or operator of an aircraft establish an airworthiness inspection program to be carried out by certified mechanics. Pursuant to the leases and FAA regulations, no aircraft of the Partnership may be operated without a current airworthiness certificate.
The FAA periodically reviews Service Bulletins which are issued by the aircraft manufacturers. These bulletins focus on safety problems that have developed during the aircraft's operation. The FAA may incorporate these Service Bulletins in Airworthiness Directives ("ADs"), which are mandates requiring the airline to perform specific maintenance within a specified period of time.
Aircraft aging is a significant issue in aircraft safety regulation. In the past, certain aviation incidents and accidents raised concerns over the structural integrity of older aircraft. In 1989, in its "Report to Congress on the Status of the U.S. Stage II Commercial Aircraft Fleet", the FAA stated that "no correlation has been established between the chronological age of an aircraft and its structural airworthiness. A more accurate assessment of the physical "age" of an aircraft is the total number of flight cycles and flight hours flown." A flight cycle is defined as one takeoff and one landing. A flight cycle is important because of the added stress on the airframe, landing gear and other components from repeated takeoffs, landings and pressurizations. As different types of aircraft have different missions, and carriers fly a variety of routes, flight cycles can vary widely among aircraft of the same chronological age. In general, narrow-body aircraft which are used for short-haul service will have greater cycles per year than wide-body aircraft used for longer routes. Other factors which contribute to the aging of an aircraft are the number of hours actually flown, the predominant environment in which an aircraft has flown, and its actual age in years.
The FAA has adopted certain ADs for Boeing and McDonnell Douglas aircraft models, including Boeing 727s, 737s and 747s and McDonnell Douglas DC-9s, MD-80s and DC-10s. These ADs make mandatory the periodic replacement or modification of structural materials, fittings and skin at certain times in the life of an aircraft, typically when the aircraft reaches a certain number of flight cycles or age threshold. Previously, these aircraft were subject only to periodic inspection, and the replacement and modification of materials and parts was done where deemed necessary. Similar ADs for Lockheed and Airbus manufactured aircraft are expected to be proposed and adopted by the FAA. In addition, it is widely expected that foreign civil aviation authorities, especially in Europe and Japan, will adopt similar measures to protect the structural integrity of older aircraft.
These aging aircraft ADs initially impacted only a limited number of older aircraft, but additional aircraft are covered as they accumulate time-and-service and reach the thresholds for the required modifications. Significantly, in the case of each aircraft type, a significant majority of replacements or modifications are mandated when a plane reaches a certain number of flight cycles and relatively few required replacements are triggered when a plane reaches a certain chronological age or number of flight hours.
The following table summarizes the age, flight cycle, and flight hour thresholds for each major aircraft type under the ADs. In general, these thresholds are based on the "economic design goal" of an aircraft, which is typically considered to be the period of service after which an increase in maintenance costs is expected to take place in order to assure continued operational safety. In addition, the table provides an estimate by the FAA of the costs of complying with all of the mandated replacements and modifications of the ADs. It is important to note that since most of the proposed work under the ADs is based on flight cycle thresholds, those lower-cycle aircraft which reach the aircraft age or flight hour thresholds should incur significantly lower AD compliance cost than the total amounts estimated below.
Aircraft Flight Flight Estimated Aircraft Age Cycle Hour AD Type Threshold Threshold Threshold Costs - -------- --------- --------- --------- --------- (Years)
Boeing 727 20 60,000 N/A $1,100,000 Boeing 737 20 75,000 N/A 934,000 Boeing 747 20* 20,000* N/A 3,400,000 McDonnell Douglas DC-9 20 100,000 75,000 79,000 McDonnell Douglas MD-80 20 75,000 75,000 4,000 McDonnell Douglas DC-10 None 42,000 60,000 187,000
* Substantially cycle limited
Flight cycle and flight hour information with respect to the Partnership's aircraft are included in the aircraft portfolio table included earlier in Item 1.
The Partnership's leases generally require the lessees to bear the costs of compliance with ADs which require action during the lease terms. The Partnership's three Boeing 727-200 aircraft have had the major calendar modifications performed as required.
The FAA has recently issued an AD relating to certain Boeing 727 freighter conversions that requires strengthening of certain floor beams and the installation of restraint systems in the cargo area. The General Partners estimate the cost of compliance will not exceed $100,000 per aircraft. For discussion of the cost of compliance see TNT Transport International B.V., and Kitty Hawk Aircargo, Inc. in Footnote 5 to the Financial Statements.
In 1999, the FAA organized a two year industry task force, the Aging Transport Systems Rulemaking Advisory Committee, to investigate non-structural, aging aircraft systems. It cannot be determined at this time what recommendations, if any, will be made by the task force.
Overall, the General Partners believe that the increased maintenance costs mandated for older aircraft may have some impact on re-lease and resale values for these aircraft, but mitigating this, compliance with the ADs should also serve to prolong the revenue lives of the affected aircraft.
Aircraft Noise Regulations
On November 5, 1990, Congress enacted into law the Airport Noise and Capacity Act of 1990 (the "Act"). On September 24, 1991, the FAA issued the final rules of implementation for the Act. The Act provides that Stage II aircraft will be phased out from operation within United States airspace by December 31, 1999.
Implementing regulations proposed by the FAA would require each United States operator to increase its Stage III airplane fleet to 50 percent by December 31, 1996; to 75 percent by December 31, 1998 and to 100 percent by December 31, 1999.
However, the Act further provides, that if by July 1, 1999, at least 85% of an air carrier's fleet complies with Stage III noise levels, the carrier may apply for a waiver of the operational ban for the remaining aircraft in the operator's fleet until December 31, 2003. The application for such a waiver must be submitted to the Secretary of the Department of Transportation no later than January 1, 1999 and must include a plan with firm orders for making all aircraft operated by the air carrier comply with Stage III noise levels by December 31, 2003.
Stage III hushkitting and re-engineering for the Boeing 727-200 aircraft have been approved by the FAA and the Partnership's three Boeing 727-200 aircraft have had Federal Express hushkits installed. The Partnership's Boeing 747 will comply with Stage III noise levels if it is flown with certain operating restrictions. Alternatively, the engines can be upgraded with existing technology to provide for compliance with Stage III requirements.
The European Commission has promulgated rules relating to aircraft noise that would ban aircraft that are modified ("hushkitted") to achieve Stage III noise compliance from European airspace after the year 2002. Such aircraft cannot be added to European fleets after April of 1999. It is unclear in what manner and if such rules will achieve full implementation.
Competition
The aircraft leasing industry is highly competitive. The Partnership competes with aircraft manufacturers, distributors, airlines and other operators, equipment managers, leasing companies, financial institutions and other parties engaged in leasing, managing or remarketing aircraft, many of which have significantly greater financial resources and greater experience than the Partnership. Such competitors may lease aircraft at lower rates than the Partnership and provide benefits, such as direct maintenance, crews, support services and trade-in privileges, which the Partnership does not intend to provide. Competitors may include certain affiliates of the General Partners.
Employees
The Partnership has no employees. The officers, directors and employees of the General Partners and their affiliates perform services on behalf of the Partnership. The General Partners are entitled to certain fees and reimbursements of certain out-of-pocket expenses incurred in connection with the performance of these management services. See Item 10 of this Report, "Directors and Executive Officers of the Registrant," and Item 13 of this Report, "Certain Relationships and Related Transactions," which are incorporated herein by reference.
ITEM 2.
ITEM 2. PROPERTIES
The Partnership does not own or lease any physical properties other than the aircraft and engine which are discussed in Item 1 of this Report, "Business," which is incorporated herein by reference.
ITEM 3.
ITEM 3. LEGAL PROCEEDINGS
None.
ITEM 4.
ITEM 4. SUBMISSION OF MATTERS TO A VOTE OF UNIT HOLDERS
No matters were submitted to a vote of the Limited Partners of the Partnership, through the solicitation of proxies or otherwise, during the fourth quarter of the fiscal year ended December 31, 1999.
PART II
ITEM 5.
ITEM 5. MARKET FOR REGISTRANT'S PARTNERSHIP CAPITAL AND RELATED UNITHOLDER MATTERS
The Units represent the economic rights attributable to limited partnership interests in the Partnership. There is no organized trading market for the purchase and sale of the Units and certain measures have been adopted and implemented to assure that no such organized trading market will develop.
As of March 1, 2000, the number of Limited Partners of record was approximately 4,595.
The Partnership declared the following distributions to its Limited Partners during 1999 and 1998:
Amount of Distribution Period Per Unit Record Date Payment Date ------ ------------ ----------- ------------
1st Quarter 1999 $.40 March 31, 1999 April 27, 1999 2nd Quarter 1999 .40 June 30, 1999 July 27, 1999 3rd Quarter 1999 .40 September 30, 1999 October 27, 1999 4th Quarter 1999 .40 December 31, 1999 January 25, 2000 1st Quarter 1998 .40 March 31, 1998 April 25, 1998 2nd Quarter 1998 .40 June 30, 1998 July 23, 1998 3rd Quarter 1998 .40 September 30, 1998 October 28, 1998 4th Quarter 1998 .40 December 31, 1998 January 27, 1999
Total distributions to all partners for 1999 and 1998 were declared as follows (in thousands):
1999 1998 ---- ----
Limited Partners $ 6,400 $ 6,400 General Partners 65 65 --------- --------- $ 6,465 $ 6,465 ========= =========
Distributions may be characterized for tax, accounting and economic purposes as a return of capital, a return on capital, or both. The portion of each cash distribution by a partnership which exceeds its net income for the fiscal period may be deemed a return of capital. Based on the amount of net income reported by the Partnership for accounting purposes, approximately 88%, 84% and 89%, of the cash distributions declared for the years ended December 31, 1999, 1998 and 1997, respectively, constituted a return of capital. Also, based on the amount of net income reported by the Partnership for accounting purposes, approximately 74% of the cash distributions paid to the partners from inception of the Partnership through December 31, 1999 constituted a return of capital. Investors who participated in the Partnership closings, irrespective of the Partnership closing in which they participated, have received distributions in excess of their original investment of $20.00 per Unit. The total actual economic return on capital over the Partnership's life can only be determined at the termination of the Partnership after all cash flows, including proceeds from the sale of the aircraft, have been realized. As has historically been the case, the amount of future cash distributions will be determined on a quarterly basis after an evaluation of the Partnership's operating results and its current and expected financial position.
ITEM 6.
ITEM 6. SELECTED FINANCIAL DATA
The following selected financial data of the Partnership was derived from the audited financial statements for the indicated periods. The information set forth below should be read in conjunction with the Partnership's financial statements and notes thereto and "Management's Discussion and Analysis of Financial Condition and Results of Operations" included in Items 8 and 7, respectively, of this Form 10-K Report.
As of December 31, or Year Ended December 31, -------------------------- 1999 1998 1997 1996 1995 ---- ---- ---- ---- ---- (in thousands, except per unit amounts)
Rental Revenue $ 8,224 $ 8,360 $ 7,533 $ 6,604 $ 6,076(3) Net Income 805 1,050 716(2) 711 880 Net Income per Limited Partnership Unit 0.20 0.26 0.18 0.18 0.22 Distributions per Limited Partnership Unit(1) 1.60 1.60 1.60 1.60 1.85 Total Assets 26,972 27,792 30,512 31,158 36,611 Notes Payable 14,000 10,000 7,271 1,218 1,625 Partners' Capital 8,600 14,260 19,675 25,423 31,176
(1) Distribution amounts are reflected on the accrual basis. The amount of each distribution will be determined on a quarterly basis after an evaluation of the Partnership's operating results and its current and expected financial position.
