Annual
Report 2024
1
jetBlue
Dear fellow owners:
All change is incremental. But as I begin my second year as CEO of JetBlue, the totality of change implemented
day by day at our airline over the last year has gone from incremental, to monumental. It started with getting
the right team in place. We brought back Marty St. George as President to oversee commercial functions, and
elevated Warren Christie, an experienced operator, to Chief Operating Officer. Our refreshed leadership team had
one focus: to move JetBlue, as quickly and deliberately as possible, to sustained profitability. Our strategy had to
be marked by resolve and nimbleness, persuasive enough to rally our key stakeholders - owners, crewmembers
and customers - and powerful enough to deliver durable change to our organization and the industry at large.
In July of last year, we brought forth that exact strategy.
JetForward
JetForward was launched as a multi-year plan to expand margins and establish improved profitability. JetForward's
back-to-basics approach remains grounded in four priority moves: enhance our operational reliability, expand our
East Coast leisure network, invest in products and perks our customers value, and lastly, do so while positioning
JetBlue for a secure financial future. After less than a year, what do JetForward's prospects look like? In a word,
strong: the program is expected to drive $800 - $900 million of incremental operating earnings through the end
of 2027. Specific highlights of our early momentum in our priority moves include:
• Delivering Reliable & Caring Service
- Substantially improved reliability across key operational metrics, including a notable 6-point jump in on-time
arrivals performance in 2024 vs. 2023.
- Improved customer satisfaction as measured by the Net Promoter Score(NPS)by nearly10 points vs. 2023-the
best in industry.
- Ranked 6th overall in The Wall Street Journal's 2024 Airline Rankings, a three-spot improvement from
ranking last in the prior year.
• Flying the Best East Coast Leisure Network
- Redeployed about 20% of our prior network into areas of strength, including the Northeast, Florida and the
Caribbean, and ended operations at 15 airports.
- Launched or announced service to 15 new destinations across the U.S., Caribbean, Latin America, and Europe.
• Offering the Products & Perks Customers Value
- New revenue initiatives including preferred seating and our enhanced BlueBasic offering outperformed our
initial expectations, giving us confidence we are on the right path.
- Bolstered our TrueBlue loyalty program with more perks and partners, launching a new premium credit card
in early 2025 and announcing lounges at John F. Kennedy's Terminal 5(scheduled for 4Q25)and Boston Logan
International Airport (scheduled for 2026).
- Announced plans to introduce a domestic first class cabin on all non-Mint® aircraft beginning in 2026, rounding
out a full spectrum of offerings for customers including Blue Basic, EvenMore, and Mint®.
- Achieved The Points Guy's top ranking for best U.S. economy class for the fifth time.
• Ensuring a Secure Financial Future
- Significantly improved adjusted operating margin guidance throughout the year, ending the year delivering
adjusted operating margin of 0.8% in the fourth quarter, over two points better than prior year.
- Met our 2024 full-year cost guide despite headwinds, achieving the top end of our $175 - $200 million
structural cost program target with $190 million of total program savings and setting the foundation for
continued cost control through JetForward.
Dear fellow owners:
All change is incremental. But as I begin my second year as CEO of JetBlue, the totality of change implemented
day by day at our airline over the last year has gone from incremental, to monumental. It started with getting
the right team in place. We brought back Marty St. George as President to oversee commercial functions, and
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be marked by resolve and nimbleness, persuasive enough to rally our key stakeholders – owners, crewmembers
and customers – and powerful enough to deliver durable change to our organization and the industry at large.
In July of last year, we brought forth that exact strategy.
JetForward
JetForward %
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back-to-basics approach remains grounded in four priority moves: enhance our operational reliability, expand our
East Coast leisure network, invest in products and perks our customers value, and lastly, do so while positioning
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JetForward’s prospects look like? In a word,
strong: the program is expected to drive $800 - $900 million of incremental operating earnings through the end
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"moves include:
■Delivering Reliable & Caring Service
– Substantially improved reliability across key operational metrics, including a notable 6-point jump in on-time
arrivals performance in 2024 vs. 2023.
– Improved customer satisfaction as measured by the Net Promoter Score (NPS) by nearly 10 points vs. 2023 – the
best in industry.
– Ranked 6th overall in The Wall Street Journal’s 2024 Airline Rankings, a three-spot improvement from
ranking last in the prior year.
■Flying the Best East Coast Leisure Network
– Redeployed about 20% of our prior network into areas of strength, including the Northeast, Florida and the
Caribbean, and ended operations at 15 airports.
– Launched or announced service to 15 new destinations across the U.S., Caribbean, Latin America, and Europe.
■Offering the Products & Perks Customers Value
– New revenue initiatives including preferred seating and our enhanced BlueBasic offering outperformed our
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– Bolstered our TrueBlue loyalty program with more perks and partners, launching a new premium credit card
in early 2025 and announcing lounges at John F. Kennedy’s Terminal 5 (scheduled for 4Q25) and Boston Logan
International Airport (scheduled for 2026).
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■Ensuring a Secure Financial Future
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adjusted operating margin of 0.8% in the fourth quarter, over two points better than prior year.
– Met our 2024 full-year cost guide despite headwinds, achieving the top end of our $175 - $200 million
structural cost program target with $190 million of total program savings and setting the foundation for
continued cost control through JetForward.
- Deferred -$3 billion of aircraft capital expenditures to 2030 and beyond to help restore our balance sheet
and improve JetBlue's trajectory to free cash flow.
- Raised over $3 billion of strategic financing to retire debt, pre-fund capex in 2024 and 2025, and provide
runway to execute on our JetForward strategy.
Taking Decisive Action to Return to Profitability
Strong momentum in 2024 culminated in $90 million of early capture of our $800 - $900 million JetForward EBIT
target, driven largely by the faster than anticipated ramp of our product initiatives. This is promising, but we
have further to go. We have a strong competitive position with an overall low cost base, unique brand, superior
customer experience, and presence in high value geographies, as well as the industry's best crewmembers. We
have built our plan to fully leverage these strengths, to further distinguish ourselves from the competition, and
to set JetBlue up for long term success.
Since launching our JetForward program eight months ago, we've delivered demonstrable margin expansion and
expect to continue this progress with a breakeven or better operating margin in 2025.
With that said, the Pratt & Whitney GTF engine issue continues to be a meaningful headwind to our return to
profitability. In 2024, we had 11 average aircraft on the ground, significantly impeding our ability to grow and
pressuring margins by about 2.5 points for the year. If not for this pressure, we likely would have been profitable in
2024. In 2025, we expect to have mid-to-high teens aircraft on the ground and the associated margin pressure to
grow to three points. To partially offset these growth inhibitors, we extended the lives of 14 Airbus A320 aircraft to
provide capacity flexibility over the next few years that is ultimately capital light when compared to alternatives.
We continue to partner constructively with Pratt & Whitney on resolving this issue and are optimistic there will
be improvements to aircraft throughput and overall engine durability in 2025.
Executing JetForward in 2025 and Beyond
This year, we expect JetForward to generate an incremental $200 million of earnings to support breakeven
operating margin for the year. To achieve this, we are focused on executing our four priority moves and removing
distractions from our core business.
At the heart of our strategy is growth via our proven geographies and core customers. Our network has undergone
immense change over the last year, and we expect to see the positive impacts of those changes over a 1-2 year
maturation. We refocused our network around our core leisure geographies on the East Coast - where JetBlue
has historically won - and we believe growing local depth here is an important first step to driving meaningful
returns. As competitive capacity ebbs and flows throughout our core geographies, we remain committed to
delivering an exceptional experience and offering the best East Coast leisure network for the full spectrum of
leisure customers.
In addition to having a schedule and network that is attractive to our core customers, it's important we continue
to evolve our product offerings to meet their changing preferences. Last year, we rolled out an enhancement
to our BlueBasic offering by adding back a complimentary carry-on bag, which resonated with customers and
allowed us to better compete with legacy carriers. We also launched preferred seating, charging a premium
for seats closer to the front of the aircraft, to provide more options for customers to upgrade their experience
with Jet Blue. Turning to 2025, we've introduced additional initiatives to expand our suite of premium offerings,
including enhancements to our EvenMore product, now selling as its own cabin and including an upgraded snack,
complimentary alcohol, and dedicated overhead bins. We are also evolving our TrueBlue loyalty program. In
January 2025, we launched a premium co-branded credit card that is already outperforming expectations, and
later this year, we will open our first lounge at JFK's Terminal 5, followed by Boston shortly thereafter.
Essential to the profitable evolution of our network and product is our renewed focus on driving a reliable
operation. It is clear from our customers that on-time performance is a top priority when choosing an airline, and
we made exceptional progress towards improving our operations in 2024. Running a more reliable operation is a
force multiplier, generating stickier customers and cost savings, and in 2024, we improved on-time performance
six points, contributing to a 10 point increase in customer satisfaction year-over-year. In 2025, we'll continue to
make investments in our operation through schedule enhancements, improved disruption management and the
further adoption of self-service tools for our crewmembers and customers. Technology will also play a significant
role in improving our reliability and minimizing costs.
– Deferred ~$3 billion of aircraft capital expenditures to 2030 and beyond to help restore our balance sheet
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runway to execute on our JetForward strategy.
Strong momentum in 2024 culminated in $90 million of early capture of our $800 - $900 million JetForward EBIT
target, driven largely by the faster than anticipated ramp of our product initiatives. This is promising, but we
have further to go. We have a strong competitive position with an overall low cost base, unique brand, superior
customer experience, and presence in high value geographies, as well as the industry’s best crewmembers. We
have built our plan to fully leverage these strengths, to further distinguish ourselves from the competition, and
to set JetBlue up for long term success.
Since launching our JetForward program eight months ago, we’ve delivered demonstrable margin expansion and
expect to continue this progress with a breakeven or better operating margin in 2025.
With that said, the Pratt & Whitney GTF engine issue continues to be a meaningful headwind to our return to
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2024. In 2025, we expect to have mid-to-high teens aircraft on the ground and the associated margin pressure to
grow to three points. To partially offset these growth inhibitors, we extended the lives of 14 Airbus A320 aircraft to
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We continue to partner constructively with Pratt & Whitney on resolving this issue and are optimistic there will
be improvements to aircraft throughput and overall engine durability in 2025.
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This year, we expect JetForward to generate an incremental $200 million of earnings to support breakeven
operating margin for the year. To achieve this, we are focused on executing our four priority moves and removing
distractions from our core business.
At the heart of our strategy is growth via our proven geographies and core customers. Our network has undergone
immense change over the last year, and we expect to see the positive impacts of those changes over a 1-2 year
maturation. We refocused our network around our core leisure geographies on the East Coast – where JetBlue
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delivering an exceptional experience and offering the best East Coast leisure network for the full spectrum of
leisure customers.
In addition to having a schedule and network that is attractive to our core customers, it’s important we continue
to evolve our product offerings to meet their changing preferences. Last year, we rolled out an enhancement
to our BlueBasic offering by adding back a complimentary carry-on bag, which resonated with customers and
allowed us to better compete with legacy carriers. We also launched preferred seating, charging a premium
for seats closer to the front of the aircraft, to provide more options for customers to upgrade their experience
with JetBlue. Turning to 2025, we’ve introduced additional initiatives to expand our suite of premium offerings,
including enhancements to our EvenMore product, now selling as its own cabin and including an upgraded snack,
complimentary alcohol, and dedicated overhead bins. We are also evolving our TrueBlue loyalty program. In
January 2025, we launched a premium co-branded credit card that is already outperforming expectations, and
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operation. It is clear from our customers that on-time performance is a top priority when choosing an airline, and
we made exceptional progress towards improving our operations in 2024. Running a more reliable operation is a
force multiplier, generating stickier customers and cost savings, and in 2024, we improved on-time performance
six points, contributing to a 10 point increase in customer satisfaction year-over-year. In 2025, we’ll continue to
make investments in our operation through schedule enhancements, improved disruption management and the
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role in improving our reliability and minimizing costs.
While driving revenue is fundamental to the plan, we also recognize maintaining our low-cost base is imperative
to sustainable margin expansion. This year, we expect to continue our demonstrated track record of hitting our
cost targets, and our JetForward cost transformation program will support our path to continued cost control.
In 2025, the program will focus on increasing productivity, optimizing our fuel spend, and improving our supplier
performance through contract management initiatives. While we expect this program to deliver $175 million of
run-rate savings through 2027, we are continuously analyzing opportunities to further optimize our fixed cost
base to offset inflationary pressures from labor and maintenance.
Last year we also took steps to secure our financial future through the deferral of over $3 billion of CapEx, in
addition to a strategic capital raise of over $3 billion. We ended 2024 with $3.9 billion in cash, excluding our
undrawn $600 million revolving credit facility. During 2024, we funded $1.6 billion in capital expenditures and
$748 million in debt payments.
Looking forward, our balance sheet is in a strong position to provide JetForward the runway it needs to deliver
customer benefits and margin expansion. From there, our capital allocation priorities are simple, generating
free cash flow followed by paying down debt, both of which are aligned with our ultimate goal of long-term value
creation for our owners.
Success of JetForward Underpins Long-Term Value Creation
As we progress through 2025, our focus is on execution, and we are urgently actioning our JetForward plan
to deliver long-term, sustainable value creation. The plan is straightforward. We are refocusing on our core
customers and proven geographies, and we are making necessary changes to our network, product, and operation
to better align with their needs, all while remaining true to the low fares and great service for which JetBlue is
known for. And, importantly, we are executing with continued cost and capital discipline to further strengthen
our balance sheet.
Based upon evidence that our plan is working, we have significant momentum from 2024 to carry us into 2025.
As we continue to progress, I am confident we are moving in the right direction to deliver significant value for
our owners.
Thank you for your continued partnership and interest in the future of JetBlue.
Most sincerely,
qeWIL ilfAllet
Joanna Geraghty
While driving revenue is fundamental to the plan, we also recognize maintaining our low-cost base is imperative
to sustainable margin expansion. This year, we expect to continue our demonstrated track record of hitting our
cost targets, and our JetForward cost transformation program will support our path to continued cost control.
In 2025, the program will focus on increasing productivity, optimizing our fuel spend, and improving our supplier
performance through contract management initiatives. While we expect this program to deliver $175 million of
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addition to a strategic capital raise of over $3 billion. We ended 2024 with $3.9 billion in cash, excluding our
undrawn $600 million revolving credit facility. During 2024, we funded $1.6 billion in capital expenditures and
$748 million in debt payments.
Looking forward, our balance sheet is in a strong position to provide JetForward the runway it needs to deliver
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creation for our owners.
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As we progress through 2025, our focus is on execution, and we are urgently actioning our JetForward plan
to deliver long-term, sustainable value creation. The plan is straightforward. We are refocusing on our core
customers and proven geographies, and we are making necessary changes to our network, product, and operation
to better align with their needs, all while remaining true to the low fares and great service for which JetBlue is
known for. And, importantly, we are executing with continued cost and capital discipline to further strengthen
our balance sheet.
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our owners.
Thank you for your continued partnership and interest in the future of JetBlue.
Most sincerely,
Joanna Geraghty
This page intentionally left blank
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UNITED STATES
SECURITIES AND EXCHANGE COMMISSION
Washington, D.C. 20549
FORM 10-K
IXI
ANNUAL REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934
For the fiscal year ended December 31, 2024
K
TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934
For the transition period from
to
Commission file number 000-49728
jetBlue
JETBLUE AIRWAYS CORPORATION
(Exact name of registrant as specified in its charter)
Delaware
87-0617894
(State or other jurisdiction of incorporation or organization)
(I.R.S. Employer Identification No.)
27-01 Queens Plaza North
Long Island City
New York
11101
(Address of principal executive offices)
(Zip Code)
Registrant's telephone number, including area code: (718) 286-7900
Securities registered pursuant to Section 12(b) of the Act:
Title of each class
Trading Symbol
Name of each exchange on which registered
Common Stock, $0.01 par value
JBLU
The NASDAQ Stock Market LLC
Securities registered pursuant to Section 12(g) of the Act: None
Indicate by check mark if the registrant is a well-known seasoned issuer, as defined in Rule 405 of the Securities Act. Yes IXI No K
Indicate by check mark if the registrant is not required to file reports pursuant to Section 13 or Section 15(d) of the Act. Yes 111No IXI
Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act
of 1934 during the preceding 12 months (or for such shorter period that the registrant was required to file such reports), and (2) has been subject to
such filing requirements for the past 90 days. Yes IXI No K
Indicate by check mark whether the registrant has submitted electronically every Interactive Data File required to be submitted pursuant to Rule
405 of Regulation S-T (§232.405 of this chapter) during the preceding 12 months (or for such shorter period that the registrant was required to submit
such files). Yes IXI No K
Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a non-accelerated filer, a smaller reporting
company, or an emerging growth company. See the defmitions of "large accelerated filer," "accelerated filer", "smaller reporting company," and
"emerging growth company" in Rule 12b-2 of the Exchange Act.
Large accelerated filer
0 Accelerated filer
K
Non-accelerated filer
K Smaller reporting company
K
Emerging growth company
K
If an emerging growth company, indicate by check mark if the registrant has elected not to use the extended transition period for complying
with any new or revised fmancial accounting standards provided pursuant to Section 13(a) of the Exchange Act K
Indicate by check mark whether the registrant has filed a report on and attestation to its management's assessment of the effectiveness of its
internal control over fmancial reporting under Section 404(b) of the Sarbanes-Oxley Act (15 U.S.C. 7262(b)) by the registered public accounting firm
that prepared or issued its audit report. IXI
If securities are registered pursuant to Section 12(b) of the Act, indicate by check mark whether the financial statements of the registrant
included in the filing reflect the correction of an error to previously issued fmancial statements. K
Indicate by check mark whether any of those error corrections are restatements that required a recovery analysis of incentive-based
compensation received by any of the registrant's executive officers during the relevant recovery period pursuant to §240.10D-1(b). K
Indicate by check mark whether the registrant is a shell company (as defined in Rule 12b-2 of the Act). Yes 111No IXI
The aggregate market value of the registrant's common stock held by non-affiliates of the registrant as of June 30, 2024 was approximately $2.1
billion (based on the last reported sale price on the NASDAQ Global Select Market on that date). The number of shares outstanding of the registrant's
common stock as of January 31, 2025 was 353,001,047 shares.
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DOCUMENTS INCORPORATED BY REFERENCE
Designated portions of the Registrant's Proxy Statement for its 2025 Annual Meeting of Stockholders, which is to be filed within 120 days after
the end of the fiscal year ended December 31, 2024, are incorporated by reference into Part III of this Annual Report on Form 10-K, or the Report, to
the extent described therein.
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Table of Contents
Forward-Looking Information
5
Risk Factor Summary
6
PART I.
Item 1.
Business
8
Overview
8
JetBlue Experience
8
Operations and Cost Structure
11
Human Capital Management
13
Regulation
15
Where You Can Find Other Information
17
Item 1A.
Risk Factors
17
Risks Related to JetBlue
17
Risks Associated with the Airline Industry
30
Item 1B.
Unresolved Staff Comments
33
Item 1C.
Cybersecurity
34
Item 2.
Properties
35
Item 3.
Legal Proceedings
36
Item 4.
Mine Safety Disclosures
36
PART II.
Item 5.
Market for Registrant's Common Equity; Related Stockholder Matters and Issuer Purchases
of Equity Securities
37
Item 6.
Reserved
39
Item 7.
Management's Discussion and Analysis of Financial Condition and Results of Operations
39
Overview
39
Results of Operations
42
Liquidity and Capital Resources
44
Contractual Obligations
48
Off-Balance Sheet Arrangements
49
Climate Change
50
Critical Accounting Policies and Estimates
52
Regulation G Reconciliation of Non-GAAP Financial Measures
54
Item 7A.
Quantitative and Qualitative Disclosures About Market Risk
58
Item 8.
Financial Statements and Supplementary Data
59
Reports of Independent Registered Public Accounting Firm
59
Consolidated Balance Sheets
62
Consolidated Statements of Operations
64
Consolidated Statements of Comprehensive Loss
65
Consolidated Statements of Cash Flows
66
Consolidated Statements of Stockholders' Equity
68
Notes to Consolidated Financial Statements
69
Item 9.
Changes in and Disagreements with Accountants on Accounting and Financial Disclosure
99
Item 9A.
Controls and Procedures
99
Item 9B.
Other Information
99
Item 9C.
Disclosure Regarding Foreign Jurisdictions that Prevent Inspections
99
PART III.
Item 10.
Directors, Executive Officers and Corporate Governance
100
Item 11.
Executive Compensation
101
Item 12.
Security Ownership of Certain Beneficial Owners and Management and Related
Stockholder Matters
101
Item 13.
Certain Relationships and Related Transactions, and Director Independence
101
Item 14.
Principal Accounting Fees and Services
101
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PART IV.
Item 15.
Exhibits and Financial Statement Schedules
102
Exhibit Index
103
Item 16.
Form 10-K Summary
112
Signatures
113
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FORWARD-LOOKING INFORMATION
This Annual Report (the "Report") contains forward-looking statements within the meaning of the Private Securities
Litigation Reform Act of 1995. We intend such forward-looking statements to be covered by the safe harbor provisions for
forward-looking statements contained in Section 27A of the Securities Act of 1933, as amended (the "Securities Act"), and
Section 21E of the Securities Exchange Act of 1934, as amended, (the "Exchange Act"). All statements other than statements of
historical facts contained in this Report are forward-looking statements. In some cases, you can identify forward-looking
statements by terms such as "expects," "plans," "intends," "anticipates," "indicates," "remains," "believes," "estimates,"
"forecast," "guidance," "outlook," "may," "will," "should," "seeks," "goals," "targets" or the negative of these terms or other
similar expressions. Additionally, forward-looking statements include statements that do not relate solely to historical facts,
such as statements which identify uncertainties or trends, discuss the possible future effects of current known trends or
uncertainties, or which indicate that the future effects of known trends or uncertainties cannot be predicted, guaranteed, or
assured. Forward-looking statements contained in this Report include, without limitation, statements regarding our outlook and
future results of operations and financial position, our business strategy and plans for future operations, including our
JetForward initiatives, our financing arrangements and potential implications thereof on our business, our sustainability
initiatives, the impact of industry or other macroeconomic trends affecting our business, seasonality, and our expectations
regarding the remaining impact of the wind down of our Northeast Alliance ("NEA") with American Airlines Group Inc. and
the related impact on our business, financial condition and results of operations. Forward-looking statements involve risks,
uncertainties and assumptions, and are based on information currently available to us. Actual results may differ materially from
those expressed in the forward-looking statements due to many factors, including, without limitation, the important risk factors
discussed in Part I, Item 1A. "Risk Factors" in this Report on Form 10-K for the year ended December 31, 2024. It is routine for
our internal projections and expectations to change as the year or each quarter in the year progresses, and therefore it should be
clearly understood that the internal projections, beliefs, and assumptions upon which we base our expectations may change
prior to the end of each quarter or year.
Given the risks and uncertainties surrounding forward-looking statements, you should not place undue reliance on these
statements. You should understand that many important factors, in addition to those discussed or incorporated by reference in
this Report, could cause our results to differ materially from those expressed in the forward-looking statements. Potential
factors that could affect our results include, in addition to others not described in this Report, those described in Part I. Item 1A
of this Report under "Risk Factors." In light of these risks and uncertainties, the forward-looking events discussed in this Report
might not occur. Our forward-looking statements speak only as of the date of this Report. Other than as required by law, we
undertake no obligation to update or revise forward-looking statements, whether as a result of new information, future events,
or otherwise.
Additionally, our discussion of certain environmental assessments, goals and related issues herein is informed by various
sustainability-related standards and frameworks (including standards for the measurement of underlying data) and the interests
of various stakeholders. Any references to "materiality" in the context of such discussions and any related assessment of
environmental "materiality" may differ from the definition of "materiality" under the federal securities laws for Securities and
Exchange Commission ("SEC") reporting purposes. Furthermore, much of this information is subject to assumptions, estimates
or third-party information that is still evolving and subject to change. For example, we note that standards and expectations
regarding greenhouse gas ("GHG") accounting and the processes for measuring and counting GHG emissions and GHG
emission reductions are evolving, and it is possible that our approaches both to measuring our emissions and to reducing
emissions and measuring those reductions may be considered inconsistent, either currently by some stakeholders or at some
point future, with common or best practices with respect to measuring and accounting for such matters and reducing overall
emissions. Similarly, we cannot guarantee strict adherence to standard recommendations, and our disclosures based on any
standards may change due to revisions in framework or legal requirements, availability of information, changes in our business
or applicable government policies, or other factors, some of which may be beyond our control. Finally, any website or
document references included herein are for convenience only and, unless indicated otherwise, are explicitly not incorporated
by reference.
As used in this Report, the terms "JetBlue," the "Company," "we," "us," "our," and similar terms refer to JetBlue Airways
Corporation and its subsidiaries, unless the context indicates otherwise.
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RISK FACTOR SUMMARY
We are subject to various risks that make an investment in our securities risky. The events and consequences discussed in
these risk factors could, in circumstances we may or may not be able to accurately predict, recognize, or control, have a material
adverse effect on our business, liquidity, financial condition, and results of operations. In addition, these risks could cause our
actual results to differ materially from those we express in forward-looking statements contained in this Report or in other
Company communications. You should read the following section in conjunction with the following sections of this Report:
Part II. Item 7. "Management's Discussion and Analysis of Financial Condition and Results of Operations," our consolidated
fmancial statements and the related notes, included in Part II. Item 8 and our "Forward-Looking Information."
The following is a summary of the principal risks we face that could have a material adverse effect on our business,
liquidity, fmancial condition, and results of operations:
Risks Related to JetBlue
Competitive Risks
• We operate in an extremely competitive industry.
• We may be subject to competitive risks due to the long-term nature of our fleet order book.
Operational Risks
• We may not be successful in executing elements of our strategic operating plan, which may have a material adverse
impact on our reputation, business, operating results, and financial condition.
• Our business is highly dependent on the availability of fuel, and fuel is subject to price volatility.
• Our maintenance costs will increase as our fleet ages.
• Our salaries, wages, and benefits increase as our workforce ages.
• We face risks associated with a potential material reduction in the rate of interchange reimbursement fees.
• We face risks associated with doing business internationally.
• Our comparatively high aircraft utilization rate helps us keep our costs low, but also makes us vulnerable to delays and
cancellations, which could reduce our profitability and harm our reputation.
• We depend greatly on the New York metropolitan market, and increases in competition or shifts in demand for air
travel in this market, or governmental reduction of our operating capacity at John F. Kennedy International Airport
("JFK"), could harm us.
• Extended interruptions or disruptions in service at our focus cities could have a material adverse impact on us.
• We may be impacted by increases in airport expenses relating to infrastructure and facilities, as well as by
infrastructure disruptions or failures.
• Our results of operations fluctuate due to seasonality, weather, and other factors.
• We have a limited number of suppliers for our aircraft, engines, and our Fly-Fi® product.
