UNITED STATES
SECURITIES AND EXCHANGE COMMISSION
WASHINGTON, DC 20549
FORM 10-QSB
(Mark One)
[ X ] Quarterly Report Under Section 13 or 15(d) of the Securities Exchange Act
of 1934 For the quarterly period ended September 30, 2005
[ ] Transition Report Under Section 13 or 15(d) of the Securities Exchange Act
of 1934 For the transition period from ____________ to ____________
Commission File Number: 001-13387
AeroCentury Corp.
(Exact name of small business issuer as specified in its charter)
Delaware 94-3263974
(State or other jurisdiction of (I.R.S. Employer Identification No.)
incorporation or organization)
1440 Chapin Avenue, Suite 310
Burlingame, California 94010
(Address of principal executive offices)
(650) 340-1888
(Issuer's telephone number)
None
(Former name, former address and
former fiscal year, if changed since last report)
Check whether the Issuer: (1) filed all reports required to be filed by Section
13 or 15(d) of the Securities Exchange Act of 1934 during the past 12 months (or
for such shorter period that the registrant was required to file such reports),
and (2) has been subject to such filing requirements for the past 90 days.
Yes X No
--- ---
Indicate by check mark whether the registrant is a shell company (as defined in
Rule 12b-2 of the Exchange Act). Yes No X
---- -----
State the number of shares outstanding of each of the issuer's classes of common
equity, as of the latest practicable date: As of November 14, 2005 the Issuer
had 1,606,557 Shares of Common Stock, par value $0.001 per share, outstanding,
of which 63,300 are held as Treasury Stock.
Transitional Small Business Disclosure Format (check one): Yes No
--- ---
PART I
FINANCIAL INFORMATION
Forward-Looking Statements
This Quarterly Report on Form 10-QSB includes "forward-looking statements"
within the meaning of Section 27A of the Securities Act and Section 21E of the
Exchange Act. All statements in this Quarterly Report other than statements of
historical fact are "forward looking statements" for purposes of these
provisions, including any statements of plans and objectives for future
operations and any statements of assumptions underlying any of the foregoing.
Statements that include the use of terminology such as "may," "will," "expects,"
"plans," "anticipates," "estimates," "potential," or "continue," or the negative
thereof, or other comparable terminology are forward-looking statements.
Forward-looking statements include: (i) in Item 1 "Financial Statements,"
statements concerning the Company's belief that full adoption of SFAS 153 will
not have an impact on the Company's results; the expectation regarding the
delivery of two DHC-8 aircraft in the first quarter of 2006, and the expectation
of the sale of a Shorts aircraft in the fourth quarter of 2005 and the expected
lack of a gain or loss on sale; (ii) in Item 2 "Management's Discussion and
Analysis or Plan of Operation -- Liquidity and Capital Resources," statements
concerning the Company's belief that it will continue to be in compliance with
its credit facility covenants except one regarding interest coverage; the
expectation that the interest coverage ratio covenant will be revised pursuant
to negotiations with lenders; the Company's belief that it will have adequate
cash flow to meet its ongoing operational needs, including credit facility
repayments; the Company's belief that its assumptions used to forecast cash flow
are reasonable; (iii) in Item 2 "Management's Discussion and Analysis or Plan of
Operation -- Outlook," statements concerning the Company's expectation regarding
the long-term decline of lease rentals from its current portfolio; the Company's
anticipated refinancing of two DHC-8 aircraft; the Company's belief in the
strength of the regional aircraft financing market, and the availability of
appropriate acquisitions; the expectation that the Company will continue
increasing its portfolio; and (iv) in Item 2 "Management's Discussion and
Analysis or Plan of Operation -- Factors that May Affect Future Results,"
statements regarding the Company's belief that it will have sufficient cash
funds to make any payments that are required under the credit facility due to
collateral pool limitations arising from assets coming off lease; the
anticipated increased compliance cost created by the Sarbanes-Oxley Act and the
Company's ability to fund such increased costs; the Company's anticipated
purchase of used aircraft and concentration on turboprop equipment, the
Company's intention to concentrate on future leases to regional air carriers;
the Company's belief that overseas markets present opportunities; and the
Company's belief that it is competitive because of JMC's experience and
operational efficiency in identifying and obtaining financing for the
transaction types desired by regional air carriers.
These forward-looking statements involve risks and uncertainties, and it is
important to note that the Company's actual results could differ materially from
those projected or assumed in such forward-looking statements. Among the factors
that could cause actual results to differ materially are the factors detailed
under the heading "Management's Discussion and Analysis or Plan of Operation --
Factors that May Affect Future Results," including general economic conditions,
particularly those that affect the demand for regional aircraft and engines and
the financial status of the Company's primary customers, foreign regional
passenger airlines; increasing aircraft fuel costs that weaken the financial
health of air carriers; rapidly rising interest rates accompanied by a flat or
decreasing lease rental market; further disruptions to the air travel industry
due to terrorist attacks; the Company's ability to enlarge its credit facility
on reasonable business terms; the Company's ability to find additional
alternative financing sources; the financial performance of the Company's
lessees and their compliance with rental, maintenance and return conditions
under their respective leases; unanticipated lease defaults by the Company's
lessees; the availability of suitable aircraft acquisition transactions in the
regional aircraft market; and future trends and results which cannot be
predicted with certainty. The cautionary statements made in this Quarterly
Report should be read as being applicable to all related forward-looking
statements wherever they appear herein. All forward-looking statements and risk
factors included in this document are made as of the date hereof, based on
information available to the Company as of the date hereof, and the Company
assumes no obligation to update any forward-looking statement or risk factor.
You should consult the risk factors listed from time to time in the Company's
filings with the Securities and Exchange Commission.
AeroCentury Corp.
Condensed Consolidated Balance Sheet
Unaudited
ASSETS
September 30,
2005
Assets:
Cash and cash equivalents $ 1,405,670
Accounts receivable 1,186,020
Aircraft and aircraft engines held for lease,
net of accumulated depreciation of $17,422,780 83,277,450
Prepaid expenses and other 650,020
-----------------
Total assets $86,519,160
=================
LIABILITIES AND STOCKHOLDERS' EQUITY
Liabilities:
Accounts payable and accrued expenses $ 621,340
Notes payable and accrued interest 51,013,800
Maintenance reserves and accrued costs 12,388,770
Security deposits 2,030,600
Prepaid rent 460,930
Deferred taxes 968,330
Taxes payable 100,390
-----------------
Total liabilities 67,584,160
=================
Stockholders' equity:
Preferred stock, $.001 par value, 2,000,000 shares
authorized, no shares issued and outstanding -
Common stock, $.001 par value, 3,000,000 shares
authorized, 1,606,557 shares issued and outstanding 1,610
Paid in capital 13,821,200
Retained earnings 5,616,260
-----------------
19,439,070
Treasury stock at cost, 63,300 shares (504,070)
-----------------
Total stockholders' equity 18,935,000
-----------------
$86,519,160
=================
The accompanying notes are an integral part of these statements.
AeroCentury Corp.
Condensed Consolidated Statements of Operations
Unaudited
For the Nine Months For the Three Months
Ended September 30, Ended September 30,
2005 2004 2005 2004
Revenues:
Operating lease revenue $8,216,510 $6,563,800 $2,956,410 $2,246,260
(Loss)/gain on sale of aircraft and
aircraft engines -
(59,550) 21,070 21,070
Other income 94,600 320,270 130 205,970
------------- ----------- ------------ -----------
8,251,560 6,905,140 2,956,540 2,473,300
------------- ----------- ------------ ------------
Expenses:
Depreciation
2,935,430 2,638,060 1,030,030 893
Interest 2,456,860 1,730,600 877,000 606,510
Management fees 1,705,960 1,459,140 594,470 499,730
Professional fees and
general and administrative 405,420 550,820 129,500 256,690
Insurance 242,140 202,450 75,160 79,230
Maintenance 219,870 490,850 169,440 397,870
Bad debt expense 88,110 146,750 - 146,750
Provision for impairment
in value of aircraft 12,180 463,300 - 463,300
------------- ---------- ----------- --------
8,065,970 7,681,970 2,875,600 3,343,780
------------ ---------- ---------- --------
Income/(loss) before taxes 185,590 (776,830) 80,940 (870,480)
Tax provision/(benefit) 47,770 (299,830) 28,840 (313,240)
------------- ----------- ----------- ------------
Net income/(loss) $137,820 $(477,000) $ 52,100 $ (557,240)
============= =========== =========== ============
Weighted average common
shares outstanding 1,543,257 1,543,257 1,543,257 1,543,257
============= =========== =========== ============
Earnings/(loss) per share $ 0.09 $ (0.31) $ 0.03 $ (0.36)
============== =========== =========== =============
The accompanying notes are an integral part of these statements.
AeroCentury Corp.
Condensed Consolidated Statements of Cash Flows
Unaudited
For the Nine Months Ended
September 30,
2005 2004
Net cash provided by operating activities $ 3,240,390 $ 3,405,900
--------------- ------------
Investing activities:
Payments received on note receivable 210,080 -
Proceeds from disposal of assets 7,900,130 2,040,660
Purchase of aircraft and aircraft engines (14,488,870) (10,173,950)
--------------- --------------
Net cash used by investing activities (6,378,660) (8,133,290)
--------------- -------------
Financing activities:
Issuance of notes payable 10,941,000 5,200,000
Repayment of notes payable (8,800,690) (6,265,110)
--------------- -------------
Net cash provided/(used) by financing activities 2,140,310 (1,065,110)
--------------- -------------
Net decrease in cash and cash equivalents (997,960) (5,792,500)
Cash and cash equivalents, beginning of period 2,403,630 9,448,630
--------------- ------------
Cash and cash equivalents, end of period $ 1,405,670 $ 3,656,130
=============== ============
During the nine months ended September 30, 2005 and 2004, the Company paid
interest totaling $2,442,450 and $1,673,940, respectively, and income taxes
totaling $1,780,380 and $1,080, respectively.