(2) Includes gain on sale of spare aircraft engine of $177.
(3) Such amount excludes lease settlement proceeds accounted for under the cost recovery method.
ITEM 7.
ITEM 7. MANAGEMENT'S DISCUSSION AND ANALYSIS OF FINANCIAL CONDITION AND RESULTS OF OPERATIONS
The following discussion should be read in conjunction with the "Selected Financial Data" and the Financial Statements of the Partnership and the Notes thereto. This report may contain, in addition to historical information, Forward-Looking statements that include risks and other uncertainties. The Partnership's actual results may differ materially from those anticipated in these Forward-Looking statements. Factors that might cause such a difference include those discussed below, as well as general economic and business conditions, competition and other factors discussed elsewhere in this report. The Partnership undertakes no obligation to release publicly any revisions to the Forward-Looking Statements, if any, to reflect events or circumstances after the date hereof or to reflect the occurrence of anticipated or unanticipated events.
Liquidity and Capital Resources
The Partnership owns and manages a diversified portfolio of leased commercial aircraft and makes quarterly distributions to the partners. In certain situations, the Partnership may retain cash flow from operations to finance authorized capital expenditures or for general working capital purposes. As has historically been the case, the amount of future cash distributions will be determined on a quarterly basis after an evaluation of the Partnership's operating results and its current and expected financial position.
Cash distributions declared by the Partnership were approximately $6.5 million in each of 1999, 1998 and 1997 ($1.60 per unit). Net cash provided by operating activities was $6.8 million in 1999, $6.3 million in 1998 and $6.6 million in 1997. In the aggregate, for this three year period, net cash provided by operating activities totaled $19.7 million and cash distributions declared by the Partnership totaled $19.4 million.
Partnership capital declined by approximately $5.7 million from December 31, 1998 to December 31, 1999 as a result of the declaration of cash distributions to the partners in excess of the Partnership's net income. This
resulted primarily from the fact that, unlike net income, cash flow generated from operations, which is the major source of the cash utilized to make the distributions, is not reduced by non-cash depreciation expense attributable to the Partnership's aircraft.
The Partnership invests working capital and cash flow from operations prior to its distribution to the partners in short-term, highly liquid investments or a fund that invests in such instruments. At December 31, 1999, the Partnership's unrestricted cash and cash equivalents of $1,873,000 was primarily held in an interest bearing money market account. This amount was $256,000 less than the Partnership's unrestricted cash and cash equivalents at December 31, 1998 of $2,129,000. This decrease in unrestricted cash was primarily attributable to the amount by which cash used for cash distributions to partners and capitalized aircraft improvements, exceeded cash generated by operating activities, including the unapplied maintenance reserves and proceeds from notes payable, during the year ended December 31, 1999.
In January 1998, the Partnership consummated an agreement with the lender to increase the commitment under the loan facility from $7.5 million to $10 million. The Partnership provided, as additional collateral, the Boeing 727-200 aircraft formerly leased to Continental Airlines, Inc. ("Continental") and the Boeing 727-200 aircraft leased to Sky Trek International Airlines, Inc. ("Sky Trek"). The proceeds were used to fund the cargo conversion of the aircraft delivered to TNT Transport International B.V. ("TNT").
In February 1999, the Partnership consummated an agreement to increase the committed amount of the loan facility from $10 million to $14.5 million and increase the interest rate from 1.25 % to 1.5% over prime. The Partnership has pledged all of its aircraft as collateral for this loan facility. The Partnership utilized the additional borrowings to fund the hushkit and cargo conversion of the Boeing 727-200 advanced aircraft leased to Kitty Hawk Aircargo, Inc. ("Kitty Hawk"), discussed below. This loan is due in April, 2000. The Partnership is searching for a replacement lender and believes it will be able to find one. If the Partnership is unable to renegotiate or refinance the loan it may need to reduce or suspend distributions or sell assets.
TWA was current on its lease payments in 1999, but reported its eleventh consecutive annual loss in 1999. Although TWA had a cash position of $180 million at December 31, 1999, given TWA's historical financial difficulties and the ongoing losses, there is the possibility of a default or deferral of lease payments by TWA, which accounted for 49% of the Partnership's lease revenue in 1999.
The lease on the Boeing 747-100 with TWA expires in July, 2000. Subject to final documentation, the Partnership had agreed to sell the aircraft to TWA in January 2000 for $4.36 million and to the payment of a monthly rental rate from September 1999 until January 2000 of $90,000 per month. TWA requested and was granted an extension of the closing date on the sale to early April 2000 and will pay rent of $90,000 per month up to the closing date. Three hundred, sixty thousand dollars ($360,000) of the sale price will be offset against the TWA deposit of a similar amount held by the Partnership. TWA has agreed to a six month extension of the lease at the existing lease rate for the Partnership's MD-82. The General Partners negotiated a sale of the aircraft Boeing 747 as the leasing market for such an aircraft is very limited. Proceeds of the sale will be used to pay down debt, and depending on the outcome of negotiations with the lender, a portion retained for working capital purposes.
At December 31, 1999 Sky Trek was approximately 6 months in arrears to the Partnership, totaling $550,000 and $316,000, with respect to rent and maintenance reserve obligations, respectively. As a result of Sky Trek's arrearages, the Partnership placed Sky Trek on non-accrual status beginning October 1, 1998. Also, as of December 31, 1998, a write-down of $100,000 was taken to reduce the carrying value of the aircraft leased to Sky Trek to estimated realizable amounts. In December 1998, at the request of the General Partners, SkyTrek began paying its lease and maintenance reserve obligations on a weekly basis. Prior arrearages will need to be addressed in an overall recapitalization plan of Sky Trek.
Sky Trek did succeed in attracting additional capital, but continues to struggle with liquidity. If Sky Trek is unsuccessful in raising further additional capital, the Partnership may need to repossess the aircraft and search for a new lessee. There can be no assurance as to the timeliness or success of such a remarketing effort.
Deferred rental income and deposits increased $147,000 from $1,038,000 at December 31, 1998 to $1,185,000 at December 31, 1999, primarily due to a deposit received from Kitty Hawk, as discussed below. Partially offsetting this increase was a slight decrease in deferred rents.
With the exception of the Boeing 747-100 aircraft currently leased to TWA, which, as described above, is being sold, all of the Partnership's assets are subject to leases with remaining terms of at least 17 months. During 1999,
the Partnership invested $4.6 million in capitalized aircraft improvements and maintenance checks, of which $29,000 was funded by the application of maintenance reserves collected from Sky Trek and TNT.
The Boeing 727-200 Advanced aircraft formerly leased to Continental was hushkitted, converted to a freighter and delivered to Kitty Hawk Aircargo, Inc. ("Kitty Hawk") in August, 1999. Kitty Hawk is a Dallas, Texas based operator of more than 100 freighter aircraft. The lease agreement provides for 84 months rent at $117,800 per month. Kitty Hawk has provided a security deposit of $236,000 and is obligated to fund maintenance reserves, in the aggregate, at a rate of $375 per flight hour. Compliance with the recently issued AD relating to freighter conversions was performed in conjunction with the conversion. The Partnership is renting on a short term basis, two JT8D-9A engines from an affiliate of the Managing General Partner for $21,000 per engine per month while two of the Partnership's engines are being repaired. The two Partnership engines are being repaired at an estimated cost of $1.34 million.
Results of Operations
Substantially all of the Partnership's revenue was generated from the leasing of the Partnership's aircraft to commercial air carriers under triple net operating leases. The balance of the Partnership's revenue consisted of interest income earned with respect to cash held in interest bearing accounts.
Under the terms of the triple net leases, substantially all of the expenses related to the operation and maintenance of the aircraft during 1999, were paid for by the lessees, or in the case of Sky Trek and TNT, funded to a certain extent through hourly maintenance reserves paid by them. The direct lease expenses incurred by the Partnership represent the costs of providing insurance coverage for the Partnership's aircraft in excess of the amounts required to be carried by the lessees, trustee fees related to the ownership of the aircraft and the cost of the letter of credit required under the terms of the TBT lease on the McDonnell Douglas MD-81 leased to US Airways Group, Inc. ("USAir").
Additionally, the Partnership records depreciation expense pertaining to the aircraft while on lease and incurs certain general and administrative expenses in connection with operations of the Partnership. General and administrative expenses consist primarily of investor reporting expenses, transfer agent and audit fees and the cost of accounting services.
1999 as compared to 1998
The Partnership's net income was $805,000 for the year ended December 31, 1999 ("1999 Period") as compared to $1,050,000 for the year ended December 31, 1998 ("1998 Period"). The decrease in net income was mainly due to a slight decrease in rental income and increases in interest and engine rental expense, partially offset by decreases in aircraft write-downs, depreciation, management and release fees and general and administrative expense.
Rental revenue decreased by $136,000 or 2% in the 1999 Period as compared to the 1998 Period. The decrease is attributable primarily to the 50% reduction in the rental rate, beginning in September, 1999, related to the 747-100 aircraft leased to TWA. The reduction was part of the agreement to sell the aircraft to TWA in April, 2000. Also contributing to the decrease was the fact that the Kitty Hawk aircraft was off-lease for most of the first eight months of 1999. Partially offsetting these decreases was an increase in the rent related to the aircraft leased to TNT, which was off-lease for most of the first quarter of 1998, and an increase in rent recognized relating to the aircraft leased to Sky Trek, which was placed on non-accrual status in 1998.
During the 1998 Period, the Partnership recognized an $18,000 gain on the sale of spare parts inventory which had a net book value of $-0-. There was no similar sale in 1999.
Interest and other income for the 1999 Period increased by $8,000 or 11% as compared to the 1998 Period. This increase was primarily attributable to an increase in interest income earned in a money market account for a full year in 1999. This increase was partially offset by interest earned in 1998 on the advances from TWA, which were completely repaid in 1998.
Depreciation and amortization decreased by $122,000 or 2% for the 1999 Period as compared to the 1998 Period. The decrease was mainly attributable to the decreased depreciation associated with the aircraft on lease to Kitty Hawk, which was off-lease for most of the first eight months of 1999. This was partially offset by increased depreciation associated with the aircraft on lease to Sky Trek and TNT.
During the 1998 Period, the Partnership provided write-downs totaling $204,000, for the value of the interior which was removed from the Boeing 727-200 aircraft leased to TNT and the carrying value of the Boeing 727-200 on lease to SkyTrek. There were no write-downs in 1999.
Management and re-lease fees for the 1999 Period decreased by $33,000 or 5%, in comparison to the 1998 Period. The decrease was consistent with the decrease in rental income, which provides the basis on which management and re-lease fees are calculated.
Interest expense increased by $286,000 or 31% in the 1999 Period as compared to the 1998 Period, due principally to the increase in borrowings outstanding from $10 million at December 31, 1998 to $14 million at December 31, 1999, as well as an increase in the interest rate. Such borrowings were used for capital improvements to the Boeing 727-200 advanced aircraft leased to Kitty Hawk.
Engine rental expense was $196,000 in the 1999 Period, related to engines leased by the Partnership for the aircraft leased to Kitty Hawk. There was no corresponding expense in 1998.
General and administrative expenses decreased $30,000 or 12% in the 1999 Period as compared to the 1998 Period, due to decreases in transfer agent, audit and tax and investor report fees, partially offset by increases in consulting, legal and appraisal fees.
1998 as compared to 1997
The Partnership's net income was $1,050,000 for the year ended December 31, 1998 ("1998 Period") as compared to $716,000 for the year ended December 31, 1997 ("1997 Period"). The increase in net income was mainly due to an increase in rental income (as a result of the aircraft leased to TNT and the Sky Trek aircraft being on lease for a full year) and decreases in aircraft maintenance and write-downs, partially offset by increases in depreciation, management and release fees and interest expense.