• Remaining impacts of the wind down of our Northeast Alliance ("NEA") with American Airlines may have an adverse
impact on our business, financial condition and results of operations.
• Tariffs on commercial aircraft and related parts imported from outside the United States, or tariffs that may be
escalated over time, may have a material adverse effect on our fleet, business, fmancial condition and results of
operations.
• Stockholder activism could disrupt our business, cause us to incur significant expenses, hinder execution of our
business strategy, and impact our stock price.
Information Security and Privacy Related Risks
• Our reputation and business may be harmed, and we may be subject to legal claims if there is disruption to our
information technology systems or loss, unlawful disclosure or misappropriation of, or unsanctioned access to, our
customers', crewmembers', business partners' or our own information or other breaches of our information security.
• Data security compliance requirements could increase our costs, and any significant data breach could disrupt our
operations and harm our reputation, business, results of operations and financial condition.
• We rely heavily on automated systems to operate our business; any failure of these systems could harm our business.
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• Compliance with ever-evolving federal, state, and foreign laws and other requirements relating to the handling of
information about individuals necessitates significant expenditure and resources, and any failure by us or our vendors
to comply may result in significant liability, negative publicity, and/or an erosion of trust, which could materially
adversely affect our business, results of operations, and financial condition.
Human Capital Related Risks
• Failure to attract and retain qualified personnel, or maintain company culture, could harm our business.
• We may be subject to unionization, work stoppages, slowdowns, or increased labor costs and the unionization of our
pilots and inflight crewmembers could result in increased labor costs.
Reputational Risks
• An accident or incident involving our aircraft could harm our reputation and business.
• Our business depends on our strong reputation and the value of the JetBlue brand.
Financing and Financial Risks
• We have a significant amount of fixed obligations and we will incur significantly more fixed obligations in the future,
which could harm our ability to service our current obligations or satisfy future fixed obligations.
• Agreements governing our debt include financial and other covenants. Failure to comply with these covenants could
result in events of default.
• Our liquidity could be adversely impacted in the event one or more of our credit card processors were to impose
material reserve requirements for payments due to us from credit card transactions.
• We have a significant amount of indebtedness from fixed obligations and may seek material amounts of additional
fmancial liquidity in the short-term, and insufficient liquidity may have a material adverse effect on our financial
condition and business.
• We may never realize the full value of our intangible assets or long-lived assets, causing us to record impairments that
may negatively affect us.
• Our ability to use certain tax attributes could be subject to limitations.
Artificial intelligence Related Risks
• Our development and use of AI-powered solutions could lead to operational, reputational, or competitive harm, legal
and regulatory risk, and additional costs.
Risks Associated with the Airline Industry
• An outbreak or resurgence of a disease or an environmental disaster could significantly affect travel behavior, which
would adversely affect our industry and our business.
• Compliance with environmental laws and regulations may cause us to incur substantial costs.
• We may be affected by global climate change or by legal, regulatory or market responses to such change.
• Increasing scrutiny of, and evolving expectations regarding, environmental and social matters may impact our business
and reputation.
• Federal budget constraints or federally imposed furloughs due to budget negotiation deadlocks may adversely affect
us.
• Changes in laws and government regulations, imposing additional requirements and restrictions on our operations
could increase our operating costs and result in service delays and disruptions.
• A future act of terrorism, the threat of such acts or escalation of U.S. military involvement overseas could adversely
affect our industry.
• The airline industry is particularly sensitive to changes in economic conditions.
7
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7
PART I
ITEM 1.
BUSINESS
OVERVIEW
General
JetBlue Airways Corporation is New York's Hometown Airline®. As of December 31, 2024, JetBlue served over 100
destinations across the United States, the Caribbean and Latin America, Canada and Europe.
JetBlue was incorporated in Delaware in August 1998 and commenced service on February 11, 2000. We believe our
differentiated product and culture combined with our competitive cost structure enables us to compete effectively in the high-
value geographies we serve. Looking to the future, we plan to continue to grow in our high-value geographies, invest in
industry leading products, and provide award-winning service by our 23,000+ dedicated employees, whom we refer to as
crewmembers. Going forward, we believe we will continue to differentiate ourselves from other airlines, enabling us to
continue to attract a greater mix of customers, and to drive continued growth. We are focused on delivering solid results for our
stockholders, our customers, and our crewmembers.
Our principal executive offices are located at 27-01 Queens Plaza North, Long Island City, New York 11101 and our
telephone number is (718) 286-7900.
Our Industry and Competition
The U.S. airline industry is extremely competitive and challenging, and results are often volatile. It is uniquely susceptible
to external factors such as fuel costs, downturns in domestic and international economic conditions, weather-related disruptions,
air traffic control ("ATC") shortages, the spread of infectious diseases, the impact of airline restructurings or consolidations,
and military actions or acts of terrorism. We operate in a capital and energy intensive industry that has high fixed costs, as well
as heavy taxation and fees. Airline returns are sensitive to slight changes in fuel prices, average fare levels, and customer
demand. The industry's principal competitive factors include fares, brand and customer service, frequent flyer loyalty programs,
route networks, flight schedules, aircraft types, safety records, codeshare and interline relationships, inflight entertainment and
connectivity systems.
JETBLUE EXPERIENCE
We offer our customers a distinctive flying experience which we refer to as the "JetBlue experience". We believe we
deliver award-winning service and product with competitive fares that focuses on the entire customer experience, from booking
an itinerary to arrival at the final destination. We believe JetBlue is the carrier of choice for the majority of travelers who have
been underserved by other airlines.
Differentiated Product and Culture
Delivering the JetBlue experience to our customers through our differentiated product and culture is core to our mission to
bring humanity back to air travel. We look to attract new customers to our brand and provide current customers with a reason to
come back by continuing to innovate and evolve the JetBlue experience. We believe we can adapt to the changing needs of our
customers and a key element of our success is the belief that competitive fares and a great product need not be mutually
exclusive.
We offer customers a choice of one of three JetBlue experiences: the core experience, EvenMore® and Mint®. Within the
core experience, there are four fares to choose from: Blue Basic, Blue, Blue Plus, and Blue Extra. All JetBlue fares include a
free carry-on bag, free seatback entertainment, free high-speed wi-fi, free snacks, and free non-alcoholic beverages. Customers
can choose to "buy up" to an option with additional offerings. These different fares allow customers to select the products or
services they need or value when they travel, without having to pay for the things they do not need or value.
We offer core customers comfortable seating to relax and enjoy the JetBlue experience. Beginning in January 2025,
EvenMore® Space was rebranded to EvenMore® which in addition to giving customers the opportunity to enjoy additional
legroom, priority security access, and early boarding, it also includes dedicated overhead bin space, complimentary alcoholic
beverages, and premium snack options. Our EvenMore® experience is available for purchase across our fleet. Customers on
select coast-to-coast, Caribbean and Latin American routes and all transatlantic flights have the option to purchase Mint®, our
lie-flat premium service. Each Mint® seat includes a fully lie-flat bed with our exclusive Tuft & Needle® sleep experience. Our
Mint® customers also have access to an assortment of complimentary food, beverages and products including a small-plates
menu, artisanal snacks, alcoholic beverages, a blanket, pillows, an amenity kit and headphones.
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On select transatlantic and coast-to-coast flights we offer a reimagined version of our Mint® experience with a completely
refreshed cabin design featuring private suites with aisle access. Each of these select Mint® aircraft also include two front row
Mint® Studios which offer the largest TV on a U.S. airline and an extra seat and space to work, lounge and entertain.
Our inflight entertainment system onboard our aircraft includes free live TV on select routes and premium movie channel
offerings from JetBlue Features. Our entire fleet is equipped with Fly-Fi®, a broadband product that allows gate-to-gate wi-fi at
every seat. Customers also have access to the Fly-Fi® Hub, a content portal where customers can access a wide range of
additional content from their own personal devices. All customers may enjoy an assortment of free snacks and non-alcoholic
beverages.
Because of our network strength in leisure destinations, we also sell vacation packages through our wholly owned
subsidiary, JetBlue Travel Products, LLC ("JBTP"), which offers one-stop, value-priced vacation services for self-directed
packaged travel planning. These packages offer competitive fares for air travel on JetBlue along with a selection of JetBlue-
recommended hotels and resorts, car rentals, and local attractions.
In 2024, we announced plans to launch a domestic first-class experience across our non-Mint® fleet. This will offer an
additional option for customers seeking a premium travel experience. We also announced plans for the opening of airport
lounges at John F. Kennedy International Airport ("JFK") Terminal 5 and Boston Logan International Airport ("BOS")
Terminal C. The JFK lounge is expected to open in late 2025, with the BOS lounge expected to follow shortly thereafter.
Network
We are a predominately point-to-point system carrier with 96% of our routes touching at least one of our six focus cities:
New York, Boston, Fort Lauderdale-Hollywood, Orlando, Los Angeles and San Juan. All six of our focus cities are in regions
with a diverse mix of traffic.
Leisure traveler focused airlines are often faced with high seasonality. As a result, we continually work to manage our mix
of customers to include both business travelers and travelers visiting friends and relatives ("VFR"). VFR travelers tend to be
slightly less seasonal and less susceptible to economic downturns than traditional leisure destination travelers. Understanding
the purpose of our customers' travel helps us to optimize destinations, strengthen our network, and increase revenue.
As of December 31, 2024, we served 105 destinations ("BlueCities") in 28 states, the District of Columbia, the
Commonwealth of Puerto Rico, the U.S. Virgin Islands, and 31 countries in the Caribbean and Latin America, Canada and
Europe.
We group our capacity distribution based upon geographical regions rather than on mileage or a length-of-haul basis. The
historic distribution of available seat miles ("ASMs"), which we also refer to as capacity, by region for the years ending
December 31 was:
Capacity Distribution
2024
2023
2022
Transcontinental
27.0 %
29.9 %
30.8 %
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35.9
33.2
32.5
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23.8
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8.0
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5.3
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100.0 %
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(1) Domestic operations as defined by the U.S. Department of Transportation ("DOT"), include Puerto Rico and the U.S.
Virgin Islands, but for the purposes of the capacity distribution table above, we have included these locations in the Caribbean
and Latin America region.
Airline Commercial Partnerships
Airlines frequently participate in commercial partnerships with other carriers in order to increase customer convenience
by providing interline-connectivity, codeshare, complementary flight schedules, frequent flyer program reciprocity, and other
joint marketing activities. Our commercial partnerships typically begin as an interline agreement allowing a customer to book a
single itinerary with tickets on multiple airlines. On their day of travel, customers have a simplified airport experience with
single check-in and bag drop.
Northeast Alliance
In July 2020, JetBlue and American Airlines entered into the Northeast Alliance ("NEA") which was designed to optimize
our respective networks at JFK, BOS, LaGuardia Airport ("LaGuardia"), and Newark Liberty International Airport ("Newark").
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On September 21, 2021, the United States Department of Justice, along with the Attorneys General of six states and the District
of Columbia filed suit against JetBlue and American Airlines seeking to enjoin the NEA, alleging that it violated Section 1 of
the Sherman Act. The court issued a decision on May 19, 2023, permanently enjoining the NEA, and shortly thereafter we
initiated a wind down of the NEA. On July 28, 2023, the court issued its Final Judgement and Order Entering Permanent
Injunction, which took effect on August 18, 2023. The wind down of the NEA is substantially complete, but remaining impacts
could require us to incur additional costs and therefore have an impact on our financial condition and results of operations.
In December 2022 and February 2023, four putative class actions lawsuits were filed in the United States District Court
for the Eastern District of New York ("EDNY") and the United States District Court for the District of Massachusetts,
respectively, alleging that the NEA violates Sections 1 and 2 of the Sherman Act. Among other things, plaintiffs seek injunctive
relief and monetary damages on behalf of a claimed putative class of direct purchasers of airline tickets from JetBlue and
American Airlines and, depending on the specific case, other airlines on flights to or from NEA airports from July 16, 2020
through the time that the NEA was in effect and also to the alleged anticompetitive effects of the defendants' conduct.
Following denial of a motion to dismiss, discovery has commenced. The Company intends to vigorously defend against these
lawsuits. We continue to believe these lawsuits are without merit.
Marketing
JetBlue is a widely recognized and respected global brand. JetBlue created a new category in air travel and our brand
stands for offering a great product with competitive fares. We believe this brand has evolved into an important and valuable
asset which identifies us as a safe, reliable, and high value airline. Similarly, we believe customer awareness of our brand has
contributed to the success of our marketing efforts. It enables us to promote ourselves as a preferred marketing partner with
companies across many different industries.
We market our services through advertising and promotions in various media forms including popular social media
outlets. We engage in large multi-market programs, local events, and sponsorships across our route network as well as mobile
marketing programs. Our targeted public and community relations efforts reflect our commitment to the communities we serve,
promote brand awareness, and complement our strong reputation.
Distribution
Our primary and preferred distribution channel to customers is through our website, wwwjetblue.com, our lowest cost
channel. Our website allows us to more closely control and deliver the JetBlue experience while also offering the full suite of
JetBlue Core fare options, EvenMore®, Mint®, JetBlue Vacations®, and other ancillary services.
Our participation in a global distribution system ("GDS") supports our profitable growth, particularly in the business
market. We find business customers are more likely to book through a travel agency or a booking product which relies on a
GDS platform. Although the distribution cost through this channel is higher than through our website, the average fare
purchased through a GDS is generally higher and often covers the increased distribution costs. We currently participate in
several major GDSs and online travel agents. Due to the majority of our customers booking travel on our website, we maintain
relatively low distribution costs which helps us to offer lower fares to customers.
Customer Loyalty Program
TrueBlue® is our customer loyalty program designed to reward and recognize loyal customers. Members earn points with
JetBlue, JetBlue Vacations®, Paisly® by JetBlue and select airline and travel partners. Members can redeem points for any
JetBlue-operated flight or flight and hotel package, any time (no blackout dates). Redemption amounts are based on the current
price for that trip. TrueBlue Mosaic® is an additional program threshold for our most loyal customers which features four levels,
Mosaic 1, Mosaic 2, Mosaic 3 and Mosaic 4.
Our TrueBlue® loyalty program brings many choices and perks for customers. TrueBlue® offers tiles as the way to track
and measure progress toward Mosaic status. Tiles are earned based on a combination of travel spend and credit card spend. The
program is designed to provide TrueBlue® members many opportunities to get rewarded, even before achieving Mosaic® status.
TrueBlue® includes four distinct Mosaic levels, each featuring Mosaic Signature Perks and a selection from the Mosaic Perks
You Pick® menu.
We currently have co-branded loyalty credit cards available to eligible U.S. residents, as well as co-brand agreements in
Puerto Rico, the Dominican Republic, and the Caribbean to allow cardholders to earn TrueBlue® points. Our co-branded credit
cards in the United States are issued in partnership with Barclaycard® on the MasterCard® network. We also have co-branded
loyalty credit cards issued by Banco Popular de Puerto Rico and MasterCard® in Puerto Rico, Banco Popular Dominicano and
MasterCard® in the Dominican Republic, and CIBC Caribbean and MasterCard® in Barbados, Jamaica, Trinidad, the Bahamas,
and the Cayman Islands.
10
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In 2024, we also expanded the co-brand portfolio with the announcement of a premium co-branded credit card, which
launched in January 2025.
We have various agreements with other loyalty partners, including fmancial institutions, hotels, and car rental companies,
that allow their customers to earn TrueBlue® points through participation in our partners' programs. We intend to continue to
develop the footprint of our co-branded credit cards and pursue other loyalty partnerships in the future.
OPERATIONS AND COST STRUCTURE
Historically, our cost structure has allowed us to price fares lower than many of our competitors. Our cost advantage
relative to some of our competitors was due to, among other factors, high aircraft utilization, new and efficient aircraft,
relatively low distribution costs, and a productive workforce. Because our network initiatives and growth plans require a low
cost platform, we strive to stay focused on our competitive costs, operational excellence, and efficiency improvements. Due to
post-pandemic labor shortages and subsequent collective bargaining agreement renewals, labor costs across the industry have
increased significantly.
As of December 31, 2024, we had an operating fleet of 290 aircraft. Refer to Part I, Item 2 "Properties" for additional
information on our fleet.
Route Structure
JetBlue's point-to-point system is designed to optimize costs as well as accommodate customers' preference for nonstop
itineraries. A vast majority of our operations are centered in the heavily populated Northeast corridor of the U.S., which
includes the New York and Boston metropolitan areas. This airspace is some of the world's most congested and drives certain
operational constraints. The majority of our flights touch at least one of our six focus cities:
Focus City
Nonstop Routes Served
JetBlue Seats Offered (1)
New York metropolitan area (2)
130
14 %
Boston
75
25 %
San Juan
18
26 %
Fort Lauderdale-Hollywood
43
19 %
Orlando
28
10 %
Los Angeles
18
3 %
(1) Reflects JetBlue's seat share in each focus city which includes regional jet flying compared to the industry as a whole.
(2) Includes JFK, Newark, LaGuardia, and New York's Westchester County Airport.
Our peak levels of traffic over the course of the typical year vary by route. Generally speaking, many of our areas of
operations in the Northeast experience ATC delays and weather-related disruptions resulting in increased costs associated with
de-icing aircraft, canceling flights, accommodating displaced customers, and crewmember interrupted trip costs. Many of our
Florida and Caribbean routes experience bad weather conditions in the summer and fall due to thunderstorms and hurricanes.
As we enter new markets, we could be subject to additional seasonal variations along with competitive responses by other
airlines.
Fleet Maintenance
Consistent with our core value of safety, our Federal Aviation Administration ("FAA") approved maintenance programs
are administered by our technical operations department. We use qualified maintenance personnel who receive comprehensive
training. We maintain our aircraft and associated maintenance records in accordance with, if not exceeding, FAA regulations.
Fleet maintenance work is divided into four categories: line maintenance, heavy maintenance, engine maintenance and
component maintenance.
The bulk of our line maintenance is handled by JetBlue technicians and inspectors. It consists of service checks, interior
maintenance, weekly checks, phased "A" checks and "B" checks, along with periodic diagnostics, routine repairs, departure
checks on our transatlantic flights and non-routine component replacements.
Heavy maintenance checks, or base maintenance, consist of a series of more complex maintenance, modification, and
inspection tasks taking from one to six weeks to complete and are typically performed once every 36 months. All of our aircraft
heavy maintenance work is performed by third-party FAA-certified repair stations and are subject to direct oversight by JetBlue
personnel. We contract out heavy maintenance as the costs are lower than if we were to perform the tasks internally.
11
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Engine maintenance is performed by the original equipment manufacturer of the engines themselves or by their approved
network providers. We have fixed price flight hour agreements for the repair, overhaul, modification, and logistics of our
Airbus aircraft engines.
Component maintenance on equipment such as auxiliary power units, landing gears, pumps, avionic computers, and in-
flight entertainment equipment are all performed by a number of different FAA-certified repair stations that are surveilled and
approved by JetBlue. Many of our maintenance service agreements are based on a fixed cost per flight hour. These fixed costs
vary based upon the age of the aircraft and other operating factors impacting the related component. Required maintenance not
otherwise covered by these agreements is performed on a time and materials basis. All other maintenance activities are sub-
contracted to qualified maintenance, repair, and overhaul facilities.
Pratt & Whitney
In July 2023, Pratt & Whitney, a division of RTX Corporation, announced the requirement, mandated by the FAA, for
removal of certain engines for inspection due to a rare condition involving powdered metal used in the production of certain
engine parts on the PW1100G and PW1500G engine types. These engines power our Airbus A220 and Airbus A321neo fleets.
The powdered metal affects engines manufactured between October 2015 and September 2021. Those engines are now required
to be inspected after they have reached a reduced number of cycles dependent on the fleet type. As a result of these required
inspections and other engine reliability deficiencies, as of December 31, 2024, we had 11 aircraft grounded due to lack of
engine availability. The Company currently expects each removed engine to take approximately 360 days to complete a shop
visit and return to a serviceable condition.
Aircraft Fuel
Aircraft fuel continues to be one of our largest expenses. Price has been extremely volatile due to global economic and
geopolitical factors which we can neither control nor accurately predict. Our 2024 fuel consumption decreased by 4.9% due to
lower capacity and our average price per gallon decreased 12.1% compared to 2023. Our historical fuel consumption and costs
for the years ended December 31 were:
2024
2023
2022
Gallons consumed (millions)
853
897
842
Total cost (millions) (1)
$
2,343
$
2,807
$
3,190
Average price per gallon (1)
$
2.75
$
3.13
$
3.79
Percent of operating expenses
23.5 %
28.5 %
33.7 %
(1) Total cost and average price per gallon each include the cost of jet fuel, related taxes, into-plane, transportation, airport
fuel flowage, and storage fees. It also includes effective fuel hedging gains and losses.
We attempt to protect ourselves against the volatility of fuel prices by entering into a variety of derivative instruments
with underlyings of jet fuel, crude, and heating oil. In 2024, we effectively hedged a portion of exposure to price fluctuations by
utilizing call spread options with an underlying of jet fuel. As of December 31, 2024, we did not have any outstanding fuel
hedging contracts.
Financial Health
In 2024, we completed our structural cost program to set the foundation for continued cost control through our strategic
operating plan, JetForward. We remain focused on maintaining a healthy liquidity balance, ending the year with $3.9 billion of
cash and cash equivalents, short term investments and long-term marketable securities.
The net book value of our assets pledged, or committed to be pledged, as security under various financing arrangements
increased by $259 million from $7.1 billion at December 31, 2023 to $7.3 billion at December 31, 2024.
JetBlue Ventures
JetBlue Technology Ventures, LLC, ("JetBlue Ventures" or "JBV") is a wholly owned subsidiary of JetBlue. JBV invests
in and partners with early-stage startups with goals of improving the travel, hospitality, and transportation industries. As of
December 31, 2024 and 2023, our JBV equity investments had an aggregate carrying value of $84 million and $96 million,
respectively included in other assets on the consolidated balance sheets.
JetBlue Travel Products
JetBlue Travel Products, LLC ("JBTP"), a wholly owned JetBlue subsidiary, encompasses the JetBlue Vacations® brand,
offering integrated travel packages including hotel, cruise, and non-air travel products like insurance, car rentals, and activities.
JBTP aims to enhance JetBlue's vision of inspiring humanity by providing comprehensive travel experiences.
12
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JetBlue Vacations® allows customers to combine JetBlue flights with hotels and cruises, offering savings, exclusive
benefits like early boarding, free inflight drinks, and flexible payment options.
JBTP also manages Paisly by JetBlue®, an a la carte travel website offering deals and TrueBlue benefits on cars, stays,
activities, and travel bags.
A key partnership with Allianz Partners USA enables JetBlue customers to safeguard their travel plans with
comprehensive travel insurance, covering both flights and vacation packages.
HUMAN CAPITAL MANAGEMENT
Our People and Culture
We believe our success depends on our crewmembers delivering the JetBlue experience in the sky and on the ground. One
of our competitive strengths is a service-oriented culture rooted in our five key values: safety, caring, integrity, passion, and
fun. We believe a highly productive and engaged workforce enhances customer loyalty. Our goal is to hire, train, and retain
caring, passionate, fun, and friendly people who share our mission to bring humanity back to air travel.
Sustaining a talent pipeline of skilled aviation professionals is also key to JetBlue's success and we continue to cultivate
and build a qualified and engaged workforce, open to individuals regardless of background, through a variety of development
programs. These programs provide opportunities for external applicants to pursue a path to joining JetBlue in critical roles and
support the continued growth of internal talent, growing leaders from within the organization. Our JetBlue Gateway programs
offer a suite of eight distinct paths dedicated to helping support the next generation of pilots and aviation maintenance
technicians. Our suite of Gateway programs include pilot and maintenance technician development paths to meet any level of
experience and a variety of learning styles for both our internal crewmembers and external applicants.
We provide professional and leadership development programs to elevate the performance and support the career growth
of all interested crewmembers. These programs include leadership round tables, online skills-based learning courses through
Linkedln Learning, and principles of leadership sessions for our newly promoted crewleaders.
We believe a direct relationship between crewmembers and our leadership is in the best interest of our crewmembers, our
customers, and our stockholders. Our leadership team communicates on a regular basis with all crewmembers to bolster our
culture and to keep them informed about news, strategy updates, and challenges affecting the airline and the industry. Effective
and frequent communication throughout the organization is fostered through various means including periodic email messages
from our CEO and other senior leaders, weekday news updates to all crewmembers, crewmember engagement surveys, open
forum meetings across our network referred to as "pocket sessions" and active leadership participation in new hire orientation.
Labor Unions and Non-Unionized Crewmembers
Except for our pilots and inflight crewmembers, our other frontline crewmembers do not have third-party representation.
As of December 31, 2024, approximately 51% of our full-time equivalent crewmembers were represented by unions. The
following table sets forth our crewmember groups and the status of their respective collective bargaining agreements.
Crewmember Group
Representative
Crewmembers (1)
Amendable Date (2)
Pilots
Air Line Pilots Association (ALPA)
4,492
February 1, 2025
Inflight
Transport Workers Union (TWU)
5,302
December 13, 2026
(1) Number of active full-time equivalent crewmembers as of December 31, 2024.
(2) Our relations with our labor organizations are governed by Title II of the Railway Labor Act of 1926, pursuant to which
the collective bargaining agreements between us and these organizations do not expire but instead become amendable as of a
certain date if either party wishes to modify the terms of the agreement.
On July 14, 2022, TWU filed a representation application with the National Mediation Board ("NMB") seeking an
election among the 35 pilot instructors ("Flight Instructors"). JetBlue disputed the TWU's application alleging that Flight
Instructors do not constitute a craft or class. On October 26, 2023, the NMB notified the participants that it rejected JetBlue's
argument and ordered an election. The Flight Instructors voted for TWU representation. Contract negotiations for an initial
collective bargaining agreement ("CBA") began in April 2024 and are ongoing.
We have individual employment agreements with each of our non-unionized FAA licensed crewmembers which consist
of dispatchers, technicians, inspectors, and air traffic controllers. Each employment agreement is for a term of five years and
automatically renews for an additional five-year term unless either the crewmember or we elect not to renew it by giving at least
90 days' notice before the end of the relevant term. Pursuant to these agreements, these crewmembers can only be terminated
for cause. In the event of a downturn in our business, resulting in a reduction of flying and related work hours, we are obligated
13
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13
to pay these crewmembers a guaranteed level of income and continue their benefits if they do not obtain other aviation
employment.
Our average full-time equivalent crewmembers for the year ended December 31, 2024 consisted of:
Crewmember Group
Average full-time equivalent crewmembers
Pilots
4,497
Inflight (1)
5,785
Airport operations
3,934
Technicians (2)
959
Reservation agents
477
Management and other personnel
4,170
(1) Referred to as flight attendants by other airlines.
(2) Referred to as mechanics by other airlines.
For the year ended December 31, 2024, we employed an average of 19,403 active full-time and 3,390 active part-time
crewmembers. Our average number of active full-time equivalent crewmembers decreased by 3.9% compared to 2023.