The accompanying notes are an integral part of these statements.
AeroCentury Corp.
Notes to Condensed Consolidated Financial Statements (Unaudited)
September 30, 2005
1. Organization and Summary of Significant Accounting Policies
(a) Basis of Presentation
AeroCentury Corp. ("AeroCentury"), a Delaware corporation, uses
leveraged financing to acquire leased aircraft assets. The Company purchases
used regional aircraft on lease to foreign and domestic regional carriers.
Financial information for AeroCentury and its wholly-owned subsidiaries,
AeroCentury Investments II LLC ("AeroCentury II LLC") and AeroCentury
Investments IV LLC ("AeroCentury IV LLC") (collectively, the "Company"), is
presented on a consolidated basis. All intercompany balances and transactions
have been eliminated in consolidation. During the third quarter of 2005, the
title to the aircraft which had been owned by AeroCentury IV LLC was transferred
to AeroCentury. AeroCentury IV LLC was dissolved in the fourth quarter.
(b) Cash and Cash Equivalents/Deposits
The Company considers highly liquid investments readily convertible
into known amounts of cash, with original maturities of 90 days or less from the
date of acquisition, as cash equivalents.
(c) Aircraft and Aircraft Engines Held For Lease
The Company's interests in aircraft and aircraft engines are recorded
at cost, which includes acquisition costs. The Company purchases only used
aircraft. It is the Company's policy to hold aircraft for approximately twelve
years unless market conditions necessitate earlier disposition. Depreciation is
computed using the straight-line method over the twelve year period to an
estimated residual value based on appraisal. Decreases in the market value of
aircraft could not only affect the current value, but could also affect the
assumed residual value. The Company periodically obtains a residual value
appraisal for its assets and, historically, has not written down any estimated
residuals.
(d) Impairment of Long-lived Assets
The Company periodically reviews its portfolio of assets for impairment
in accordance with Statement of Financial Accounting Standards ("SFAS") No. 144,
"Accounting for the Impairment or Disposal of Long-lived Assets." Such review
necessitates estimates of current market values, re-lease rents, residual values
and component values. The estimates are based on currently available market data
and are subject to fluctuation from time to time. The Company initiates its
review periodically, whenever events or changes in circumstances indicate that
the carrying amount of a long-lived asset may not be recoverable. Recoverability
of an asset is measured by comparison of its carrying amount to the expected
future undiscounted cash flows (without interest charges) that the asset is
expected to generate. Any impairment to be recognized is measured by the amount
by which the carrying amount of the asset exceeds its fair market value.
Significant management judgment is required in the forecasting of future
operating results which are used in the preparation of projected undiscounted
cash flows and, should different conditions prevail, material write downs may
occur.
AeroCentury Corp.
Notes to Condensed Consolidated Financial Statements (Unaudited)
September 30, 2005
1. Organization and Summary of Significant Accounting Policies (continued)
(e) Loan Commitment and Related Fees
To the extent that the Company is required to pay loan commitment fees
and legal fees in order to secure debt, such fees are amortized over the life of
the related loan.
(f) Maintenance Reserves and Accrued Costs
Maintenance costs under the Company's triple net leases are generally
the responsibility of the lessees. The accompanying consolidated balance sheet
reflects liabilities for maintenance reserves and accrued costs, which include
refundable and non-refundable maintenance payments received from lessees. At
September 30, 2005, the Company's maintenance accruals consisted of the
following:
Refundable maintenance reserves $ 504,770
Non-refundable maintenance reserves 9,949,990
Accrued costs 1,934,010
-------------
$ 12,388,770
=============
Maintenance reserves received by the Company are accounted for as a
liability, which is reduced when maintenance work is performed during the lease.
Maintenance reserves which are refundable to the lessee are refunded after all
return conditions specified in the lease and, in some cases, any other payments
due under the lease, are satisfied. Any refundable reserves retained by the
Company to satisfy return conditions are reclassified to the Company's own
maintenance payable account at lease end. Maintenance reserves which are
non-refundable to the lessee are recorded as income at lease end. If an aircraft
is returned early, any collected reserves are reclassified to the Company's own
maintenance payable account.
The Company periodically reviews its maintenance reserves and
maintenance accruals for adequacy in light of the number of hours flown,
airworthiness directives issued by the manufacturer or government authority, and
the return conditions specified in the lease, as well as the condition of the
aircraft upon return or inspection. As a result of such review, when it is
probable that the Company has incurred costs for maintenance in excess of
amounts accrued, the Company records an expense for the additional work to be
performed. Such costs include maintenance such as engine and propeller
overhauls, structural inspections and work to comply with airworthiness
directives.
When an aircraft is sold, any remaining accrual is reversed and
included in the Company's gain or loss on sale calculation. During the nine
months ended September 30, 2005 and 2004, $282,030 and $475,010, respectively,
of excess accrual was included in gain/(loss) on sale of aircraft and aircraft
engines.
AeroCentury Corp.
Notes to Condensed Consolidated Financial Statements (Unaudited)
September 30, 2005
1. Organization and Summary of Significant Accounting Policies (continued)
(f) Maintenance Reserves and Accrued Costs (continued)
Additions to and deductions from the Company's accruals during the nine
months ended September 30, 2005 and 2004 for maintenance work were as follows:
For the Nine Months Ended September 30,
2005 2004
Additions:
Charged to expense $ 196,800 $ 607,590
Charged to other -
Reclassification of reserves collected from lessees
to the Company's own liability account 40,050 266,980
------------ ------------
236,850 874,570
------------ ------------
Deductions:
Paid for previously accrued maintenance 316,570 1,615,400
Reversals of over-accrued maintenance 760 -
Included in gain/(loss) on sale of aircraft and aircraft engines 282,030 475,010
------------ ------------
599,360 2,090,410
------------ ------------
Net decrease in accrued maintenance costs,
in excess of amounts received under the leases (362,510) (1,215,840)
Balance, beginning of period 2,296,520 3,624,450
------------ ------------
Balance, end of period $ 1,934,010 $ 2,408,610
============ ============
(g) Security deposits
The Company's leases are typically structured so that if any event of
default occurs under a lease, the Company may apply all or a portion of the
lessee's security deposit to cure such default. If such application of the
security deposit is made, the lessee typically is required to replenish and
maintain the full amount of the deposit during the remaining term of the lease.
All of the security deposits received by the Company are refundable to the
lessee at the end of the lease, upon satisfaction of all lease terms.
(h) Income Taxes
As part of the process of preparing the Company's consolidated
financial statements, management is required to estimate income taxes in each of
the jurisdictions in which the Company operates. This process involves
estimating the Company's current tax exposure under the most recent tax laws and
assessing temporary differences resulting from differing treatment of items for
tax and accounting purposes. These differences result in deferred tax assets and
liabilities, which are included in the consolidated balance sheet. Management
must also assess the likelihood that the Company's deferred tax assets will be
recovered from future taxable income, and, to the extent management believes it
is more likely than not that some portion or all of the deferred tax assets will
not be realized, the Company must establish a valuation allowance. To the extent
the Company establishes a valuation allowance
AeroCentury Corp.
Notes to Condensed Consolidated Financial Statements (Unaudited)
September 30, 2005
1. Organization and Summary of Significant Accounting Policies (continued)
(h) Income Taxes (continued)
or changes the allowance in a period, the Company must reflect the corresponding
increase or decrease within the tax provision in the consolidated statement of
operations.
(i) Revenue Recognition and Allowance for Doubtful Accounts
Revenue from leasing of aircraft assets is recognized as operating
lease revenue on a straight-line basis over the terms of the applicable lease
agreements. The Company estimates and charges to income a provision for bad
debts based on its experience in the business and with each specific customer,
the level of past due accounts, and its analysis of the lessees' overall
financial condition. If the financial condition of the Company's customers
deteriorates, it could result in actual losses exceeding the estimated
allowances.
(j) Use of Estimates
The preparation of financial statements in conformity with accounting
principles generally accepted in the United States requires management to make
estimates and assumptions that affect the reported amounts of assets and
liabilities and disclosures of contingent assets and liabilities at the date of
the financial statements and the reported amounts of revenues and expenses
during the reporting period. Actual results could differ from those estimates.
The Company bases its estimates on historical experience and on various other
assumptions that are believed to be reasonable for making judgments that are not
readily apparent from other sources.
The most significant estimates with regard to these financial
statements are the residual values of the aircraft, the useful lives of the
aircraft, the amount and timing of cash flow associated with each aircraft that
are used to evaluate impairment, if any, accrued maintenance costs in excess of
amounts received from lessees, the amounts recorded as bad debt allowances and
accounting for income taxes.
(k) Comprehensive Income
The Company does not have any comprehensive income other than the
revenue and expense items included in the consolidated statements of operations.
As a result, comprehensive income equals net income for the three months and
nine months ended September 30, 2005 and 2004.
(l) Recent Accounting Pronouncements
In January 2003, the FASB issued interpretation FIN No. 46,
Consolidation of Variable Interest Entities ("FIN 46"), which was subsequently
revised in December 2003 ("FIN 46R"). FIN 46R requires a variable interest
entity to be consolidated by a company if that company is the primary
beneficiary of the entity. A company is a primary beneficiary if it is subject
to a majority of the risk of loss from the variable interest entity's activities
or entitled to receive a majority of the entity's residual returns or both.
FIN 46R also requires disclosures about variable interest entities that a
company is not required to consolidate but in which it has a significant
variable interest. FIN 46R was applicable immediately to variable interest
entities created after January 31, 2003, and is effective for all other existing
entities in financial statements for periods ending after December 15, 2004.
Certain of the disclosure requirements apply in all financial statements issued
after December 31, 2003, regardless of when the variable interest entity was
established. The Company has no interest in any variable interest entity and,
therefore, the full adoption of FIN 46R had no effect on the Company's
consolidated financial condition or results of operations.