Rental revenue increased by $827,000 or 11% in the 1998 Period as compared to the 1997 Period. The increase is attributable primarily to the increased rate on the TNT lease (versus the prior Nations Air Express, Inc. lease) and the fact that the Sky Trek aircraft was off-lease for a portion of the 1997 Period. This was partially offset by the fact that the Boeing 727-200 aircraft, formerly leased to Continental, was off-lease for the majority of the last quarter of the 1998 Period.
During the 1998 Period, the Partnership recognized an $18,000 gain on the sale of spare parts inventory which had a net book value of $-0-. During the 1997 Period, the Partnership sold a spare engine for proceeds of $275,000 which had a depreciated cost of $98,000, resulting in a $177,000 gain.
Interest and other income for the 1998 Period decreased by $35,000 or 32% as compared to the 1997 Period. This decrease was primarily attributable to the continued repayment of the advance by TWA pursuant to the repayment schedule, thus reducing the balance on which interest income was earned. This was partially offset by the sale of miscellaneous aircraft parts.
Depreciation and amortization increased by $401,000 or 8% for the 1998 Period as compared to the 1997 Period. The increase was mainly attributable to the increased depreciation associated with the aircraft on lease to Sky Trek, partially offset by a decrease in depreciation associated with the Boeing 727-200 aircraft formerly leased to Continental.
During the 1998 Period, the Partnership provided write-downs totaling $204,000, for the value of the interior which was removed from the Boeing 727-200 aircraft leased to TNT and the carrying value of the Boeing 727-200 on lease to SkyTrek, compared to a $350,000 write-down in the 1997 Period.
Management and re-lease fees for the 1998 Period increased by $67,000 or 11%, in comparison to the 1997 Period. The increase was consistent with the increase in rental income, which provides the basis on which management and re-lease fees are calculated.
Interest expense increased by $334,000 or 56% in the 1998 Period as compared to the 1997 Period, due principally to the increase in borrowings outstanding from approximately $7.3 million at December 31, 1997 to $10 million
at December 31, 1998. Such borrowings were used for capital improvements to the two Boeing 727-200 non advanced aircraft remarketed in 1997 and 1998.
Direct lease expenses decreased by $48,000 or 39% in the 1998 Period as compared to the 1997 Period. The decrease in the 1998 Period as compared to the 1997 Period, was due to certain costs associated with the aircraft formerly leased to Kiwi and a provision for bad debts associated with the aircraft formerly leased to Nations, that were incurred in 1997.
The Partnership incurred maintenance expense of $307,000 in the 1997 Period with respect to the Boeing 727-200 aircraft delivered to Nations and Sky Trek. There was no corresponding expense in 1998.
Inflation and Changing Prices
Inflation has had no material impact on the operations or financial condition of the Partnership during 1999. However, market and worldwide economic conditions and changes in federal and foreign aircraft regulations have in the past, and may in the future, impact the airline industry and thus lease rates and aircraft values. Additionally, inflation and changing prices, may affect future leasing rates and the eventual selling prices of the aircraft. Higher oil prices in 1999 affected the airline industry profitability and that of the Partnership's lessees.
Due to concern regarding potential inflation, the US Federal Reserve Board has recently increased its key lending rate on a number of occasions in an attempt to moderate economic activity. It is unclear as to the ultimate impact on the level of economic activity of these rate increases, however, a significant economic slowdown could have an adverse affect on air travel and airline performance.
Accounting Pronouncements
In March 1998, the Partnership adopted SFAS No. 130, "Reporting Comprehensive Income," which establishes standards for the reporting and display of comprehensive income and its components in a full set of general purpose financial statements. Comprehensive income is defined as the change in equity of a business enterprise during a period from transactions and other events and circumstances arising from nonowner sources. The adoption of this pronouncement did not impact the reporting of the Partnership's results of operations.
Impact of the Year 2000 Issue
The Year 2000 issue ("Y2K") is the result of computer programs being written using two digits rather than four digits to define the applicable year. This could result in a failure of the information technology systems (IT systems) and other equipment containing imbedded technology (non-IT systems) in the Year 2000, causing disruption of operation of the Partnership, its lessees or vendors. The Partnership has not experienced any Y2K related problems.
ITEM 8.
ITEM 8. FINANCIAL STATEMENTS AND SUPPLEMENTARY DATA
List of Financial Statements Page ----
Report of Independent Accountants .......................................... 15
Balance Sheets -- December 31, 1999 and 1998................................ 16
Statements of Income for the years ended December 31, 1999, 1998 and 1997....................................... 17
Statements of Partners' Capital for the years ended December 31, 1999, 1998 and 1997....................................... 18
Statements of Cash Flows for the years ended December 31, 1999, 1998 and 1997....................................... 19
Notes to Financial Statements............................................... 21
All schedules for which provision is made in the applicable accounting regulations of the Securities and Exchange Commission have been omitted since (1) the information required is disclosed in the financial statements and notes thereto; (2) schedules are not required under the related instruction or; (3) the schedules are inapplicable.
REPORT OF INDEPENDENT ACCOUNTANTS
To the Partners of Pegasus Aircraft Partners, L.P.
In our opinion, the accompanying balance sheets and the related statements of income, of partners' capital and of cash flows present fairly, in all material respects, the financial position of Pegasus Aircraft Partners, L.P. (the "Partnership") as of December 31, 1999 and 1998, and the results of its operations and its cash flows for each of the three years in the period ended December 31, 1999, in conformity with accounting principles generally accepted in the United States. These financial statements are the responsibility of the Partnership's management; our responsibility is to express an opinion on these financial statements based on our audits. We conducted our audits of these financial statements in accordance with generally accepted auditing standards which 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, assessing the accounting principles used and significant estimates made by management, and evaluating the overall financial statement presentation. We believe that our audits provide a reasonable basis for the opinion expressed above.
PricewaterhouseCoopers LLP New York, New York March 20, 2000
PEGASUS AIRCRAFT PARTNERS, L.P.
BALANCE SHEETS
DECEMBER 31, 1999 AND 1998
ASSETS
1999 1998 ---- ---- (in thousands, except unit data)
Cash and cash equivalents $ 1,873 $ 2,129 Rent receivable 476 476 Aircraft, net 24,573 25,161 Other assets 50 26 -------- -------- Total Assets $ 26,972 $ 27,792 ======== ========
LIABILITIES AND PARTNERS' CAPITAL
LIABILITIES: Notes payable $ 14,000 $ 10,000 Accounts payable and accrued expenses 111 97 Payable to affiliates 491 431 Distributions payable to partners 1,616 1,616 Maintenance reserves payable 969 350 Deferred rental income and deposits 1,185 1,038 -------- -------- Total Liabilities $ 18,372 $ 13,532 ======== ========
COMMITMENTS AND CONTINGENCIES (Notes 4 and 6)
PARTNERS' CAPITAL: General Partners (710) (653) Limited Partners (4,000,005 units issued and outstanding in 1999 and 1998) 9,310 14,913 -------- -------- Total Partners' Capital 8,600 14,260 -------- --------
Total Liabilities and Partners' Capital $ 26,972 $ 27,792 ======== ========
The accompanying notes are an integral part of these financial statements.
PEGASUS AIRCRAFT PARTNERS, L.P.
STATEMENTS OF INCOME
FOR THE YEARS ENDED DECEMBER 31, 1999, 1998 AND 1997
1999 1998 1997 ---- ---- ---- (in thousands, except unit data and per unit amounts)
REVENUES: Rentals from operating leases $ 8,224 $ 8,360 $ 7,533 Interest and other 84 76 111 Gain on sale of engine and equipment -- 18 177 ---------- ---------- ---------- 8,308 8,454 7,821 ---------- ---------- ----------
EXPENSES: Depreciation and amortization 5,151 5,273 4,872 Interest 1,215 929 595 Management and re-lease fees 649 682 615 Write-downs -- 204 350 Provision for bad debts -- -- 20 General and administrative 211 241 223 Direct lease 81 75 123 Engine rental and other 196 -- 307 ---------- ---------- ---------- 7,503 7,404 7,105 ---------- ---------- ----------
NET INCOME 805 1,050 716 ========== ========== ==========
NET INCOME ALLOCATED: To the General Partners 8 11 7 To the Limited Partners 797 1,039 709 ---------- ---------- ---------- 805 1,050 716 ========== ========== ==========
NET INCOME PER LIMITED PARTNERSHIP UNIT $ 0.20 $ 0.26 $ 0.18 ========== ========== ==========
WEIGHTED AVERAGE NUMBER OF LIMITED PARTNERSHIP UNITS ISSUED AND OUTSTANDING 4,000,005 4,000,005 4,000,005 ========== ========== ==========
The accompanying notes are an integral part of these financial statements.
PEGASUS AIRCRAFT PARTNERS, L.P.
STATEMENTS OF PARTNERS' CAPITAL
FOR THE YEARS ENDED DECEMBER 31, 1999, 1998 AND 1997
General Limited Partners Partners Total -------- -------- ----- (dollar amounts in thousands)
Balance, December 31, 1996 $ (542) $ 25,965 $ 25,423
Net income 7 709 716
Distributions declared to partners (64) (6,400) (6,464) -------- -------- --------
Balance, December 31, 1997 (599) 20,274 19,675
Net income 11 1,039 1,050
Distributions declared to partners (65) (6,400) (6,465) -------- -------- --------
Balance, December 31, 1998 (653) 14,913 14,260
Net income 8 797 805
Distributions declared to partners (65) (6,400) (6,465) -------- -------- --------
Balance, December 31, 1999 $ (710) $ 9,310 $ 8,600 ======== ======== ========
The accompanying notes are an integral part of these financial statements.
PEGASUS AIRCRAFT PARTNERS, L.P.
STATEMENTS OF CASH FLOWS
FOR THE YEARS ENDED DECEMBER 31, 1999, 1998 AND 1997
1999 1998 1997 ---- ---- ---- (dollar amounts in thousands)
CASH FLOWS FROM OPERATING ACTIVITIES: Net income $ 805 $ 1,050 $ 716 Adjustments to reconcile net income to net cash provided by operating activities: Depreciation and amortization 5,151 5,273 4,872 Provision for bad debts -- -- 20 Write-downs -- 204 350 Gain on sale of engine and equipment -- (18) (177) Change in assets and liabilities: Rent and other receivables -- (182) 22 Other assets (24) -- 109 Accounts payable and accrued expenses 14 (205) 229 Payable to affiliates 60 (27) (26) Maintenance reserves payable 619 158 192 Deferred rental income and deposits 147 56 306 Accrued interest payable -- -- (9) ------- ------- ------- Net cash provided by operating activities 6,772 6,309 6,604 ------- ------- -------
CASH FLOWS FROM INVESTING ACTIVITIES: Proceeds from sale of equipment -- 18 275 Capitalized aircraft improvements (4,563) (1,930) (7,813) Repayment of advances by lessees -- 128 196 ------- ------- ------- Net cash used in investing activities (4,563) (1,784) (7,342) ------- ------- -------
CASH FLOWS FROM FINANCING ACTIVITIES: Proceeds from notes payable 4,000 2,729 7,271 Repayment of notes payable -- -- (1,218) Cash distributions paid to partners (6,465) (6,481) (6,480) ------- ------- ------- Net cash used in financing activities (2,465) (3,752) (427) ------- ------- -------
NET (DECREASE) INCREASE IN CASH AND CASH EQUIVALENTS (256) 773 (1,165)
CASH AND CASH EQUIVALENTS AT BEGINNING OF YEAR 2,129 1,356 2,521 ------- ------- -------
CASH AND CASH EQUIVALENTS AT END OF YEAR $ 1,873 $ 2,129 $ 1,356 ======= ======= =======
The accompanying notes are an integral part of these financial statements.