Crewmember and Community Programs
We are committed to treating our crewmembers and customers with dignity and respect, in line with our mission of bring
humanity back to air travel. As such, we support our crewmembers through a number of programs, including a JetBlue scholars
program and a crewmember crisis fund.
The JetBlue scholars' program assists crewmembers in earning an undergraduate degree more cost-effectively through
online, self-directed, credit approved courses. Crewmembers may also contribute to or participate in our crewmember crisis
fund, which provides assistance to JetBlue crewmembers and their immediate family members with short-term financial support
in times of crisis and unexpected emergencies when other resources are not available.
JetBlue is committed to supporting the communities and BlueCities we serve through a variety of community programs
which focus on the youth and education, community and environment. We also have established the JetBlue Foundation, a
501(c)(3) non-profit corporation, focused on raising awareness for careers in science, technology, engineering and math
("STEM"), and aviation.
Sustainabffity
JetBlue aims to mitigate risks to promote the long-term sustainability of our business. Customers, crewmembers and our
community are key to JetBlue's sustainability strategy.
We are focused on decarbonizing our operations to mitigate the various risks posed to our company. We have integrated
science-based environmental risks and opportunities into broader business goals and decision-making processes. In 2022, we
received approval from the Science Based Targets Initiative ("SBTi") for our near-term emissions reduction target on the path
to net zero. With this target, JetBlue set a goal to reduce well-to-wake (lifecycle) scope 1 and 3 greenhouse gas ("GHG")
emissions related to jet fuel by 50% per revenue tonne kilometer by 2035 from a 2019 base year. Aligned with SBTi
requirements, JetBlue plans to regularly review and update this target.
We are pursuing the following five key levers to reduce the emissions associated with our business:
(1) Fleet Renewal: Our investments over time in new next generation aircraft are aimed at increasing fuel efficiency and
reducing associated costs.
(2) Fuel Optimization: We operate a cross-functional team focused on procedural and technological improvements to
drive increased fuel-efficiency in our operations. Opportunities include the promotion of single-engine taxi and single-engine
taxi without auxiliary power, improved ground power and pre-conditioned air hookup times when aircraft arrive at gates,
investing in ground power infrastructure for use during maintenance, and improvements to dispatch procedures to optimize
fueling.
(3) Sustainable Aviation Fuel ("SAF"): SAF is a jet fuel made from renewable resources such as waste fats, oils, and
greases, that drops directly into aircraft and infrastructure, which is calculated to be able to reduce emissions by up to roughly
80% per gallon on a lifecycle basis before being blended with conventional jet fuel. SAF is expected to be the airline industry's
key contributor to large-scale lifecycle emissions reduction, which is highly dependent on availability and costs of supply. We
are regularly flying using SAF from various sources as a portion of our jet fuel usage today. As of December 31, 2024, JetBlue
14
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fuel usage to blended SAF by 2030.
(4) Electric Ground Operations: Where feasible, we are converting our Ground Service Equipment ("GSE") to electric
power and maximizing electric ground power and air systems for our aircraft to minimize our fuel use and emissions on the
ramp. We have committed to converting 40% of our GSE to electric power by 2025, and 50% by 2030.
(5) Technology Partnerships: Primarily through our subsidiary JBV, we support and invest in lower-emissions aircraft
technologies such as electric and hydrogen aircraft, sustainable aviation fuel and direct air capture technologies. As of
December 31, 2024, JBV has invested in 11 sustainability-related companies.
REGULATION
Airlines are heavily regulated, with rules and regulations set by various federal, state, and local agencies. We also operate
under specific regulations due to our operations within the high density airspace of the Northeast. Most of our airline operations
are regulated by U.S. governmental agencies, including:
DOT - The DOT primarily regulates economic issues affecting air service including, but not limited to, certification and
fitness, insurance, consumer protection, and competitive practices. It has the authority to investigate and institute proceedings to
enforce its economic regulations, including its tarmac delay, full fare advertising and fair and deceptive practice regulations,
and may assess civil penalties, revoke operating authority, and seek criminal sanctions for various levels and manners of non-
compliance.
FAA - The FAA primarily regulates flight operations, in particular, matters affecting air safety. This includes but is not
limited to airworthiness requirements for aircraft, the licensing of pilots, mechanics and dispatchers, and the certification of
flight attendants. It requires each airline to obtain an operating certificate authorizing the airline to operate at specific airports
using specified equipment. Like all U.S. certified carriers, JetBlue cannot fly to new destinations without the prior authorization
of the FAA. After providing notice and a hearing, the FAA has the authority to modify, suspend temporarily or revoke
permanently our authority to provide air transportation or that of our licensed personnel for failure to comply with FAA
regulations. It can additionally assess civil penalties for such failures as well as institute proceedings for the imposition and
collection of monetary fines for the violation of certain FAA regulations. When significant safety issues are involved, it can
revoke a U.S. carrier's authority to provide air transportation on an emergency basis, without providing notice and a hearing. It
monitors our compliance with maintenance as well as flight operations and safety regulations. It maintains a requisite level of
oversight and performs frequent in-person spot inspections of our aircraft, crewmembers, and records. The FAA also has the
authority to issue airworthiness directives and other mandatory orders. This includes the inspection of aircraft and engines, fire
retardant and smoke detection devices, collision and wind shear avoidance systems, noise abatement, and the mandatory
removal and replacement of aircraft parts that have failed or may fail in the future. We have and maintain FAA certificates of
airworthiness for all of our aircraft and have the necessary FAA authority to fly to all of the destinations we currently serve.
Airport Access - Federal regulations, administered by the FAA, manage congestion at three U.S. airports: Ronald Reagan
Washington National, LaGuardia, and JFK. A slot is legal permission to conduct an arrival or departure. FAA rules limit the air
traffic in and out of these airports during specific times; however, even with the rules in place, delays remain among the highest
in the nation due to continuing shortages in the air traffic control workforce. Additionally, we have slots at other slot-controlled
airports governed by unique local ordinances not subject to federal regulation as well as international destinations.
Transportation Security Administration and U.S. Customs and Border Protection - The Transportation Security
Administration ("TSA"), and the U.S. Customs and Border Protection ("CBP"), operate under the Department of Homeland
Security and are responsible for all civil aviation security. This includes passenger and baggage screening; cargo security
measures; airport security; assessment and distribution of intelligence; security research and development; international
passenger screening; customs; and agriculture. They also have enforcement powers and the authority to issue regulations,
including in cases of national emergency, without a notice or comment period. They can also assess civil penalties for such
failures as well as institute proceedings for the imposition and collection of monetary fines for the violation of certain
regulations.
Taxes & Fees - The airline industry is one of the most heavily taxed industries in the U.S. Airlines are obligated to fund
all of the taxes and fees imposed on them regardless of their ability to pass these charges on to the customer.
State and Local - In addition to the federal regulations with which we must comply, we are also subject to state and local
laws and regulations in the states in which we operate and the regulations of various local authorities operating the airports we
serve.
Foreign Operations - International air transportation is subject to extensive government regulation. The availability of
international routes to U.S. airlines is regulated by treaties and related agreements between the U.S. and foreign governments.
15
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To the extent we seek to provide air transportation to additional international markets in the future, we would be required to
obtain necessary authority from the DOT and the FAA as well as the applicable foreign government.
We believe we are operating in compliance with DOT, FAA, TSA, CBP and applicable international regulations and hold
all necessary operating and airworthiness authorizations and certificates. Should any of these authorizations or certificates be
modified, suspended, or revoked, our business could be materially adversely affected.
Other
Environmental - We are subject to various federal, state and local laws relating to the protection of the environment. This
includes the regulation of GHG emissions, the discharge or disposal of materials and chemicals, as well as the regulation of
aircraft noise administered by numerous state and federal agencies.
The Airport Noise and Capacity Act of 1990 recognizes the right of airport operators with special noise problems to
implement local noise abatement procedures as long as those procedures do not interfere unreasonably with the interstate and
foreign commerce of the national air transportation system. Certain airports, including San Diego airport, have established
restrictions to limit noise which can include limits on the number of hourly or daily operations and the time of such operations.
These limitations are intended to protect the local noise-sensitive communities surrounding the airport. Our scheduled flights at
San Diego airport are in compliance with the noise curfew limits, but we may violate these curfews on occasion when we
experience irregular operations.
Concern over climate change, including the impact of global warming, has led to significant U.S. and international
legislative and regulatory efforts to limit GHG emissions, including our aircraft and ground operations emissions. In October
2016, the International Civil Aviation Organization ("ICAO") passed a resolution adopting the Carbon Offsetting and
Reduction Scheme for International Aviation ("CORSIA"), which is a global, market-based emissions offset program intended
to promote carbon-neutral growth beyond 2020. Annual international emissions reporting is required via CORSIA as of the
2019 reporting year, and offsetting compliance relative to a predetermined baseline is scheduled to be implemented through
multiple phases that began in 2021. ICAO originally defined the baseline as the average emissions from covered flights in 2019
and 2020. However, in 2020, given the impacts of COVID-19 which dramatically reduced 2020 emissions, ICAO agreed that
the baseline from which the industry achieves carbon neutral growth would be from 2019 only. ICAO continues to develop
details regarding implementation, but we expect compliance with CORSIA will increase our operating costs.
Foreign Ownership - Under federal law and DOT regulations, JetBlue must be controlled by U.S. citizens. In this regard,
our chief executive officer and at least two-thirds of our Board must be U.S. citizens. Further, no more than 25% of our
outstanding common stock may be voted by non-U.S. citizens. We believe we are currently in compliance with these
requirements.
Other Regulations - All airlines are subject to certain provisions of the Communications Act of 1934 due to their
extensive use of radio and other communication facilities. They are also required to obtain an aeronautical radio license from
the Federal Communications Commission ("FCC"). To the extent we are subject to FCC requirements, we take all necessary
steps to comply with those requirements. Similarly, we are subject to various market and consumer protection laws and
regulations promulgated by the Federal Trade Commission ("FTC"). The FTC has promulgated guidelines on certain
environmental marketing claims and is currently reviewing such guidelines for potential updates, including potentially initiating
rule making relating to such claims under its FTC Act authority. Similar laws in other jurisdictions, including various U.S.
states, include similar or more stringent regulations on such marketing claims.
Our labor relations are covered under Title II of the Railway Labor Act of 1926 and are subject to the jurisdiction of the
NMB.
In addition, during periods of fuel scarcity, access to aircraft fuel may be subject to federal allocation regulations.
Civil Reserve Air Fleet - We are a participant in the Civil Reserve Air Fleet Program, which permits the U.S. Department
of Defense to utilize our aircraft during national emergencies when the need for military airlift exceeds the capability of military
aircraft. By participating in this program, we are eligible to bid on and be awarded peacetime airlift contracts with the U.S.
military.
Insurance
We carry various types of insurance customary in the airline industry and at amounts deemed adequate to protect us and
our property as well as comply with both federal regulations and certain credit and lease agreements.
16
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WHERE YOU CAN FIND OTHER INFORMATION
Our website is www.jetblue.com. Information contained on our website is not part of this Report. Information we furnish
or file with the SEC, including our Annual Reports on Form 10-K, Quarterly Reports on Form 10-Q, Current Reports on
Form 8-K and any amendments to or exhibits included in these reports are available for download, free of charge, on our
website soon after such reports are filed with or furnished to the SEC. Our SEC filings, including exhibits filed therewith, are
also available on the SEC's website at www.sec.gov.
ITEM IA.
RISK FACTORS
We are subject to various risks that make an investment in our securities risky. The events and consequences discussed in
these risk factors could, in circumstances we may or may not be able to accurately predict, recognize, or control, have a material
adverse effect on our business, liquidity, financial condition, and results of operations. In addition, these risks could cause our
actual results to differ materially from those we express in forward-looking statements contained in this Annual Report or in
other Company communications. You should read the following section in conjunction with the following sections of this
Report: Part II. Item 7. "Management's Discussion and Analysis of Financial Condition and Results of Operations," our
consolidated fmancial statements and the related notes, included in Part II. Item 8 and our "Forward-Looking Information."
RISKS RELATED TO JETBLUE
Competitive Risks
We operate in an extremely competitive industry.
The domestic airline industry is characterized by low profit margins, high fixed costs, and significant competition. We
currently compete with other airlines on all of our routes. Most of our competitors are larger and have greater fmancial
resources and name recognition than we do. Following our entry into new markets or expansion of existing markets, some of
our competitors have chosen to add service or engage in extensive price competition. Unanticipated shortfalls in expected
revenues as a result of price competition or in the number of passengers carried would negatively impact our financial results
and harm our business. We also face competition from surface transportation and technological alternatives to travel, such as
virtual meetings, teleconferencing and videoconferencing, particularly during periods of unfavorable economic conditions. The
extremely competitive nature of the airline industry could prevent us from attaining the level of passenger traffic or maintaining
the level of fares required to maintain profitable operations in new and existing markets and could impede our ability to execute
on our growth and profitability strategies, including JetForward, which would harm our business.
Furthermore, there have been numerous mergers and acquisitions within the airline industry over the years, as well as
cooperative marketing alliances and joint ventures. The industry may continue to change. Any business combination, or other
industry consolidation could significantly alter industry conditions and competition within the airline industry. Additionally, the
current political climate may alter or prevent industry consolidation and growth. Lastly, if a traditional network airline were to
fully develop a low-cost structure, or if we were to experience increased competition from low cost carriers or new entrants, our
business could be materially adversely affected.
We have also used certain assets from our TrueBlue® loyalty program as collateral for the TrueBlue® Financing, which
contains covenants that impose restrictions on certain amendments or changes to certain of our TrueBlue® loyalty program
agreements provided as collateral under the TrueBlue® Financing and other aspects of the TrueBlue® loyalty program. These
competitive factors and covenants (to the extent applicable) may affect our ability to attract and retain customers, increase usage
of our loyalty program and maximize the revenue generated by our loyalty program.
We may be subject to competitive risks due to the long-term nature of our fleet order book
At present, we have existing aircraft commitments through 2033. As technological evolution occurs in our industry,
through the use of composites and other innovations, we may be competitively disadvantaged because we have existing
extensive fleet commitments that could prohibit us from adopting new technologies on an expedited basis. Unanticipated delays
may require the Company to operate existing aircraft beyond the point at which it is economically optimal to retire them,
resulting in increased maintenance costs, or reductions to the Company's schedule, thereby reducing revenues.
Operational Risks
We may not be successful in executing elements of our strategic operating plan, which may have a material adverse impact
on our reputation, business, operating results, and financial condition.
JetForward, the Company's strategic operating plan, includes initiatives aimed at enhancing our service, developing and
maintaining our leisure network, identifying and providing the products and perks our customers value and promoting a secure
fmancial future. In developing our JetForward plan, we made certain assumptions including, but not limited to, customer
demand (in light of changing economic conditions), fuel costs, delivery of aircraft, aircraft certification approval timelines,
17
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labor market constraints and related costs, supply chain constraints, inflationary pressures, voluntary or mandatory groundings
of aircraft, our regional network, competition, market consolidation and other macroeconomic and geopolitical factors. Actual
conditions may be different from our assumptions at any time and could cause us to further adjust our strategic operating plan.
In addition, we cannot provide any assurance that we will be able to successfully execute our strategic plan, that the growth that
we anticipate will occur through execution of our strategic plan will not exacerbate any other risk described herein, that our
strategic plan will not result in additional unanticipated costs, that our suppliers will timely provide adequate products or
support for our products (including but not limited to engine support and certification of aircraft) or that our strategic plan will
result in improvements in future fmancial performance. If we do not successfully execute our JetForward or other strategic
plans, or if actual results vary significantly from our expectations, our business, operating results, financial condition and
market capitalization could be materially and adversely impacted. The failure to successfully structure our business to meet
market conditions could have a material adverse effect on our business, operating results and fmancial condition.
Our business is highly dependent on the availability offue4 and fuel is subject to price volatility.
Our results of operations are heavily impacted by the price and availability of fuel. Fuel costs comprise a substantial
portion of our total operating expenses. Historically, fuel costs, such as US Gulf Coast Jet, have been subject to wide price
fluctuations, ranging from a low of $1.91 per gallon to a high of $4.41 per gallon from January 1, 2022 to December 31, 2024.
These fluctuations are based on geopolitical factors as well as supply and demand. The availability of fuel is not only dependent
on crude oil but also on refining capacity. When even a small amount of the domestic or global oil refming capacity becomes
unavailable, supply shortages can result for extended periods of time. The availability of fuel is also affected by demand for
home heating oil, gasoline and other petroleum products, as well as crude oil reserves, dependence on foreign imports of crude
oil and potential hostilities in oil producing areas of the world. Given our large dependency on New York harbor jet fuel, we
may be impacted more than our competitors by these price spikes due to decreases in refming capacity and increases in US
exports filling the void left by Russia. The price per gallon for New York harbor jet fuel has ranged from a low of $1.97 to
$7.59 per gallon from January 1, 2022 to December 31, 2024. Because of the effects of these factors on the price and
availability of fuel, the cost and future availability of fuel cannot be predicted with any degree of certainty.
Our aircraft fuel purchase agreements do not protect us against price increases or guarantee the availability of fuel.
Additionally, some of our competitors may have more leverage than we do in obtaining fuel. We have and may continue to
enter into a variety of option contracts and swap agreements for crude oil, heating oil, and jet fuel to partially protect against
significant increases in fuel prices. However, such contracts and agreements do not completely protect us against price
volatility, are limited in volume and duration, and can be less effective during volatile market conditions and may carry
counterparty risk. Under the fuel hedge contracts we may enter from time to time, counterparties to those contracts may require
us to fund the margin associated with any loss position on the contracts. Meeting our obligations to fund these margin calls
could adversely affect our liquidity.
Due to the competitive nature of the domestic airline industry, at times we have not been able to adequately increase our
fares to offset the increases in fuel prices nor may we be able to do so in the future. Future fuel price increases, continued high
fuel price volatility or fuel supply shortages may result in a curtailment of scheduled services and could have a material adverse
effect on our fmancial condition and results of operations.
Our maintenance costs will increase as our fleet ages.
Our maintenance costs will increase as our fleet ages. In the past, we have incurred lower maintenance expenses because
most of the parts on our aircraft were under multi-year warranties, but many of these warranties on JetBlue's existing fleet types
have expired. If any maintenance provider with whom we have a flight hour agreement fails to perform or honor such
agreements, we could incur higher interim maintenance costs until we negotiate new agreements. Furthermore, we expect to
continue to implement various fleet modifications over the next several years to facilitate our aircraft's continued efficiency,
modernization, brand consistency, and safety. These fleet modifications require significant investment over several years, some
of which involve taking aircraft out of service for days or weeks at a time.
Our salaries, wages, and benefits costs will increase as our workforce ages.
As our crewmembers' tenure with JetBlue matures, our salaries, wages, and benefits costs increase. As our overall
workforce ages, we expect the cost of our medical and related benefits to increase as well, despite an increased corporate focus
on crewmember wellness. As part of our overall profitability strategy, we periodically offer voluntary separation packages to
certain employees, with the goal of reducing fixed costs by giving people who work in a number of corporate functions, in our
airports, and in our customer support centers the opportunity to leave JetBlue with a departing pay and benefits package. There
can be no assurance that these measures will lead to a significant reduction in costs.
18
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A material reduction in the rate of interchange reimbursement fees could have an adverse effect on JetBlue's business and
operating results.
The TrueBlue® loyalty program operated by us, and the programs operated by our TrueBlue® partners and the payment
card transactions conducted in connection with such programs, are significantly impacted by the rate of interchange
reimbursement fees (i.e., the fees charged to merchants by the issuing banks), for which rates have historically been set by card
processing networks. Interchange reimbursement fees continue to be subject to increased government regulation globally, and
such regulations may be conflicting across jurisdiction in which we operate. It may be complex, costly, or infeasible to comply
with such regulations, which could have an adverse effect on JetBlue's business and operating results. In addition, regulatory
authorities and central banks in a number of jurisdictions have been reviewed or are reviewing these fees and related practices,
and may enact regulations that exert downward pressure on such fees. For example, regulations adopted by the U.S. Governors
of the Federal Reserve System ("Federal Reserve") cap the maximum U.S. debit interchange reimbursement rate received by
card issuers operating in the U.S. with assets of $10 billion or more at 21 cents plus 5 basis points per transaction, plus a
possible fraud adjustment of 1 cent. There has also been proposed revisions to the limits on interchange reimbursement fees set
by the Federal Reserve and previously been bipartisan legislation that would limit interchange reimbursement fees for credit
card transactions which, if enacted, could fundamentally alter the profitability of our agreements with co-branded credit card
partners and the benefits we provide to our consumers through the co-branded credit cards issued by these partners. A material
decease in the rate of interchange reimbursement fees, either voluntarily by card processing networks or mandated by
authorities, would adversely affect the TrueBlue® loyalty program, as well as the loyalty programs that our airline partners
operate, and would have an adverse effect on JetBlue's business and operating results. There can be no assurance that there will
not be a material decrease in interchange reimbursement fees, including due to new laws or regulatory action by the
government.
Because we derive a portion of our revenues from operations outside the United States, the risks of doing business
internationally, or in a particular count'', or region, could lower our revenues, increase our costs, reduce our profits, or
disrupt our business.
We currently operate in 31 countries around the world. Our available seat miles that take off or land outside the United
States and Canada represented approximately 39% of our revenues for the year ended December 31, 2024. Over the long term,
we expect our international operations may account for an increasing portion of our total revenues and available seat miles.
Expansion into new international markets may have risks due to factors specific to those markets. In connection with our
international operations, we are required to comply with U.S. and other applicable economic and trade sanctions laws and
regulations, which restrict our ability to transact and deal with certain countries, regions, governments, and persons.
We have expanded and expect to continue to expand our service to countries in the Caribbean and Latin America, some of
which have less developed legal systems, financial markets, and business and political environments than the United States, and
therefore present greater political, legal, regulatory, economic, and operational risks. We emphasize legal compliance and have
implemented and continue to implement and refresh policies, procedures and certain ongoing training of crewmembers with
regard to business ethics and compliance, compliance with economic and trade sanctions, anti-corruption policies and many key
legal requirements; however, there can be no assurance our crewmembers or third-party service providers will adhere to our
code of business conduct, anti-corruption and trade compliance policies, other Company policies, or other legal requirements. If
we fail to enforce our policies and procedures properly or maintain adequate record-keeping and internal accounting practices to
accurately record our transactions, we may be subject to sanctions. In the event we believe or have reason to believe our
crewmembers have or may have violated applicable laws or regulations, we may be subject to investigation costs, potential
penalties and other related costs which in turn could negatively affect our reputation, and our results of operations and cash
flow.
In addition, to the extent we continue to grow our business both domestically and internationally, opening new markets
requires us to commit a substantial amount of resources even before the new services commence. Expansion is also dependent
upon our ability to maintain a safe and secure operation and requires additional personnel, equipment, and facilities.
As a result, we are subject to the risks of doing business outside the United States, including:
• the costs of complying with laws, regulations, and policies (including taxation policies) of foreign governments
relating to investments and operations, the costs or desirability of complying with local practices and customs, and the
impact of various anti-corruption and other laws affecting the activities of U.S. companies abroad;
• evolving local data residency requirements that require data to be stored only in and, in some cases, also to be accessed
only from within, a certain jurisdiction;
• U.S. and foreign taxation of income earned abroad;
19
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• import and export licensing requirements and regulations, as well as unforeseen changes in regulatory requirements,
including imposition of tariffs or embargoes, import or export regulations, controls, and other trade restrictions;
• political and economic instability, including as a result of the ongoing conflict between Russia and Ukraine;
• fluctuations in GDP, interest and currency exchange rates, civil disturbances, government instability, nationalization
and expropriation of private assets, trafficking and the imposition of taxes or other charges by governments;
• health and safety protocols, including global care and cleanliness certifications, at the airports in which we operate;
• the complexity of managing an organization doing business in many jurisdictions;
• uncertainties as to local laws and enforcement of contract and intellectual property rights and occasional requirements
for onerous contract clauses; and
• rapid changes in government, economic, and political policies; political or civil unrest; acts of terrorism; or the threat
of international boycotts or U.S. anti-boycott legislation.
While these factors and the impact of these factors are difficult to predict, any one or more of them could lower our
revenues, affect our operations, increase our costs, reduce our profits, or disrupt our business. The occurrence of any of these
events in markets served by us and the resulting instability may adversely affect our business.
Moreover, the Organization for Economic Co-operation and Development (the "OECD") has announced an accord
commonly referred to as "Pillar Two" to set a minimum global corporate tax rate of 15%, which is being or may be
implemented in many jurisdictions, including the United States. The OECD is also issuing guidelines that are different, in some
respects, than current international tax principles, and adoption of these guidelines may increase tax uncertainty and increase
taxes applicable to us. We cannot predict whether the U.S. Congress or any other governmental body may enact new tax
legislation or tax regulations, or offer any assurance that new legislation or regulations, including changes to existing laws and
regulations, will not have an adverse effect on our business, results of operations, fmancial condition or prospects.
Our high aircraft utilization rate helps us keep our costs low, but also makes us vulnerable to delays and cancellations; such
delays and cancellations could reduce our profitability and harm our reputation.
We maintain a high daily aircraft utilization rate, which is the amount of time our aircraft spend in the air carrying
passengers. High daily aircraft utilization is achieved in part by reducing turnaround times at airports so we can fly more hours
on average in a day. Aircraft utilization is reduced by delays and cancellations from various factors, many of which are beyond
our control, including adverse weather conditions, security requirements, air traffic congestion, infrastructure failures (such as
technical issues with air-traffic control systems), unscheduled maintenance events, issues associated with the availability and
effectiveness of air traffic personnel, and labor shortages, including with respect to pilots. The majority of our operations are
concentrated in the Northeast and Florida, which are particularly vulnerable to weather and congestion delays. Reduced aircraft
utilization may limit our ability to achieve and maintain profitability as well as lead to customer dissatisfaction and reputational
harm.
Our business is highly dependent on the New York metropolitan market and increases in competition or congestion or a
reduction in demand for air travel in this market, or governmental reduction of our operating capacity at Illf, could harm
our business.
We are highly dependent on the New York metropolitan market where we maintain a large presence with approximately
one-half of our daily flights having JFK, LaGuardia, Newark, or Westchester County Airport as either their origin or
destination. We have historically experienced an increase in flight delays and cancellations at these airports due to airport
congestion which has adversely affected our operating performance and results of operations. Our business could be further
harmed by an increase in the amount of direct competition we face in the New York metropolitan market or by continued or
increased congestion, delays or cancellations. Our business would also be harmed by any circumstances causing a reduction in
demand for air transportation in the New York metropolitan area, such as adverse changes in local economic conditions, health
concerns, climatic concerns (including adverse weather and sea-level rise), negative public perception of New York City, acts
of terrorism, or significant price or tax increases linked to increases in airport access costs and fees imposed on passengers. In
addition, ATC staffmg shortages in the Northeast and Florida have forced us to cut back our capacity plans to help protect our
operations. The FAA has granted a temporary slot relief of 10% until October 2025, but there is no guarantee that relief will be
extended and ATC staffmg shortages may continue beyond the period of relief.