AeroCentury Corp.
Notes to Condensed Consolidated Financial Statements (Unaudited)
September 30, 2005
1. Organization and Summary of Significant Accounting Policies (continued)
(l) Recent Accounting Pronouncements (continued)
SFAS 146, Accounting for Costs Associated with Exit or Disposal
Activities, was effective for activities that were initiated after December 31,
2002. SFAS 146 addresses significant issues regarding the recognition,
measurement and reporting of costs that are associated with exit and disposal
activities, including restructuring activities that were previously accounted
for under Emerging Issues Task Force ("EITF") No. 94-3, Liability Recognition
for Certain Employee Termination Benefits and Other Costs to Exit an Activity
(including Certain Costs Incurred in a Restructuring). The adoption of SFAS 146
had no effect on the Company's consolidated financial condition or results of
operations.
SFAS 153, Exchanges of Nonmonetary Assets, addresses the measurement of
exchanges of nonmonetary assets. It eliminates the exception from fair value
measurement for nonmonetary exchanges of similar productive assets in paragraph
21(b) of APB Opinion No. 29, Accounting for Nonmonetary Transactions, and
replaces it with an exception for exchanges that do not have commercial
substance. SFAS 153 specifies that a nonmonetary exchange has commercial
substance if the future cash flows of the entity are expected to change
significantly as a result of the exchange. The provisions of SFAS 153 will be
effective for nonmonetary asset exchanges occurring in fiscal periods beginning
after June 15, 2005. The Company does not expect the full adoption of SFAS 153
to have an impact on the Company's consolidated financial condition or results
of operations.
(m) Reclassifications
Certain prior year amounts within the footnotes have been reclassified
to conform to the current year presentation.
2. Aircraft and Aircraft Engines Held for Lease
At September 30, 2005, the Company owned eleven deHavilland DHC-8s,
three deHavilland DHC-6s, two Shorts SD 3-60s, ten Fokker 50s, two Saab 340As,
one Saab 340B and one turboprop engine which are held for lease.
During the third quarter of 2005:
Pursuant to lessee extension options, the Company extended the leases
for two of its Fokker 50 aircraft for 18 months each.
The Company purchased a deHavilland DHC-8 aircraft which is subject to
a lease with a regional carrier in the Caribbean for a term expiring in August
2008. The lessee also leases another DHC-8 aircraft owned by the Company.
The leases for two of the Company's DHC-8 aircraft remained in effect
from their expiration in June 2005. As discussed in Note 8, one of the aircraft
was returned in November 2005 and the other is undergoing maintenance. In
addition, two other deHavilland DHC-8 aircraft are undergoing maintenance and
are expected to be returned at lease end during the fourth quarter. The Company
has signed term sheets for three of the four aircraft.
At September 30, 2005, the Company's two Saab 340A aircraft, one of the
Company's Shorts SD 3-60 aircraft and the Company's spare turboprop engine were
off lease. As discussed in Note 8, the Company signed an agreement to sell the
Shorts SD 3-60 in the fourth quarter of 2005. The Company is seeking re-lease or
sale opportunities for the other off-lease assets.
AeroCentury Corp.
Notes to Condensed Consolidated Financial Statements (Unaudited)
September 30, 2005
3. Notes Receivable
In connection with a lease default during the third quarter of 2003,
the former lessee paid $20,000 to the Company at the time of the settlement and
signed a note in the amount of $480,000. The lessee made all payments due
through December 31, 2004 but, as a result of a late payment and subsequent
non-payment, and the Company's evaluation of the debtor's intention to make
future payments, the Company fully reserved the balance of the note at December
31, 2004. The balance of the fully reserved note is $370,090 at September 30,
2005. During the second quarter of 2005, the Company obtained a default judgment
against the lessee in the United States and is evaluating the cost/benefit of
enforcing it abroad.
During 2004, the former lessee of one of the Company's aircraft signed
a note in the amount of approximately $625,000, to be paid in 18 monthly
installments. The Company received all payments due through June 30, 2005. The
note was for rent and maintenance in excess of the security deposit held by the
Company. The Company had previously recorded a $250,000 allowance against the
amount receivable. Upon receiving notice that the lessee had filed for
reorganization, the Company recorded additional bad debt expense of $88,110
during the second quarter of 2005 to fully reserve the balance of the note. The
Company continues to monitor the lessee's reorganization proceedings.
4. Notes Payable and Accrued Interest
(a) Credit facility
In 2004, the Company's credit facility was renewed through October 31,
2005. In connection with the renewal, the LIBOR margin was set at 375 basis
points through March 2005, after which a margin of 275 to 375 basis points is
determined by certain financial ratios. As discussed in Note 8, the credit
facility has been renewed through October 31, 2007.
During the first nine months of 2005, the Company repaid a total of
$8,600,000 of the outstanding principal under its credit facility. The Company
must maintain compliance with certain covenants under its credit facility
agreement. As of September 30, 2005, the Company was in compliance with all
covenants, $49,146,000 was outstanding under the credit facility, and interest
of $171,180 was accrued.
(b) Special purpose financing
In September 2000, the Company acquired a deHavilland DHC-8 aircraft
using cash and bank financing separate from its credit facility. The financing
resulted in a note obligation in the amount of $3,575,000, due April 15, 2006,
which bears interest at the rate of one-month LIBOR plus 3%. The note is
collateralized by the aircraft and is non-recourse to the Company. Payments due
under the note consist of monthly principal and interest and a balloon principal
payment due on the maturity date. The financing also provides for a six month
remarketing period at the expiration or early termination of the lease. Payments
due on the financing are reduced during this remarketing period and the balloon
principal payment is deferred to the end of the six month period. The balance of
the note payable at September 30, 2005 was $1,695,010 and interest of $1,610 was
accrued. As of September 30, 2005, the Company was in compliance with all
covenants of this note obligation.
AeroCentury Corp.
Notes to Condensed Consolidated Financial Statements (Unaudited)
September 30, 2005
5. Stockholder Rights Plan
On April 8, 1998, the Company's Board of Directors adopted a
stockholder rights plan granting a dividend of one stock purchase right for each
share of the Company's common stock outstanding as of April 23, 1998. The rights
will become exercisable only upon the occurrence of certain events specified in
the plan, including the acquisition of 15% of the Company's outstanding common
stock by a person or group. Each right entitles the holder to purchase one
one-hundredth of a share of Series A Preferred Stock of the Company at an
exercise price of $66.00 per one-one-hundredth of a share. Each right entitles
the holder, other than an "acquiring person," to acquire shares of the Company's
common stock at a 50% discount to the then prevailing market price. The
Company's Board of Directors may redeem outstanding rights at a price of $0.01
per right.
6. Income Taxes
The items comprising income tax expense are as follows:
For the Nine Months Ended September 30,
2005 2004
Current tax provision:
Federal $ 175,390 $ 107,820
State 1,630 2,830
--------------- --------------
Current tax provision 177,020 110,650
--------------- --------------
Deferred tax benefit:
Federal (103,330) (372,910)
State (25,920) (37,570)
--------------- --------------
Deferred tax benefit (129,250) (410,480)
--------------- --------------
Total provision/(benefit) for income taxes $ 47,770 $ (299,830)
=============== ==============
Total income tax expense differs from the amount that would be provided
by applying the statutory federal income tax rate to pretax earnings as
illustrated below:
For the Nine Months Ended September 30,
2005 2004
Income tax provision at statutory federal income tax rate $ 63,100 $ (264,120)
State tax provision, net of federal benefit 1,090 (2,320)
Adjustment to asset tax basis 10,100 -
Tax rate differences (26,520) (33.390)
---------------- ---------------
Total income tax provision/(benefit) $ 47,770 $ (299,830)
================ ===============
Tax rate differences result from a decrease in the Company's effective
state tax rate due to changes in state apportionment percentages.
AeroCentury Corp.
Notes to Condensed Consolidated Financial Statements (Unaudited)
September 30, 2005
6. Income Taxes (continued)
Temporary differences and carry-forwards that give rise to a
significant portion of deferred tax assets and liabilities as of September 30,
2005 are as follows:
Deferred tax assets:
Bad debt allowance $ 240,830
Deferred maintenance 595,300
Maintenance reserves 3,383,590
Prepaid rent and other 157,010
---------------
Deferred tax assets 4,376,730
Deferred tax liabilities:
Depreciation on aircraft and aircraft engines (5,194,680)
Unearned income (5,030)
Other (145,350)
---------------
Net deferred tax liabilities $ (968,330)
===============
No valuation allowance is deemed necessary, as the Company has
concluded, based on an assessment of all available evidence, that it is more
likely than not that future taxable income will be sufficient to realize the tax
benefits of all the deferred tax assets on the consolidated balance sheet.
7. Related Party Transactions
Since the Company has no employees, the Company's portfolio of leased
aircraft assets is managed and administered under the terms of a management
agreement with JetFleet Management Corp. ("JMC"), which is an integrated
aircraft management, marketing and financing business and a subsidiary of
JetFleet Holding Corp. ("JHC"). Certain officers of the Company are also
officers of JHC and JMC and hold significant ownership positions in both JHC and
the Company. Under the management agreement, JMC receives a monthly management
fee based on the net asset value of the assets under management. JMC may also
receive an acquisition fee for locating assets for the Company, provided that
the aggregate purchase price, including chargeable acquisition costs and any
acquisition fee, does not exceed the fair market value of the asset based on
appraisal, and a remarketing fee in connection with the sale or re-lease of the
Company's assets. The management fees, acquisition fees and remarketing fees may
not exceed the customary and usual fees that would be paid to an unaffiliated
party for such services. The Company recorded management fees of $1,705,960 and
$1,459,140 during the nine months ended September 30, 2005 and 2004,
respectively. The Company accrued acquisition fees totaling $520,900 and
$260,000, payable to JMC, during the first nine months of 2005 and 2004,
respectively. The Company recorded remarketing fees totaling $73,250 and $55,500
to JMC in connection with the sale of aircraft in 2005 and 2004, respectively.