PEGASUS AIRCRAFT PARTNERS, L.P.
STATEMENTS OF CASH FLOWS (CONTINUED)
FOR THE YEARS ENDED DECEMBER 31, 1999, 1998 AND 1997
1999 1998 1997 ---- ---- ---- (dollar amounts in thousands)
SUPPLEMENTAL CASH FLOW INFORMATION: Interest Paid $ 1,201 $ 915 $ 604
Transfers from restricted cash utilized to restore aircraft including 1997 collections -- -- 1,742
NONCASH TRANSACTIONS: Distributions declared to partners but unpaid $ 1,616 $ 1,616 $ 1,632
The accompanying notes are an integral part of these financial statements.
PEGASUS AIRCRAFT PARTNERS, L.P.
NOTES TO FINANCIAL STATEMENTS
DECEMBER 31, 1999
1. Significant Accounting Policies
Basis of Presentation. Pegasus Aircraft Partners, L.P. (the "Partnership"), a Delaware limited partnership, maintains its accounting records and prepares financial statements on the accrual basis of accounting. The preparation of financial statements in conformity with generally accepted accounting principles requires management to make estimates and assumptions that affect the reported amounts of assets and liabilities and disclosure of contingent assets and liabilities at the dates of the financial statements and the reported amounts of revenues and expenses during the reporting periods. The most significant assumptions and estimates relate to useful life and recoverability of the aircraft and tax and other indemnity provisions described below. Actual results could differ from such estimates. Certain 1997 financial statement items have been reclassified to conform to the 1999 presentation.
Cash and Cash Equivalents. The Partnership invests funds not immediately required for operations or distributions in short term, highly liquid investments until such time as the funds are required to meet its obligations. The short term, highly liquid investments are recorded at cost which approximates fair market value. For purposes of the balance sheets and the statements of cash flows, the Partnership considers all highly liquid debt instruments purchased with an original maturity of three months or less to be cash equivalents.
Aircraft and Depreciation. The aircraft are recorded at cost, which includes acquisition costs and the acquisition fee and the financial management advisory fee paid upon acquisition to the General Partners. Depreciation is computed using the straight-line method over an estimated economic life of twelve years (five years for the aircraft engine sold in 1997) to a salvage value (generally 10%). Major improvements to aircraft are capitalized when incurred and are depreciated, generally, over the remaining useful life of the improvement. The Partnership evaluates the carrying value of the aircraft based upon changes in market and other physical and economic conditions and will record write-downs to recognize a loss in the value of the aircraft when management believes that, based on expected future cash flows, the recoverability of the Partnership's investment has been impaired. Proceeds received in lease settlements or terminations are accounted for under the cost recovery method when and to the extent that, based upon third party appraisals and market conditions, there has been a diminution to the carrying value of the aircraft.
Lease settlement payments received in connection with the termination or modification of a lease of an aircraft, the carrying value of which has not been impaired, have been recognized ratably over the remaining original lease term in the case of a lease termination and over the modified lease term in connection with a lease modification.
Tax Benefit Transfer Lease. The McDonnell Douglas MD-81 aircraft under lease to USAirways Group, Inc. ("USAir") was purchased subject to a tax benefit transfer lease which provided for the transfer of the investment tax credits and depreciation deductions with respect to the aircraft to a tax lessor. The transfer was accomplished by the sale, for income tax purposes only, of the aircraft to the tax lessor for cash and a note and a leaseback of the aircraft for rental payments which match the payments on the note. Under the terms of the tax benefit transfer lease, the Partnership's required rental payments are contingent upon and may, by agreement, be offset by the tax lessor's required note payments. Accordingly, no asset or liability for the tax benefit transfer lease has been recorded.
Maintenance Reserve Funds. The Partnership has three leases where the lessee is required to make monthly payments to maintenance reserve funds administered by the Partnership. The Partnership may be obligated to reimburse the lessee for specified maintenance costs out of the reserve funds, upon submission of appropriate evidence documenting the maintenance costs incurred by the lessee. Excess costs over the reserve are the lessees' responsibility.
Operating Leases. The aircraft leases which are structured principally as triple net leases are accounted for as operating leases. Lease revenues are recognized ratably over the terms of the related leases.
Deferred Rental Income. Deferred rental income represents rental payments received in advance which have not been earned.
Income Taxes. No provision for income taxes has been made in the financial statements since such taxes are the responsibility of the individual partners rather than the Partnership.
Net Income Per Limited Partnership Unit. The net income per limited partnership unit is computed by dividing the net income allocated to the Limited Partners by the weighted average number of Units outstanding for the period.
Accounting Pronouncements
In March 1998, the Partnership adopted SFAS No. 130, "Reporting Comprehensive Income," which establishes standards for the reporting and display of comprehensive income and its components in a full set of general purpose financial statements. Comprehensive income is defined as the change in equity of a business enterprise during a period from transactions and other events and circumstances arising from nonowner sources. The adoption of this pronouncement did not impact the reporting of the Partnership's results of operations.
2. Organization of the Partnership
The Partnership was formed on June 23, 1988 for the purpose of acquiring, leasing, and ultimately selling used commercial aircraft principally to US airlines. The Managing General Partner of the Partnership is Pegasus Aircraft Management Corporation, a wholly-owned subsidiary of Pegasus Capital Corporation, and the Administrative General Partner is Air Transport Leasing, Inc., a wholly-owned subsidiary of Paine Webber Group, Inc. (collectively, the "General Partners").
The Partnership is required to dissolve and distribute all of its assets no later than December 31, 2012. The Partnership had the right, subject to certain conditions, to reinvest the proceeds from sales of aircraft occurring prior to March 22, 1997. The net proceeds of any future sales of aircraft (after general working capital reserves) will be distributed to all partners.
Upon formation of the Partnership, the General Partners each contributed $500 to the capital of the Partnership, and the initial Limited Partner contributed $100 for five limited partnership depositary units ("Units"). An additional 4,000,000 Units were then sold at a price of $20.00 per Unit, with the Partnership receiving gross offering proceeds of $80,000,000.
Title to the aircraft owned by the Partnership is held by non-affiliated trustees of trusts of which the Partnership is the beneficiary or one of two beneficiaries. The purpose of this method of holding title is to satisfy certain registration requirements of the Federal Aviation Administration.
3. Partnership Allocations
The Partnership Agreement provides that cash flow from operations be distributed on a quarterly basis at the General Partners' discretion, 99% to the Limited Partners and 1% to the General Partners. Cash flow is defined in the Partnership Agreement as including cash receipts from operations and interest income earned, less expenses incurred and paid in connection with the ownership and lease of the aircraft. Depreciation and amortization expenses are not deducted from cash receipts in determining cash flow. Distributable proceeds from sales of aircraft upon liquidation of the Partnership will be distributed in accordance with the partners' capital accounts after all allocations of income and losses.
Income and losses generally will be allocated 99% to the Limited Partners and 1% to the General Partners. Upon the sale of aircraft, gain generally will be allocated, first, to the General Partners in an amount equal to the difference between their capital contributions and 1.01% of the aggregate capital contributions of the Limited Partners, and then, 99% to the Limited Partners, and 1% to the General Partners.
4. Aircraft Under Operating Leases
Net Investment in Aircraft
The Partnership's net carrying value of aircraft as of December 31, 1999 and 1998 consisted of the following (in thousands):
1999 1998 ---- ----
Aircraft on operating leases, at cost $ 88,716 $ 75,902 Less: Accumulated depreciation (54,659) (43,979) Write-downs (5,811) (4,977) Net lease settlement proceeds accounted for as cost recovery (3,673) (3,673) -------- -------- $ 24,573 $ 23,273 -------- --------
Aircraft held for lease, at cost $ -- $ 8,251 Less: Accumulated depreciation -- (5,529) Write-downs -- (834) -------- -------- -- 1,888 -------- -------- Aircraft, net $ 24,573 $ 25,161 ======== ========
Financial Terms of Leases
Kitty Hawk Aircargo, Inc. ("Kitty Hawk"). The Boeing 727-200 Advanced aircraft formerly leased to Continental was hushkitted, converted to a freighter and delivered to Kitty Hawk in August, 1999. Kitty Hawk is a Dallas, Texas based operator of more than 100 freighter aircraft. The lease agreement provides for 84 months rent at $117,800 per month. Kitty Hawk has provided a security deposit of $236,000 and is obligated to fund maintenance reserves, in the aggregate, at a rate of $375 per flight hour. Compliance with the recently issued AD relating to freighter conversions was performed in conjunction with the conversion. The Partnership invested approximately $4.4 million in hushkitting, a C-check and the cargo conversion.
Trans World Airlines Leases. During February 1989, the Partnership acquired a McDonnell Douglas MD-82 aircraft for a total purchase price of $21,017,000 which as of December 31, 1999 was subject to a lease with Trans World Airlines, Inc. ("TWA") providing for rentals of $185,000 per month for a term scheduled to expire in September 2004.
In July 1996, the Partnership delivered its Boeing 747-100 aircraft, acquired in 1988 for $17,847,000 and formerly leased to Continental, to TWA under a lease with a term of approximately four years. The lease provides for a monthly rent of $180,000. The Partnership incurred costs of approximately $1,280,000 in connection with the redelivery, integration and maintenance of the Boeing 747-100 aircraft, of which $669,000 represented maintenance expense and $611,000 were capitalized expenditures. The Partnership received a security deposit of $360,000 from TWA with respect to the lease. TWA has entered into a fleet restructuring program that has resulted in grounding a substantial portion of its Boeing 747 aircraft, including the Boeing 747 leased from the Partnership. TWA has continued to make lease payments with respect to the aircraft.
The lease on the Boeing 747-100 with TWA expires in July, 2000. Subject to final documentation, the Partnership had agreed to sell the aircraft to TWA in January 2000 for $4.36 million and to the payment of a monthly rental rate from September 1999 until January 2000 of $90,000 per month. TWA requested and was granted an extension of the closing date on the sale to early April 2000 and will pay rent of $90,000 per month up to the closing date. Three hundred, sixty thousand dollars ($360,000) of the sale price will be offset against the TWA deposit of a similar amount held by the Partnership. TWA has agreed to a six month extension of the lease at the existing lease rate for the Partnership's MD-82. The General Partners negotiated a sale of the aircraft Boeing 747 as the leasing market for such an aircraft is very limited. Proceeds of the sale will be used to pay down debt, with, depending on the outcome of negotiations with the lender, a portion retained for working capital purposes.
TWA was current on its lease payments in 1999, but reported a loss of $353 million, which is its eleventh consecutive annual loss in 1999. Although TWA had a cash position of $180 million at December 31, 1999, given TWA's
historical financial difficulties, the ongoing losses increase the possibility of default or deferral of lease payments by TWA, which accounted for 49% of the Partnership's lease revenue in 1999.
US Airways Group, Inc. ("USAir") Lease. During March 1989, the Partnership acquired one half of the beneficial interest in a trust ("Trust") that is the owner/lessor of a McDonnell Douglas MD-81 ("USAir Aircraft") for a purchase price of $9,999,000. The remaining one-half interest in the Trust is owned by Pegasus Aircraft Partners II, L.P., an affiliated partnership.
Rental payments are payable quarterly, in arrears, at a rate of $304,000 (for the Partnership's one-half interest in the aircraft). During 1997, USAir exercised its renewal option for a three year extension (to June, 2001) at the original lease rate. USAir also has three additional one-year renewal options at fair market rental rates. USAir may elect to purchase the aircraft at its fair market value at the end of any renewal term.