Extended interruptions or disruptions in service at one or more of our focus cities could have a material adverse impact on
our operations.
Our business is heavily dependent on our operations in the New York Metropolitan area, particularly at JFK, and in our
other focus cities: Boston, Orlando, Fort Lauderdale, the Los Angeles basin, and San Juan. Each of these operations includes
20
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flights that gather and distribute traffic to other major cities. A significant interruption or disruption in service at one or more of
our focus cities could have a serious impact on our business, financial condition, and results of operations.
We may be impacted by increases in airport expenses relating to infrastructure and facilities, as well as by infrastructure
disruptions or failures.
In order to operate within our current markets as well as continue to grow in new markets, we must be able to obtain
adequate infrastructure and facilities within the airports we serve. This includes gates, check-in facilities, operations facilities,
and landing slots, where applicable. The costs associated with these airports are often negotiated on a short-term basis with the
airport authority and we could be subject to increases in costs on a regular basis with or without our approval. There is a
possibility that airport authorities, suffering from revenue shortfalls due to the pandemic, may attempt to recover those
shortfalls by passing along the costs or increasing rents or fees to airline tenants.
Our operations may in the future be impacted by disruptions associated with the current ATC system utilized by the U.S.
government. The air traffic controller shortage and outdated ATC system has led to short-term capacity constraints imposed by
government agencies and has resulted in delays and disruptions of air traffic during peak travel periods in certain markets due to
its inability to handle demand and reduced resiliency in the event of a failure causing flight cancellations and delays. Failure to
ensure adequate ATC controller staffing and update the ATC system in a timely manner and the substantial funding
requirements of a modernized ATC system that may be imposed on air carriers may have an adverse impact on the Company's
fmancial condition or operating results.
Our results of operations fluctuate due to seasonality, weather, and other factors.
We expect our quarterly operating results to fluctuate due to seasonality including high vacation and leisure demand
generally occurring on our Florida and Caribbean routes between October and April and on our western routes during the
summer. Actions of our competitors and travel restrictions may also contribute to fluctuations in our results. We are more
susceptible to adverse weather conditions, including snow storms and hurricanes, than some of our competitors as a result of
our operations being concentrated on the East Coast. Certain of these seasonal factors, including adverse weather conditions in
the East Coast, Florida and Caribbean, have been adversely affected by climate change in recent years, and are likely to
continue to be adversely exacerbated by the physical effects of climate change for the foreseeable future. As we enter new
markets we could be subject to additional seasonal variations along with any competitive responses to our entry by other
airlines. Price changes in aircraft fuel as well as the timing and amount of maintenance and advertising expenditures may also
impact our operations. As a result of these factors, quarter-to-quarter comparisons of our operating results may not be a good
indicator of our future performance. In addition, it is possible in any future period our operating results could be below the
expectations of investors and any published reports or analysis regarding JetBlue. In such an event, the price of our common
stock could decline, perhaps substantially.
We are subject to the risks of having a limited number of suppliers for our aircraft, engines, and our Fly-Fi® product.
Our current dependence on five specific types of aircraft and engines for all of our flights makes us vulnerable to any
significant problems associated with Pratt & Whitney Geared Turbofan Engines (the "PW1100G"), on our A321neo fleet;
International Aero Engines (the "IAE V2533-A5"), on our Airbus A321 fleet, International Aero Engines (the "IAE V2527-
A5"), on our Airbus A320 fleet, collectively (the "V2500") engine type; Pratt & Whitney Geared Turbofan Engines (the
"PW1500G"), on our A220 fleet; and General Electric Engines (the "CF34-10"), on our Embraer El 90 fleet. This could include,
but is not limited to design defects, mechanical problems, contractual performance, such as delivery delays by the
manufacturers, or adverse perception by the public which may result in customer avoidance or in actions by the FAA that
would impede our ability to operate our aircraft. In the event of design defects or mechanical problems, we cannot be certain
that any remediation steps will be effective, which may lead to a material, adverse effect on our business, operating results, and
fmancial condition.
In July 2023, Pratt & Whitney, a division of RTX Corporation, announced the requirement, mandated by the FAA, for
removal of certain engines for inspection due to a rare condition involving powdered metal used in the production of certain
engine parts on the PW1100G and PW1500G engine types. These engines power our Airbus A220 and Airbus A321neo fleets.
The powdered metal affects engines manufactured between October 2015 and September 2021. Those engines are now required
to be inspected after they have reached a reduced number of cycles dependent on the fleet type. As a result of these required
inspections and other engine reliability deficiencies, as of December 31, 2024, we had 11 aircraft grounded due to lack of
engine availability. The Company currently expects each removed engine to take approximately 360 days to complete a shop
visit and return to a serviceable condition. We currently expect aircraft out of service in 2025 to average in the mid-to-high
teens. Given that we expect to have a certain number of aircraft groundings into 2025 and beyond, we plan to continue to assess
the resulting impact on our future capacity plans. We are currently working with Pratt & Whitney on a resolution and any
potential remediation steps remains uncertain. Carriers operating a more diversified fleet are better positioned than we are to
manage such events.
21
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Our Fly-Fi® service uses technology and satellite access through our agreement with Thales Avionics, Inc. ("Thales"). An
integral component of the Fly-Fi® system is the antenna, which is supplied to us by Thales. If Thales were to stop supplying us
with its antennas for any reason, we would have to incur significant costs to procure an alternate supplier. Additionally, if the
satellites Fly-Fi® uses were to become inoperable for any reason, we would have to incur significant costs to replace the service.
Remaining impacts of the wind down of our Northeast Alliance with American Airlines may result in additional costs that
have an adverse impact on our business, financial condition and results of operations.
In July 2020, JetBlue and American entered into the NEA which was designed to optimize our respective networks at
JFK, LaGuardia, and BOS (the "NEA Airports"). On September 21, 2021, the United States Department of Justice, along with
the Attorneys General of six states and the District of Columbia filed suit against JetBlue and American seeking to enjoin the
NEA, alleging that it violates Section 1 of the Sherman Act. The court issued a decision on May 19, 2023, permanently
enjoining the NEA, and shortly thereafter we initiated a wind down of the NEA. On July 28, 2023, the court issued its Final
Judgement and Order Entering Permanent Injunction, which took effect on August 18, 2023. The wind down of the NEA is
substantially complete, but remaining impacts, including the outcome of putative class action lawsuits involving the NEA,
could require us to incur additional costs and therefore have an impact on our financial condition and results of operations.
Tariffs imposed on commercial aircraft and related parts imported from outside the United States, or tariffs that may be
escalated over time, may have a material adverse effect on our fleet, business, financial condition, and results of operations.
Certain of the products and services that we purchase, including aircraft and related parts, are sourced from suppliers
located outside the United States, and the imposition of new tariffs, or any increase in existing tariffs, by the U.S. government
on the importation of such products or services could materially increase the amounts we pay for them.
We may seek to postpone or cancel delivery of certain aircraft or parts currently scheduled for delivery or purchase, and
we may choose not to purchase in the future as many aircraft as we intended. In addition, should additional or different
retaliatory tariffs be imposed, our business could be harmed. Any such action could have a material adverse effect on the size of
our fleet, business, financial condition, and results of operations.
Stockholder activism has and could in the future disrupt our business, cause us to incur significant expenses, hinder
execution of our business strategy, and impact our stock price.
The Company has been and may continue to be subject to actions from activist shareholders or others that may not align
with its business strategies or may not be in the best interests of all of its shareholders. Shareholder activism has resulted in, and
could in the future result in, substantial costs, such as legal fees and expenses, and divert management's and our Board's
attention and resources from our business and strategic plans. Additionally, shareholder activism could give rise to perceived
uncertainties as to our future, adversely affect our relationships with our customers, partners, licensees, business partners or
other investors, make it more difficult to attract and retain qualified personnel, and cause our stock price to fluctuate based on
temporary or speculative market perceptions or other factors that do not necessarily reflect the underlying fundamentals and
prospects of our business. These risks could adversely affect our business and operating results.
Information Security and Privacy Related Risks
Our reputation and business may be harmed, and we may be subject to legal claims if there is disruption to our information
technology systems or loss, unlawful disclosure or misappropriation of or unsanctioned access to, our customers,
crewmembers, business partners' or our own information or other breaches of our information security.
We rely on computer systems, hardware, software, technology infrastructure and online sites and networks for both
internal and external operations that are critical to our business (collectively, "IT Systems"). We own and manage some of these
IT Systems but also rely on third parties for a range of IT Systems and related products and services, including but not limited
to cloud computing services and encryption and authentication technologies licensed from third parties for credit card
processing activities. In addition, we and certain of our third-party providers collect, process, and maintain data about
customers, crewmembers, employees, contractors, business partners and others, including credit card data and personally
identifiable information, as well as trade secrets, financial information and other sensitive and proprietary business information
(collectively, "Confidential Information"). The secure maintenance and transmission of customer and crewmember information,
in particular, is a critical element of our operations.
We face numerous and evolving cybersecurity and privacy risks and threats, such as criminal hackers, hacktivists, state-
sponsored intrusions, industrial espionage, social engineering, employee malfeasance, and human or technological error,
including misconfigurations, bugs, and other vulnerabilities in software and hardware that support our operations. High-profile
cyberattacks and security breaches at other companies and in government agencies have increased in recent years, and security
industry experts and government officials have warned about the risks of cyberattacks targeting businesses such as ours.
Because we make extensive use of third-party providers, such as online services and centralized data processing, successful
cyberattacks that disrupt or result in unauthorized access to third-party IT Systems beyond our control could materially impact
22
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parties deploy across our IT Systems, we regularly identify and track security vulnerabilities. We are unable to comprehensively
apply patches or confirm that measures are in place to mitigate all such vulnerabilities, or that patches will be applied before
vulnerabilities are exploited by a threat actor. If attackers are able to exploit vulnerabilities before patches are installed or
mitigating measures are implemented, significant compromises could impact IT Systems and Confidential Information.
Threat actors routinely attempt to disrupt or gain access to our IT Systems and Confidential Information. While we make
significant efforts to design and implement security measures, we cannot provide any assurances that our efforts will defend
against all cyberattacks. We remain vulnerable to denial-of-service attacks, viruses, malicious software (for example,
ransomware), zero-day vulnerabilities, social engineering/phishing, breaches of our security policies and controls, and the
negligence or malfeasance of parties who have or obtain access to our IT Systems or Confidential Information. For example,
threat actors regularly attempt to fraudulently induce our crewmembers, customers, and others to disclose Confidential
Information or provide access to our IT Systems.
We have experienced cyberattacks and other incidents in the past, and will continue to experience varying degrees of
attacks and incidents in the future. While to date no incidents have had a material impact on our business or financial results, we
cannot guarantee that material incidents will not occur in the future. Cyberattacks are expected to accelerate on a global basis in
frequency and magnitude as threat actors become increasingly sophisticated in leveraging techniques and tools (including
artificial intelligence) that circumvent security controls, evade detection and even remove forensic evidence. This means we
may be unable to detect, investigate, remediate or recover from future attacks or incidents, or to avoid a material adverse impact
on our IT Systems or Confidential Information. There can be no assurance that our cybersecurity risk management program and
processes, including our policies, controls or procedures, will be fully implemented, complied with or effective in protecting
our systems and information.
Any compromises to the confidentiality, integrity or availability of our IT Systems or Confidential Information could have
a material adverse effect on our reputation, business, operating results, and financial condition, and could result in a loss of
customers. For example, personal information may be lost, disclosed, accessed, or taken without consent. Additionally, any
material failure by us to achieve or maintain compliance with the Payment Card Industry Data Security Standards, ("PCI DSS")
and related requirements or rectify a security issue may result in fines and the imposition of restrictions on our ability to accept
credit cards as a form of payment. Any such loss, disclosure or misappropriation of, or access to, customers', crewmembers' or
business partners' information or other breach of our information security or IT Systems can result in legal claims or legal
proceedings (such as class actions), regulatory investigations and enforcement actions, fines and penalties, negative reputational
impacts that cause us to lose existing or future customers, and/or significant incident response, system restoration/remediation
and regulatory compliance costs. Any or all of the foregoing could materially adversely affect our business, operating results,
and financial condition. Furthermore, the loss, disclosure or misappropriation of our business information may materially
adversely affect our business, operating results, and financial condition. While we evaluate and procure insurance policies that
are intended to address liabilities and losses associated with cybersecurity risks and threats, there is no guarantee that any
policies would cover any or all of the losses associated with a cyberattack or other security incident, or that we will be able to
procure such coverage in the future.
Data security compliance requirements could increase our costs, and any significant data breach could disrupt our
operations and harm our reputation, business, results of operations and financial condition.
We are subject to increasing legislative, regulatory, and customer focus on privacy issues and data security. Our business
requires the appropriate and secure utilization of customer, crewmember, business partner, and other sensitive information. We
cannot be certain that advances in criminal capabilities (including cyberattacks or cyber intrusions over the Internet, malware,
computer viruses, and the like), discovery of new vulnerabilities or attempts to exploit existing vulnerabilities in our systems,
other data thefts, physical system or network break-ins or inappropriate access, or other developments will not compromise or
breach the technology protecting the networks that access and store sensitive information. The risk of a security breach or
disruption, particularly through cyberattack or cyber intrusion, including by computer hackers, foreign governments, and cyber
terrorists, has increased as the number, intensity, and sophistication of attempted attacks and intrusions from around the world
have increased.
Furthermore, there has been heightened legislative and regulatory focus on data security in the U.S. and abroad, including
requirements for varying levels of customer notification in the event of a data breach. Federal and state regulations in the
cybersecurity and privacy area continue to develop and evolve, including laws in jurisdictions such as California that provide
for potential statutory damages in certain types of data breaches. International regulations add complexity as we expand our
services and include more passengers from other countries. Many of our commercial business partners, including credit card
companies, have imposed data security standards that we must meet. In particular, we are required by the PCI DSS Council,
founded by the credit card companies, to comply with their highest level of data security standards. We will continue our efforts
23
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to meet the privacy and data security obligations; however, it is possible that certain new obligations may be difficult to meet
and could increase our costs.
A significant data security breach or our failure to comply with applicable U.S. or foreign data security regulations or
other data security standards may expose us to litigation, claims for contract breach, fines, sanctions or other penalties, which
could disrupt our operations, harm our reputation, and materially and adversely affect our business, results of operations, and
fmancial condition. The costs to remediate breaches and similar system compromises that do occur could be material. In
addition, as cyber criminals become more frequent, intense, and sophisticated, the costs of proactive defensive measures may
increase. Failure to address these issues appropriately could also give rise to additional legal risks, which, in turn, could increase
the size and number of litigation claims and damages asserted or subject us to enforcement actions, fines and penalties, and
cause us to incur further related costs and expenses.
We rely heavily on automated systems to operate our business; any failure of these systems could harm our business.
We are dependent on a broad range of IT Systems, for example, automated systems and technology to operate our
business, enhance the JetBlue experience, and achieve low operating costs. The performance and reliability of our automated
systems and data centers is critical to our ability to operate our business and compete effectively. These systems include our
computerized airline reservation system, flight operations system, telecommunications systems, website, maintenance systems,
check-in kiosks, and our primary and redundant data centers. Our website and reservation system must be able to securely
accommodate a high volume of traffic and deliver important flight information. These systems require upgrades or replacement
periodically, which involve implementation and other operational risks. Our business may be harmed if we fail to operate,
replace or upgrade our systems or data center infrastructure successfully.
We rely on third-party providers of our current automated systems and data center infrastructure for technical support. If
our current providers were to fail to adequately provide technical support for any one of our key existing systems or if new or
updated components were not integrated smoothly, we could experience service disruptions, which could result in the loss of
important data, increase our expenses, decrease our revenues and generally harm our business, reputation, and brand.
Furthermore, our automated systems cannot be completely protected against events beyond our control, including natural
disasters, computer viruses, cyberattacks, other security breaches, or telecommunications failures. Substantial or sustained
system failures could impact customer service and result in our customers purchasing tickets from other airlines. We have
implemented security measures, and change control procedures and have disaster recovery plans. We also require our third-
party providers to have disaster recovery plans; however, we cannot assure you these measures are adequate to prevent
disruptions, which, if they were to occur, could result in the loss of important data, increase our expenses, decrease our
revenues, and generally harm our business, reputation, and brand.
Compliance with ever-evolving federa4 state, and foreign laws and other requirements relating to the handling of
information about individuals necessitates significant expenditure and resources, and any failure by us or our vendors to
comply may result in significant liability, negative publicity, and/or an erosion of trust, which could materially adversely
affect our business, results of operations, and financial condition.
In connection with running our business, we receive, store, use and otherwise process information that relates to
individuals and/or constitutes "personal data," "personal information," "personally identifiable information," or similar terms
under applicable data privacy laws (collectively, "Personal Information"), including from and about actual customers, as well as
our employees, crew members, and business contacts. We also depend on a number of third-party vendors in relation to the
operation of our business, a number of which process Personal Information on our behalf.
We and our vendors are subject to a variety of federal, state and foreign data privacy laws, rules, regulations, industry
standards and other requirements, including those that apply generally to the handling of Personal Information, and those that
are specific to certain industries, sectors, contexts, or locations. These requirements, and their application, interpretation and
amendment are constantly evolving. It is also possible that new laws, regulations and other requirements, or amendments to or
changes in interpretations of existing laws, regulations and other requirements, may require us to incur significant costs,
implement new processes, or change our handling of information and business operations, which could hinder our ability to
grow our business by extracting value from our data assets.
In recent years, certain states have adopted or modified data privacy and security laws and regulations that may apply to
our business. For example, the California Consumer Privacy Act ("CCPA") requires businesses that process personal
information of California residents to, among other things: provide certain disclosures to California residents regarding the
business's collection, use, and disclosure of their personal information; receive and respond to requests from California
residents to access, delete, and correct their personal information, or to opt-out of certain disclosures of their personal
information; and enter into specific contractual provisions with service providers that process California resident personal
information on the business's behalf. The enactment of the CCPA is prompting a wave of similar legislative developments in
other states in the United States, which creates a patchwork of overlapping but different state laws.
24
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These laws are in some cases relatively new and the interpretation and application of these laws are uncertain. Any failure
or perceived failure by us to comply with privacy laws, rules, regulations, industry standards and other requirements could
result in proceedings or actions against us by individuals, consumer rights groups, government agencies, or others. We could
incur significant costs in investigating and defending such claims and, if found liable, pay significant damages or fines or be
required to make changes to our business. Further, these proceedings and any subsequent adverse outcomes may subject us to
significant negative publicity and an erosion of trust. If any of these events were to occur, our business, results of operations,
and financial condition could be materially adversely affected.
Human Capital Related Risks
If we are unable to attract and retain qualified personnel or fail to maintain our company culture, our business could be
harmed
We compete against other major U.S. airlines for pilots, mechanics, and other skilled labor; some of them offer wage and
benefit packages exceeding ours. As more pilots in the industry approach mandatory retirement age, the U.S. airline industry
has been affected by a pilot shortage, which may worsen over time. At times, we have been required to increase wages and
benefits in order to attract and retain qualified personnel, and we may be required to commit to further increases in the future or
risk considerable crewmember turnover. If we are unable to attract, train, and retain qualified crewmembers of all backgrounds,
experiences, and skill sets, our business could be harmed and we may be unable to implement our growth plans. However,
negative perception of our crewmember talent initiatives, whether due to our perceived over-or under- pursuit of such
initiatives, may likewise result in issues retaining qualified employees, as well as potential litigation or other adverse impacts.
In addition, our business may be harmed if we lose too many individuals with institutional knowledge.
We believe one of our competitive strengths is our service-oriented company culture, which emphasizes friendly, helpful,
qualified, team-oriented, and customer-focused crewmembers. Our company culture is important to providing high quality
customer service and having a productive workforce in order to help keep our costs low. As we experience turnover, we may be
unable to identify, hire, or retain enough people who demonstrate the values of our company culture, including those in
management or other key positions. If we fail to maintain the strength of our company culture, our competitive ability and our
business may be harmed.
We may be subject to further unionization, work stoppages, slowdowns or increased labor costs and the unionization of our
pilots and inflight crewmembers have and could continue to result in increased labor costs.
Our business is labor intensive and the unionization of any of our crewmembers could result in demands that may increase
our operating expenses and adversely affect our financial condition and results of operations. Any of the different crafts or
classes of our crewmembers could unionize at any time, which would require us to negotiate in good faith with the
crewmember group's certified representative concerning a collective bargaining agreement. In addition, we may be subject to
disruptions by unions protesting the non-union status of our other crewmembers. Any of these events would be disruptive to our
operations and could harm our business.
In general, unionization has increased costs in the airline industry. In 2014, our pilots voted to be represented by the
ALPA, and our first collective bargaining agreement was ratified by the pilots and became effective on August 1, 2018. In
February 2022, we commenced negotiations for a successor contract, in accordance with the collective bargaining agreement,
and in December 2022 we reached a tentative agreement with ALPA to extend the current collective bargaining agreement by
two years. The agreement was ratified by the JetBlue pilots in January 2023.
In April 2018, JetBlue inflight crewmembers elected to be solely represented by TWU. The NMB certified the TWU as
the representative body for JetBlue inflight crewmembers. In November 2020, our inflight crewmembers voted to decline the
ratification of a tentative collective bargaining agreement between JetBlue and TWU. In December 2021, our inflight
crewmembers ratified our first collective bargaining agreement with TWU, which is a five-year, renewable contract effective
December 13, 2021.
On July 14, 2022, TWU filed a representation application with the NMB seeking an election among the 35 pilot
instructors ("Flight Instructors"). JetBlue disputed the TWU's application alleging that Flight Instructors do not constitute a
craft or class. On October 26, 2023, the NMB notified the participants that it rejected JetBlue's argument and ordered an
election. The Flight Instructors voted for TWU representation. Contract negotiations for an initial CBA began in April 2024 and
are ongoing.
Reputational Risks
Our reputation and financial results could be harmed in the event of an accident or incident involving our aircraft.
An accident or incident involving one of our aircraft could involve significant potential claims of injured passengers or
others in addition to repair or replacement of a damaged aircraft and its consequential temporary or permanent loss from
service. We are required by the DOT to carry liability insurance. Although we believe we currently maintain liability insurance
25
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in amounts and of the type generally consistent with industry practice, the amount of such coverage may not be adequate and
we may be forced to bear substantial losses from an accident or incident. Substantial claims resulting from an accident or
incident in excess of our related insurance coverage would harm our business and fmancial results. Moreover, any aircraft
accident or incident, even if fully covered by our existing insurance, could cause a public perception we are less safe or reliable
than other airlines which would harm our business.
Our business depends on our strong reputation and the value of the JetBlue brand
The JetBlue brand name symbolizes our values of high-quality friendly customer service, innovation, fun, and a pleasant
travel experience. JetBlue is a widely recognized and respected global brand; the JetBlue brand is one of our most important
and valuable assets. The JetBlue brand name and our corporate reputation are powerful sales and marketing tools and we devote
significant resources to promoting and protecting them. Adverse publicity, whether or not justified, relating to activities by our
crewmembers, contractors, or agents could tarnish our reputation and reduce the value of our brand. Increasingly the perception
our customers and other stakeholders have about how we address the risks and opportunities we face related to hiring and
retention initiatives and climate change engagement, our role in the communities in which we operate, our relationship with our
crewmembers, and other considerations may impact our reputation. Furthermore, increased usage of social media platforms
presents increased risks to our reputation and our business. We may suffer damage to our reputation as a result of negative or
inaccurate posts or comments about JetBlue on social media platforms, including related delays or cancellations on our flights
even when these are due to weather or other circumstances that are outside of our control. In addition, inappropriate and/or
unauthorized use of our social media platforms by our crewmembers or others associated with us may damage our reputation,
and could lead to legal implications in the event that information is improperly collected and/or disseminated, or non-public
sensitive information related to JetBlue or others is disclosed. Damage to our reputation and loss of brand equity could reduce
demand for our services and thus have an adverse effect on our financial condition, liquidity, and results of operations, as well
as require additional resources to rebuild our reputation and restore the value of our brand.
Financing and Financial Risks
We have a significant amount of fixed obligations and we will incur significantly more fixed obligations in the future, which
could harm our ability to service our current obligations or satisfy future fixed obligations.
As of December 31, 2024, our debt and fmance lease obligations, including interest were approximately $12.0 billion. In
addition, we have a significant amount of other fixed obligations under operating leases related to our aircraft, airport terminal
space, airport hangars, other facilities, and office space. As of December 31, 2024, future minimum payments under non-
cancelable leases and other financing obligations were approximately $2.7 billion. Terminal 5 ("T5") at JFK is under a lease
with the Port Authority of New York and New Jersey ("PANYNJ") that ends on the 28th anniversary of the date of beneficial
occupancy of the new International Arrivals facility and three net new gates at the former Terminal 6 ("T5i"). The minimum
payments under this lease have been included in the future minimum payment totals above.
As of December 31, 2024, we had commitments of approximately $6.4 billion to purchase 106 additional aircraft and
related flight equipment through 2033, including estimated amounts for contractual price escalations and pre-delivery deposits.
We may incur additional debt and other fixed obligations as we take delivery of new aircraft or fmance unencumbered aircraft
in our fleet and other equipment and continue to expand into new or existing markets. In an effort to limit the incurrence of
significant additional debt, we may seek to defer some of our scheduled deliveries, sell or lease aircraft to others, or pay cash
for new aircraft, to the extent necessary or possible. The amount of our existing debt, and other fixed obligations, and potential
increases in the amount of our debt and other fixed obligations could have important consequences to investors and could
require a substantial portion of cash flows from operations for debt service payments, thereby reducing the availability of our
cash flow to fund working capital, capital expenditures, and other general corporate purposes.
26
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Our level of debt and other fixed obligations could:
• impact our ability to obtain additional financing to support capital expansion plans, including our JetForward strategy
and for working capital and other purposes on acceptable terms or at all;
• divert substantial cash flow from our operations, execution of our commercial initiatives, and expansion plans in order
to service our fixed obligations;
• require us to incur more interest expense than we currently do if rates were to increase, since approximately 20% of
our debt has floating interest rates;
• place us at a possible competitive disadvantage compared to less leveraged competitors and competitors with better
access to capital resources or more favorable fmancing terms; and
• lead to rating agency downgrades which in turn could impact our ability to raise capital at attractive terms.
Our ability to make scheduled payments on our debt and other fixed obligations will depend on our future operating
performance and cash flows, which in turn will depend on prevailing economic and political conditions and financial,
competitive, regulatory, business and other factors, many of which are beyond our control. We are principally dependent upon
our operating cash flows and access to the capital markets to fund our operations and to make scheduled payments on debt and
other fixed obligations. We cannot assure that we will be able to generate sufficient cash flows from our operations or from
capital market activities to pay our debt and other fixed obligations as they become due. If we fail to do so our business could
be harmed. If we are unable to make payments on our debt and other fixed obligations, we could be forced to renegotiate those
obligations or seek to obtain additional equity or other forms of additional fmancing.