AeroCentury Corp.
Notes to Condensed Consolidated Financial Statements (Unaudited)
September 30, 2005
8. Subsequent Events
In October 2005, the lease for one of the Company's Fokker 50 aircraft
was extended for three years, through November 2, 2008.
In November 2005, the Company negotiated the terms for the return of
two of its deHavilland DHC-8 aircraft, the leases for which had been extended
from their original expiration dates in April 2005 to June 2005 and had been in
effect on a month-to-month basis since then. The Company accepted the return of
one of the aircraft in November 2005 and has a signed term sheet for its
re-lease to a Kenyan subsidiary of a Canadian operator for a term of 36 months.
The re-lease term is expected to commence in the fourth quarter. The second
aircraft is undergoing maintenance and the Canadian operator has expressed
interest in re-leasing the aircraft.
Two other deHavilland DHC-8 aircraft are undergoing maintenance before
being returned to the Company at lease end. The Company has a signed term sheet
and has received a security deposit for the re-lease of both aircraft. Delivery
of the aircraft to the new lessee is expected to occur in the first quarter of
2006.
In October 2005, the credit facility was extended through November 9,
2005 and subsequently renewed through October 31, 2007. In connection with the
renewal, certain financial covenants were modified, including the applicable
margin, which was revised to 275 to 325 basis points, determined by certain
financial ratios.
In November 2005, the Company signed an agreement to sell its off-lease
Shorts SD 3-60 aircraft, and delivery of the aircraft to the buyer is expected
to occur in the fourth quarter. Proceeds from the sale are expected to
approximate the net book value of the aircraft and, therefore, the Company does
not expect to record a gain or loss in connection with the sale.
Item 2. Management's Discussion and Analysis or Plan of Operation.
Overview
The Company is a lessor of turboprop aircraft and engines which are used by
customers pursuant to triple net operating leases. The acquisition of such
equipment is generally made using debt financing. The Company's profitability
and cash flow are dependent in large part upon its ability to acquire equipment,
obtain and maintain favorable lease rates on such equipment, and re-lease or
sell owned equipment that comes off lease. The Company is subject to the credit
risk of its lessees, both as to collection of rent and to performance by the
lessees of obligations for maintaining the aircraft. Since lease rates for
assets in the Company's portfolio generally decline as the assets age, the
Company's ability to maintain revenue and earnings over the medium and long term
is dependent upon the Company's ability to grow its asset portfolio.
The Company's principal expenditures are for interest costs on its financing,
management fees, and maintenance of its aircraft assets. Maintenance
expenditures are generally incurred only when aircraft are off lease, are being
prepared for re-lease, or require maintenance in excess of lease return
conditions.
The most significant non-cash expenses include accruals of maintenance costs to
be borne by the Company and aircraft depreciation, both of which are the result
of significant estimates. Maintenance expenses are estimated and accrued based
upon utilization of the aircraft. Depreciation is recognized based upon the
estimated residual value of the aircraft at the end of their estimated lives.
Deviation from these estimates could have a substantial effect on the Company's
cash flow and profitability.
Critical Accounting Policies, Judgments and Estimates
The discussion and analysis of the Company's financial condition and results of
operations are based upon the consolidated financial statements, which have been
prepared in accordance with accounting principles generally accepted in the
United States of America. The preparation of these financial statements requires
management to make estimates and judgments that affect the reported amounts of
assets and liabilities, revenues and expenses, and the related disclosure of
contingent assets and liabilities at the date of the financial statements.
Actual results may differ from these estimates under different assumptions or
conditions.
The Company's significant accounting policies are described in Note 1 to the
consolidated financial statements. The Company believes that the most critical
accounting policies include the following: Impairment of Long-lived Assets;
Depreciation Policy, Maintenance Reserves and Accrued Costs; Revenue Recognition
and Allowance for Doubtful Accounts; and Accounting for Income Taxes.
a. Impairment of Long-lived Assets
The Company periodically reviews its portfolio of assets for impairment in
accordance with Statement of Financial Accounting Standards ("SFAS") No. 144,
"Accounting for the Impairment or Disposal of Long-lived Assets." Such review
necessitates estimates of current market values, re-lease rents, residual values
and component values. The estimates are based on currently available market data
and third-party appraisals and are subject to fluctuation from time to time. The
Company initiates its review periodically, whenever events or changes in
circumstances indicate that the carrying amount of a long-lived asset may not be
recoverable. Recoverability of an asset is measured by comparison of its
carrying amount to the expected future undiscounted cash flows (without interest
charges) that the asset is expected to generate. Any impairment to be recognized
is measured by the amount by which the carrying amount of the asset exceeds its
fair market value. Significant management judgment is required in the
forecasting of future operating results which are used in the preparation of
projected undiscounted cash flows and should different conditions prevail,
material write downs may occur. No impairment charges resulted from the
appraisals obtained by the Company during the third quarter of 2005.
b. Depreciation Policy
The Company's interests in aircraft and aircraft engines are recorded at cost,
which includes acquisition costs. The Company purchases only used aircraft. It
is the Company's policy to hold aircraft for approximately twelve years unless
market conditions necessitate earlier disposition. Depreciation is computed
using the straight-line method over the twelve year period to an estimated
residual value based on appraisal. Decreases in the market value of aircraft
could not only affect the current value, discussed above, but could also affect
the assumed residual value. The Company periodically obtains a residual value
appraisal for its assets and, historically, has not written down any estimated
residuals.
c. Maintenance Reserves and Accrued Costs
Maintenance costs under the Company's triple net leases are generally the
responsibility of the lessees. Maintenance reserves and accrued costs in the
accompanying consolidated balance sheet include refundable and non-refundable
maintenance payments received from lessees. The Company periodically reviews
maintenance reserves for each of its aircraft for adequacy in light of the
number of hours flown, airworthiness directives issued by the manufacturer or
government authority, and the return conditions specified in the lease, as well
as the condition of the aircraft upon return or inspection. As a result of such
review, if it is probable that the Company has incurred costs for maintenance in
excess of amounts received from lessees, the Company accrues its share of costs
for work to be performed.
Significant management judgment is required in determining aircraft condition
and estimating maintenance costs. Absent fixed price maintenance agreements,
these costs cannot be determined until such work is completed. Because of the
potential magnitude of maintenance costs, even slight changes in work scope may
have a material impact on operating results.
With respect to estimated maintenance costs, the Company has found its accruals
to be generally accurate. Nevertheless, the Company has incurred significant
maintenance expense in connection with aircraft which were returned early during
the last two years in a condition worse than required by the lease.
Specifically, the Company incurred maintenance expense of approximately $442,000
and $1,864,000 in connection with the early return of aircraft in 2004 and 2003,
respectively.
d. Revenue Recognition and Allowance for Doubtful Accounts
Revenue from leasing of aircraft assets is recognized as operating lease revenue
on a straight-line basis over the terms of the applicable lease agreements. The
Company estimates and charges to income a provision for bad debts based on its
experience in the business and with each specific customer, the level of past
due accounts, and its analysis of the lessees' overall financial condition. If
the financial condition of the Company's customers deteriorates, it could result
in actual losses exceeding the estimated allowances.
e. Accounting for Income Taxes
As part of the process of preparing the Company's consolidated financial
statements, management is required to estimate income taxes in each of the
jurisdictions in which the Company operates. This process involves estimating
the Company's current tax exposure under the most recent tax laws and assessing
temporary differences resulting from differing treatment of items for tax and
accounting purposes. These differences result in deferred tax assets and
liabilities, which are included in the consolidated balance sheet. Management
must also assess the likelihood that the Company's deferred tax assets will be
recovered from future taxable income, and, to the extent management believes it
is more likely than not that some portion or all of the deferred tax assets will
not be realized, the Company must establish a valuation allowance. To the extent
the Company establishes a valuation allowance or changes the allowance in a
period, the Company must reflect the corresponding increase or decrease within
the tax provision in the consolidated statement of operations.
Significant management judgment is required in determining the Company's future
taxable income for purposes of assessing the Company's ability to realize any
benefit from its deferred taxes. In the event that actual results differ from
these estimates or the Company adjusts these estimates in future periods, the
Company's operating results and financial position could be materially affected.
Results of Operations
a. Revenues
Operating lease revenue was approximately $1,653,000 and $710,000 higher in the
nine months and three months ended September 30, 2005 versus the same periods in
2004, respectively, primarily because of increased operating lease revenue from
aircraft purchased beginning in April 2004. This increase, totaling
approximately $2,946,000 and $1,015,000 for the nine-month and three-month
periods, respectively, was partially offset by decreases totaling $1,293,000 and
$305,000, respectively, which were due to the sale of a pool of turboprop
engines in December 2004 and aircraft that were on lease in 2004 but off lease
during 2005. Lower lease rates for several aircraft in 2005 also adversely
affected revenues.
Loss on sale of aircraft and aircraft engines was approximately $60,000 for the
nine months ended September 30, 2005 as a result of the sale of a deHavilland
DHC-7. The aircraft had been written down to its estimated net sale value at
December 31, 2004; however, at the time of sale, the Company recognized an
additional loss of approximately $60,000 incurred subsequent to December 31,
2004. There were no sales during the three months ended September 30, 2005.
During the nine months ended September 30, 2004, the Company recognized a net
gain on sale of approximately $21,000, as a result of two asset sales in the
third quarter.