The McDonnell Douglas MD-81 aircraft was purchased subject to a tax benefit transfer lease ("TBT lease") which provided for the transfer of the investment tax credits and depreciation deductions with respect to the aircraft to a tax lessor. Under the TBT lease, the Trust, as the owner of the aircraft and the tax lessee under the TBT lease, has agreed to indemnify the tax lessor if certain anticipated tax benefits are lost by the tax lessor as a result of, among other things, acts or omissions by the Trust, breach of covenants by the Trust under the TBT lease, loss or damage to the aircraft or use of the aircraft outside the United States. The TBT lease requires that a letter of credit be posted to collateralize this obligation. The Partnership shares in the annual cost of the letter of credit and is obligated for one-half of any calls on the letter of credit.
Under the operating lease, the lessee, USAir, has assumed all liabilities, indemnities and obligations of the Trust to the tax lessor under the TBT lease and has agreed to indemnify the Trust for any liability, indemnity or obligation to the tax lessor under the TBT lease except for liability resulting from breaches by the Trust of covenants under the operating lease. USAir has not posted a letter of credit to collateralize this obligation. As a result of the foregoing, if the tax lessor draws on the letter of credit as a result of an action by the lessee, the Partnership and Pegasus Aircraft Partners II, L.P., through the Trust will be responsible for the loss to the tax lessor until and if they can obtain indemnification from the lessee.
The tax lessor is entitled to call on the letter of credit whether its loss of tax benefits is caused by Pegasus Aircraft Partners II, L.P. or the Partnership, and Pegasus Aircraft Partners II, L.P. and the Partnership have agreed to indemnify each other for any loss occasioned by the acts of the other. There have been no calls on the Trust's letter of credit as of December 31, 1999. The TBT lease and letter of credit will expire by May 2000.
Kiwi International Air Lines, Inc. - Bankruptcy. Kiwi International Airlines, Inc. ("Kiwi"), a former lessee of two of the Boeing 727-200s, is in a Chapter 7 liquidation. The General Partners believe that it is likely that there will be minimal or no additional recovery with respect to the Partnership's bankruptcy claims.
Nations Air Express, Inc. One of the Boeing 727-200 aircraft, formerly leased to Kiwi, was delivered to Nations Air Express, Inc. ("Nations") on December 31, 1996. Due to defaults under the lease, the aircraft was recovered in September 1997 and, as discussed below, re-leased to TNT Transport International B.V. Nations ultimately filed for bankruptcy and was liquidated in 1999 without the Partnership recovering any additional amounts.
Sky Trek International Airlines, Inc. In 1997, the Partnership entered into an agreement to lease one of the former Kiwi 727 aircraft to a start up airline, Sky Trek International Airlines Inc. ("Sky Trek"). The aircraft was delivered in late June 1997. The Sky Trek lease provides for rent of $95,000 per month for a term of approximately 60 months. Sky Trek provided a security deposit of $190,000 and is obligated to fund maintenance reserves, in the aggregate, at a rate of $325 per flight hour. The Partnership completed a "C" check (including replacing time-controlled parts) at a cost of approximately $1,500,000 (before the application of maintenance reserves of $888,000) and has purchased a hushkit at a cost of $1,900,000. The Partnership provided a write-down of $150,000 with respect to the aircraft at December 31, 1997.
At December 31, 1999 Sky Trek was approximately 6 months in arrears to the Partnership, totaling $550,000 and $316,000, with respect to rent and maintenance reserve obligations, respectively. As a result of Sky Trek's arrearages, the Partnership placed Sky Trek on non-accrual status beginning October 1, 1998. Also, as of December 31, 1998, a write-down of $100,000 was taken to reduce the carrying value of the aircraft leased to Sky Trek to estimated realizable amounts.
Sky Trek has obtained additional capital, but continues to struggle with liquidity. In December 1998, at the request of the General Partners, Sky Trek began paying its lease and maintenance reserve obligations on a weekly basis. Prior arrearages will need to be addressed in an overall recapitalization
plan of Sky Trek. If Sky Trek is unsuccessful in raising additional capital, the Partnership may need to repossess the aircraft and search for a new lessee. There can be no assurance as to the timeliness or success of such a remarketing effort. Sky Trek is now operating under the Discovery Airlines name.
TNT Transport International B.V. Lease. In November 1997, the Partnership entered into an agreement to lease the aircraft formerly leased to Nations to a European freight carrier, TNT Transport International B.V. ("TNT") for a term of four years. The lease provides for monthly rentals of $123,500 (subject to a subsequent rent reduction of approximately 10% after two years if TNT exercises an option, during the lease term, to extend the lease for an additional two years beyond the original expiration date) and airframe and landing gear reserves aggregating $85 per flight hour. TNT has contracted with a third party service provider for the maintenance of the engines. TNT has provided a $150,000 security deposit. TNT also has the right to extend the lease for an additional two years at the end of the initial lease term (if the above option is not exercised) at $95,000 per month.
The Partnership invested approximately $3.2 million for a "C" check and cargo conversion of the aircraft (before the application of maintenance reserves of $854,000). The work was performed and the aircraft parts provided by companies affiliated with the Managing General Partner or its President and Director. The Partnership increased its borrowing facility from $7,500,000 to $10,000,000 to finance this work. The aircraft was delivered to TNT in March 1998.
In the third quarter of 1998, due to the conversion of this aircraft to a freighter, the Partnership wrote-off the remaining net book value of the interior, determined through a third party appraisal, which resulted in an impairment expense of $104,000.
TNT is responsible for the first $50,000 of cost in complying with the newly issued freighter conversion AD. Costs in excess of this amount are initially paid for by TNT. At the end of the lease, TNT will be reimbursed by the Partnership for a portion of the AD compliance cost based on a formula set forth in the Partnership agreement, not to exceed $250,000.
General. The aircraft leases are principally triple net leases. As such, during the terms of leases, the lessees are required to pay substantially all expenses associated with the aircraft and in the case of Sky Trek and TNT, also fund certain maintenance expenses through hourly maintenance reserves paid monthly.
Significant Lessees
The Partnership leased its aircraft to five different airlines during 1999. Revenues from airlines which accounted for greater than 10% of the Partnership's total rental revenues during 1999, 1998 and 1997 are as follows:
Percentage of Rental Revenues ----------------------------- Airlines 1999 1998 1997 - -------- ---- ---- ----
Trans World Airlines, Inc. 49% 52% 58% US Airways Group, Inc. 15 15 16 Continental Airlines, Inc. (a) (a) 12 TNT Transport International B.V. 18 14 (a) Sky Trek International Airlines, Inc. 12 11 (a)
(a) Represents less than 10%.
Revenues include rentals from aircraft leased to foreign airlines or carriers of $1,482,000 in 1999 and $1,143,000 in 1998.
Future Minimum Rental Income
The following is a schedule by year of future minimum rental income under the leases as of December 31, 1999 (in thousands):
2000 $ 8,622 2001 6,761 2002 4,540 2003 3,634 2004 3,634 Thereafter 2,894 ------- Total $30,085 =======
The Partnership operates in one industry, the leasing of used aircraft to commercial passenger and freight airlines.
Future minimum rents include a total of $2,841, related to lessees on non-accrual status.
5. Transactions With Affiliates
Management Fees. The General Partners earn a quarterly subordinated base management fee in an amount generally equal to 1.5% of gross aircraft rentals, net of re-lease fees. Of this amount, 1.0% is payable to the Managing General Partner and 0.5% is payable to the Administrative General Partner. During the years ended December 31, 1999, 1998 and 1997, the General Partners earned base management fees of $123,000, $124,000 and $110,000, respectively.
Incentive Management Fee. The General Partners also earn a quarterly subordinated incentive management fee in an amount equal to 4.5% of quarterly cash flow and sales proceeds (net of resale fees), of which 2.5% is payable to the Managing General Partner and 2.0% is payable to the Administrative General Partner. During the years ended December 31, 1999, 1998 and 1997, the General Partners earned incentive management fees of $281,000, $308,000 and $284,000, respectively.
Re-lease Fee. The General Partners earn a quarterly subordinated fee for re-leasing aircraft or renewing a lease in an amount equal to 3.5% of the gross rentals from such re-lease or renewal for each quarter for which such payment is received. Of this amount, 2.5% is payable to the Managing General Partner and 1.0% is payable to the Administrative General Partner. During the years ended December 31, 1999, 1998 and 1997, the General Partners earned $245,000, $250,000 and $221,000, respectively of re-lease fees.
Beginning January 1, 1996, as part of a class action settlement, the Administrative General Partner remits to an affiliate, all management fees as well as all 1997 and future fees and distributions received by the Administrative General Partner, for deposit into an escrow account for the benefit of the class action members.
Accountable Expenses. The General Partners are entitled to reimbursement of certain expenses, paid on behalf of the Partnership which are incurred in connection with the administration and management of the Partnership. The Administrative General Partner billed $12,500 in 1998 and $50,000 in 1997, for administrative services. There were no expenses billed in 1999. The decline in accountable expenses is due to the subcontracting of certain accounting services, and their cost is included in general and administrative expenses.
Other. During 1999, 1998 and 1997, the Partnership purchased parts in connection with certain capital projects for costs totaling $875,513, $1,067,616 and $1,360,000, respectively, from a Company in which the President and Director of the Managing General Partner had an interest. In 1999, the Partnership paid $196,000 for two engine leases (Kitty Hawk Aircraft) to an affiliate of the Managing General Partner. The leases are both for $21,000 per month for each engine and will continue until replacement engines are ready. As of March, 2000, replacement engines have been placed on the aircraft.
In connection with certain capital projects, during 1999, 1998 and 1997, the Partnership paid $26,279, $638,775 and $1,634,000, respectively, to a licensed maintenance provider that is affiliated with the Managing General Partner.
6. Notes Payable
Through May 1, 1997, the Partnership could borrow under its existing facility up to $4,000,000 at a floating interest rate at the Lender's prime rate plus .5%. The Lender obtained as collateral a perfected security interest in the Partnership's MD-82 aircraft leased to TWA.
In February 1997, the Partnership purchased five aircraft engines from an unaffiliated third party for $2,150,000 plus six engine cores from a previously owned aircraft which required overhaul, utilizing its then existing borrowing facility. The Lender charged the Partnership 1.50% over prime with respect to this borrowing and increased the rate on its other borrowings to 1.50% over prime.
In April 1997, the Partnership obtained a new borrowing facility with a different lender. Under the terms of the new agreement, the Partnership was able to borrow up to $7,500,000 at an interest rate of 1% over the lender's prime rate of interest. The lender's commitment is for a term of 36 months, at which time all principal will be due. The loan is collateralized by the Partnership's interest in certain aircraft. During the loan term, the Partnership is required to pay interest on a monthly basis and maintain a minimum outstanding balance of $2,000,000. The Partnership used approximately $3.3 million of proceeds from this facility to retire the amounts previously outstanding and used an additional $3.9 million to finance hushkits for the two former Kiwi aircraft, one of which is leased to Sky Trek International Airlines, Inc. and the other to TNT.
In January 1998, the lender increased the borrowing commitment from $7,500,000 to $10,000,000 and increased the interest rate from 1% to 1.25% over prime. The Partnership provided, as additional collateral, the Boeing 727-200 aircraft leased to Continental and the Boeing 727-200 aircraft leased to Sky Trek. The proceeds were used to fund the cargo conversion of the aircraft delivered to TNT.