Agreements governing our debt include financial and other covenants. Failure to comply with these covenants could result
in events of default.
Our debt agreements contain various affirmative, negative and financial covenants and complying with certain of these
covenants, or entering into agreements with additional covenants, may restrict our ability to execute our strategies, including
JetForward, or otherwise constrain our operations. If we fail to comply with these covenants and are unable to remedy or obtain
a waiver or amendment, an event of default would result, which could lead to, among other things, an acceleration of
outstanding obligations under such agreements. In addition, an event of default or declaration of acceleration under one
fmancing agreement could also result in an event of default under other of our fmancing agreements due to cross-default and
cross-acceleration provisions. The acceleration of significant amounts of debt could require us to renegotiate, repay or refmance
the obligations under our financing arrangements, and there can be no assurance that we will be able to do so on commercially
reasonable terms or at all.
We typically fmance our aircraft through either secured debt, lease fmancing, or through cash from operations. The impact
on fmancial institutions from global economic conditions may adversely affect the availability and cost of credit to JetBlue as
well as to prospective purchasers of our aircraft should we undertake to sell in the future, including fmancing commitments we
have already obtained for purchases of new aircraft or financing or refinancing of existing aircraft. To the extent we finance our
activities with additional debt, we may become subject to financial and other covenants that may restrict our ability to pursue
our strategies, including JetForward, or otherwise constrain our operations.
Our liquidity could be adversely impacted in the event one or more of our credit card processors were to impose material
reserve requirements for payments due to us from credit card transactions.
We currently have agreements with organizations that process credit card transactions arising from purchases of air travel
tickets by our customers. Credit card processors have financial risk associated with tickets purchased for travel which can occur
several weeks after the purchase. Our credit card processing agreements provide for reserves to be deposited with the processor
in certain circumstances. We do not currently have reserves posted for our credit card processors. If circumstances were to
occur requiring us to deposit reserves, the negative impact on our liquidity could be significant which could materially
adversely affect our business.
We have a significant amount of indebtedness from fixed obligations and may seek material amounts of additional financial
liquidity in the short-term, and insufficient liquidity may have a material adverse effect on our financial condition and
business.
We have a significant amount of indebtedness from fixed obligations, including aircraft lease and debt financings, leases
of airport property, our TrueBlue® Financings (as defined below), secured loan facilities and other facilities, and other material
cash obligations. In addition, we have substantial non-cancelable commitments for capital expenditures, including for the
acquisition of new aircraft and related spare engines.
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In the event of a global emergency or other exigent circumstances that materially impact our business, we may be required
to seek additional short-term liquidity, which may include the issuance of additional unsecured or secured debt securities, equity
securities and equity-linked securities, the sale of assets, the entry into sale-leaseback transactions, as well as additional bilateral
and syndicated secured and/or unsecured credit facilities, among other items. If our credit ratings were to be downgraded, or
general market conditions were to ascribe higher risk to our rating levels, the airline industry, or our business, our access to
capital and the cost of any debt financing would be negatively affected. There can be no assurance as to the availability of any
such financing if it becomes necessary, or that any such additional financing will be completed on favorable terms.
Although our cash flows from operations and available capital, including the proceeds from financing transactions, have
been sufficient to meet our obligations and commitments to date, our liquidity has been, and may in the future be, negatively
affected by the risk factors described herein. If our liquidity were to be materially diminished, we might not be able to timely
pay our leases and debts or comply with certain operating and financial covenants under our financing and credit card
processing agreements or with other material provisions of our contractual obligations. Moreover, as a result of our recent
fmancing activities, the number of financings and the aggregate amount of indebtedness with respect to which such covenants
and provisions apply has increased, thereby subjecting us to more substantial risk of cross-default and cross-acceleration in the
event of breach, and additional operating and fmancial covenants could become binding on us as we continue to seek additional
liquidity.
Issuing additional shares of our capital stock, other equity securities or additional securities convertible into equity, or
issuing shares of our capital stock upon the exercise or conversion of our convertible notes, warrants issued in connection with
our participation in payroll support programs under the CARES Act, Consolidated Appropriations Act and American Rescue
Plan Act, restricted stock unit awards or other securities that may be issued from time to time, may dilute the economic and
voting rights of our existing stockholders, reduce the market price of our common stock, or both. Our decision to issue
securities in any future offering will depend on market conditions and other factors beyond our control, which may adversely
affect the availability, amount, timing, or nature of our future offerings. As a result, holders of our common stock bear the risk
that our future offerings may reduce the market price of our common stock and dilute their percentage ownership.
In addition, we have agreements with financial institutions that process customer credit card transactions for the sale of air
travel and other services. Under certain of our credit card processing agreements, the fmancial institutions in certain
circumstances have the right to require that we maintain a reserve equal to a portion of advance ticket sales that have been
processed by that financial institution, but for which we have not yet provided the air transportation. Such financial institutions
may require cash or other collateral reserves to be established or withholding of payments related to receivables to be collected,
including if we do not maintain certain minimum levels of unrestricted cash, cash equivalents, and short-term investments.
Refunds lower our liquidity and put us at risk of triggering liquidity covenants in these processing agreements and, in doing so,
could force us to post cash collateral with the credit card companies for advance ticket sales. We also maintain certain
insurance- and surety-related agreements under which counterparties may require collateral. See "Our liquidity could be
adversely impacted in the event one or more of our credit card processors were to impose material reserve requirements for
payments due to us from credit card transactions."
Our substantial level of indebtedness and non-investment grade credit rating, as well as market conditions and the
availability of assets as collateral for loans or other indebtedness, may make it difficult for us to raise additional capital if
needed to meet our liquidity needs on acceptable terms, or at all.
See Part II. Item 7 "Management's Discussion and Analysis of Financial Condition and Results of Operations" of this
Report for additional information regarding our liquidity as of December 31, 2024.
We may never realize the full value of our intangible assets or our long-lived assets causing us to record impairments that
may negatively affect our financial condition and operating results.
In accordance with applicable accounting standards, we are required to test our indefinite-lived intangible assets for
impairment on an annual basis, or more frequently where there is an indication of impairment. In addition, we are required to
test certain of our other assets for impairment where there is any indication that an asset may be impaired.
We may be required to recognize losses in the future due to, among other factors, extreme fuel price volatility, tight credit
markets, government regulatory changes, decline in the fair values of certain tangible or intangible assets, such as aircraft, route
authorities, airport slots and frequent flyer database, unfavorable trends in historical or forecasted results of operations and cash
flows and an uncertain economic environment, as well as other uncertainties. For example, during the year ended December 31,
2022, we recorded $52 million of impairment as well as engine exchanges as part of the retirement of our Embraer El 90 fleet.
We can provide no assurance that a material impairment loss of tangible or intangible assets will not occur in a future period.
The value of our aircraft could also be impacted in future periods by changes in supply and demand for these aircraft. Such
changes in supply and demand for certain aircraft types could result from the grounding of aircraft. A further impairment loss
could have a material adverse effect on our fmancial condition and operating results.
28
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Our ability to use certain tax attributes could be subject to limitations.
As of December 31, 2024, we had U.S. federal net operating loss carryforwards of approximately $3.8 billion and net
interest expense carryforwards of approximately $441 million available to offset future U.S. federal taxable income. Under
Sections 382 and 383 of the Internal Revenue Code of 1986, as amended, if a corporation undergoes an "ownership change,"
the corporation's ability to use certain pre-change U.S. federal income tax attributes (including carryforward tax attributes) to
offset its post-change taxable income may be limited. In general, an "ownership change" occurs if there is a cumulative change
in ownership of the relevant corporation by "5% shareholders" (as defined under U.S. income tax laws) that exceeds 50
percentage points over a rolling three-year period. Similar rules apply under state tax laws. We could experience ownership
changes as a result of future shifts in our stock ownership. If we experience such an ownership change, then we may be limited
in our ability to use certain of our tax attributes that could otherwise reduce taxes owed on our net taxable income. Any such
limitations could adversely impact our business, operating results, liquidity and fmancial condition. Future legislative or
regulatory changes also could limit our ability to use certain of our tax attributes.
Artificial Intelligence ("Al") Related Risks
Our development and use of AI-powered solutions could lead to operationa4 reputational, or competitive harm, legal and
regulatory risk, and additional costs.
We use automated technology and systems, including both predictive and generative AI-powered solutions to facilitate a
more efficient operation of our business. Our use of AI-powered solutions includes, but is not limited to, AI-powered solutions
that enable quick and personalized customer interactions, provide predictive pricing and route analysis and assist with candidate
assessments for certain roles within the Company. We anticipate increased investments in the future to continuously improve
our use of AI, however, there can be no assurance that the development or usage of, or our investments in, AI will always
enhance our products or services or be beneficial to our business.
In particular, the performance of our services and business, as well as our reputation, could suffer or we could incur
liability resulting from the violation of laws or contracts to which we are a party if the AI-powered solutions used by the
Company are inadequately or incorrectly designed or implemented; trained or reliant on, inadequate, inaccurate, incomplete,
misleading, biased or otherwise poor-quality data or algorithms, or on data or algorithms to which we do not have sufficient
rights or in relation to which we and/or the providers of such data or algorithms have not implemented sufficient legal
compliance measures; used without sufficient oversight and governance to ensure their responsible use; and/or adversely
impacted by unforeseen defects, technical challenges, cyberattacks, cybersecurity threats, service outages, or other similar
incidents, or material performance issues. Certain AI-powered solutions used by the Company are licensed by third parties and
when used as a hosted service, any disruption, outage, or loss of information through such hosted services could disrupt our
operations or solutions, damage our reputation, cause a loss of confidence in our solutions, or result in legal claims or
proceedings, for which we may be unable to recover damages from the affected provider. There is also a risk that our use of
generative AI could produce biased, inaccurate, incomplete, misleading or poor-quality content or other discriminatory or
unexpected results or behaviors, all of which could harm our reputation, business, or customer relationships. While we exercise
diligence in ensuring the accuracy of AI generated content, those measures may not always be successful, and in some cases,
we may need to rely on end users to report such inaccuracies. We also use and have modified certain third-party generative AI-
powered solutions that are made available under an open-source license. Use of open-source generative AI could introduce
inaccuracies or vulnerabilities that we are unable to anticipate, detect, or control. If the licensor for such open-source generative
AI developed their models by training on data or algorithms that was inadequate, inaccurate, incomplete, misleading biased or
otherwise poor-quality, or for which it did not have the appropriate rights, we could be subject to claims or lawsuits, including
for infringement of third-party intellectual property. It is also possible that sophisticated attackers may exploit vulnerabilities in
open-source generative AI to obtain access to our sensitive data or alter the outputs or results. For additional information
concerning risks with respect to cyberattacks, cybersecurity breaches, service outages or other similar incidents, see
"Information Security and Privacy Related Risks."
A number of aspects of intellectual property protection in the field of AI and machine learning are currently under
development, and there is uncertainty and ongoing litigation in different jurisdictions as to the degree and extent of protection
warranted for AI and machine learning systems and relevant system inputs and outputs. If we or any of our third-party service
providers are deemed to not have sufficient rights to the data we use to train our AI, we may be subject to litigation by the
owners of the content or other materials that comprise such data and, if such claim relates to our third-party service providers,
we may not be successful in adequately recovering our losses from such third-party service providers in connection with such
claims. Further, any content or other output created by us using AI-powered solutions may not be subject to copyright
protection, which may adversely affect our ability to commercialize or use, or the validity or enforceability of any intellectual
property rights in, any such content or other output. If we fail to obtain protection for the intellectual property rights concerning
our AI, or later have our intellectual property rights invalidated or otherwise diminished, our competitors may be able to take
29
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advantage of our research and development efforts to develop competing products which could adversely affect our business,
reputation and financial condition.
The regulatory framework for AI is rapidly evolving as many federal, state and foreign government bodies and agencies
have introduced or are currently considering additional laws and regulations. Additionally, existing laws and regulations may be
interpreted in ways that would affect our current uses of AI, or could be rescinded or amended as new administrations take
differing approaches to evolving AI. As a result, implementation standards and enforcement practices are likely to remain
uncertain for the foreseeable future, and we cannot yet completely determine the impact future laws, regulations, standards, or
market perception of their requirements may have on our business and may not always be able to anticipate how to respond to
these laws or regulations.
Already, certain existing legal regimes (e.g., relating to data privacy) regulate certain aspects of AI, and new laws
regulating the use of AI have either entered into force in the United States and the EU or are expected to enter into force. For
example, the European Union's Artificial Intelligence Act (the "AI Act"), which entered into force on August 1, 2024,
establishes, among other things, a risk-based governance framework for regulating AI systems operating in the EU. The
majority of the substantive requirements from the AI Act will apply from August 2, 2026 and this framework categorizes AI
systems, based on the risks associated with such AI systems' intended purposes, as creating unacceptable or high risks, with all
other AI systems being considered limited or low risk. There is a risk that our current or future use of AI may obligate us to
comply with the applicable requirements of the AI Act, which may impose additional costs on us, increase our risk of liability
and fines or otherwise adversely affect our business, results of operations, financial condition and future prospects. For
additional information concerning risks with respect to compliance with data privacy laws, see "Information Security and
Privacy Related Risks."
The cost to comply with federal, foreign, state or other laws, regulations, or decisions and/or guidance applicable to our
business could be significant and could increase our operating expenses (such as by imposing additional reporting obligations
regarding our use of AI). Such an increase in operating expenses, as well as any actual or perceived failure to comply with such
laws and regulations, could adversely affect our business, financial condition and results of operations.
RISKS ASSOCIATED WITH THE AIRLINE INDUSTRY
We could be adversely affected by an outbreak or resurgence of a disease or an environmental disaster that significantly
affects travel behavior.
Any outbreak or resurgence of a disease, which affect travel behavior, travel demand, or travel restrictions, or a similar
public health threat, or fear of such an event could have a material adverse impact on airlines. In addition, outbreaks of disease
could result in quarantines of our personnel, business partners and their suppliers, or an inability to access facilities or our
aircraft, which could adversely affect our operations. Certain environmental disasters may be caused or adversely exacerbated
by the physical impacts of climate change. For more information, please see our risk factor titled "We may be affected by
global climate change or by legal, regulatory or market responses to such change."
The extent, duration, and magnitude of an outbreak or resurgence of a disease will depend on various factors, all of which
are highly uncertain, difficult to predict and not controlled by us. In addition, we cannot predict whether business travel for in-
person meetings will return to pre-COVID-19 levels over the long-term due to technological advancements in, and consumer
acceptance and adaptation to, virtual meetings and/or changes in customer preferences.
Similarly, if an environmental disaster were to occur and adversely impact any of our destination cities, travel behavior
could be affected and in turn, could materially adversely impact our business, operating results, liquidity and fmancial
condition.
Compliance with environmental laws and regulations may cause us to incur substantial costs.
Many aspects of airlines' operations are subject to increasingly stringent environmental regulations and enforcement
policies, and growing concerns about climate change and other matters, including an evolving set of previously unregulated
substances, may result in the imposition of additional regulation. Compliance with environmental laws and regulations can
require significant expenditures, and violations can lead to significant fines and penalties, as well as civil liability.
Environmental laws and regulations may require us to investigate and remediate soil or groundwater. Under many
environmental laws, generators of waste materials, and current and former owners or operators of facilities, can be subject to
liability for investigation and remediation costs at locations that have been identified as contaminated. Liability under these
laws may be retroactive, strict, joint and several, meaning that we could be liable for the costs of cleaning up environmental
contamination regardless of when it occurred, fault or the amount of waste directly attributable to us.
Governmental authorities in the U.S. and abroad are increasingly focused on potential contamination resulting from the
use of certain chemicals, most notably per- and polyfluoroalkyl, substances ("PFAS"). Products containing PFAS have been
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used in manufacturing, industrial, and consumer applications over many decades, including those related to aviation. Among
other things, recent changes to federal requirements for firefighting foams containing PFAS, as well as related state regulations
affecting their use, will require operational changes. In August 2022, the US Environmental Protection Agency ("USEPA")
published for public comment a new rulemaking that would designate two PFAS substances (perfluorooctanoic acid and
perfluorooctanesulfonic acid) as hazardous substances under the Comprehensive Environmental Response, Compensation, and
Liability Act. This rule, which was fmalized in April 2024, requires entities to immediately report current and past releases that
meet or exceed the reportable quantity for such substances to USEPA's National Response Center. With this fmal rule and the
introduction of any additional state or federal regulations or enforcement policies, we may incur costs in connection with
reporting obligations and costs related to historic usage of PFAS-containing materials, transitioning away from the usage of
PFAS-containing products, disposing of PFAS-containing waste or remediating any residual environmental impacts.
Under our leases and related contracts for our airport facilities, we may be responsible for a share of the airport's or other
operators' costs in meeting new or upgraded regulatory requirements including, for example, implementation of USEPA and
state stormwater regulations that require building or reconfiguring airport de-icing facilities to capture and treat discharges of
de-icing and anti-icing chemicals. In addition, USEPA is proposing to add PFAS stormwater monitoring requirements from
industrial facilities in areas where USEPA is the National Pollutant Discharge Elimination System permitting authority.
Since the domestic airline industry is increasingly price sensitive, we may not be able to recover the cost of compliance
with new or more stringent environmental laws and regulations from our customers, which could adversely affect our business
and financial results. Although we do not expect the costs of complying with current environmental regulations will have a
material adverse effect on our financial position, results of operations, or cash flows, no assurance can be made that the costs of
complying with environmental regulations in the future will not have such an effect.
We may be affected by global climate change or by legal, regulatory or market responses to such change.
There are inherent climate-related risks wherever business is conducted. Various meteorological phenomena and extreme
weather events (including, but not limited to, storms, flooding, drought, wildfire, and extreme temperatures) may disrupt our
operations or those of our suppliers and business partners, cause inflight cancellations, delays, and diversions, require us to
incur additional operating or capital expenditures, reduce the demand for certain of our flight offerings, or otherwise adversely
impact our business, financial condition, or results of operations. The frequency and/or intensity of such events may increase
over time. While we may take various actions to mitigate our business risks associated with extreme weather events, this may
require us to incur substantial costs and may not be successful, due to, among other things, the uncertainty associated with the
longer-term projections associated with managing such risks.
Additionally, regulatory, market, and other changes to respond to climate change may adversely impact our business,
fmancial condition, or results of operations. For example, there have been significant U.S. and international legislative and
regulatory efforts to limit GHG emissions, including our aircraft and ground operations emissions. In October 2016, the ICAO
passed a resolution adopting CORSIA, which is a global, market-based emissions offset program to encourage carbon-neutral
growth in international aviation. Annual international emissions reporting is required via CORSIA as of the 2019 reporting
year, and offsetting compliance is scheduled to be implemented through multiple phases that began in 2021. ICAO continues to
develop details regarding implementation and, while we expect compliance with CORSIA will increase our operating costs, the
anticipated cost of compliance with CORSIA is uncertain due to a number of factors, including the volatility in demand for
international air travel and the uncertainty in the supply and price of eligible carbon offsets or low-carbon aircraft fuels. The
USEPA has also adopted rules implementing the ICAO aircraft engine GHG emission standards. Pursuant to the Clean Air Act,
the FAA issued a final rule in February 2024 to implement these standards, introducing new fuel efficiency certification
regulations. These regulations took effect in April 2024 and will apply to larger business and commercial jet aircraft with either
new design types (not previously certified by the FAA) or existing design types that are in production as of January 1, 2028.
More stringent standards, or other restrictions, may also be adopted in the future.
The potential impacts to our business are not known at this time, but additional costs can be expected. In addition, climate
change-related litigation and investigations have increased in recent years and any claims or investigations against us could be
costly to defend and our business could be adversely affected by the outcome.
These climate change-related regulatory actions and related pressures to reduce our GHG emissions may adversely affect
our business and fmancial results by requiring us, for example, to make capital investments in new equipment or technologies,
purchase carbon offset credits, or incur higher fuel or other operating costs. Due to the competitive nature of the airline industry
and unpredictability of the market for air travel, we can offer no assurance that we will be able to increase our fares, impose
surcharges or otherwise increase revenues or decrease other operating costs sufficiently to offset our costs of meeting these
obligations.
For example, there are growing initiatives to mandate use of SAF, a term which includes a variety of fuels that are
believed to have lower environmental impact than conventional aviation fuels. The latest proposal in the EU, which was
31
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approved by the European Parliament in September 2023 and the European Council in October 2023 would impose a SAF
blending standard starting at 2% in 2025 and rising to 70% in 2050. Other countries, including the UK, have adopted or are
considering adopting similar SAF requirements. In the US, the FAA's Aviation Climate Action Plan (published in November
2021) includes a Sustainable Aviation Fuel Grand Challenge, calling for a replacement of all traditional aviation fuel by 2050.
These programs, in addition to our own and other airlines' commitments to increase use of SAF, may result in a competitive
market for available SAF inventories or result in our inability to procure SAF at prices we fmd acceptable. Any regulatory
uncertainty on the treatment of SAF may also impact the availability or price of SAF. Until SAF production increases, we may
need to pay a significant premium for SAF above the cost of traditional fuel.
Reporting expectations are also increasing, with a variety of customers, capital providers, and regulators seeking increased
information on climate-related risks and impacts. Various policymakers, such as the European Union, and the State of
California, have adopted or are considering adopting, requirements for companies to provide significantly expanded climate-
related disclosures, adopt specific policies or procedures, or take other climate-related actions. Such requirements are not
uniform across jurisdictions, and may be inconsistently applied, which can increase the complexity and cost of compliance, and
increase the risk of enforcement or litigation relating to our disclosures and initiatives. All of these risks may also impact our
suppliers, business partners or customers, which may indirectly impact our business, financial condition, or results of
operations.
Increasing scrutiny of and evolving expectations regarding, environmental and social matters may impact our business and
reputation.
Companies across industries are facing increasing scrutiny from a variety of stakeholders, including states attorneys
general, related to their environmental, human rights, social, and sustainability practices. Expectations regarding voluntary
sustainability initiatives and disclosures may result in increased costs (including but not limited to increased costs related to
compliance, stakeholder engagement, contracting and insurance), changes in demand for certain product or service offerings,
enhanced compliance or disclosure obligations, or other impacts to our business, financial condition, or results of operations.
While we have in past engaged, and expect in future to continue to engage, in voluntary initiatives (such as voluntary
disclosures, certifications, or goals) to improve the profile of our Company and/or offerings or to respond to stakeholder
expectations, such initiatives may be costly and may not have the desired effect. Expectations around a company's management
of such matters continues to evolve rapidly, in many instances due to factors that are out of our control. For example, we may
ultimately be unable to complete certain initiatives or targets, either on the timelines initially announced or at all, due to
technological, legal, cost, or other constraints, which may be within or outside of our control. Moreover, actions or statements
that we may take based on expectations, assumptions, or third-party information that we currently believe to be reasonable may
subsequently be determined to be erroneous, be subject to misinterpretation, or be out of alignment with policymaker or other
stakeholder expectations. If we fail, or are perceived to fail, to comply with or advance certain environmental or social
initiatives (including the timeline and manner in which we complete such initiatives), we may be subject to various adverse
impacts, including reputational damage and potential stakeholder engagement and/or litigation, even if such initiatives are
currently voluntary. For example, there have been increasing allegations of greenwashing against companies making significant
environmental or sustainability claims due to a variety of perceived deficiencies in actions, statements, or methodology,
including as stakeholder perceptions of sustainability continue to evolve. In the airline industry specifically, there has been
particular scrutiny of and liability associated with the use of "sustainable aviation fuel" and carbon offsets and claims made in
connection with same.
Certain market participants, including major institutional investors and capital providers, use third-party benchmarks and
scores to assess companies' profiles in making investment or voting decisions. Unfavorable ratings could lead to increased
negative investor sentiment towards us or our industry, which could negatively impact our share price as well as our access to
and cost of capital. To the extent sustainability or social matters negatively impact our reputation, it may also impede our ability
to compete as effectively to attract and retain employees or customers, which may adversely impact our operations. For more
information, please see our risk factor titled "We may be affected by global climate change or by legal, regulatory or market
responses to such change." Additionally, many of our customers, business partners, and suppliers may be subject to similar
expectations, which may augment or create additional risks, including risks that may not be known to us.
Federal budget constraints or federally imposed furloughs due to budget negotiation deadlocks may adversely affect our
industry, business, results of operations and financial position.
Many of our airline operations are regulated by governmental agencies, including, but not limited to, the DOT, FAA,
CBP, and the TSA. If the federal government were to continue experiencing issues in reaching budgetary consensus in the
future, resulting in mandatory furloughs and/or other budget constraints, or if a government shutdown were to continue for an
extended period of time, our operations and results of operations could be materially negatively impacted. The travel behaviors
of the flying public could also be affected, which may materially adversely impact our industry and our business.
32
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ITEM 1C.
CYBERSECURITY
JetBlue places great importance on safety including cybersecurity, to protect against various threats. The Company's
cybersecurity strategy prioritizes detection, analysis and response to cyber threats, effective management of cyber risks, and
resilience against cyber incidents. Safety is the Company's #1 value, and the strength of our safety is supported by exercising
vigilance in security, including cybersecurity.
We maintain a formal cybersecurity program with guidance drawn from the National Institute of Standards and
Technology Cybersecurity Framework ("NIST CSF") and other industry standards. This does not imply that we meet any
particular technical standards, specifications, or requirements, but rather that we use the NIST CSF as a guide to help us
identify, assess, and manage cybersecurity risks relevant to our business.
Our program is designed to protect the confidentiality, integrity, and availability of information technology systems and
data. The state of our program maturity and regulatory compliance is regularly reviewed by third-party cybersecurity auditors
and assessors. Among the key features of our cybersecurity risk management processes are the following:
• policies and procedures designed to comply with data security and privacy obligations;
• security technology and tools deployed in our IT environment that help us to identify and manage critical cybersecurity
risks, as well as to detect and respond to incidents;
• security awareness training offered to our workforce, and specialized incident response training for our cybersecurity
team;
• a Security Operations Center that monitors and responds to incidents; and
• a third-party risk management program that includes diligence and contracting processes for vendors and service
providers based on their respective function and risk profile.
JetBlue management has overall responsibility for assessing and managing risks from cybersecurity threats to the
Company and has an established cyber risk committee that consists of the Chief Executive Officer, Chief Financial Officer,
Chief Legal Officer, Chief Information Officer and Chief Information Security Officer (CISO). Our CISO has primary
responsibility for the design and execution of our cybersecurity risk management program, and helps the committee stay
informed about and monitor the prevention, detection, mitigation, and remediation of cybersecurity risks and incidents through
various means, including but not limited to briefings with internal security team members, threat intelligence obtained from
public and private sources, and alerts and reports produced by security tools deployed in the IT environment. Our current CISO
has nearly two decades of experience in IT risk and program management, threat intelligence, and cybersecurity governance; he
also has several cybersecurity industry certifications and specialized training in cybersecurity.