Other income was approximately $226,000 lower in the nine months ended September
30, 2005 versus the same period in 2004, primarily because of lower interest
income in 2005 and payments received in 2004 on one of the Company's notes
receivable and because, in 2004, based on the lessee's payment history to date,
the Company reversed a portion of the note receivable allowance. These decreases
were partially offset by the reversal in 2005 of previously accrued maintenance
expenses. Other income was approximately $206,000 lower in the three months
ended September 30, 2005 versus the three month period in 2004, primarily as a
result of lower interest income in 2005, payments received in 2004 on one of the
Company's notes receivable and the partial reversal of the note receivable
allowance in 2004.
b. Expense items
Depreciation was approximately $297,000 and $136,000 higher in the nine months
and three months ended September 30, 2005 versus the same periods in 2004,
respectively, primarily because of the purchase of aircraft beginning in April
2004 and during 2005, the effect of which was partially offset by the sale of
assets in the fourth quarter of 2004 and first half of 2005. Management fees
were approximately $247,000 and $95,000 higher in the nine month and three month
periods of 2005 compared to 2004, respectively, for the same reasons.
Interest expense was approximately $726,000 and $270,000 higher in the nine
months and three months ended September 30, 2005, respectively, versus the same
periods in 2004, primarily as a result of higher market interest rates and a
higher average principal balance in 2005 compared to 2004.
Professional fees and general and administrative expenses were approximately
$145,000 and $127,000 lower in the nine months and three months ended September
30, 2005, respectively, primarily because of lower legal fees. This decrease was
partially offset by higher accounting fees.
The Company's insurance expense for off-lease aircraft and aircraft engines
varies depending on the type of aircraft and engines insured during each period
and the length of time each asset is insured. As a result of the combination of
assets insured during each period, insurance expense was approximately $40,000
higher in the nine-month period in 2005 versus the same period in 2004 and
approximately $4,000 lower in the three-month period in 2005 versus the same
period in 2004.
Maintenance expense was approximately $271,000 and $228,000 lower in the nine
months ended September 30, 2005 versus the same periods in 2004. The Company
incurred maintenance expense in 2005, for storage and preparation of several
aircraft for re-lease. In 2004, maintenance expense was comprised primarily of
estimated costs necessary to ready two aircraft, which were returned early by a
lessee, for re-lease.
During the second quarter of 2005, the Company recorded bad debt expense of
approximately $88,000, to fully reserve the balance of a note receivable from
the former lessee of one of the Company's aircraft, based on a notice received
from the lessee that it had filed for reorganization. During the third quarter
of 2004, the Company recorded bad debt expense of approximately $147,000 for
rent and reserves written off in connection with a lessee's early return of two
aircraft.
During the first quarter of 2005, the Company recorded an impairment charge of
approximately $12,000, based on the estimated net sales proceeds pursuant to an
agreement to sell an aircraft in April 2005. During the third quarter of 2004,
in accordance with its periodic review of its portfolio of assets for
impairment, the Company recorded a provision for impairment of approximately
$463,000 for one of its aircraft, based on the Company's cash flow analysis and
third party appraisals.
The Company's effective tax rates for the period ended September 30, 2005 and
2004 were approximately 26% and 39%, respectively. The change in rate was
primarily a result of the recognition of tax benefits relating to different
state tax rates that had been accrued in prior years. Since the Company incurred
a loss for the nine month period ended September 30, 2004, the recognition of
tax benefits related to the reduced state tax rates increased the Company's tax
benefit from the loss and its effective tax rate. Conversely, the Company had
income for the nine month period ended September 30, 2005, and the recognition
of tax benefits related to the reduced state tax rates decreased the effective
tax rate for the nine month period ended September 30, 2005.
For the three month periods ending September 30, 2005 and 2004 the Company's
effective tax rates were 36% for both periods. Since the Company had income for
the three month period ended September 30, 2005, the recognition of tax benefits
related to the reduced state tax rates decreased the Company's effective tax
rate for that period. However, the recognition of tax expense related to
adjustments to the tax basis of disposed assets off-set these recognized tax
benefits and slightly increased the Company's effective tax rate for the three
month period ended September 30, 2005. Conversely, the Company incurred a loss
for the three month period ended September 30, 2004, so that the recognition of
the tax benefits related to reduced state tax rates increased the Company's tax
benefit from the loss and its effective tax rate for that three month period.
Liquidity and Capital Resources
The Company is currently financing its assets primarily through credit facility
borrowings, special purpose financing and excess cash flow.
(a) Credit facility
In 2004, the Company's credit facility was renewed through October 31, 2005. In
connection with the renewal, the LIBOR margin was set at 375 basis points
through March 2005, after which a margin of 275 to 375 basis points was
determined by certain financial ratios.
In October 2005, the credit facility was extended through November 9, 2005 and
subsequently renewed through October 31, 2007. In connection with the renewal,
certain financial covenants were modified, including the applicable margin,
which was revised to 275 to 325 basis points, determined by certain financial
ratios.
During the first nine months of 2005, the Company repaid a total of $8,600,000
of the outstanding principal under its credit facility. As of September 30,
2005, $49,146,000 was outstanding under the credit facility, and interest of
$171,180 was accrued. The Company was in compliance with all covenants as of
September 30, 2005 and is currently in compliance. Based on its current
projections, the Company believes it will continue to be in compliance with all
covenants of its credit facility, with the exception of one covenant related to
its interest coverage ratio, which the Company is currently in negotiations with
its lenders to revise. The Company anticipates that such negotiations will be
successful, but there can be no assurance of such success. See "Factors That May
Affect Future Results - 'Credit Facility Obligations' and 'Risks of Debt
Financing'," below.
The Company's interest expense in connection with the credit facility generally
moves up or down with prevailing interest rates, as the Company has not entered
into any interest rate hedge transactions for the credit facility indebtedness.
Because aircraft owners seeking financing generally can obtain financing through
either leasing transactions or traditional secured debt financings, prevailing
interest rates are a significant factor in determining market lease rates, and
market lease rates generally move up or down with prevailing interest rates,
assuming supply and demand of the desired equipment remain constant. However,
because lease rates for the Company's assets typically are fixed under existing
leases, the Company normally does not experience any positive or negative impact
in revenue from changes in market lease rates due to interest rate changes until
existing leases have terminated.
(b) Special purpose financing
In September 2000, the Company acquired a deHavilland DHC-8 aircraft using cash
and bank financing separate from its credit facility. The financing resulted in
a note obligation in the amount of $3,575,000, due April 15, 2006, which bears
interest at the rate of one-month LIBOR plus 3%. The note is collateralized by
the aircraft and is non-recourse to the Company. Payments due under the note
consist of monthly principal and interest and a balloon principal payment due on
the maturity date. The financing also provides for a six month remarketing
period at the expiration or early termination of the lease. Payments due on the
financing are reduced during this remarketing period and the balloon principal
payment is deferred to the end of the six month period. The balance of the note
payable at September 30, 2005 was $1,695,010 and interest of $1,610 was accrued.
The Company was in compliance with all covenants of this note obligation as of
that date and is currently in compliance.
The availability of special purpose financing in the future will depend on
several factors including (1) the availability of funds to be used for the
equity portion of the financing, (2) the type of asset being financed and (3)
the creditworthiness of the underlying lessee. The availability of funds for the
equity portion of the financing will be dependent on the Company's cash flow, as
discussed in "Cash Flow," below and certain requirements under its credit
facility.
(c) Cash flow
The Company's primary source of revenue is lease rentals of its aircraft assets.
It is the Company's policy to monitor each lessee's needs in periods before
leases are due to expire. If it appears that a customer will not be renewing its
lease, the Company immediately initiates marketing efforts to locate a potential
new lessee or purchaser for the aircraft. The goal of this procedure is to
reduce the time that an asset will be off lease. The Company's aircraft are
subject to leases with varying expiration dates through July 2009.
Management believes that the Company will have adequate cash flow to meet its
ongoing operational needs, including required repayments under its credit
facility, based upon its estimates of future revenues and expenditures . The
Company's expectations concerning such cash flows are based on existing lease
terms and rents, as well as numerous estimates, including (i) rents on assets to
be re-leased, (ii) sale proceeds of certain assets currently under lease, (iii)
the cost and anticipated timing of maintenance to be performed and (iv)
acquisition of additional aircraft and the lease thereof at favorable lease
terms. While the Company believes that the assumptions it has made in
forecasting its cash flow are reasonable in light of experience, actual results
could deviate from such assumptions. Among the more significant external factors
outside the Company's control that could have an impact on the accuracy of cash
flow assumptions are (i) an increase in interest rates that negatively affects
the Company's profitability and causes the Company to violate covenants of its
credit facility, requiring repayment of some or all of the amounts outstanding
under its credit facility, (ii) lessee non-performance or non-compliance with
lease obligations (which may affect credit facility collateral limitations as
well as revenue and expenses) and (iii) an unexpected deterioration of demand
for aircraft equipment.
(i) Operating activities
The Company's cash flow from operations for the nine months ended September 30,
2005 versus 2004 decreased by approximately $166,000. The change in cash flow is
a result of changes in several cash flow items during the period, including
principally the following:
Lease rents and security deposits
Payments received from lessees for rent were approximately $1,276,000 higher in
the nine months ended September 30, 2005 versus the same period in 2004, due
primarily to the effect of increased lease revenue from aircraft purchased
beginning in April 2004 and during 2005, which was partially offset by the
effect of lower lease rates for several aircraft in 2005. In addition, the
Company received approximately $193,000 more of cash payments for deferred rent
during 2005 compared to 2004. Although, as a result of increased demand
generally in the turboprop market, lease rates have stabilized and, in some
cases, risen, it cannot be predicted that rental rates on aircraft to be
re-leased will not decline, so that, absent additional acquisitions by the
Company, aggregate lease revenues for the current portfolio can be expected to
decline over the long term.
Security deposits received increased by approximately $331,000 in the first nine
months of 2005 versus the same period in 2004, primarily because of the cash
deposits received in connection with acquisitions of aircraft in 2005.
Expenditures for maintenance
Expenditures for maintenance were approximately $970,000 lower in the first nine
months of 2005 versus the first nine months of 2004 as a result of payments
during 2004 for maintenance performed to ready two of the Company's aircraft for
remarketing. The amount of expenditures for maintenance in future periods will
be dependent on the amount and timing of maintenance paid from lessee
maintenance reserves held by the Company and the off-lease status of the
Company's aircraft.