In February 1999, the lender further agreed to increase the borrowing commitment from $10 million to $14.5 million and increase the interest rate from 1.25% to 1.5% over prime, all of which is due in April 2000. The outstanding balance under this line of credit at December 31, 1999 was $14 million and the interest rate was 10%. Subject to the completion of the sale of the Boeing 747 to TWA, the current lender has agreed to a six month extension to the loan. Although the current lender has agreed to extend the term of its facility by six months, the Partnership will need to obtain a replacement lender. If unable to obtain a replacement lender, future distributions to the partners may need to be reduced or eliminated in order to retire debt and the Partnership may also need to sell assets.
7. Reconciliation to Income Tax Method of Accounting
The following is a reconciliation of the net income as shown in the accompanying financial statements to the taxable income reported for federal income tax purposes (in thousands):
1999 1998 1997 ---- ---- ----
Net income per financial statements $ 805 $ 1,050 $ 716 Increase (decrease) resulting from: Depreciation 2,760 2,478 1,096 Reserves for maintenance costs and write-downs -- 204 350 Allowance for bad debts provided for book -- (261) 20 TBT interest income less TBT rental expense (1,492) (1,200) (932) Difference in basis of aircraft engine sold -- (8) 24 Maintenance reserves collected and related interest net of expenditures 694 215 219 Deferred rental income (33) -- (34) Other (9) 74 66 ------- ------- ------- Taxable income per federal income tax return $ 2,725 $ 2,552 $ 1,525 ======= ======= =======
The following is a reconciliation of the amount of the Partnership's total Partnership capital as shown in the accompanying financial statements to the tax bases of the Partnership's net assets (in thousands):
1999 1998 1997 ---- ---- ---- Total Partnership capital per financial statements $ 8,600 $ 14,260 $ 19,675 Increase (decrease) resulting from: Commissions and expenses paid in connection with the sale of limited partnership units 8,441 8,441 8,441 Reserves for maintenance costs and write-downs including Continental lease settlement, accounted for as cost recovery 9,484 9,484 9,520 Allowance for bad debts -- -- 260 Aircraft expenditures capitalized for tax, net 514 514 514 Distributions payable to partners 1,600 1,600 1,632 Deferred rental income 112 145 282 Maintenance reserves collected and used to restore aircraft net 1,934 1,905 1,654 Accumulated depreciation (14,021) (16,781) (19,491) TBT interest income less TBT rental expense (6,614) (5,132) (3,955) Maintenance reserves payable 1,015 350 192 Other (7) 11 (13) -------- -------- -------- Tax bases of net assets $ 11,058 $ 14,797 $ 18,711 ======== ======== ========
8. Fair Value of Financial Instruments
SFAS No. 107, "Disclosures about Fair Value of Financial Instruments," requires disclosure of fair value of certain financial instruments, whether or not reported in the balance sheet. Where quoted market prices are unavailable the values are based on estimates using present value or other valuation techniques. The results are significantly affected by the assumptions used including the discount rate and estimates of future cash flows. In addition, because SFAS No. 107 excludes certain assets such as leased aircraft owned by the Partnership from its disclosure requirements, the aggregate fair value amounts discussed below do not purport to represent and should not be considered representative of the underlying market value of the Partnership.
The methods and assumptions used to estimate the fair value of each class of the financial instruments are described below.
Cash and cash equivalents, rents and other receivables. For these balances, carrying value approximates fair value due to their short term nature.
Notes payable. For notes payable, carrying value approximates fair value due to its short term remaining maturity.
Accounts payable and accrued expenses payable to affiliates, and accrued interest payable. For these balances, carrying value approximates fair value due to their short term nature.
ITEM 9.
ITEM 9. CHANGES IN AND DISAGREEMENTS WITH ACCOUNTANTS ON ACCOUNTING AND FINANCIAL DISCLOSURE
There were no changes in accountants or disagreements with accountants with respect to accounting or financial disclosure issues during 1999 or 1998.
PART III
ITEM 10.
ITEM 10. DIRECTORS AND EXECUTIVE OFFICERS OF THE REGISTRANT
The Partnership has no officers and directors. The General Partners jointly manage and control the affairs of the Partnership and have general responsibility and authority in all matters affecting its business. Information concerning the directors and executive officers of the General Partners is as follows:
Pegasus Aircraft Management Corporation
Name Positions Held ---- --------------
Richard S. Wiley President and Chairman of the Board Carol L. Chase Senior Vice President, General Counsel and Secretary Robert M. Brown Senior Vice President Richard L. Funk Senior Vice President, Technical
Richard S. Wiley, age 46, is President and Chairman of the Board of the Managing General Partner and Pegasus Capital Corporation ("PCC"), which was formed in 1988. Prior to forming Pegasus Capital Corporation, Mr. Wiley was a Vice President of CIS Corporation ("CIS"), a wholly-owned subsidiary of Continental Information Systems Corporation ("Continental") for the period 1986 to 1988. Mr. Wiley originated aircraft transactions throughout the world and sold aircraft to third-party investors. From 1985 to 1986, Mr. Wiley worked as Treasurer of Caterpillar Capital Company in San Diego, California. From 1983 to 1985, he served as Managing General Partner and President of RAM Financial Corporation in Houston, Texas, an equipment leasing venture capital company. Prior to joining RAM, he worked for GATX Leasing Corporation as a District Manager from 1980 to 1983. Mr. Wiley received a B.S. degree from the Indiana University School of Business and an M.B.A. from the University of California, Los Angeles.
Carol L. Chase, Esq., age 47, is a Senior Vice President, General Counsel and Secretary of the Managing General Partner and Pegasus Capital Corporation. She is responsible for providing legal counsel for all aspects of capital equipment leasing, financing and placement. Prior to joining Pegasus, from 1987 to 1988, Ms. Chase was Senior Corporate Counsel at CIS where she provided legal counsel for transactions involving aircraft and related equipment. From 1981 to 1987, Ms. Chase was legal counsel at Transamerica Airlines where she was responsible for the legal negotiation and documentation for the purchase, sale, lease and finance of aircraft and aircraft-related equipment. Ms. Chase received a B.A. degree from California State University, Hayward and a J.D. degree from the University of California, Davis. She is a member of the State Bar of California, the American Bar Association, and the American Corporate Counsel Association.
Robert M. Brown, 41, joined PCC in 1988 and is involved in aircraft acquisition, finance and leasing. His primary responsibility is the structuring of debt transactions which accommodate the PCC trading and long-term investing activities. Previously, he served as Vice President, Aircraft Sales, and as Regional Marketing Director during the offerings of the Partnership and an affiliated partnership. Prior to joining PCC, Mr. Brown was District Manager with the Chrysler Corporation. He holds a BA degree from Dartmouth College and an MBA from the University of Washington.
Richard L. Funk, 62, joined PCC in 1992 and is responsible for the technical aspects of aircraft marketing, including delivery and redelivery of aircraft to airlines worldwide. From 1990 to 1992, he served as a technical marketing consultant to the aviation industry and from 1987 to 1990 he was President of Avtek Industries, Inc., an aircraft, missile, and electronic components manufacturer which he founded. From 1984 to 1986 he was President and Chief Operating Officer of Standard Aero Western, Inc., a commercial airline maintenance facility. From 1979 to 1982, he was Senior Vice President of Engineering and Maintenance at World Airways, Inc. From 1963 to 1979 he held various positions with United Air Lines, Inc., including Manager of Airframe Maintenance for a period of six years.
Air Transport Leasing, Inc.
Name Positions Held ---- --------------
Clifford B. Wattley President and Director Stephen R. Dyer Vice President, Assistant Secretary and Director Carmine Fusco Vice President, Secretary, Treasurer and Chief Financial and Accounting Officer
Clifford B. Wattley, age 50, is President and a Director of the Administrative General Partner. Mr. Wattley is a Corporate Vice President with Paine Webber Incorporated, having joined the firm in 1986. He also was employed previously by Paine, Webber, Jackson & Curtis from 1979 to 1980. From 1986 to 1992, Mr. Wattley participated in Paine Webber's Principal Transactions Group. Since 1992, Mr. Wattley has been a member of the Private Investment Department. He holds a Bachelor of Science degree in engineering from Columbia University and a Masters in Business Administration from Harvard University.
Stephen R. Dyer, age 40, is Vice President, Assistant Secretary and a Director of the Administrative General Partner. He joined Paine Webber Incorporated in June 1988 as a Divisional Vice President and is currently a Senior Vice President and Director of Private Investments. Prior to joining Paine Webber Incorporated, Mr. Dyer had been employed, since June 1987, as an Assistant Vice President in the Retail National Products Group of L.F. Rothschild & Co. Incorporated. Prior to joining L.F. Rothschild he was employed, beginning in January 1985, as an Associate in the Real Estate Department of Thomson McKinnon Securities Inc. From July 1981 to August 1983, Mr. Dyer was on the audit staff of the accounting firm of Arthur Young & Company. He received his Bachelor of Science degree in Accounting in 1981 from Boston College and a Masters of Business Administration from Indiana University in December 1984. Mr. Dyer is a Certified Public Accountant.
Carmine Fusco, age 31, is Vice President, Secretary, Treasurer and Chief Financial and Accounting Officer of the Administrative General Partner, he also serves as an Assistant Vice President within the Private Investments Department of PaineWebber Incorporated. Mr. Fusco had previously been employed as a Financial Valuation Consultant in the Business Valuation Group of Deloitte & Touche, LLP from January 1997 to August 1998. He was employed as a Commodity Fund Analyst in the Managed Futures Department of Dean Witter Reynolds Incorporated, from October 1994 to November 1995. Prior to joining Dean Witter, Mr. Fusco was a Mutual Fund Accountant with the Bank of New York Company Incorporated. He received his Bachelor of Science degree in Accounting and Finance in May 1991 from Rider University and a Master of Business Administration from Seton Hall University in June 1996.
ITEM 11.
ITEM 11. EXECUTIVE COMPENSATION
No compensation was paid by the Partnership to the officers and directors of the General Partners. See Item 13 of this Report, "Certain Relationships and Related Transactions", which is incorporated herein by reference, for a description of the compensation and fees paid to the General Partners and their affiliates by the Partnership during 1999.
ITEM 12.
ITEM 12. SECURITY OWNERSHIP OF CERTAIN BENEFICIAL OWNERS AND MANAGEMENT
(1) As of the date hereof, no person is known by the Partnership to be the beneficial owner of more than 5% of the Units of the Partnership. The Partnership has no directors or officers, and neither of the General Partners of the Partnership owns any Units. The Assignor Limited Partner for the Partnership, Pegasus Assignor L.P.A., Inc. (an affiliate of the Managing General Partner), owns 5 Units. Additionally, as of December 31, 1999, ATL Inc., an affiliate of the Administrative General Partner owns approximately 69,016 Units.
The names and addresses of the General Partners are as follows:
Managing General Partner:
Pegasus Aircraft Management Corporation Four Embarcadero Center, 35th Floor San Francisco, CA 94111
Administrative General Partner:
Air Transport Leasing, Inc. 1200 Harbor Boulevard, 5th Floor Weehawken, NJ 07087
The General Partners, collectively, have a 1% interest in each item of the Partnership's income, gains, losses, deductions, credits and distributions.
(b) The following table sets forth the number of Units beneficially owned as of March 1, 2000, by directors of the Managing General Partner and the Administrative General Partner and by all directors and officers of such corporations as a group:
Number of Units Beneficially Percent Name Owned of Class ---- ------------ --------
Managing General Partner Richard S. Wiley 3,216 * Robert M. Brown 806 All directors and officers as a group (4 persons) 4,022 *
Administrative General Partner None
* Less than 1% of class.
(c) The Partnership knows of no arrangements, the operation of the terms of which may at a subsequent date result in a change in control of the Partnership.