The CISO regularly briefs the cyber risk committee to review and evaluate potential threats and cyber risks to the
Company. A cyber risk update is provided on a quarterly basis to the Audit Committee, which has delegated authority from the
Board for cybersecurity risk oversight, and reports are made to the full Board on an annual basis.
For 2024, we reported no material cybersecurity incidents affecting the confidentiality, integrity, or availability of data or
information technology systems. We have not identified risks from known cybersecurity threats, including as a result of any
prior cybersecurity incidents, that have materially affected or are reasonably likely to materially affect us, including our
operations, business strategy, results of operations, or financial condition. We face certain ongoing risks from cybersecurity
threats that, if realized, are reasonably likely to materially affect us, including our operations, business strategy, results of
operations, or financial condition. For further information, please see our risk factors titled "Our reputation and business may
be harmed and we may be subject to legal claims if there is disruption to our information technology systems or loss, unlawful
disclosure or misappropriation of or unsanctioned access to, our customers, crewmembers, business partners' or our own
information or other breaches of our information security" and "Data security compliance requirements could increase our
costs, and any significant data breach could disrupt our operations and harm our reputation, business, results of operations
and financial condition."
34
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34
ITEM 2.
PROPERTIES
Aircraft
As of December 31, 2024, our aircraft types and configurations consisted of the following (1):
Aircraft
Seating
Capacity
Owned (2)
Operating
Lease
Total
Average Age
in Years
Airbus A220
140
42
42
2
Airbus A320
150
11
11
24
Airbus A320 Restyled
162
101
18
119
19
Airbus A321
200
28
28
9
Airbus A321 with Mint®
159
35
35
8
Airbus A321neo
200
16
16
5
Airbus A321neo with Mint®
160
10
10
2
Airbus A321neoLR with Mint®
138
11
11
2
Embraer E190 (3)
100
10
8
18
16
264
26
290
12
(1) Includes aircraft that have been temporarily removed from service, including 11 aircraft grounded as of December 31,
2024, due to the required removal of certain Pratt & Whitney engines for inspection and lack of engine availability. All aircraft
temporarily removed from service are expected to return to operation in the future.
(2) Total owned aircraft includes aircraft associated with sale-leaseback transactions that did not qualify as sales for
accounting purposes.
(3) Excludes 15 permanently parked aircraft owned by the Company, and five parked aircraft awaiting lease return.
As of December 31, 2024, our aircraft leases had an average remaining term of approximately two years, with expiration
dates between 2025 and 2028.
As of December 31, 2024, we had 106 aircraft on order and scheduled for delivery through 2033. Our future aircraft
delivery schedule is as follows (1):
Contractual Order Book
Year
Airbus A220
Airbus A321neo
Total
2025
20
4
24
2026
17
17
2027
5
5
2028
9
9
2029
7
7
Thereafter
44
44
Total (2)
58
48
106
(1) The aircraft orders stated above represents the current delivery schedule set forth in our Airbus order book as of
December 31, 2024.
(2) In addition, we have options to purchase 20 A220-300 aircraft in 2027 and 2028.
Ground Facilities
Airports
All of our airport facilities are under leases or other occupancy agreements. This space is leased directly or indirectly from
the local airport authority on varying terms dependent on prevailing practices at each airport. Our passenger terminal service
facilities consisting of ticket counters, gate space, operations support area, and baggage service offices generally have
agreement terms ranging from less than one year to five years. They can contain provisions for periodic adjustments of rental
rates, landing fees, and other charges applicable under the type of lease. Under some of these agreements, we are responsible
for the maintenance, insurance, utilities, and certain other facility-related expenses and services.
35
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A summary of our most significant lease agreements is provided below:
• JFK - We have a lease agreement with the PANYNJ for Terminal 5 until November 2042, but we have the option to
terminate the agreement in 2033. In 2012, we amended the lease to extend into the former Terminal 6 property in order
to build T5i. In November 2022, we amended the lease to relinquish a portion of the former Terminal 6 property to
allow for development of a new Terminal 6 by our development partner, JFK Millennium Partners ("JMP").
• BOS - In May 2005, we entered into a lease with Massachusetts Port Authority ("Massport") with a five-year term
(and 20 automatic one-year renewals), for five gates in Terminal C, which expanded to 11 by November 2008. We
have since entered into multiple amendments with Massport to continue to grow our footprint in Terminal C. As of
December 31, 2024, we leased 30 gates in Boston. Our lease with Massport is scheduled to expire in April 2030.
We have entered into use arrangements at each of the airports we serve providing for the non-exclusive use of runways,
taxiways, and other airport facilities. Landing fees under these agreements are typically based on the number of aircraft
landings and the weight of the aircraft.
Other
We lease the following hangars and airport support facilities at our focus cities:
• New York - At JFK, we have a ground lease agreement which expires in 2030 for an aircraft maintenance hangar, an
adjacent office, and warehouse facility, including a storage facility for aircraft parts. These facilities accommodate our
technical support and catering operations. We also lease a building from the PANYNJ which is mainly used for ground
equipment maintenance work.
• Boston - We have a ground and building lease agreement which expires in 2028 for an aircraft maintenance hangar
and associated support space, with an option to extend for five additional years. We also have separate leases for
facilities to accommodate our ground support equipment maintenance and catering operations.
• Orlando - We have a ground lease agreement for a hangar which expires in 2035. We also occupy a training center,
JetBlue University, with a lease agreement expiring in 2035 which we use for training our pilots and inflight
crewmembers, as well as support training for our technical operations and airport crewmembers. This facility is
equipped with 12 full flight simulators, 12 flight training devices, four cabin trainers, a training pool, classrooms, and
support areas.
The Lodge at the Orlando Support Center is adjacent to JetBlue University and is used for lodging our crewmembers
when they attend training.
Our primary corporate office is located in Long Island City, New York, with our lease expiring in 2039. We have an
additional support center located in Salt Lake City, Utah, with our lease expiring in 2028.
We also maintain other facilities that are necessary to support our operations in the cities we serve.
ITEM 3.
LEGAL PROCEEDINGS
In the ordinary course of our business, we are party to various legal proceedings and claims which we believe are
incidental to the operation of our business. See Note 11 and Note 18 to our consolidated financial statements included in Part II.
Item 8 of this Report for a discussion of material pending legal proceedings.
ITEM 4.
MINE SAFETY DISCLOSURES
Not applicable.
36
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36
PART II
ITEM 5.
MARKET FOR REGISTRANT'S COMMON EQUITY; RELATED STOCKHOLDER MATTERS
AND ISSUER PURCHASES OF EQUITY SECURITIES
Market Information and Stockholder Matters
Our common stock is traded on the NASDAQ Global Select Market under the symbol JBLU. As of January 31, 2025,
there were approximately 370 holders of record of our common stock.
We have not paid cash dividends on our common stock and have no current intention to do so. Any future determination
to pay cash dividends would be at the discretion of our Board, subject to applicable limitations under Delaware law or
legislation. This decision would be dependent upon our results of operations, financial condition, and other factors deemed
relevant by our Board.
Purchases of Equity Securities by the Issuer and Affiliated Purchasers
We do not currently have a share repurchase program. Any future determination to enter into a share repurchase program
will be at the discretion of the Board, subject to applicable legal limitations, and will depend upon our results of operations,
fmancial condition, contractual restrictions and other factors deemed relevant by the Board. The acquisition of treasury stock
reflected on our consolidated statement of cash flows for the year ended December 31, 2024, represents the return of shares to
satisfy tax payments associated with crewmember stock compensation that vested during the period.
37
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39
Best Coast East Leisure Network
We are committed to refocusing our network to high-performing leisure, visiting-friends-and-relatives and
transcontinental routes in core geographies like New York, New England, Florida, and Puerto Rico.
During 2024, we redeployed approximately 20% of our network to focus on our core strengths. These network changes
included 15 station closures and over 50 route exits and the announcement of service to several new BlueCities.
We also opened a flight attendant crew base in San Juan, Puerto Rico in December 2024 with plans to open a pilot crew
base in early 2025.
Products and Perks Customers Value
During the year, we made enhancements to our customer experience to evolve with customer preferences. We are creating
more options by increasing the value of our product offerings and customer experience.
We introduced preferred seating, added new loyalty partners, and implemented a baggage policy update to the Blue Basic
fare, which now includes a free carry-on bag. In 2024, we also expanded the co-brand portfolio with the announcement of a
premium co-branded credit card, which launched in January 2025.
We announced plans to improve the Even More® Space booking process and onboard soft product experience. Beginning
in January 2025, Even More® Space was rebranded to EvenMore® which includes dedicated overhead bin space,
complimentary alcoholic beverages, and premium snack options.
We announced plans for the opening of airport lounges at JFK Terminal 5 and BOS Terminal C. The JFK lounge is
expected to open in late 2025, with the BOS lounge expected to follow shortly thereafter.
We also announced plans to introduce a new domestic first class cabin on all non-Mint® aircraft, beginning in 2026.
A Secure Financial Future
To secure our financial future we deferred approximately $3.0 billion dollars of capital expenditures related to Airbus
aircraft deliveries and raised significant financing. These moves strengthened our liquidity position.
Airbus Aircraft Deferral
On July 26, 2024, JetBlue and Airbus S.A.S. ("Airbus") entered into an amended delivery schedule pursuant to which we
agreed to defer 44 Airbus A321neo aircraft originally scheduled for delivery from 2025 through 2029 to revised delivery dates
of 2030 and beyond. This aircraft deferral shifted approximately $3.0 billion in capital expenditures to 2030 and beyond.
The Company is pursuing capital-light growth through extending the lives of certain A320 aircraft.
Liquidity
At December 31, 2024, we had $3.9 billion in liquidity, which included unrestricted cash, cash equivalents, short-term
investments, and long-term marketable securities. In addition, we had a $600 million Citibank line of credit.
For the year ended December 31, 2024, we completed the following financing transactions:
• raised approximately $2.8 billion in proceeds through the issuance of 9.875% senior secured notes due 2031
("TrueBlue® Notes") and borrowings under a new senior secured term loan facility due 2029 (the "TrueBlue® Term
Loan Facility", collectively the "TrueBlue® Financings");
• issued $460 million of 2.50% convertible senior notes;
• issued $662 million in floating rate equipment notes;
• entered into $668 million of failed sale-leaseback transactions; and
• repaid $748 million on our outstanding debt and fmance lease obligations, including the early retirement of
$425 million related to our existing 0.50% convertible senior notes.
Refer to Note 3 to our consolidated financial statements included in Part II, Item 8 of this Report for additional
information on these fmancing transactions.
Sustainabffity
In 2024, we signed a new commercial agreement to purchase SAF during the initial 12-month period, approximately 3.3
million gallons of blended sustainable aviation fuel (with an option to purchase up to an additional 13.3 million gallons). The
SAF purchase began supplying JFK airport in the fourth quarter of 2024.
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We were also one of three airlines included in the purchase of SAF certificates, equal to about 50 million gallons of high-
integrity SAF, or 500,000 tons, of abated CO e, through the Sustainable Aviation Buyers Alliance.
Pratt & Whitney
In July 2023, Pratt & Whitney, a division of RTX Corporation, announced the requirement, mandated by the FAA, for
removal of certain engines for inspection due to a rare condition involving powdered metal used in the production of certain
engine parts on the PW1100G and PW1500G engine types. These engines power our Airbus A220 and Airbus A321neo fleets.
The powdered metal affects engines manufactured between October 2015 and September 2021. Those engines are now required
to be inspected after they have reached a reduced number of cycles dependent on the fleet type. As a result of these required
inspections and other engine reliability deficiencies, as of December 31, 2024, we had 11 aircraft grounded due to lack of
engine availability. The Company currently expects each removed engine to take approximately 360 days to complete a shop
visit and return to a serviceable condition. We currently expect aircraft out of service in 2025 to average in the mid-to-high
teens.
Given that we expect to have a certain number of aircraft groundings into 2025 and beyond, we plan to continue to assess
the resulting impact on our future capacity plans. We are currently working with Pratt & Whitney on a resolution and any
potential remediation steps remains uncertain.
41
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RESULTS OF OPERATIONS
The following discussion is a comparison of the 2024 to 2023 results of operations. Refer to Part II. Item 7,
"Management's Discussion and Analysis of Financial Condition and Results of Operations" of the Annual Report on Form 10-K
for the year ended December 31, 2023 for detailed discussions comparing the 2023 to 2022 period.
2024 Compared to 2023
Overview
We reported a net loss of $795 million, an operating loss of $684 million and operating margin of (7.4)% for the year
ended December 31, 2024. This compares to net loss of $310 million, operating loss of $230 million, and operating margin of
(2.4)% for the year ended December 31, 2023. Our loss per share was $2.30 for 2024 compared to a loss per share of $0.93 for
2023.
Our 2024 and 2023 reported results included the effects of special items. Adjusting for these special items, our adjusted
net loss (1) was $245 million, adjusted operating loss (1) was $93 million, and our adjusted operating margin (1) was (1.0)% for
2024. This compares to an adjusted net loss (1) of $151 million, adjusted operating loss (1) of $33 million, and an adjusted
operating margin (1) of (0.3)% for 2023. Excluding special items, our adjusted loss per share (1) was $0.71 for 2024 compared
to an adjusted loss per share of $0.45 for 2023.
Operating Revenues
(revenues in millions; percent changes based on unrounded numbers)
2024
2023
Year-over-Year Change
$
Passenger revenue
$
8,617
$
9,008
(391)
(4.3)%
Other revenue
662
607
55
9.0
Total operating revenues
$
9,279
$
9,615
(336)
(3.5)%
Average fare
$ 212.78
$ 211.79
0.99
0.5
Yield per passenger mile (cents)
15.68
15.92
(0.24)
(1.5)
Passenger revenue per ASM (cents)
13.04
13.15
(0.11)
(0.8)
Operating revenue per ASM (cents)
14.04
14.04
Average stage length (miles)
1,287
1,230
57
4.6
Revenue passengers (thousands)
40,498
42,534
(2,036)
(4.8)
Revenue passenger miles (millions)
54,958
56,578
(1,620)
(2.9)
Available seat miles (ASMs) (millions)
66,082
68,497
(2,415)
(3.5)
Load factor
83.2 %
82.6 %
0.6
pts
Passenger revenue is our primary source of revenue which includes seat revenue and baggage fees, as well as revenue
from our ancillary product offerings such as Even More® Space. Passenger revenue, including certain ancillary fees directly
related to passenger tickets, is recognized when the transportation is provided. Passenger revenue from unused tickets and
passenger credits are recognized in proportion to flown revenue based on estimates of expected expiration or when the
likelihood of the customer exercising his or her remaining rights becomes remote. Passenger revenue decreased for 2024
compared to 2023 by $391 million, or 4.3%. This was mainly driven by a 3.5% reduction in capacity.
Other revenue primarily consists of loyalty revenue from the non-transportation elements of the sale of TrueBlue® points.
It also includes revenue from the sale of vacation packages, airport concessions and advertising revenue. The year-over-year
increase in other revenue of $55 million, or 9.0%, was principally driven by an increase in TrueBlue® non-transportation
revenue due to higher customer spend as well as an increase in vacation bookings.
We measure capacity in terms of available seat miles, which represents the number of seats available for passengers
multiplied by the number of miles the seats are flown. Yield, or the average amount one passenger pays to fly one mile, is
calculated by dividing passenger revenue by revenue passenger miles. We attempt to increase passenger revenue by increasing
our yield and also increasing our load factor of flights, when possible. Our objective is to optimize our fare mix to increase our
overall revenue per available seat mile while continuing to provide our customers with competitive fares.
(1) Refer to our "Regulation G Reconciliation of Non-GAAP Financial Measures" at the end of this section for more information
on this non-GAAP measure.
42
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convertible senior notes were used to retire a portion of our existing 0.50% convertible senior notes, due 2026. Refer to Note 3
to our consolidated financial statements included in Part II, Item 8 of this Report for additional information on these financing
transactions.
In the future, we may decide to seek additional financing or to further increase our capital resources by issuing shares of
our capital stock, offering debt or other equity securities or refmancing outstanding debt or securities. Issuing additional shares
of our capital stock, other equity securities or additional securities convertible into equity may dilute the economic and voting
rights of our existing stockholders, reduce the market price of our common stock, or both. Our debt agreements contain various
affirmative, negative and fmancial covenants and complying with certain of these covenants, or entering into agreements with
additional covenants, may restrict our ability to pursue our strategy or otherwise constrain our operations. Failure to comply
with these covenants could lead to an event of default under the agreements, which may result in, among other things, an
acceleration of outstanding obligations under such agreements. Our decision to issue securities in any future offering will
depend on market conditions and other factors beyond our control, which may adversely affect the availability, amount, timing,
or nature of our future offerings. As a result, holders of our common stock bear the risk that our future offerings may reduce the
market price of our common stock and dilute their percentage ownership.
As of December 31, 2024, our unrestricted cash, cash equivalents, short-term investments, and long-term marketable
securities of $3.9 billion, which we believe will be sufficient to satisfy our liquidity needs for at least the next twelve months
from the date of this Report, and we expect to meet our long-term liquidity needs with our projected cash from operations,
available lines of credit and debt financing.
We believe a healthy liquidity position is a crucial element of our ability to weather any part of the economic cycle while
continuing to execute on our plans for profitable growth and increased returns. Our goal is to continue to be diligent with our
liquidity, maintain fmancial flexibility, and be prudent with capital spending.
Analysis of Cash Flows
We had unrestricted cash and cash equivalents of $1.9 billion as of December 31, 2024. This compares to $1.2 billion and
$1.0 billion as of December 31, 2023 and 2022, respectively. We held both short and long-term investments in 2024, 2023, and
2022. These investments totaled $2.0 billion as of December 31, 2024 compared to $564 million and $522 million as of
December 31, 2023 and 2022, respectively.
Operating Activities
Cash provided by operating activities was $144 million in 2024. This compares to cash provided by operating activities of
$400 million in 2023 and $379 million in 2022. The decrease in operating cash flow is driven by higher operating losses due to
lower revenue as a result of capacity reduction. The decrease is also due to the change in working capital and the Spirit merger
termination.
Investing Activities
Cash used in investing activities totaled approximately $3.1 billion, $1.4 billion, and $908 million in 2024, 2023, and
2022, respectively.
During 2024, flight equipment capital expenditures included $1.3 billion related to the purchase of aircraft and spare
engines as well as aircraft interior modifications. Flight capital expenditures also included $81 million in spare part purchases.
Other property and equipment capital expenditures included ground equipment purchases and facility improvements for $121
million Investing activities for the current year also included $1.5 billion in net purchases of investment securities, $141
million in aircraft pre-delivery deposits payments, $30 million of proceeds from the sale of assets and sale-leaseback
transactions, and $22 million in Spirit shareholder payments.
During 2023, flight equipment capital expenditures included $946 million related to the purchase of aircraft and spare
engines as well as aircraft interior modifications. Flight capital expenditures also included $63 million in spare part purchases.
Other property and equipment capital expenditures included ground equipment purchases and facility improvements for $119
million Investing activities for 2023 also included $131 million in Spirit shareholder payments, $78 million in flight equipment
pre-delivery deposits and $42 million in net purchases of investment securities.
During 2022, flight equipment capital expenditures included $571 million related to the purchase of aircraft and spare
engines as well as aircraft interior modifications. Flight capital expenditures also included $64 million for spare part purchases.
Other property and equipment capital expenditures included ground equipment purchases and facility improvements for $132
million Investing activities in 2022 also included the net proceeds of $321 million from our investment securities, $297 million
in Spirit shareholder payments and $156 million in flight equipment pre-delivery deposits.
45
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Other
In February 2022, we filed an automatic shelf registration statement with the SEC. Under this shelf registration statement,
we may offer and sell from time to time common stock, preferred stock, debt securities, depository shares, warrants, stock
purchase contracts, stock purchase units, subscription rights, and pass-through certificates. We may utilize this shelf registration
statement, or a replacement filed with the SEC, in the future to raise capital to fund the continued development of our products
and services, the commercialization of our products and services, to repay indebtedness, or for other general corporate
purposes. The warrants issued by JetBlue to Treasury under the Acts were made, and any issuances of our underlying common
stock are expected to be made, in reliance on the exemption from the registration afforded by Section 4(a)(2) of the Securities
Act for transactions not involving a public offering.
None of our lenders or lessors are affiliated with us.
CONTRACTUAL OBLIGATIONS
Our material cash requirements for known contractual and other obligations as of December 31, 2024 includes the
following (in millions):
Payments due in
2025
2026
2027
2028
2029
Thereafter
Total
Debt and finance lease obligations (1)
$
937 $
1,247 $
908 $
986
$
2,188 $
5,719 $ 11,985
Operating lease obligations
132
108
96
82
75
301
794
Flight equipment purchase
obligations
981
690
288
410
321
3,754
6,444
Other obligations (2)
397
372
376
425
290
9
1,869
Total
$
2,447 $
2,417 $
1,668 $
1,903
$
2,874 $
9,783 $ 21,092
The amounts stated above do not include additional obligations incurred as a result of financing activities executed after
December 31, 2024 except as otherwise noted.
(1) The interest rates are fixed for $6.8 billion of our debt and fmance lease obligations, with the remaining $1.7 billion
having floating interest rates. The estimated floating rate is equal to SOFR plus an applicable margin based on December 31,
2024 rates. The weighted average maturity of all of our debt was 7 years as of December 31, 2024.
(2) Amounts primarily include non-cancelable commitments for flight equipment maintenance, construction and
information technology.
Debt and Finance Lease Obligations
As of December 31, 2024, we were in compliance with the material covenants of our debt and lease agreements.
In August 2024, JetBlue co-issued with JetBlue Loyalty, LP, the TrueBlue® Notes and TrueBlue® Term Loan Facility.
The agreements governing the TrueBlue® Notes and TrueBlue® Term Loan Facility contains affirmative, negative and financial
covenants including compliance with certain debt service coverage ratios and minimum liquidity requirements. These
agreements also contain events of default, including a cross-default to other material indebtedness.
We have $61 million of restricted cash pledged under standby letters of credit related to certain leases that will expire at
the end of the related lease terms. Approximately 65% of our owned property and equipment and intangible assets at net book
value were pledged or committed to be pledged as security under various loan agreements.
Operating Lease Obligations
As of December 31, 2024, we had operating lease obligations for 26 aircraft with lease terms that expire between 2025
and 2028. Our aircraft lease agreements contain termination provisions which include standard maintenance and return
conditions. Our policy is to record these lease return conditions when they are probable and the costs can be estimated. As of
December 31, 2024, the average age of our operating fleet was 12 years. We also lease airport terminal space and other airport
facilities in each of our markets, as well as office space and other equipment. Minimum ground and facility rents at JFK totaling
$535 million are included in the commitments table above as operating lease obligations. In November 2022, we amended the
lease to relinquish a portion of the former Terminal 6 property to allow for development of a new Terminal 6 by our
development partners JMP through a $65 million letter of credit in exchange for 5% ownership. This amount is included in
restricted cash on the consolidated balance sheets as of December 31, 2024.
48
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48
We have a long term lease for our primary corporate office in Long Island City until 2039. We have a one-time option to
terminate the lease in 2034. At the end of the initial lease term, we have the option to renew the lease for either one renewal
term of 10 years, or two renewal terms of five years each. The total committed expenditure for the lease through 2039 is
approximately $81 million
Flight Equipment Purchase Obligations
Our firm aircraft orders include the following aircraft (1):
Year
Airbus A220
Airbus A321neo
Total
2025
20
4
24
2026
17
17
2027
5
5
2028
9
9
2029
7
7
Thereafter
Total (2)
44
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48
106
(1) Our committed future aircraft deliveries are subject to change based on modifications to the contractual agreements or
changes in the delivery schedules.
(2) In addition, we have options to purchase 20 A220-300 aircraft in 2027 and 2028.
Committed expenditures for our firm aircraft and spare engines include estimated amounts for contractual price
escalations and pre-delivery deposits. We expect to meet our pre-delivery deposit requirements for our aircraft by paying cash
or by using short-term borrowing facilities for deposits generally required six to 24 months prior to delivery. Any pre-delivery
deposits paid by the issuance of notes are fully repaid at the time of delivery of the related aircraft.
Depending on market conditions, we may use a mix of cash and debt fmancing for aircraft scheduled for delivery in future
years. Although we believe debt and/or lease financing should be available to us, we cannot give any assurance that we will be
able to secure fmancing on attractive terms, if at all. To the extent we cannot secure fmancing on terms we deem attractive, we
may be required to pay in cash, further modify our aircraft acquisition plans, or incur higher than anticipated fmancing costs.
Other Obligations
Our Terminal at JFK, T5, is governed by a lease agreement we entered into with the PANYNJ in 2005. We are
responsible for making various payments under the lease. This includes ground rents for the terminal site which began at the
time of the lease execution in 2005 and facility rents which commenced in October 2008 upon our occupancy of T5. The
facility rents are based on the number of passengers enplaned out of the terminal, subject to annual minimums The PANYNJ
reimbursed us for construction costs of this project in accordance with the terms of the lease, except for approximately $76
million in leasehold improvements provided by us. In 2012, we amended this lease to include additional ground space for our
international arrivals facility, T5i, which we opened in November 2014.
OFF-BALANCE SHEET ARRANGEMENTS
We have determined that we hold a variable interest in, but are not the primary beneficiary of, certain pass-through trusts.
The beneficiaries of these pass-through trusts are the purchasers of equipment notes issued by us to finance the acquisition of
aircraft. Each trust maintains a liquidity facility whereby a third party agrees to make payments sufficient to pay up to
18 months of interest on the applicable certificates if a payment default occurs.
We have also made certain guarantees and indemnities to other unrelated parties that are not reflected on our consolidated
balance sheets, which we believe will not have a significant impact on our results of operations, financial condition or cash
flows. We have no other off-balance sheet arrangements. See Notes 3, 4, and 11 to our consolidated fmancial statements
included in Part II. Item 8, for a more detailed discussion of our variable interests and other contingencies, including guarantees
and indemnities.
49
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49
CLIMATE CHANGE
Concern over climate change has led to significant U.S. and international legislative and regulatory efforts to reduce GHG
emissions, including our aircraft and ground operations emissions. Below is a discussion of the regulations that are relevant to
JetBlue and the efforts we have taken to address climate change.
Carbon Offsetting and Reduction Scheme for International Aviation ("CORSIA')
In October 2016, ICAO passed a resolution adopting CORSIA, which is a global, market-based measure for the airline
industry to achieve carbon-neutral growth for international flying beyond 2020. Annual international emissions reporting is
required via CORSIA as of the 2019 reporting year, and offsetting compliance is being implemented through multiple phases
that began in 2021. ICAO continues to develop details regarding implementation and, while we expect compliance with
CORSIA will increase our operating costs, the anticipated cost of compliance with CORSIA is uncertain due to a number of
factors, including the volatility in demand for international air travel, regulatory uncertainty, and uncertainty in the supply and
price of eligible carbon offsets or low-carbon aircraft fuels.