Expenditures for interest
Expenditures for interest expense increased by approximately $816,000 in the
nine months ended September 30, 2005 versus the same period in 2004, primarily
as a result of higher average interest rates and a higher average principal
balance in 2005. Interest expenditures in future periods will be a product of
prevailing interest rates and the outstanding principal balance on financings,
which may be influenced by future acquisitions and/or required repayments
resulting from changes in the collateral base.
Expenditures for management fees
Expenditures for management fees increased by approximately $257,000 in the nine
months ended September 30, 2005 versus the nine months ended September 30, 2004,
as a result of aircraft purchases since April2004.
Expenditures for prepaid expenses
Expenditures for prepaid expenses increased by approximately $297,000 in the
first nine months of 2005 versus the first nine months of 2004 primarily as a
result of deposits paid for equipment to be installed on several of the
Company's aircraft.
Income taxes
Income tax payments were approximately $1,779,000 higher in the first nine
months of 2005 compared to the same period in 2004 as a result of the payment of
the 2005 payment of the 2004 tax expense. The 2005 higher tax payment resulted
from the gain on sale of a pool of twenty-four turboprop engines at the end of
2004.
(ii) Investing activities
The decrease in cash flow used by investing activities in the first nine months
of 2005 versus the same period in 2004 was primarily due to the Company's sale
of two aircraft in 2005 and the receipt of sales proceeds in 2005 from a sale of
a pool of turboprop engines in the fourth quarter of 2004, the effect of which
was partially offset by the purchase of aircraft with a combined higher total
purchase price in 2005 than in 2004.
(iii) Financing activities
The Company borrowed approximately $5,741,000 more on its credit facility in the
first nine months of 2005 versus 2004 and repaid approximately $2,536,000 more
of its outstanding debt in 2005.
Outlook
The Company's future growth will depend on the availability of additional
financing for acquisitions of leased assets which, due to rising interest rates,
will need to be leased at increased rental rates to offset the anticipated
decreased lease rates resulting from future re-leases of the Company's current
portfolio.
The Company expects two of its deHavilland DHC-8 aircraft to be refinanced using
bank financing separate from its credit facility in November 2005. The financing
will result in a note obligation of approximately three years in the amount of
$6,400,000. The note will be collateralized by the aircraft and will be
non-recourse to the Company. Payments due under the note will consist of monthly
principal and interest and a balloon principal payment due on the maturity date.
The financing will also provide for a six month remarketing period at the
expiration or early termination of the lease. Payments due on the financing are
reduced during this remarketing period and the balloon principal payment is
deferred to the end of the six month period.
The repayment of a portion of the Company's credit line indebtedness in
connection with the anticipated refinancing of two aircraft should give the
Company increased borrowing power under its credit facility. The Company
believes the near term market demand for regional aircraft lease financing will
remain fairly strong, and that appropriate acquisitions will be available to
enable the Company to take advantage of its available credit facility financing
resources. This should enable the Company to continue to increase its aircraft
portfolio. The Company is also continuing to pursue additional sources of
acquisition financing.
The Company currently has three aircraft and one turboprop engine off lease. In
November 2005, the Company signed an agreement to sell one of the off-lease
aircraft. The Company is seeking remarketing opportunities for the remaining
off-lease assets, and anticipates these aircraft going back on-lease on or about
the beginning of the first quarter of 2006. Four additional aircraft have leases
expiring in the fourth quarter of 2005. The Company has signed term sheets for
three of the four. If, however, any of these proposed transactions does not
result in a lease and the Company is not successful in timely locating a new
lessee, the Company may be required to make principal repayments under its
credit facility due to collateral base covenant restrictions. See "Factors that
May Affect Future Results - Credit Facility Obligations" below
The Company continually monitors the financial condition of its lessees to
prevent unanticipated creditworthiness issues, and where possible, work with
lessees of concern to remind them of, and ensure continued compliance with, both
monetary and non-monetary obligations under their respective leases. Currently,
the Company is closely monitoring the performance of one lessee with a total of
two aircraft under lease. These leases were amended in 2004 to defer a portion
of rent and maintenance reserves payments due during the second half of 2004 to
2005. The deferred portion has been fully repaid, but the Company continues to
work closely with the lessee to ensure its compliance with its current
obligations. Any weakening in the aircraft industry may also affect the
performance of lessees that currently appear to the Company to be creditworthy.
See "Factors that May Affect Future Results - General Economic Conditions,"
below.
Factors that May Affect Future Results
Credit Facility Obligations. The Company is obligated to make repayment of
principal under the credit facility in order to maintain certain debt ratios
with respect to its assets in the borrowing base. Assets that come off lease and
remain off-lease for a period of time are removed from the borrowing base. The
Company believes it will have sufficient cash funds to make any payment that
arises due to borrowing base limitations caused by assets scheduled to come off
lease in the near term. The Company's belief is based on certain assumptions
regarding renewal of existing leases, a lack of extraordinary interest rate
increases, continuing profitability, no lessee defaults or bankruptcies, and
certain other matters that the Company deems reasonable in light of its
experience in the industry. There can be no assurance that the Company's
assumptions will prove to be correct. If the assumptions are incorrect (for
example, if an asset in the collateral base unexpectedly goes off lease for an
extended period of time) and the Company has not obtained an applicable waiver
or amendment of applicable covenants from its lenders to deal with the
situation, the Company may have to sell a significant portion of its portfolio
in order to maintain compliance with covenants or face default on its credit
facility.
Concentration of Lessees and Aircraft Type. The Company's four largest
customers, in Taiwan, Norway, Sweden and the Caribbean, currently account for
approximately 26%, 16%, 14% and 14%, respectively, of the Company's monthly
lease revenue. A lease default by or collection problems with one of these
customers could have a disproportionate negative impact on the Company's
financial results, and therefore, the Company's operating results are especially
sensitive to any negative developments with respect to these customers in terms
of lease compliance or collection. Such concentration of lessee credit risk will
diminish in the future only if the Company is able to lease additional assets to
new lessees.
The acquisition of four Fokker 50 aircraft and six DHC-8 aircraft in 2004 and
2005 made these two aircraft types the dominant aircraft types in the portfolio,
constituting 10 and 11, respectively, of the 29 aircraft and representing 32%
and 55%, respectively, based on book value. As a result, a change in the
desirability and availability of either or both of these types of aircraft,
which would in turn affect valuations of such aircraft, would have a
disproportionately large impact on the Company's portfolio value. Such aircraft
type concentration will diminish if the Company acquires additional assets of
other types. Conversely, acquisition of additional Fokker 50 or DHC-8 aircraft
will increase the Company's risks related to its concentration of those aircraft
types.
Interest Rate Risk. The Company's current credit facility and special purpose
subsidiary indebtedness carry a floating interest rate based upon either the
lender's prime rate or a floating LIBOR rate. Lease rates, generally, but not
always, move with interest rates, since market demand for the asset also affects
lease rates. Because lease rates are fixed at the origination of leases,
interest rate increases during the term of a lease have no effect on existing
lease payments. Therefore, if interest rates rise significantly, and there is
relatively little lease origination by the Company following such rate
increases, the Company could experience lower net earnings. Further, even if
significant lease origination occurs following such rate increases, if the
contemporaneous aircraft market forces result in lower or flat rental rates, the
Company could experience lower net earnings as well.
It appears the economy is continuing a period of sustained increasing interest
rates, particularly with respect to the rates for short-term borrowings, upon
which the Company's financing rates are based. The Company has not hedged its
interest rate obligations. Consequently, if an interest rate increase were great
enough, the Company might not be able to generate sufficient lease revenue to
meet its interest payment and other obligations and comply with the net earnings
covenant of its credit facility.
Risks of Debt Financing. The Company's use of acquisition financing under its
credit facility and its special purpose financings subject the Company to
increased risks of leveraging. If, due to a lessee default, the Company is
unable to repay the debt secured by the aircraft acquired, then the Company
could lose title to the acquired aircraft in a foreclosure proceeding. With
respect to the credit facility, the loans are secured by the Company's existing
assets as well as the specific assets acquired with each financing. In addition
to payment obligations, the credit facility also requires the Company to comply
with certain financial covenants, including a requirement of positive quarterly
earnings, interest coverage and net worth ratios. Any default under the credit
facility, if not waived by the lenders, could result in foreclosure upon not
only the asset acquired using such financing, but also the existing assets of
the Company securing the loan.
Increased Compliance Costs. Due to new Sarbanes-Oxley Act of 2000 requirements
applicable to the Company for the year ending December 31, 2007 relating to
internal controls and auditors' responsibilities to review and opine on those
controls, the Company anticipates that the fees and expenses in connection with
audit services are likely to significantly increase. The increase will generally
arise from increased auditor responsibilities as well as an increased scope of
examination of the Company which will broaden to include the Company's internal
controls. Audit fees are expected to increase significantly and there may be
additional costs arising from mandated testing of internal controls that will
begin to take place in late 2006 and will be required to be performed on a
continual basis thereafter. The exact amount of these costs can only be
determined as the Company proceeds further with its analysis of current internal
controls. The Company, however, anticipates that it will have sufficient funds
to pay for the increased compliance cost.