ITEM 13.
ITEM 13. CERTAIN RELATIONSHIPS AND RELATED TRANSACTIONS
The General Partners and their affiliates have received, or will receive, certain types of compensation, fees or other distributions in connection with the operations of the Partnership. The fees and compensation were determined in accordance with the applicable provisions of the Partnership Agreement.
Following is a summary of the amounts paid, or payable, to the General Partners and their affiliates during 1999.
Base Management Fee. The General Partners receive a quarterly subordinated fee in an amount generally equal to 1.5% of gross aircraft rentals, net of re-lease fees paid. Of this amount, 1.0% is payable to the Managing General Partner and 0.5% is payable to the Administrative General Partner. During 1999, the General Partners earned base management fees of $123,000.
Incentive Management Fee. The General Partners also receive a quarterly subordinated fee, in an amount equal to 4.5% of quarterly cash flow and sales proceeds (net of resale fees), of which 2.5% is payable to the Managing General Partner and 2.0% is payable to the Administrative General Partner. During 1999, the General Partners earned incentive management fees of $281,000.
Re-lease Fee. The General Partners receive a quarterly subordinated fee for re-leasing aircraft or renewing a lease in an amount equal to 3.5% of the gross rentals from such re-lease or renewal for each quarter for which such payment is received. Of this amount, 2.5% is payable to the Managing General Partner and 1.0% is payable to the Administrative General Partner. During 1999 the General Partners earned re-lease fees of $245,000.
Beginning January 1, 1996, as part of the 1996 and 1997 class action settlement, the Administrative General Partner remits to an affiliate, all management fees as well as all 1997 and future fees and distributions received by the Administrative General Partner, for deposit into an escrow account for the benefit of the class action members.
Accountable Expenses. The General Partners are entitled to reimbursement of certain expenses paid on behalf of the Partnership which are incurred in connection with the administration and management of the Partnership. Such reimbursable expenses amounted to $-0- during 1999, all of which was paid or is payable to the Administrative General Partner. As discussed in Note 6 to the Financial Statements, accountable expenses declined due to the subcontracting of certain accounting services, and their cost is included in general and administrative expenses.
During 1999, the Partnership purchased parts in connection with certain capital projects for costs totaling $875,513 from a company in which the President and Director of the Managing General Partner had an interest. In connection with certain capital projects during 1999 the Partnership paid $26,279 to a licensed maintenance provider that is affiliated with the Managing General Partner. In 1999, the Partnership paid $196,000 for two engine leases (Kitty Hawk Aircraft) to an affiliate of the Managing General Partner.
Partnership Interest. In the aggregate, the General Partners received or were entitled to receive cash distributions of $65,000 as their allocable share of distributable cash flow for 1999. In addition, $8,000 of the Partnership's net taxable income for 1999 was allocated to the General Partners.
PART IV
ITEM 14.
ITEM 14. EXHIBITS, FINANCIAL STATEMENT SCHEDULES AND REPORTS ON FORM 8-K
(a) The following documents are filed as part of this Report:
1. Financial Statements: (Incorporated by reference to Item 8 of this Report, "Financial Statements and Supplementary Data").
(b) During the fourth quarter of 1999, the Partnership did not file any reports on Form 8-K.
(c) Exhibits required to be filed.
Exhibit No. Description - ----------- -----------
3.1 (a) First Amended and Restated Limited Partnership Agreement dated September 30, 1988. Filed as Exhibit 3.1 to Pre-Effective Amendment No. 2 to Form S-1 Registration Statement dated September 16, 1988 (Commission File No. 33-22986).*
(b) Amendment, dated as of December 26, 1990, to the First Amended and Restated Limited Partnership Agreement dated September 30, 1988. Filed as Exhibit 1 to the Registrant's Current Report on Form 8-K dated December 26, 1990.*
(c) Amendment, dated as of March 31, 1992, to the First Amended and Restated Limited Partnership Agreement dated September 30, 1988. Filed as Exhibit 4 to Registrant's Current Report on Form 8-K dated April 16, 1992.*
4.1 Depositary Agreement dated December 20, 1988, by and among Pegasus Aircraft Partners, L.P. ("Registrant"), Pegasus Aircraft Management Corporation, a California corporation, Paine Webber Aircraft Leasing, Inc., a Delaware corporation, Pegasus Assignor L.P.A., Inc., a California corporation, dated April 27, 1989. Filed as Exhibit 4.1 to the Registrant's Form 8-A on May 1, 1989 (Commission File No. 33-22986).*
10.1 (a) Lease Agreement dated as of September 26, 1988 by and between Pegasus Capital Corporation, a California corporation ("Seller") and Northwest Aircraft, Inc. ("Lessee") (Boeing Model 727-251 airframe, SN 20289). Filed as Exhibit 10.2(c) to the Registrant's Annual Report on Form 10-K for the year ended December 31, 1988.*
(b) Lease Agreement dated as of September 26, 1988 by and between the Seller and Northwest Airlines, Inc. ("Lessee") (Boeing Model 727-251 airframe, SN 19977). Filed as Exhibit 10.2(d) to the Registrant's Annual Report on Form 10-K for the year ended December 31, 1988.*
(c) Sublease Agreement dated as of September 26, 1988 by and between Lessee and Northwest Airlines, Inc. ("Sublessee") (Boeing Model 727-251 airframe, SN 20289). Filed as Exhibit 10.2(e) to the Registrant's Annual Report on Form 10-K for the year ended December 31, 1988.*
(d) Sublease Agreement dated as of September 26, 1988 by and between Lessee and Northwest Airlines, Inc. ("Sublessee") (Boeing Model 727-251 airframe, SN 19977). Filed as Exhibit 10.2(f) to the Registrant's Annual Report on Form 10-K for the year ended December 31, 1988.*
(e) Trust Agreement 258 dated as of December 23, 1988 by and between First Security Bank of Utah, National Association in its capacity as Owner Trustee ("Owner Trustee") and Registrant. Filed as Exhibit 10.2(i) to the Registrant's Annual Report on Form 10-K for the year ended December 31, 1988.*
(f) Trust Agreement 267 dated as of December 23, 1988 by and between the Owner Trustee and Registrant. Filed as Exhibit 10.2(j) to the Registrant's Annual Report on Form 10-K for the year ended December 31, 1988.*
(g) Amendment 1 to Lease Agreement, dated May 27, 1993, between First Security Bank of Utah, National Association as Owner Trustee and Northwest Aircraft Inc. to amend a Lease Agreement, dated September26, 1988, for one Boeing 727-200 aircraft, U.S. Registration No. N258US. Filed as Exhibit 10.1(a) to the Registrant's Quarterly Report on Form 10-Q for the quarter ended June 30, 1993.*
(h) Amendment 1 to Lease Agreement, dated May 27, 1993, between First Security Bank of Utah, National Association as Owner Trustee and Northwest Aircraft Inc. to amend a Lease Agreement, dated September 26, 1988, for one Boeing 727-200 aircraft, U.S. Registration No. N267US. Filed as Exhibit 10.1(b) to the Registrant's Quarterly Report on Form 10-Q for the quarter ended June 30, 1993.*
(i) Lease Agreement dated April 15, 1994 between First Security Bank of Utah, National Association, as Trustee, (Lessor) and Kiwi International Airlines, Inc., (Lessee) with respect to one used Boeing 727-251 Aircraft US Registration number N258US.*
(j) Lease Agreement dated February 15, 1994, between First Security Bank of Utah, National Association, as Trustee, (Lessor) and Kiwi International Airlines, Inc., (Lessee) with respect to one used Boeing 727-251 Aircraft US Registration number N267US.*
(k) Lease Amendment No. 1 dated March 15, 1995 with respect to the lease between First Security Bank of Utah, National Association, as Trustee, (Lessor) and Kiwi International Airlines, Inc., (Lessee) in reference 10 (1) (i) dated April 15, 1994.*
(l) Lease Amendment No. 1 dated March 15, 1995 with respect to the lease between First Security Bank of Utah, National Association, as Trustee, (Lessor) and Kiwi International Airlines, Inc., (Lessee) in reference 10 (1) (j) dated February 15, 1994.*
10.2 (a) Trust Agreement 603, dated as of October 10, 1988 by and between the Seller and Owner Trustee providing for, among other things, the acquisition of one Boeing Model 747-143 Aircraft (the "Aircraft"), and concurrently therewith leasing the Aircraft to Continental Airlines, Inc. ("Lessee"). Filed as Exhibit 10.3(b) to the Registrant's Annual Report on Form 10-K for the year ended December 31, 1988.*
(b) Lease Agreement 603, dated as of October 14, 1988 by and between the Owner Trustee and Lessee. Filed as Exhibit 10.3(e) to the Registrant's Annual Report on Form 10-K for the year ended December 31, 1988.*
(c) Stipulation and Order, dated June 19, 1991, among Continental Airlines, Inc., New York Airlines, Inc., Bay Air Lease I, Cirrus Capital Corporation of Florida, Bay Air Lease III, Meridian Trust Company, as Owner Trustee, IAL Aircraft Acquisitions, Inc., Pegasus Aircraft Partners II, L.P., Pegasus Capital Corporation, IAL Aviation Resources, Inc., Aircraft Leasing, Inc., Pegasus Aircraft Partners, L.P., Gilman Financial Services, Inc. and First Security Bank of Utah, as Owner Trustee concerning various aircraft and aircraft engines. Filed as Exhibit 19.1(a) to the Registrant's Quarterly Report on Form 10-Q for the quarter ended June 30, 1991.*
(d) Agreed Order, dated July 3, 1991, in connection with approval of Stipulation and Order, dated June 19, 1991, among Continental Airlines, Inc., New York Airlines, Inc., Bay Air Lease I, Cirrus Capital Corporation of Florida, Bay Air Lease III, Meridian Trust Company, as Owner Trustee, IAL Aircraft Acquisitions, Inc., Pegasus Aircraft Partners II, L.P., Pegasus Capital Corporation, IAL Aviation Resources, Inc., Aircraft Leasing, Inc., Pegasus Aircraft Partners, L.P., Gilman Financial Services, Inc. and First Security Bank of Utah, as Owner Trustee concerning various aircraft and aircraft engines. Filed as Exhibit 19.1(b) to the Registrant's Quarterly Report on Form 10-Q for the quarter ended June 30, 1991.*
(e) Supplemental Stipulation and Order, dated December 30, 1992, among Continental Airlines, Inc., Bay Air Lease I, Cirrus Capital Corporation of Florida, Bay Air Lease III, Aviation Assets I, Aviation Assets II, Aviation Assets III,
Aviation Assets IV, IAL Aircraft Acquisitions, Inc., Pegasus Aircraft Partners II, L.P., Pegasus Capital Corporation, IAL Aviation Resources, Inc., Pegasus Aircraft Partners, L.P., Gilman Financial Services, and First Security Bank of Utah, as Owner Trustee concerning various aircraft and aircraft engines. Filed as Exhibit 10.2(e) to the Registrant's Annual Report on Form 10-K for the year ended December 31, 1992.*
(f) Lease termination agreement dated October 16, 1995, between Continental Airlines, Inc. and First Security Bank of Utah, N.A. as trustee of a trust in which Pegasus Aircraft Partners, L.P. is the sole beneficiary with respect to the lease of the 747-143 aircraft.