GHG emission standards
In January 2021, the USEPA promulgated a fmal rule implementing the 2017 ICAO aircraft engine GHG emission
standards, which will apply to larger business and commercial jet aircraft with either new design types (not previously certified
by the FAA) or existing design types that are in production as of January 1, 2028. Pursuant to the Clean Air Act, the FAA
issued a final rule in February 2024 to implement these standards, introducing new fuel efficiency certification regulations.
These regulations became effective in April 2024 and apply to airplanes manufactured after January 1, 2028, as well as to
uncertified large business and commercial jet aircrafts.
Sustainable Aviation Fuel Tax Credit & Clean Fuel Production Credit
One of the various programs within the Inflation Reduction Act of 2022 (the "IRA") was the creation of a tax credit for
SAF. The SAF credit applies to a qualified fuel mixture containing sustainable aviation fuel for certain sales or uses in calendar
years 2023 and 2024. The credit provides for a $1.25 credit for each gallon of SAF in a qualified mixture, which must have a
minimum reduction of 50% in lifecycle greenhouse gas emissions. Additionally, there is a supplemental credit of one cent for
each percent that the reduction exceeds 50%, for a total credit range of $1.25 to $1.75 per gallon. Though this credit (40B SAF
Tax Credit) has been a meaningful development to stimulate the production of SAF, making it more affordable and widely
available, the tax credit will only be available through the end of 2024. In 2025, the IRA 40B will be replaced by the Clean Fuel
Production Credit (45Z), which will apply to qualifying transportation fuel produced between 2025 and 2027. Beginning
January 1, 2025, the Treasury Department will offer tax credits for the production and sale of low emission transportation fuels,
including SAF. The tax credit amount is $0.20 per gallon for non-aviation fuel and $0.35 per gallon for SAF. For facilities that
satisfy the prevailing wage and apprenticeship requirements, the credit amount is $1.00 per gallon for non-aviation fuel and
$1.75 per gallon for SAF. For any taxable year, the IRA 45Z is equal to the applicable credit amount per gallon multiplied by
the fuel's carbon dioxide emissions factor. We believe tax credits like 40B and 45Z are an important step in helping the U.S.
airline industry reach its goal of achieving net-zero carbon emissions by 2050, as well as our own goal of net zero emissions by
2040. Given the new administration in 2025, we expect some uncertainty around the specifics of these tax credits
(requirements, longevity, disbursement, etc.) looking forward.
SAF Mandates
There are also growing initiatives to mandate use of SAF or otherwise reduce GHG emissions associated with various
aircraft design types. For more information, see our risk factor titled "We may be affected by global climate change or by legal,
regulatory or market responses to such changes."
In October 2023, the European Commission reached an agreement on the ReFuelEU Aviation initiative. Included in this
mandate is supplying a minimum share of SAF at all EU airports — starting at 2% by 2025, 6% by 2030 and 20% by 2035, up to
70% by 2050. Of these amounts, 1.2% in 2030, and 5% in 2035 must be power to liquid ("PtL") or E-Fuels, increasing to 35%
by 2050. This agreement is a step towards the implementation of the "Fit for 55" legislative package to reduce greenhouse gas
emissions by at least 55% by 2030. We can also expect a SAF mandate in the UK starting January 1, 2025, structured similarly
to the EU mandate, with a slightly different timescale, ramp-up of SAF volumes, and non-compliance structure. Additionally,
France defined its SAF roadmap in 2019, which includes SAF consumption objectives of 2% by 2025, 5% by 2030 and 50% in
2050. Though the obligated party is the fuel provider, JetBlue has worked with its fuel partners throughout Europe & the UK to
proactively plan for SAF requirements. JetBlue has similarly worked alongside our partner airlines to preemptively understand
reporting requirements and expectations of the various airlines.
50
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50
California Climate Disclosure Laws
In 2023, the state of California passed several climate disclosure laws that could impact our operations. These laws require
specific disclosures on the amount of Scope 1, 2 and 3 GHG emissions created by an organization, as well as disclosures around
climate-related risks and the associated response to those risks, for any entity doing business in California with annual revenue
in excess of $1 billion. The potential impacts to our business are not known at this time, but additional costs can be expected in
relation to these disclosures. Implementation is expected to be required beginning in 2026. California also adopted a third law
requiring disclosure of certain information related to greenhouse gas emissions reduction claims and the purchase or sale of
voluntary carbon offsets, which may require us to incur additional costs.
EU Emissions Trading Scheme
Following the EU's adoption of the Emissions Trading System ("ETS") in 2009, a policy to regulate GHG emissions with
subsequent emissions allowances, exemptions have been extended to airlines with flights originating or landing outside of the
European Economic Area ("EEA") through 2026. In future years, however, the European Commission may decide to integrate
all extra-EU flights into the EU ETS which may result in an adverse effect to our business, including to the extent we must
navigate conflicting legal requirements such as pursuant to the US's EU ETS Prohibition Act.
Other Related Risks
We investigate means of mitigating climate risk exposure from a physical and transitional risk perspective. Physical risks
include, the number of extreme weather events, such as hurricanes, typhoons, wildfires, and rainstorms, which are generally
expected to increase in frequency and severity as our climate warms. Occurrences of these extreme weather events may result in
flight cancellations, delays, and diversions, impacting our operations and thus adversely affecting our financial results and
conditions. Additionally, as stakeholders across our industry are increasingly developing new expectations, behaviors,
regulations and technologies that are changing the way we do business, we are evaluating the way our operations will
potentially be impacted from financial and operational challenges as we, and our partners, transition into a low-carbon system.
However, risks may manifest in ways that we have not foreseen or are otherwise not able to wholly mitigate.
51
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CRITICAL ACCOUNTING POLICIES AND ESTIMATES
The preparation of our consolidated financial statements in conformity with generally accepted accounting principles in
the United States ("GAAP") requires management to adopt accounting policies as well as make estimates and judgments to
develop amounts reported in our financial statements and accompanying notes. We maintain a thorough process to review the
application of our accounting policies and to evaluate the appropriateness of the estimates that are required to prepare our
fmancial statements. We believe our estimates and judgments are reasonable; however, actual results and the timing of
recognition of such amounts could differ from those estimates. In addition, estimates routinely require adjustment based on
changing circumstances and the receipt of new or better information.
Critical accounting policies and estimates are defined as those that are reflective of significant judgments and uncertainties
that could potentially result in materially different results under different assumptions and conditions. The policies and
estimates discussed below have been reviewed with our independent registered public accounting firm and with the Audit
Committee of our Board of Directors. For a discussion of these and other significant accounting policies, see Note 1 to our
consolidated financial statements included in Part II. Item 8.
Passenger Revenue
Ticket sales and related ancillary fees are initially deferred in air traffic liability. Air traffic liability represents tickets sold
but not yet flown, credits which can be used for future travel, and a portion of the liability related to our TrueBlue® loyalty
program. The transaction price is allocated to each performance obligation identified in a passenger ticket on a relative
standalone basis. Passenger revenue, including certain ancillary fees directly related to passenger tickets, is recognized when
transportation is provided.
The majority of passenger tickets sold are non-refundable. Non-refundable fares may be canceled prior to the scheduled
departure date for a credit for future travel. Refundable fares may be canceled at any time prior to the scheduled departure date.
Failure to cancel a refundable fare prior to departure will result in the cancellation of the original ticket and an issuance of a
credit for future travel. Passenger credits can be used for future travel up to a year from the date of booking. Passenger breakage
revenue from unused tickets and passenger credits will be recognized in proportion to flown revenue based on estimates of
expected expiration when the likelihood of the customer exercising his or her remaining rights becomes remote. Breakage
revenue consists of tickets that remain unused past the departure date, have continued validity, and are expected to ultimately
expire unused, as well as passenger credits that are not expected to be redeemed prior to expiration. JetBlue uses estimates
based on historical experience of expired tickets and credits and considers other factors that could impact future expiration
patterns of tickets and credits. Tickets which do not have continued validity past the departure date are recognized as revenue
after the scheduled departure date has lapsed.
Loyalty Program
Customers may earn points under our customer loyalty program, TrueBlue®, based on the fare paid and fare product
purchased for a flight. Customers can also earn points through business partners such as credit card companies, hotels, car rental
companies, and our participating airline partners.
Points Earned From a Ticket Purchase. When a TrueBlue® member travels, we recognize a portion of the fare as revenue
and defer in air traffic liabilities the portion that represents the value of the points net of spoilage, or breakage. We allocate the
transaction price to each performance obligation on a relative standalone basis. We determine the standalone selling price of
TrueBlue® points issued using the redemption value approach. To maximize the use of observable inputs, we utilize the actual
ticket value of the tickets purchased with TrueBlue® points. The liability is relieved and passenger revenue is recognized when
the points are redeemed and the free travel is provided.
Points Sold to TrueBlue® Partners. Our most significant contract to sell TrueBlue® points is with our co-branded credit
card partner Barclays. Co-branded credit card partnerships have the following identified performance obligations: air
transportation; use of the JetBlue brand name, and access to our frequent flyer customer lists; advertising; and other airline
benefits. In determining the estimated standalone selling price, for co-branded credit card partnerships, JetBlue considers
multiple inputs, methods, and assumptions, including: discounted cash flows; estimated redemption value, net of fulfillment
discount; points expected to be awarded and redeemed; estimated annual spending by cardholders; estimated annual royalty for
use of JetBlue's frequent flyer customer lists; and estimated utilization of other airline benefits. Payments are typically due
monthly based on the volume of points sold during the period, and the terms of our marketing contracts are generally from one
to ten years. The overall consideration received is allocated to each performance obligation based on its relative standalone
selling price. The air transportation element is deferred and recognized as passenger revenue when the points are redeemed. The
other elements are recognized as other revenue when the performance obligations related to those services are satisfied, which
is generally the same period as when consideration is received from the participating company.
52
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Amounts allocated to the air transportation element which are initially deferred include a portion that are expected to be
redeemed during the following twelve months (included within air traffic liability), and a portion that are not expected to be
redeemed during the following twelve months (included within air traffic liability - non-current). We periodically update this
analysis and adjust the split between current and non-current liabilities as appropriate.
Points earned by TrueBlue® members never expire. TrueBlue® members can pool points between small groups of people,
branded as Points PoolingTM. Breakage is estimated using historical redemption patterns to determine a breakage rate. Breakage
rates used to estimate breakage revenue are evaluated annually. Changes to breakage estimates impact revenue recognition
prospectively.
Accounting for Long-Lived Assets
In accounting for long-lived assets, we make estimates about the expected useful lives, projected residual values, and the
potential for impairment. In estimating useful lives and residual values of our aircraft, we have relied upon actual industry
experience with the same or similar aircraft types and our anticipated utilization of the aircraft. Changing market prices of new
and used aircraft, government regulations, and changes in our maintenance program or operations could result in changes to
these estimates.
Our long-lived assets are evaluated for impairment when events and circumstances indicate the assets may be impaired.
Indicators include operating or cash flow losses, significant decreases in market value, or changes in technology.
To determine if impairment exists for our aircraft used in operations, we group our aircraft by fleet-type (the lowest level
for which there are identifiable cash flows) and then estimate their future cash flows based on projections of capacity, aircraft
age, maintenance requirements, and other relevant conditions. An impairment occurs when the sum of the estimated
undiscounted future cash flows is less than the aggregate carrying value of the fleet. The impairment loss recognized is the
amount by which the fleet's carrying value exceeds its estimated fair value.
Refer to Note 17 to our consolidated financial statements included in Part II. Item 8 for further details of our impairment
charges.
53
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53
REGULATION G RECONCILIATION OF NON-GAAP FINANCIAL MEASURES
We report our financial results in accordance with GAAP; however, we present certain non-GAAP financial measures in
this Report. Non-GAAP fmancial measures are financial measures that are derived from the consolidated fmancial statements,
but that are not presented in accordance with GAAP. We present these non-GAAP fmancial measures because we believe they
provide useful supplemental information that enables a meaningful comparison of our results to others in the airline industry
and our prior year results. Investors should consider these non-GAAP fmancial measures in addition to, and not as a substitute
for, our financial measures prepared in accordance with GAAP. Further, our non-GAAP information may be different from the
non-GAAP information provided by other companies. The information below provides an explanation of each non-GAAP
fmancial measure used in this Report and shows a reconciliation of each such non-GAAP fmancial measure to its most directly
comparable GAAP financial measure.
Operating Expenses, excluding Fuel, Other Non-Airline Operating Expenses, and Special Items ("Operating Expenses ex-
fuel") and Operating Expense ex-fuel per Available Seat Mile ("CASM ex fuel'
Operating Expense per Available Seat Mile ("CASM") is a common metric used in the airline industry. Our CASM for the
relevant periods are summarized in the table below. We exclude aircraft fuel, operating expenses related to other non-airline
businesses, such as JetBlue Technology Ventures and JetBlue Travel Products, and special items from total operating expenses
to determine Operating Expenses ex-fuel, which is a non-GAAP fmancial measure, and we exclude the same items from CASM
to determine CASM ex-fuel, which is also a non-GAAP financial measure. We believe the impact of these special items distorts
our overall trends and that our metrics are more comparable with the presentation of our results excluding such impact.
Special items for 2024 include Spirit-related costs, union contract costs, voluntary opt-out costs, Embraer E190 fleet
transition costs, and other special items.
Special items for 2023 include Spirit-related costs and union contract costs.
Special items for 2022 include Spirit-related costs, union contract costs and Embraer E190 fleet transition costs.
We believe Operating Expenses ex-fuel and CASM ex-fuel are useful for investors because they provide investors the
ability to measure our financial performance excluding items that are beyond our control, such as fuel costs, which are subject
to many economic and political factors, as well as items that are not related to the generation of an available seat mile, such as
operating expense related to certain non-airline businesses and special items. We believe these non-GAAP measures are more
indicative of our ability to manage airline costs and are more comparable to measures reported by other major airlines.
The table below provides a reconciliation of our total operating expenses (GAAP measure) to Operating Expenses ex-fuel,
and our CASM to CASM ex-fuel for the periods presented.
NON-GAAP FINANCIAL MEASURE
RECONCILIATION OF OPERATING EXPENSE AND OPERATING EXPENSE PER ASM (CASM),
EXCLUDING FUEL
(in millions; per ASM data in cents)
2024
2023
2022
$
per
ASM
$
per
ASM
$
per
ASM
Total operating expenses
$ 9,963
15.08
$ 9,845
14.37
$ 9,456
14.67
Less:
Aircraft fuel
2,343
3.55
2,807
4.10
3,190
4.95
Other non-airline expenses
60
0.09
64
0.09
55
0.08
Special items
591
0.89
197
0.29
113
0.18
Operating expenses, excluding fuel
Percent change
$ 6,969
10.55
$ 6,777
9.89
$ 6,098
9.46
6.6 %
4.6 %
With respect to JetBlue's CASM ex-fuel guidance, we are unable to provide a reconciliation of the non-GAAP fmancial
measure to GAAP CASM, the most directly comparable GAAP measure, because the quantification of certain excluded items
reflected in the CASM ex-fuel guidance cannot be calculated or predicted at this time without unreasonable efforts. The
reconciling information that is unavailable would include a forward-looking range of financial performance measures beyond
our control, such as fuel costs, which are subject to many economic and political factors. For the same reasons, we are unable to
address the probable significance of the unavailable information, which could have a potentially unpredictable and potentially
significant impact on our future GAAP financial results.
54
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Operating Expense, Operating Loss, Operating Margin, Pre-tax Loss, Pre-tax Margin, Net Loss and Loss per Share,
excluding Special Items, Gain (Loss) on Investments and Gain on Debt Extinguishments
Our GAAP results in the applicable periods were impacted by credits and charges that are deemed special items.
Special items for 2024 include Spirit-related costs, union contract costs, voluntary opt-out costs, Embraer E190 fleet
transition costs, and other special items.
Special items for 2023 include Spirit costs and union contract costs.
Special items for 2022 include Spirit costs, union contract costs and Embraer E190 fleet transition costs.
Certain net gains and losses on our investments and the gain on debt extinguishments were also excluded from our 2024,
2023 and 2022 non-GAAP results.
We believe the impact of these items distort our overall trends and that our metrics are more comparable with the
presentation of our results excluding the impact of these items. The table below provides a reconciliation of our GAAP reported
amounts to the non-GAAP amounts excluding the impact of these items for the periods presented.
NON-GAAP FINANCIAL MEASURE
RECONCILIATION OF OPERATING EXPENSE, OPERATING LOSS, OPERATING MARGIN, PRE-TAX LOSS,
ADJUSTED PRE-TAX MARGIN, NET LOSS, LOSS PER SHARE, EXCLUDING SPECIAL ITEMS, GAIN (LOSS)
ON INVESTMENTS AND GAIN ON DEBT EXTINGUISHMENTS
Year Ended December 31,
(in millions except percentages)
2024
2023
2022
Total operating revenues
$
9,279
$
9,615
$
9,158
RECONCILIATION OF OPERATING EXPENSE
Total operating expenses
$
9,963
$
9,845
$
9,456
Less: Special items
591
197
113
Total operating expenses excluding special items
$
9,372
$
9,648
$
9,343
RECONCILIATION OF OPERATING LOSS
Operating loss
$
(684)
$
(230)
$
(298)
Add back: Special items
591
197
113
Operating loss excluding special items
(93)
$
(33)
$
(185)
RECONCILIATION OF OPERATING MARGIN
Operating margin
(7.4)%
(2.4)%
(3.3)%
Operating loss excluding special items
$
(93)
$
(33)
$
(185)
Total operating revenues
9,279
9,615
9,158
Adjusted operating margin
(1.0)%
(0.3)%
(2.0)%
RECONCILIATION OF PRE-TAX LOSS
Loss before income taxes
$
(897)
$
(334)
$
(437)
Add back: Special items
591
197
113
Less: Gain (loss) on investments, net
(27)
9
(9)
Less: Gain on debt extinguishments
22
Loss before income taxes excluding special items, gain (loss) on
investments and gain on debt extinguishments
$
(301)
$
(146)
$
(315)
RECONCILIATION OF PRE-TAX MARGIN
Pre-tax margin
(9.7)%
(3.5)%
(4.8)%
Loss before income taxes excluding special items
$
(301)
$
(146)
$
(315)
Total operating revenues
9,279
9,615
9,158
Adjusted pre-tax margin
(3.2)%
(1.5)%
(3.4)%
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NON-GAAP FINANCIAL MEASURE
RECONCILIATION OF OPERATING EXPENSE, OPERATING LOSS, OPERATING MARGIN, PRE-TAX LOSS,
PRE-TAX MARGIN, NET LOSS, LOSS PER SHARE, EXCLUDING SPECIAL ITEMS, NET GAIN (LOSS) ON
INVESTMENTS AND GAIN ON DEBT EXTINGUISHMENTS (CONTINUED)
(in millions except per share amounts)
RECONCILIATION OF NET LOSS
Year Ended December 31,
2024
2023
2022
Net loss
$
(795)
$
(310)
$
(362)
Add back: Special items
591
197
113
Less: Income tax benefit related to special items
45
31
19
Less: Gain (loss) on investments, net
(27)
9
(9)
Less: Income tax benefit (expense) related to gain (loss) on investments,
net
6
(2)
1
Less: Gain on debt extinguishments
22
Less: Income tax expense related to gain on debt extinguishments
(5)
Net loss excluding special items, gain (loss) on investments and gain on
debt extinguishments
$
(245)
$
(151)
$
(260)
CALCULATION OF LOSS PER SHARE
Loss per common share
Basic
$
(2.30)
$
(0.93)
$
(1.12)
Add back: Special items
1.71
0.59
0.35
Less: Income tax expense related to special items
0.13
0.09
0.06
Less: Gain (loss) on investments, net
(0.08)
0.03
(0.03)
Less: Income tax benefit (expense) related to gain (loss) on investments,
net
0.02
(0.01)
Less: Gain on debt extinguishments
0.06
Less: Income tax expense related to gain on debt extinguishments
(0.01)
Basic excluding special items, gain (loss) on investments and gain on
debt extinguishments
$
(0.71)
$
(0.45)
$
(0.80)
Diluted
$
(2.30)
$
(0.93)
$
(1.12)
Add back: Special items
1.71
0.59
0.35
Less: Income tax benefit related to special items
0.13
0.09
0.06
Less: Gain (loss) on investments, net
(0.08)
0.03
(0.03)
Less: Income tax benefit (expense) related to gain (loss) on investments,
net
0.02
(0.01)
Less: Gain on debt extinguishments
0.06
Less: Income tax expense related to gain on debt extinguishments
(0.01)
Diluted excluding special items, gain (loss) on investments and gain on
debt extinguishments
$
(0.71)
$
(0.45)
$
(0.80)
56
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Glossary of Airline terminology
Airline terminology used in this section and elsewhere in this Report:
• Aircraft utilization - The average number of block hours operated per day per aircraft for the total fleet of aircraft.
• Available seat miles - The number of seats available for passengers multiplied by the number of miles the seats are
flown.
• Average fare - The average one-way fare paid per flight segment by a revenue passenger.
• Average fuel cost per gallon - Total aircraft fuel costs, including related taxes, into-plane, transportation, airport fuel
flowage, storage fees and effective portion of fuel hedging, divided by the total number of fuel gallons consumed.
• Average stage length - The average number of miles flown per flight.
• Load factor - The percentage of aircraft seating capacity actually utilized, calculated by dividing revenue passenger
miles by available seat miles.
• Operating expense per available seat mile - Operating expenses divided by available seat miles.
• Operating expense per available seat mile, excluding fuel - Operating expenses, less aircraft fuel, other non-airline
expenses, and special items, divided by available seat miles.
• Operating revenue per available seat mile - Operating revenues divided by available seat miles.
• Passenger revenue per available seat mile - Passenger revenue divided by available seat miles.
• Revenue passengers - The total number of paying passengers flown on all flight segments.
• Revenue passenger miles - The number of miles flown by revenue passengers.
• Yield per passenger mile - The average amount one passenger pays to fly one mile.
57
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57
ITEM 7A.
QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT MARKET RISK
The risk inherent in our market risk sensitive instruments and positions is the potential loss arising from adverse changes
to the price of fuel and interest rates as discussed below. The sensitivity analyses presented do not consider the effects such
adverse changes may have on the overall economic activity, nor do they consider additional actions we may take to mitigate our
exposure to such changes. Variable-rate leases are not considered market sensitive financial instruments and, therefore, are not
included in the interest rate sensitivity analysis below. Actual results may differ from the sensitivity analyses. See Notes 1, 4
and 13 to our consolidated fmancial statements included in Part II. Item 8 for accounting policies and additional information.
Aircraft fuel
Our results of operations are affected by changes in the price and availability of aircraft fuel. Market risk is estimated as a
hypothetical 10% increase in the December 31, 2024 cost per gallon of fuel. Based on projected 2025 fuel consumption, such
an increase would result in an increase to aircraft fuel expense of $211 million in 2025. As of December 31, 2024, we did not
have any outstanding fuel hedging contracts.
Interest
Our earnings are affected by changes in interest rates due to the impact those changes have on interest expense from
variable-rate debt instruments and on interest income generated from our cash and investment balances. The interest rate is
fixed for $6.8 billion of our debt and fmance lease obligations, with the remaining $1.7 billion having floating interest rates. If
interest rates were on average 100 basis points higher in 2025 than they were during 2024, our annual interest expense would
increase by approximately $18 million This amount is determined by considering the impact of the hypothetical change in
interest rates on our variable rate debt.
If interest rates were to average 100 basis points lower in 2025 than they were during 2024, our interest income from cash
and investment balances would decrease by approximately $13 million This amount is determined by considering the impact of
the hypothetical change in interest rates on the balances of our money market funds and short-term, interest-bearing investments
for the trailing twelve-month period.
58
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58
ITEM 8.
FINANCIAL STATEMENTS AND SUPPLEMENTARY DATA
Report of Independent Registered Public Accounting Firm
To the Stockholders and the Board of Directors of JetBlue Airways Corporation
Opinion on the Financial Statements
We have audited the accompanying consolidated balance sheets of JetBlue Airways Corporation (the Company) as of
December 31, 2024 and 2023, the related consolidated statements of operations, comprehensive loss, stockholders' equity and
cash flows for each of the three years in the period ended December 31, 2024, and the related notes and fmancial statement
schedule listed in the Index at Item 15(a)(2) (collectively referred to as the "consolidated financial statements"). In our opinion,
the consolidated fmancial statements present fairly, in all material respects, the financial position of the Company at December
31, 2024 and 2023, and the results of its operations and its cash flows for each of the three years in the period ended December
31, 2024, in conformity with U.S. generally accepted accounting principles.
We also have audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States)
(PCAOB), the Company's internal control over fmancial reporting as of December 31, 2024, based on criteria established in
Internal Control-Integrated Framework issued by the Committee of Sponsoring Organizations of the Treadway Commission
(2013 framework), and our report dated February 14, 2025 expressed an unqualified opinion thereon.
Basis for Opinion
These financial statements are the responsibility of the Company's management. Our responsibility is to express an opinion on
the Company's financial statements based on our audits. We are a public accounting firm registered with the PCAOB and are
required to be independent with respect to the Company in accordance with the U.S. federal securities laws and the applicable
rules and regulations of the Securities and Exchange Commission and the PCAOB.
We conducted our audits in accordance with the standards of the PCAOB. Those standards require that we plan and perform the
audit to obtain reasonable assurance about whether the fmancial statements are free of material misstatement, whether due to
error or fraud. Our audits included performing procedures to assess the risks of material misstatement of the financial
statements, whether due to error or fraud, and performing procedures that respond to those risks. Such procedures included
examining, on a test basis, evidence regarding the amounts and disclosures in the financial statements. Our audits also included
evaluating the accounting principles used and significant estimates made by management, as well as evaluating the overall
presentation of the fmancial statements. We believe that our audits provide a reasonable basis for our opinion.
Critical Audit Matter
The critical audit matter communicated below is a matter arising from the current period audit of the fmancial statements that
was communicated or required to be communicated to the audit committee and that: (1) relates to accounts or disclosures that
are material to the financial statements and (2) involved our especially challenging, subjective or complex judgments. The
communication of the critical audit matter does not alter in any way our opinion on the consolidated fmancial statements, taken
as a whole, and we are not, by communicating the critical audit matter below, providing a separate opinion on the critical audit
matter or on the accounts or disclosures to which it relates.
59
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59
Loyalty Program - Breakage
Description of the
Matter
How We Addressed
the Matter in Our
Audit
As discussed in Note 1 to the consolidated financial statements, under the customer loyalty
program, the Company issues points to customers based upon the fare paid for a ticket purchase
or through sales to business partners, including the Company's co-branded credit card partners.