Lessee Credit Risk. If a customer defaults upon its lease obligations, the
Company may be limited in its ability to enforce remedies. Most of the Company's
lessees are small regional passenger airlines, which may be even more sensitive
to airline industry market conditions than the major airlines. As a result, the
Company's inability to collect rent under a lease or to repossess equipment in
the event of a default by a lessee could have a material adverse effect on the
Company's revenue. If a lessee that is a certified U.S. airline is in default
under the lease and seeks protection under Chapter 11 of the United States
Bankruptcy Code, Section 1110 of the Bankruptcy Code would automatically prevent
the Company from exercising any remedies for a period of 60 days. After the
60-day period has passed, the lessee must agree to perform the obligations and
cure any defaults, or the Company will have the right to repossess the
equipment. This procedure under the Bankruptcy Code has been subject to
significant recent litigation, however, and it is possible that the Company's
enforcement rights may be further adversely affected by a declaration of
bankruptcy by a defaulting lessee. Most of the Company's lessees are foreign and
not subject to U.S. bankruptcy laws but there may be similar applicable foreign
bankruptcy debtor protection schemes available to foreign carriers.
Leasing Risks. The Company's successful negotiation of lease extensions,
re-leases and sales may be critical to its ability to achieve its financial
objectives, and involves a number of risks. Demand for lease or purchase of the
assets depends on the economic condition of the airline industry which is, in
turn, sensitive to general economic conditions. The ability to remarket
equipment at acceptable rates may depend on the demand and market values at the
time of remarketing. The Company anticipates that the bulk of the equipment it
acquires will be used aircraft equipment. The market for used aircraft is
cyclical, and generally reflects economic conditions and the strength of the
travel and transportation industry. The demand for and value of many types of
used aircraft in the recent past has been depressed by such factors as airline
financial difficulties, increased fuel costs, the number of new aircraft on
order and the number of aircraft coming off-lease. The Company's expected
concentration in a limited number of airframe and aircraft engine types
(generally, turboprop equipment) subjects the Company to economic risks if those
airframe or engine types should decline in value. If "regional jets" were to be
used on short routes previously served by turboprops, even though regional jets
are more expensive to operate than turboprops, the demand for turboprops could
lessen. This could result in lower lease rates and values for the Company's
existing turboprop aircraft.
Risks Related to Regional Air Carriers. Because the Company has concentrated its
existing leases, and intends to concentrate on future leases, to regional air
carriers, it is subject to additional risks. Some of the lessees in the regional
air carrier market are companies that are start-up, low capital, low margin
operations. Often, the success of such carriers is dependent upon arrangements
with major trunk carriers, which may be subject to termination or cancellation
by such major carrier. These types of lessees result in a generally higher lease
rate on aircraft, but may entail higher risk of default or lessee bankruptcy.
The Company evaluates the credit risk of each lessee carefully, and attempts to
obtain a third party guaranty, letters of credit or other credit enhancements,
if it deems them necessary. There is no assurance, however, that such
enhancements will be available or that if obtained they will fully protect the
Company from losses resulting from a lessee default or bankruptcy. Also, a
significant area of growth of this market is in areas outside of the United
States, where collection and enforcement are often more difficult and
complicated than in the United States.
Reliance on JMC. All management of the Company is performed by JMC under a
management agreement which is in the eighth year of a 20-year term and provides
for an asset-based management fee. JMC is not a fiduciary to the Company or its
stockholders. The Company's Board of Directors has ultimate control and
supervisory responsibility over all aspects of the Company and owes fiduciary
duties to the Company and its stockholders. While JMC may not owe any fiduciary
duties to the Company by virtue of the management agreement, the officers of JMC
are also officers of the Company, and in that capacity owe fiduciary duties to
the Company and the stockholders by virtue of holding such offices with the
Company. In addition, certain officers of the Company hold significant ownership
positions in the Company and JHC, the parent company of JMC.
The JMC management agreement may be terminated if JMC defaults on its
obligations to the Company. However, the agreement provides for liquidated
damages in the event of its wrongful termination by the Company. All of the
officers of JMC are also officers of the Company, and certain directors of the
Company are also directors of JMC. Consequently, the directors and officers of
JMC may have a conflict of interest in the event of a dispute between the
Company and JMC. Although the Company has taken steps to prevent conflicts of
interest arising from such dual roles, such conflicts may still occur.
JMC has acted as management company for two other aircraft portfolio owners,
JetFleet III, which raised approximately $13,000,000 from investors, and
AeroCentury IV, Inc. ("AeroCentury IV"), which raised approximately $5,000,000
from investors.
In the first quarter of 2002, AeroCentury IV defaulted on certain obligations to
noteholders. In June 2002, the indenture trustee for AeroCentury IV's
noteholders repossessed AeroCentury IV's assets and took over management of
AeroCentury IV's remaining assets. JetFleet III defaulted on its bond obligation
of $11,076,350 in May 2004. The indenture trustee for JetFleet III bondholders
repossessed JetFleet III's unsold assets in late May 2004.
Ownership Risks. Most of the Company's portfolio is leased under operating
leases, where the terms of the leases are less than the entire anticipated
useful life of an asset. The Company's ability to recover its purchase
investment in an asset subject to an operating lease is dependent upon the
Company's ability to profitably re-lease or sell the asset after the expiration
of the initial lease term. Some of the factors that have an impact on the
Company's ability to re-lease or sell include worldwide economic conditions,
general aircraft market conditions, regulatory changes that may make an asset's
use more expensive or preclude use unless the asset is modified, changes in the
supply or cost of aircraft equipment and technological developments which cause
the asset to become obsolete. In addition, a successful investment in an asset
subject to an operating lease depends in part upon having the asset returned by
the lessee in serviceable condition as required under the lease. If the Company
is unable to remarket its aircraft equipment on favorable terms when the
operating leases for such equipment expire, the Company's business, financial
condition, cash flow, ability to service debt and results of operations could be
adversely affected.
Furthermore, during the ownership of an asset, an asset impairment charge
against the Company's earnings may result from the occurrence of unexpected
adverse changes that impact the Company's estimates of expected cash flows
generated from such asset.. The Company periodically reviews long-term assets
for impairments, in particular, when events or changes in circumstances indicate
the carrying value of an asset may not be recoverable. An impairment loss is
recognized when the carrying amount of an asset is not recoverable and exceeds
its fair value. The Company may be required to recognize asset impairment
charges in the future as a result of a prolonged weak economic environment,
challenging market conditions in the airline industry or events related to
particular lessees, assets or asset types.
International Risks. The Company has focused on leases in overseas markets,
which the Company believes present opportunities. Leases with foreign lessees,
however, may present somewhat different credit risks than those with domestic
lessees.
Foreign laws, regulations and judicial procedures may be more or less protective
of lessor rights than those which apply in the United States. The Company could
experience collection or repossession problems related to the enforcement of its
lease agreements under foreign local laws and the remedies in foreign
jurisdictions. The protections potentially offered by Section 1110 of the
Bankruptcy Code do not apply to non-U.S. carriers, and applicable local law may
not offer similar protections. Certain countries do not have a central
registration or recording system with which to locally establish the Company's
interest in equipment and related leases. This could make it more difficult for
the Company to recover an aircraft in the event of a default by a foreign
lessee.
A lease with a foreign lessee is subject to risks related to the economy of the
country or region in which such lessee is located, which may be weaker than the
U.S. economy. On the other hand, a foreign economy may remain strong even though
the U.S. economy does not. A foreign economic downturn may impact a foreign
lessee's ability to make lease payments, even though the U.S. and other
economies remain stable. Furthermore, foreign lessees are subject to risks
related to currency conversion fluctuations. Although the Company's current
leases are all payable in U.S. dollars, the Company may agree in the future to
leases that permit payment in foreign currency, which would subject such lease
revenue to monetary risk due to currency fluctuations. Even with U.S.
dollar-denominated lease payment provisions, the Company could still be affected
by a devaluation of the lessee's local currency that would make it more
difficult for a lessee to meet its U.S. dollar-denominated lease payments,
increasing the risk of default of that lessee, particularly if its revenue is
primarily derived in the local currency.
Government Regulation. There are a number of areas in which government
regulation may result in costs to the Company. These include aircraft
registration, safety requirements, required equipment modifications, and
aircraft noise requirements. Although it is contemplated that the burden and
cost of complying with such requirements will fall primarily upon lessees of
equipment, there can be no assurance that the cost will not fall on the Company.
Furthermore, future government regulations could cause the value of any
non-complying equipment owned by the Company to decline substantially.
Competition. The aircraft leasing industry is highly competitive. The Company
competes with aircraft manufacturers, distributors, airlines and other
operators, equipment managers, leasing companies, equipment leasing programs,
financial institutions and other parties engaged in leasing, managing or
remarketing aircraft, many of which have significantly greater financial
resources and more experience than the Company. However, the Company believes
that it is competitive because of JMC's experience and operational efficiency in
identifying and obtaining financing for the transaction types desired by
regional air carriers. This market segment, which is characterized by
transaction sizes of less than $10 million and lessee credits that may be
strong, but are generally unrated, is not well served by the Company's larger
competitors in the aircraft industry. JMC has developed a reputation as a global
participant in this segment of the market, and the Company believes that JMC's
reputation will benefit the Company. There is, however, no assurance that the
lack of significant competition from the larger aircraft leasing companies will
continue or that the reputation of JMC will continue to be strong in this market
segment.
Casualties, Insurance Coverage. The Company, as owner of transportation
equipment, may be named in a suit claiming damages for injuries or damage to
property caused by its assets. As a triple net lessor, the Company is generally
protected against such claims, since the lessee would be responsible for, insure
against and indemnify the Company for, such claims. Further, some protection may
be provided by the United States Aviation Act with respect to the Company's
aircraft assets. It is, however, not clear to what extent such statutory
protection would be available to the Company, and the United States Aviation Act
may not apply to aircraft operated in foreign countries. Also, although the
Company's leases generally require a lessee to insure against likely risks,
there may be certain cases where the loss is not entirely covered by the lessee
or its insurance. Though this is a remote possibility, an uninsured loss with
respect to the equipment, or an insured loss for which insurance proceeds are
inadequate, would result in a possible loss of invested capital in and any
profits anticipated from, such equipment, as well as a potential claim directly
against the Company.
General Economic Conditions. The Company's business is dependent upon general
economic conditions and the strength of the travel and transportation industry.