10.3 (a) Trust Agreement 735, dated as of September 26, 1988 by and between Seller and Owner Trustee providing for, among other things, the acquisition of one Boeing Model 727-224 aircraft (the "Aircraft"), and concurrently therewith leasing the Aircraft to Continental Airlines, Inc. ("Lessee"). Filed as Exhibit 10.4(b) to the Registrant's Annual Report on Form 10-K for the year ended December 31, 1988.*
(b) Lease Agreement 735, dated as of September 26, 1988 by and between Owner Trustee and Lessee. Filed as Exhibit 10.4(d) to the Registrant's Annual Report on Form 10-K for the year ended December 31, 1988.*
(c) Stipulation and Order, dated June 19, 1991, among Continental Airlines, Inc., New York Airlines, Inc., Bay Air Lease I, Cirrus Capital Corporation of Florida, Bay Air Lease III, Meridian Trust Company, as Owner Trustee, IAL Aircraft Acquisitions, Inc., Pegasus Aircraft Partners II, L.P., Pegasus Capital Corporation, IAL Aviation Resources, Inc., Aircraft Leasing, Inc., Pegasus Aircraft Partners, L.P., Gilman Financial Services, Inc. and First Security Bank of Utah, as Owner Trustee concerning various aircraft and aircraft engines. Filed as Exhibit 19.1(a) to the Registrant's Quarterly Report on Form 10-Q for the quarter ended June 30, 1991.*
(d) Agreed Order, dated July 3, 1991, in connection with approval of Stipulation and Order, dated June 19, 1991, among Continental Airlines, Inc., New York Airlines, Inc., Bay Air Lease I, Cirrus Capital Corporation of Florida, Bay Air Lease III, Meridian Trust Company, as Owner Trustee, IAL Aircraft Acquisitions, Inc., Pegasus Aircraft Partners II, L.P., Pegasus Capital Corporation, IAL Aviation Resources, Inc., Aircraft Leasing, Inc., Pegasus Aircraft Partners, L.P., Gilman Financial Services, Inc. and First Security Bank of Utah, as Owner Trustee concerning various aircraft and aircraft engines. Filed as Exhibit 19.1(b) to the Registrant's Quarterly Report on Form 10-Q for the quarter ended June 30, 1991.*
(e) Supplemental Stipulation and Order, dated December 30, 1992, among Continental Airlines, Inc., Bay Air Lease I, Cirrus Capital Corporation of Florida, Bay Air Lease III, Aviation Assets I, Aviation Assets II, Aviation Assets III, Aviation Assets IV, IAL Aircraft Acquisitions, Inc., Pegasus Aircraft Partners II, L.P., Pegasus Capital Corporation, IAL Aviation Resources, Inc., Pegasus Aircraft Partners, L.P., Gilman Financial Services, and First Security Bank of Utah, as Owner Trustee concerning various aircraft and aircraft engines. Filed as Exhibit 10.3(e) to the Registrant's Annual Report on Form 10-K for the year ended December 31, 1992.*
(f) Amendment No. 1 to Lease Agreement 735 dated as of February 28, 1997 between the Owner Trustee and Continental Airlines, Inc.
10.4 (a) Trust Certificate dated February 16, 1989, for the benefit of the Registrant from New DC-9T-I, Inc., a New York Corporation and Meridian Trust Company ("Trustee"). Filed as Exhibit 19.2(c) to the Registrant's Quarterly Report on Form 10-Q for the quarter ended March 31, 1989.*
(b) Lease, dated as of May 20, 1983, as supplemented by Lease Supplement No. 1 dated May 24, 1983, between DC-9T-I, Inc., as Lessor, and Trans World Airlines, Inc., as Lessee, pertaining to one McDonnell Douglas DC-9-82 aircraft, U.S. Registration No. 904TW. Filed as Exhibit 10.4 (b) to the Registrant's Annual Report on Form 10-K for the year ended December 31, 1991. *
(c) Amendment Agreement, dated as of December 15, 1986, between Trans World Airlines, Inc., as Lessee, and DC-9T-I, Inc., as Lessor. Filed as Exhibit 10.4 (c) to the Registrant's Annual Report on Form 10-K for the year ended December 31, 1991. *
(d) Amendment No. 1, dated as of May 1, 1991, to Lease dated as of May 20, 1983, each between Meridian Trust Company, as Owner Trustee and Lessor, and Trans World Airlines, Inc., as Lessee. Filed as Exhibit 19.1(a) to the Registrant's Quarterly Report on Form 10-Q for the quarter ended March 31, 1991.*
(e) Amendment No. 2, dated as of April 15, 1993, between Meridian Trust Company, as Owner Trustee, and Trans World Airlines, Inc. as Lessee.*
(f) Agreed Order, dated April 14, 1993, approving lease amendments among Trans World Airlines, Inc., Registrant, Pegasus Aircraft Partners II, L.P. and Pegasus Capital Corporation relating to leases of certain aircraft.*
(g) Amendment No. 3 dated as of January 16, 1995 between Meridian Trust Company Owner Trustee as Lessor and TWA as lessee with respect to the lease of one McDonnell Douglas MD-82, U.S. Registration No. N904TW.*
10.5 (a) Amended and Restated Lease No. 1, dated October 14, 1988, between PS Group, Inc. and USAir, Inc. Filed as Exhibit 10.2.9 to Form S-1 Registration Statement, dated July 3, 1989 for Pegasus Aircraft Partners II, L.P. (Commission File No. 33-28359).*
(b) Agreement pursuant to Section 168(f)(8) of the Internal Revenue Code of 1954, as Amended between Pacific Southwest Airlines and General Mills, Inc. Filed as Exhibit 19.3(c) to the Registrant's Quarterly Report on Form 10-Q for the quarter ended March 31, 1989.*
(c) Assumption Agreement, dated March 22, 1989, among Pegasus Capital Corporation, a California corporation ("PCC"), the Purchaser, Concord Asset Management, Inc., a Delaware corporation ("CAMI") and the Registrant. Filed as Exhibit 19.3(e) to the Registrant's Quarterly Report on Form 10-Q for the quarter ended March 31, 1989.*
(d) Participation Agreement, dated September 21, 1989, among Registrant, First Security Bank of Utah, a national association (the "Owner Trustee"), CAMI and Pegasus Aircraft Partners II, L.P., a Delaware limited partnership. Filed as Exhibit 19.2(e) to the Quarterly Report on Form 10-Q for the quarter ended September 30, 1989 for Pegasus Aircraft Partners II, L.P. (Commission File No. 33-28359).*
(e) Amended and Restated Reimbursement Agreement, dated September 21, 1989, between the Registrant and CAMI. Filed as Exhibit 19.2(f) to the Quarterly Report on Form 10-Q for the quarter ended September 30, 1989 for Pegasus Aircraft Partners II, L.P. (Commission File No. 33-28359).*
(f) Amended and Restated Security Agreement, dated September 21, 1989, between the Registrant and CAMI. Filed as Exhibit 19.2(h) to the Quarterly Report on Form 10-Q for the quarter ended September 30, 1989 for Pegasus Aircraft Partners II, L.P. (Commission File No. 33-28359).*
(g) Security Agreement, dated September 21, 1989, between the Registrant and Pegasus Aircraft Partners II, L.P. Filed as Exhibit 19.2(j) to the Quarterly Report on Form 10-Q for the quarter ended September 30, 1989 for Pegasus Aircraft Partners II, L.P. (Commission File No. 33-28359).*
(h) Security Agreement, dated September 21, 1989, between Pegasus Aircraft Partners II, L.P. and the Registrant. Filed as Exhibit 19.2(k) to the Quarterly Report on Form 10-Q for the quarter ended September 30, 1989 for Pegasus Aircraft Partners II, L.P. (Commission File No. 33-28359).*
(i) Trust Agreement 814, dated as of March 10, 1989, among PCC, as Beneficiary, the Registrant, as Beneficiary, and the Owner Trustee. Filed as Exhibit 19.3(i) to the Registrant's Quarterly Report on Form 10-Q for the quarter ended March 31, 1989.*
(j) First Amendment to Trust Agreement 814, dated September 21, 1989, among Pegasus Aircraft Partners II, L.P., as Beneficiary, the Registrant, as Beneficiary and the Owner Trustee. Filed as Exhibit 19.2(m) to the Quarterly Report on Form 10-Q for the quarter ended September 30, 1989 for Pegasus Aircraft Partners II, L.P. (Commission File No. 33-28359).*
(k) Letter of Credit Agreement, dated as of April 30, 1992, between First Security Bank of Utah as Owner Trustee and Philadelphia National Bank, Incorporated, as CoreStates Bank, N.A. Filed as Exhibit 10.1(a) to the Registrant's Quarterly Report on Form 10-Q for the quarter ended June 30, 1992.*
(l) Assumption Agreement, dated April 30, 1992, among Pegasus Aircraft Partners, L.P. and Pegasus Aircraft Partners II, L.P. as Obligors and Philadelphia National Bank, Incorporated, as CoreStates Bank, N.A. Filed as Exhibit 10.1(b) to the Registrant's Quarterly Report on Form 10-Q for the quarter ended June 30, 1992.*
(m) Security Agreement and Assignment of lease, dated as of April 30, 1992, between First Security Bank of Utah, National Association as Owner Trustee and Philadelphia National Bank, Incorporated, as CoreStates Bank, N.A. Filed as Exhibit 10.1 (c) to the Registrant's Quarterly Report on Form 10-Q for the quarter ended June 30, 1992. *
(n) Assignment of Collateral, dated as of April 30, 1992, between Pegasus Aircraft Partners, L.P. and Philadelphia National Bank, Incorporated, as CoreStates Bank, N.A. Filed as Exhibit 10.1(d) to the Registrant's Quarterly Report on Form 10-Q for the quarter ended June 30, 1992. *
10.6 (a) Loan Agreement, dated April 22, 1994, between Pegasus Aircraft Partners, L.P. and Philadelphia National Bank, Incorporated as CoreStates Bank, N.A..*
(b) Promissory Note, dated April 22, 1994, made by Pegasus Aircraft Partners, L.P. in favor of Philadelphia National Bank Incorporated as CoreStates Bank, N.A.*
(c) Security Agreement and Assignment of lease between First Security Bank of Utah, National Association as owner trustee and Philadelphia National Bank Incorporated as CoreStates Bank, N.A. with respect to aircraft N17010.*
(d) Assignment of beneficial interest for Pegasus Aircraft Partners, L.P. to Philadelphia National Bank Incorporated as CoreStates Bank, N.A. with respect to the Pegasus interest in the USAir Trust Agreement and the Continental Trust Agreement.*
(e) Amended and restated loan agreement dated as of July 20, 1995 between Pegasus Aircraft Partners, L.P. and CoreStates Bank N.A..
11 Partnership policy Regarding Requests for Partner Lists.
19.1 Prospectus of Registrant, dated as of September 30, 1988. Filed as Exhibit 19.1 to the Registrant's Annual Report on Form 10-K for the year ended December 31, 1988.*
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.
Dated: March 29, 2000
Pegasus Aircraft Partners, L.P. (Registrant)
By: Air Transport Leasing, Inc. Administrative General Partner
By: /s/ CLIFFORD B. WATTLEY Clifford B. Wattley President and Director
By: /s/ CARMINE FUSCO Carmine Fusco Vice President, Secretary, Treasurer and Chief Financial and Accounting Officer
By: Pegasus Aircraft Management Corporation Managing General Partner
By: /s/ RICHARD S. WILEY Richard S. Wiley President and Chairman of the Board
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 indicated on March 29, 2000.
Signature Title - --------- -----
/s/ RICHARD S. WILEY President and Chairman of Richard S. Wiley the Board of Pegasus Aircraft Management Corporation
/s/ CLIFFORD B. WATTLEY President and Director of Clifford B. Wattley Air Transport Leasing, Inc.
/s/ STEPHEN R. DYER Vice President, Assistant Stephen R. Dyer Secretary and Director of Air Transport Leasing, Inc.