The industry has experienced a severe cyclical downturn which began in 2001.
There are signs that the industry is beginning to recover from the downturn, but
it is unclear whether any recovery will be a sustained one. Any recovery could
be stalled or reversed by any number of events or circumstances, including the
global economy slipping back into recession, or specific events related to the
air travel industry, such as further weakening of the air carrier or travel
industries as a result of terrorist attacks, or an increase in operational or
labor costs. Recent spikes in oil prices, if they persist, may have a negative
effect on airline profits and increase the likelihood of weakening results for
airlines that have not hedged aircraft fuel costs, and in the most extreme
cases, may initiate or accelerate the failure of many already marginal carriers.
Since regional carriers are generally not as well-capitalized as major air
carriers, any economic setback in the industry may result in the increased
possibility of an economic failure of one or more of the Company's lessees,
particularly since many carriers are undertaking expansion of capacity to
accommodate the recovering air passenger traffic. If lessees experience
financial difficulties, this could, in turn, affect the Company's financial
performance.
During any periods of economic contraction, carriers generally reduce capacity,
in response to lower passenger loads, and as a result there is a reduced demand
for aircraft and a corresponding decrease in market lease rental rates and
aircraft values. This reduced market value for aircraft could affect the
Company's results if the market value of an asset or assets in the Company's
aircraft portfolio falls below book value, and the Company determines that a
write-down of the value on the Company's balance sheet is appropriate.
Furthermore, as older leases expire and are replaced by lease renewals or
re-leases at decreasing lease rates, the lease revenue of the Company on its
existing portfolio is likely to decline, with the magnitude of the decline
dependent on the length of the downturn and the depth of the decline in market
rents.
Economic downturns can affect specific regions of the world exclusively. As the
Company's portfolio is not entirely globally diversified, a localized downturn
in one of the key regions in which the Company leases aircraft (e.g., Europe or
Asia) could have a significant adverse impact on the Company.
Possible Volatility of Stock Price. The market price of the Company's common
stock could be subject to fluctuations in response to the Company's operating
results, changes in general conditions in the economy, the financial markets,
the airline industry, changes in accounting principles or tax laws applicable to
the Company or its lessees, or other developments affecting the Company, its
customers or its competitors, some of which may be unrelated to the Company's
performance. Also, because the Company has a relatively small capitalization of
approximately 1.5 million shares, there is a correspondingly limited amount of
trading of the Company's shares. Consequently, a single or small number of
trades could result in a market fluctuation not related to any business or
financial development concerning the Company.
Item 3. Controls and Procedures.
Quarterly evaluation of the Company's Disclosure Controls and Internal Controls.
As of the end of the period covered by this report, the Company evaluated the
effectiveness of the design and operation of its "disclosure controls and
procedures" ("Disclosure Controls"), and its "internal controls over financial
reporting" ("Internal Controls"). This evaluation (the "Controls Evaluation")
was done under the supervision and with the participation of management,
including the Company's Chief Executive Officer ("CEO") and Chief Financial
Officer ("CFO"). Rules adopted by the Securities and Exchange Commission ("SEC")
require that in this section of the Report the Company present the conclusions
of the CEO and the CFO about the effectiveness of our Disclosure Controls and
Internal Controls based on and as of the date of the Controls Evaluation.
CEO and CFO Certifications. Attached as exhibits to this report are two separate
forms of "Certifications" of the CEO and the CFO. The first form of
Certification is required in accordance with Section 302 of the Sarbanes-Oxley
Act of 2002 (the "Section 302 Certification"). This section of the report is the
information concerning the Controls Evaluation referred to in the Section 302
Certifications and this information should be read in conjunction with the
Section 302 Certifications for a more complete understanding of the topics
presented.
Disclosure Controls and Internal Controls. Disclosure Controls are procedures
that are designed with the objective of ensuring that information required to be
disclosed in the Company's reports filed under the Securities Exchange Act of
1934 (the "Exchange Act"), such as this report, is recorded, processed,
summarized and reported within the time periods specified in the SEC's rules and
forms. Disclosure Controls are also designed with the objective of ensuring that
such information is accumulated and communicated to the Company's management,
including the CEO and CFO, as appropriate to allow timely decisions regarding
required disclosure. Internal Controls are procedures which are designed with
the objective of providing reasonable assurance that (1) the Company's
transactions are properly authorized; (2) the Company's assets are safeguarded
against unauthorized or improper use; and (3) the Company's transactions are
properly recorded and reported, all to permit the preparation of the Company's
consolidated financial statements in conformity with generally accepted
accounting principles.
Limitations on the Effectiveness of Controls. The Company's management,
including the CEO and CFO, does not expect that its Disclosure Controls or its
Internal Controls will prevent all errors and all fraud. A control system, no
matter how well conceived and operated, can provide only reasonable, not
absolute, assurance that the objectives of the control system are met. Further,
the design of a control system must reflect the fact that there are resource
constraints, and the benefits of controls must be considered relative to their
costs. Because of the inherent limitations in all control systems, no evaluation
of controls can provide absolute assurance that all control issues and instances
of fraud, if any, within the Company have been detected. These inherent
limitations include the realities that judgments in decision-making can be
faulty, and that breakdowns can occur because of simple error or mistake.
Additionally, controls can be circumvented by the individual acts of some
persons, by collusion of two or more people, or by management override of the
control. The design of any system of controls also is based in part upon certain
assumptions about the likelihood of future events, and there can be no assurance
that any design will succeed in achieving its stated goals under all potential
future conditions; over time, control may become inadequate because of changes
in conditions, or the degree of compliance with the policies or procedures may
deteriorate. Because of the inherent limitations in a cost-effective control
system, misstatements due to error or fraud may occur and not be detected.
Scope of the Controls Evaluation. The CEO/CFO evaluation of the Company's
Disclosure Controls and the Company's Internal Controls included a review of the
controls objectives and design, the controls implementation by the company and
the effect of the controls on the information generated for use in this report.
In the course of the Controls Evaluation, the CEO and CFO sought to identify
data errors, controls problems or acts of fraud and to confirm that appropriate
corrective action, including process improvements, were being undertaken. This
type of evaluation will be done on a quarterly basis so that the conclusions
concerning controls effectiveness can be reported in the Company's quarterly
reports on Form 10-QSB and annual report on Form 10-KSB. The Company's Internal
Controls are also evaluated on an ongoing basis by other personnel in the
Company's finance organization and by the Company's independent auditors in
connection with their audit and review activities. The overall goals of these
various evaluation activities are to monitor the Company's Disclosure Controls
and the Company's Internal Controls and to make modifications as necessary; the
Company's intent in this regard is that the Disclosure Controls and the Internal
Controls will be maintained as dynamic systems that change (including with
improvements and corrections) as conditions warrant.
Among other matters, the Company sought in its evaluation to determine whether
there were any "significant deficiencies" or "material weaknesses" in the
Company's Internal Controls, or whether the Company had identified any acts of
fraud involving personnel who have a significant role in the Company's Internal
Controls. This information was important both for the Controls Evaluation
generally and because item 5 in the Section 302 Certifications of the CEO and
CFO require that the CEO and CFO disclose that information to the Audit
Committee of the Company's Board and to the Company's independent auditors and
to report on related matters in this section of the Report. In the professional
auditing literature, "significant deficiencies" are referred to as "reportable
conditions"; these are control issues that could have a significant adverse
effect on the ability to record, process, summarize and report financial data in
the financial statements. A "material weakness" is defined in the auditing
literature as a particularly serious reportable condition where the internal
control does not reduce to a relatively low level the risk that misstatements
caused by error or fraud may occur in amounts that would be material in relation
to the financial statements and not be detected within a timely period by
employees in the normal course of performing their assigned functions. The
Company also sought to deal with other controls matters in the Controls
Evaluation, and in each case if a problem was identified, the Company considered
what revision, improvement and/or correction to make in accordance with our
on-going procedures.
In accordance with SEC requirements, the CEO and CFO note that there has been no
significant change in Internal Controls that occurred during our most recent
fiscal quarter that has materially affected or is reasonably likely to
materially affect our Internal Controls.
Conclusions. Based upon the Controls Evaluation, the Company's CEO and CFO have
concluded that, (i) the Company's Disclosure Controls are effective to ensure
that the information required to be disclosed by the Company in the reports that
it files under the Exchange Act is recorded, processed, summarized and reported,
within the time periods specified in the Commission's rules and forms and then
accumulated and communicated to Company management, including the CEO and CFO,
as appropriate to make timely decisions regarding required disclosures, and (ii)
that the Company's Internal Controls are effective to provide reasonable
assurance that the Company's consolidated financial statements are fairly
presented in conformity with generally accepted accounting principles.
PART II
OTHER INFORMATION
Items 1, 2, 3, 4 and 5 have been omitted as they are not applicable.
Item 6. Exhibits
Exhibits
Exhibit
Number Description
31.1 Certification of Neal D. Crispin, Chief Executive Officer, pursuant to
Section 302 of the Sarbanes-Oxley Act of 2002.
31.2 Certification of Toni M. Perazzo, Chief Financial Officer, pursuant to
Section 302 of the Sarbanes-Oxley Act of 2002.
32.1* Certification of Neal D. Crispin, Chief Executive Officer, pursuant to
Section 906 of the Sarbanes-Oxley Act of 2002.
32.2* Certification of Toni M. Perazzo, Chief Financial Officer, pursuant to
Section 906 of the Sarbanes-Oxley Act of 2002.
* These certificates are furnished to, but shall not be deemed to be filed
with, the Securities and Exchange Commission.
SIGNATURES
In accordance with the requirements of the Exchange Act, the registrant caused
this report to be signed on its behalf by the undersigned, thereunto duly
authorized.
AEROCENTURY CORP.
Date: November 14, 2005 By: /s/ Toni M. Perazzo
-------------------------------
Toni M. Perazzo
Title: Senior Vice President-Finance and
Chief Financial Officer