The Company defers a portion of the transaction price allocable to points issued and recognizes
revenue when the points are redeemed for travel. The Company estimates breakage for issued
points using historical redemption patterns and records revenue for points that are not expected
to be redeemed. Estimates of breakage are evaluated annually, and changes to breakage estimates
prospectively impact Passenger revenue and Air traffic liability. The balance of the Company's
Air traffic liability associated with the loyalty program was $1.1 billion at December 31, 2024.
Auditing management's estimates and calculations used in its accounting for the loyalty program
is significant to our audit as the related impact to Passenger revenue and Air traffic liability is
material and sensitive to changes in the breakage rate. The estimate of breakage by management
requires the Company to forecast redemption patterns, which involves the application of
judgment and estimation. As a result, auditing the Company's accounting for the loyalty program
breakage estimate was complex and highly judgmental.
We obtained an understanding, evaluated the design, and tested the operating effectiveness of
controls over the Company's accounting for the loyalty program, including controls over
management's estimation of breakage rates and review of the significant assumptions underlying
the determination of estimated redemption patterns.
Our audit procedures included, among others, evaluating the significant assumptions and the
accuracy and completeness of the underlying data used in management's calculation including
the total number of points issued to and redeemed by customers. We involved our valuation
professionals to assist us in our evaluation of the methodology used by the Company to estimate
expected redemption patterns. We performed a sensitivity analysis of management's estimate of
points expected to be redeemed to evaluate the impact on Passenger revenue and Air traffic
liability. We also tested the calculation used to determine the amount recognized as revenue for
the period.
/s/ Ernst & Young LLP
We have served as the Company's auditor since 2001.
New York, New York
February 14, 2025
60
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60
Report of Independent Registered Public Accounting Firm
To the Stockholders and the Board of Directors of JetBlue Airways Corporation
Opinion on Internal Control Over Financial Reporting
We have audited JetBlue Airways Corporation's internal control over fmancial reporting as of December 31, 2024, based on
criteria established in Internal Control—Integrated Framework issued by the Committee of Sponsoring Organizations of the
Treadway Commission (2013 framework) (the COSO criteria). In our opinion, JetBlue Airways Corporation (the Company)
maintained, in all material respects, effective internal control over financial reporting as of December 31, 2024, based on the
COSO criteria.
We also have audited, in accordance with the standards of the Public Company Accounting Oversight Board (United States)
(PCAOB), the consolidated balance sheets of the Company as of December 31, 2024 and 2023, the related consolidated
statements of operations, comprehensive loss, stockholders' equity and cash flows for each of the three years in the period
ended December 31, 2024, and the related notes and financial statement schedule listed in the Index at Item 15(a)(2) and our
report dated February 14, 2025 expressed an unqualified opinion thereon.
Basis for Opinion
The Company's management is responsible for maintaining effective internal control over fmancial reporting and for its
assessment of the effectiveness of internal control over financial reporting included in the accompanying Management's Report
on Internal Control Over Financial Reporting. Our responsibility is to express an opinion on the Company's internal control
over fmancial reporting based on our audit. We are a public accounting firm registered with the PCAOB and are required to be
independent with respect to the Company in accordance with the U.S. federal securities laws and the applicable rules and
regulations of the Securities and Exchange Commission and the PCAOB.
We conducted our audit in accordance with the standards of the PCAOB. Those standards require that we plan and perform the
audit to obtain reasonable assurance about whether effective internal control over fmancial reporting was maintained in all
material respects.
Our audit included obtaining an understanding of internal control over financial reporting, assessing the risk that a material
weakness exists, testing and evaluating the design and operating effectiveness of internal control based on the assessed risk, and
performing such other procedures as we considered necessary in the circumstances. We believe that our audit provides a
reasonable basis for our opinion.
Definition and Limitations of Internal Control Over Financial Reporting
A company's internal control over fmancial reporting is a process designed to provide reasonable assurance regarding the
reliability of financial reporting and the preparation of financial statements for external purposes in accordance with generally
accepted accounting principles. A company's internal control over financial reporting includes those policies and procedures
that (1) pertain to the maintenance of records that, in reasonable detail, accurately and fairly reflect the transactions and
dispositions of the assets of the company; (2) provide reasonable assurance that transactions are recorded as necessary to permit
preparation of fmancial statements in accordance with generally accepted accounting principles, and that receipts and
expenditures of the company are being made only in accordance with authorizations of management and directors of the
company; and (3) provide reasonable assurance regarding prevention or timely detection of unauthorized acquisition, use, or
disposition of the company's assets that could have a material effect on the financial statements.
Because of its inherent limitations, internal control over financial reporting may not prevent or detect misstatements. Also,
projections of any evaluation of effectiveness to future periods are subject to the risk that controls may become inadequate
because of changes in conditions, or that the degree of compliance with the policies or procedures may deteriorate.
/s/ Ernst & Young LLP
New York, New York
February 14, 2025
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61
JETBLUE AIRWAYS CORPORATION
CONSOLIDATED BALANCE SHEETS
(in millions, except per share data)
ASSETS
CURRENT ASSETS
December 31,
2024
2023
Cash and cash equivalents
$
1,921
$
1,166
Investment securities
1,689
401
Receivables, less allowance (2024 - $6; 2023 - $3)
348
336
Inventories, less allowance (2024 - $43; 2023 - $35)
158
109
Prepaid expenses and other
142
148
Total current assets
4,258
2,160
PROPERTY AND EQUIPMENT
Flight equipment
14,103
12,796
Pre-delivery deposits for flight equipment
315
393
Total flight equipment and pre-delivery deposits, gross
14,418
13,189
Less accumulated depreciation
4,243
4,021
Total flight equipment and pre-delivery deposits, net
10,175
9,168
Other property and equipment, gross
1,342
1,310
Less accumulated depreciation
Total other property and equipment, net
Total property and equipment, net
861
803
481
507
10,656
9,675
OPERATING LEASE ASSETS
550
593
OTHER ASSETS
Investment securities
336
163
Restricted cash and cash equivalents
227
151
Intangible assets, net of accumulated amortization (2024 - $580; 2023 - $518)
399
349
Other
415
762
Total other assets
1,377
1,425
TOTAL ASSETS
$
16,841 $
13,853
See accompanying notes to consolidated financial statements.
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62
JETBLUE AIRWAYS CORPORATION
CONSOLIDATED BALANCE SHEETS
(in millions, except per share data)
LIABILITIES AND STOCKHOLDERS' EQUITY
CURRENT LIABILITIES
December 31,
2024
2023
Accounts payable
$
619 $
641
Air traffic liability
1,572
1,463
Accrued salaries, wages and benefits
663
591
Other accrued liabilities
542
509
Current operating lease liabilities
93
117
Current maturities of long-term debt and fmance lease obligations
392
307
Total current liabilities
3,881
3,628
LONG-TERM DEBT AND FINANCE LEASE OBLIGATIONS
8,147
4,409
LONG-TERM OPERATING LEASE LIABILITIES
510
547
DEFERRED TAXES AND OTHER LIABILITIES
Deferred income taxes
633
743
Air traffic liability - non-current
653
740
Other
376
449
Total deferred taxes and other liabilities
1,662
1,932
COMMITMENTS AND CONTINGENCIES (Notes 10 & 11)
STOCKHOLDERS' EQUITY
Preferred stock, $0.01 par value; 25 shares authorized, none issued
Common stock, $0.01 par value; 900 shares authorized, 513 and 499 shares issued
and, 353 and 339 shares outstanding at 2024 and 2023, respectively
5
5
Treasury stock, at cost; 160 and 159 shares at 2024 and 2023, respectively
(2,005)
(1,999)
Additional paid-in capital
3,320
3,221
Retained earnings
1,319
2,114
Accumulated other comprehensive income (loss)
2
(4)
Total stockholders' equity
2,641
3,337
TOTAL LIABILITIES AND STOCKHOLDERS' EQUITY
$
16,841 $
13,853
See accompanying notes to consolidated financial statements.
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JETBLUE AIRWAYS CORPORATION
CONSOLIDATED STATEMENTS OF OPERATIONS
(in millions, except per share data)
OPERATING REVENUES
Years Ended December 31,
2024
2023
2022
Passenger
$
8,617 $
9,008 $
8,586
Other
662
607
572
Total operating revenues
9,279
9,615
9,158
OPERATING EXPENSES
Aircraft fuel
2,343
2,807
3,190
Salaries, wages and benefits
3,263
3,055
2,747
Landing fees and other rents
659
657
544
Depreciation and amortization
655
621
585
Aircraft rent
92
126
114
Sales and marketing
328
316
289
Maintenance, materials and repairs
628
654
591
Special items
591
197
113
Other operating expenses
1,404
1,412
1,283
Total operating expenses
9,963
9,845
9,456
OPERATING LOSS
(684)
(230)
(298)
OTHER INCOME (EXPENSE)
Interest expense
(365)
(210)
(166)
Interest income
111
70
21
Capitalized interest
15
19
18
Gain (loss) on investments, net
(27)
9
(9)
Gain on debt extinguishments
22
Other
31
8
(3)
Total other expense
(213)
(104)
(139)
LOSS BEFORE INCOME TAXES
(897)
(334)
(437)
Income tax benefit
102
24
75
NET LOSS
$
(795) $
(310) $
(362)
LOSS PER COMMON SHARE
Basic
$
(2.30) $
(0.93) $
(1.12)
Diluted
$
(2.30) $
(0.93) $
(1.12)
See accompanying notes to consolidated financial statements.
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69
JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
Investment in Equity Securities
Equity method investments. Investments in which we can exercise significant influence are accounted for using the equity
method in accordance with ASC Topic 323, Investments - Equity Method and Joint Ventures of the Codification.
Equity investment securities. Our equity investment securities include investments in common stocks of publicly traded
companies which are stated at fair value.
Equity investments. Our wholly owned subsidiary, JetBlue Ventures, has equity investments in emerging companies
which do not have readily determinable fair values and are accounted for using a measurement alternative.
TWA Hotel. We have an approximate 10% ownership interest in the TWA Flight Center Hotel at JFK, and it is accounted
for under the measurement alternative in other assets section of the consolidated balance sheets.
Refer to Note 14 for more information.
Derivative Instruments
Our derivative instruments include fuel hedge contracts, such as jet fuel call options and call option spreads, which are
stated at fair value, net of any collateral postings. Derivative instruments are included in other current assets on our consolidated
balance sheets. As of December 31, 2024, we did not have any outstanding fuel hedging contracts. Refer to Note 12 for more
information.
Inventories
Inventories consist of expendable aircraft spare parts and supplies that are stated at average cost, as well as aircraft fuel
that is accounted for on a first-in, first-out basis. These items are expensed when used or consumed. An allowance for
obsolescence on aircraft spare parts and supplies is provided over the remaining useful life of the related aircraft fleet.
Property and Equipment
We record property and equipment at cost and depreciate to an estimated residual value on a straight-line basis over the
asset's estimated useful life. We capitalize additions, asset modifications which extend the useful life or enhance performance,
as well as interest related to pre-delivery deposits used to acquire new aircraft and the construction of our facilities.
Estimated useful lives and residual values for property and equipment are summarized as follows:
Property and Equipment Type
Aircraft (1)
Inflight entertainment systems
Aircraft parts
Flight equipment leasehold improvements
Ground property and equipment
Leasehold improvements - other
Buildings on leased land
Estimated Useful Life
Residual Value
25 years
20 %
5-10 years
0 %
Fleet life
10 %
Lower of lease term or economic life
0 %
2-10 years
0 %
Lower of lease term or economic life
0 %
Lower of lease term or economic life
0 %
(1) The estimated remaining useful life of our Embraer E190 fleet is less than 1 year with an average residual value of
12%. In addition, the Company is pursuing capital-light growth and as a result certain Airbus A320 airframes were extended to
an estimated useful life of between 33 to 35 years with an average residual value of $1.5 million
Property under finance leases is initially recorded at an amount equal to the present value of future minimum lease
payments which is computed on the basis of our incremental borrowing rate or, when known, the interest rate implicit in the
lease. Amortization of property under fmance leases is on a straight-line basis over the expected useful life to their estimated
residual values and is included in depreciation and amortization expense.
We record impairment losses on long-lived assets used in operations when events and circumstances indicate the assets
may be impaired and the undiscounted future cash flows estimated to be generated by the asset groups are less than the asset
groups net book value. If impairment occurs, the loss is measured by comparing the fair value of the asset to its carrying
amount.
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JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
We did not record any impairment losses for the years ended December 31, 2024 and 2023. In 2022, we recorded $52
million in impairment losses relating to our Embraer E190 fleet transition. These losses were attributed to aircraft and related
spare parts including the ones under operating leases. Refer to Note 17 for additional information.
For property and equipment classified as held for sale, we discontinue depreciation and record impairment losses if the
fair value is lower than the carrying amount of those assets. As of December 31, 2024, we had $33 million classified as held for
sale within prepaid expenses and other in current assets on the consolidated balance sheets. These assets are primarily Embraer
E190 aircraft and Airbus A320 spare engines permanently parked and expected to sell within the next 12 months.
Software
We capitalize certain costs related to the acquisition and development of computer software. We amortize these costs
using the straight-line method over the estimated useful life of the software, which is generally five years. The net book value
of computer software, which is included in intangible assets on our consolidated balance sheets, was $138 million and $157
million as of December 31, 2024 and 2023, respectively. Amortization expense related to computer software was $72 million,
$62 million, and $51 million for the years ended December 31, 2024, 2023, and 2022, respectively. As of December 31, 2024,
amortization expense related to computer software is expected to be as follows (in millions):
Amortization Expense
2025
2026
2027
2028
2029
$
54
38
29
14
3
Indefinite-Lived Intangible Assets
Our indefinite-lived intangible assets consist primarily of acquired slots at certain high density airports which results in no
amortization of expense. Slots are the rights to take-off or land at a specific airport during a specified time of day and are a
means by which airport capacity and congestion can be managed. We evaluate our indefinite-lived intangible assets for
impairment on an annual basis, or more frequently as needed when events and circumstances indicate an impairment may exist.
Impairment indicators include operating or cash flow losses as well as various market factors to determine if events and
circumstances could reasonably have affected the fair value. As of December 31, 2024 and 2023, our indefmite-lived intangible
assets, which are included in intangible assets on our consolidated balance sheets, were $139 million We performed an
impairment assessment as of December 31, 2024 and determined our indefinite-lived intangible assets were not impaired.
Passenger Revenue
Ticket sales and related ancillary fees are initially deferred in air traffic liability. Air traffic liability represents tickets sold
but not yet flown, credits which can be used for future travel, and a portion of the liability related to our TrueBlue® loyalty
program. The transaction price is allocated to each performance obligation identified in a passenger ticket on a relative
standalone basis. Passenger revenue, including certain ancillary fees directly related to passenger tickets, is recognized when
transportation is provided. Taxes that we are required to collect from our customers, including foreign and U.S. federal
transportation taxes, security taxes, and airport facility charges, are excluded from passenger revenue. Those taxes and fees are
recorded as a liability upon collection and are relieved from the liability upon remittance to the applicable governmental
agency.
The majority of passenger tickets sold are non-refundable. Non-refundable fares may be canceled prior to the scheduled
departure date for a credit for future travel. Refundable fares may be canceled at any time prior to the scheduled departure date.
Failure to cancel a refundable fare prior to departure will result in the cancellation of the original ticket and an issuance of a
credit for future travel. Passenger credits can be used for future travel up to one year from the date of booking. Passenger
breakage revenue from unused tickets and passenger credits will be recognized in proportion to flown revenue based on
estimates of expected expiration when the likelihood of the customer exercising his or her remaining rights becomes remote.
Breakage revenue consists of tickets that remain unused past the departure date, have continued validity, and are expected to
ultimately expire unused, as well as passenger credits that are not expected to be redeemed prior to expiration. JetBlue uses
estimates based on historical experience of expired tickets and credits and considers other factors that could impact future
expiration patterns of tickets and credits. Tickets which do not have continued validity past the departure date are recognized as
revenue after the scheduled departure date has lapsed.
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JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
Passenger ticket costs primarily include credit card fees, commissions paid, and global distribution systems booking fees.
Costs are allocated entirely to the purchased travel services and are capitalized until recognized when travel services are
provided to the customer.
Loyalty Program
Customers may earn points under our customer loyalty program, TrueBlue®, based on the fare paid and fare product
purchased for a flight. Customers can also earn points through business partners such as credit card companies, hotels, car rental
companies, and our participating airline partners.
Points Earned From a Ticket Purchase. When a TrueBlue® member travels, we recognize a portion of the fare as revenue
and defer in air traffic liability the portion that represents the value of the points net of spoilage, or breakage. The transaction
price is allocated to each performance obligation on a relative standalone basis. We determine the relative standalone selling
price of TrueBlue® points issued using the redemption value approach. To maximize the use of observable inputs, we utilize the
actual ticket value of the tickets purchased with TrueBlue® points. The liability is relieved and passenger revenue is recognized
when points are redeemed and free travel is provided.
Points Sold to TrueBlue® Partners. Our most significant contract to sell TrueBlue® points is with our co-branded credit
card partner. Co-branded credit card partnerships have the following identified performance obligations: air transportation; use
of the JetBlue brand name and access to our frequent flyer customer lists; advertising; and other airline benefits. In determining
the relative standalone selling price for co-brand credit card arrangements, JetBlue considered multiple inputs, methods and
assumptions, including: discounted cash flows; estimated redemption value, net of fulfillment discount; points expected to be
awarded and redeemed; estimated annual spending by cardholders; estimated annual royalty for use of JetBlue's frequent flyer
customer lists; and estimated utilization of other airline benefits. Payments are typically due monthly based on the volume of
points sold during the period, and the terms of our contracts are generally from one to ten years. The overall consideration
received is allocated to each performance obligation based on its relative standalone selling price. The air transportation
element is deferred and recognized as passenger revenue when the points are redeemed. The other elements are recognized as
other revenue when the performance obligations related to those services are satisfied, which is generally the same period as
when consideration is received from the participating company.
Amounts allocated to the air transportation element which are initially deferred include a portion that are expected to be
redeemed during the following twelve months (included within air traffic liability), and a portion that are not expected to be
redeemed during the following twelve months (included within air traffic liability - non-current). We periodically update this
analysis and adjust the split between current and non-current liabilities as appropriate.
Points earned by TrueBlue® members never expire. TrueBlue® members can pool points between small groups of people,
branded as Points PoolingTM. Breakage is estimated using historical redemption patterns to determine a breakage rate. Breakage
rates used to estimate breakage revenue are evaluated annually. Changes to breakage estimates impact revenue recognition
prospectively.
Aircraft Fuel
Aircraft fuel consists of the cost of jet fuel, related taxes, into-plane, transportation, airport fuel flowage, and storage fees.
It also includes realized gains and losses arising from fuel derivatives.
Airframe and Engine Maintenance and Repairs
Regular airframe maintenance for owned and leased flight equipment is expensed as incurred unless covered by a third-
party long-term flight hour service agreement. We have separate service agreements in place covering scheduled and
unscheduled repairs of certain airframe line replacement unit components as well as engines in our fleet. Certain of these
agreements are under a power-by-the-hour agreement, which requires monthly payments at rates based on either the number of
operating aircraft cycles or engine flight hours each month in exchange for a predetermined maintenance program. These
power-by-the-hour agreements, if they meet certain criteria, transfer risk to the third-party service provider and therefore, are
expensed based on actual flight hours or aircraft cycles occurring each period.
Advertising Costs
Advertising costs, which are included in sales and marketing, are expensed as incurred. Advertising expense was $79
million in 2024, $66 million in 2023, and $59 million in 2022.
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JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
Share-Based Compensation
We record compensation expense for share-based awards based on the grant date fair value of those awards. Share-based
compensation expense includes an estimate for pre-vesting forfeitures. Each vesting portion of an award is recognized over the
requisite service periods of the awards on a straight-line basis. Refer to Note 7 for more information.
Income Taxes
We account for income taxes utilizing the liability method. Deferred income taxes are recognized for the tax consequences
of temporary differences between the tax and fmancial statement reporting bases of assets and liabilities. A valuation allowance
for deferred tax assets is provided unless realization of the asset is judged by us to be more likely than not. Our policy is to
recognize interest and penalties accrued on any unrecognized tax benefits as a component of income tax expense. Refer to Note
8 for more information.
Recently Issued Accounting Pronouncements
Accounting Standards Update 2023-09—Income Taxes (Topic 740): Improvements to Income Tax Disclosures (ASU 2023-09)
ASU 2023-09 requires disaggregated information about a reporting entity's effective tax rate reconciliation as well as
information on income taxes paid. Income taxes paid (net of refunds received) will be required to be disaggregated by federal,
state and foreign jurisdictions. The disaggregation is based on a quantitative threshold of 5% of total income taxes paid, net of
refunds received. Income (loss) before income tax benefit (expense) is also required to be disaggregated between domestic and
foreign jurisdictions. ASU 2023-09 eliminates the requirement to disclose the cumulative amounts of temporary differences not
recognized due to deferred tax liabilities. The standard is effective for fiscal years beginning after December 15, 2024. The
standard will be applied prospectively, with the option to apply on a retrospective basis. Early adoption is permitted. The
Company is evaluating the new standard but does not expect it to have a material impact on the Company's results of
operations or fmancial position.
Accounting Standards Update 2023-07—Segment Reporting (Topic 280): Improvements to Reportable Segment Disclosures
(ASU 2023-07)
ASU 2023-07 requires a reporting entity to disclose significant segment expense categories and other segment items for
each reportable segment on an annual and interim basis. Annual disclosures about a segments income (loss) will be required on
an interim basis. We adopted this standard effective December 31, 2024, and it did not have a material impact on our results of
operations or fmancial position. Refer to Note 16 for more information.
Note 2 - Revenue Recognition
The Company categorizes revenue recognized from contracts with its customers by revenue source as we believe it best
depicts the nature, amount, timing, and uncertainty of our revenue and cash flow. The following table provides revenue
recognized by revenue source for the years ended December 31, 2024, 2023, and 2022 (in millions):
Twelve Months Ended December 31,
2024
2023
2022
Passenger revenue
Passenger travel
$
7,983 $
8,403
$
8,078
Loyalty revenue - air transportation
634
605
508
Other revenue
Loyalty revenue
464
422
391
Other revenue
198
185
181
Total operating revenue
$
9,279 $
9,615 $
9,158
TrueBlue® is our customer loyalty program designed to reward and recognize our customers. TrueBlue® points earned
from ticket purchases are recorded as a reduction to Passenger travel within passenger revenue. Amounts presented in Loyalty
revenue - air transportation represent revenue recognized when TrueBlue® points have been redeemed and travel has occurred.
Loyalty revenue within other revenue primarily consists of the non-air transportation elements from the sale of TrueBlue®
points.
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JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
structure is to enhance the credit worthiness of our debt obligation through certain bankruptcy protection provisions and
liquidity facilities, and also to lower our total borrowing cost. We concluded that we are not the primary beneficiary in these
trusts because our involvement in them is limited to principal and interest payments on the related notes, the trusts were not set
up to pass along variability created by credit risk to us and the likelihood of our defaulting on the notes. Therefore, we have not
consolidated these trusts in our fmancial statements.
2019-1 Equipment Notes
In November 2019, we completed a public placement of equipment notes in an aggregate principal amount of $772
million secured by 25 Airbus A321 aircraft. The equipment notes were issued in two series: (i) Series AA, bearing interest at
the rate of 2.75% per annum in the aggregate principal amount equal to $589 million, and (ii) Series A, bearing interest at the
rate of 2.95% per annum in the aggregate principal amount equal to $183 million Principal and interest are payable semi-
annually.
In August 2020, we completed a public placement of equipment notes in an aggregate principal amount of $115 million
bearing interest at a rate of 8.00% per annum. These equipment notes are secured by the 25 Airbus A321 aircraft included in the
collateral pool of our 2019-1 Series AA and Series A offerings completed in November 2019. Principal and interest are payable
semi-annually.
2020-1 Equipment Notes
In August 2020, we completed a public placement of equipment notes in an aggregate principal amount of $808 million
secured by 24 Airbus A321 aircraft. The equipment notes were issued in two series: (i) Series A, bearing interest at the rate of
4.00% per annum in the aggregate principal amount equal to $636 million, and (ii) Series B, bearing interest at the rate of
7.75% per annum in the aggregate principal amount equal to $172 million. Principal and interest are payable semi-annually.
Fixed Rate Equipment Notes, Due Through 2028
In 2018 and 2019, we issued fixed rate equipment notes of $567 million and $219 million, respectively. In 2022, we
prepaid approximately $11 million of debt on fixed rate equipment notes. These notes mature on an aircraft-by-aircraft basis
from September 2022 through December 2028 and as of December 31, 2024 are secured by 23 Airbus aircraft.
Floating Rate Equipment Notes, Issued in 2024
In 2024, we issued $662 million in floating rate equipment notes. Debt incurred matures on an aircraft-by-aircraft basis
from December 2027 through November 2036, with principal and interest payable quarterly in arrears.
Aircraft Failed Sale-Leaseback Transactions, Issued in 2024
In 2024, we entered into $668 million of aircraft failed sale-leaseback transactions. Debt incurred under these failed sale-
leasebacks matures on an aircraft-by-aircraft basis from January 2034 through December 2036. These sale-leasebacks did not
qualify as sales for accounting purposes. The assets associated with these transactions remain on our consolidated balance
sheets within property and equipment and the related liabilities under the lease are classified within debt and finance leases
obligations. These transactions are treated as cash from financing activities on our consolidated statements of cash flows.
TrueBlue® Financings
TrueBlue® Senior Secured Notes
In August 2024, JetBlue and JetBlue Loyalty, LP ("Loyalty LP" and, together with the Company, the "TrueBlue®
Issuers") co-issued $2.0 billion aggregate principal amount of senior secured notes due 2031 (the "TrueBlue® Notes"). The
TrueBlue® Notes bear interest at a rate of 9.875% per annum, in each case payable quarterly in arrears beginning in December
2024. The TrueBlue® Notes are scheduled to mature in September 2031, unless earlier redeemed or repurchased by the
TrueBlue® Issuers.
The TrueBlue® Notes were issued under an indenture (the "TrueBlue® Indenture"), dated as of August 27, 2024, by and
among the TrueBlue® Issuers, the guarantors party thereto (the "Guarantors") and Wilmington Trust, National Association, as
trustee. The TrueBlue® Notes were sold pursuant to a purchase agreement, dated August 13, 2024, by and among the TrueBlue®
Issuers, the Guarantors and Goldman Sachs & Co. LLC and Barclays Capital Inc., as representatives of the several initial
purchasers identified therein.
The TrueBlue® Notes are fully and unconditionally guaranteed on a senior secured basis, jointly and severally, by each of
the Guarantors. The TrueBlue® Notes and the TrueBlue® Note guarantees are secured, together with all outstanding obligations
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76
JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
under the TrueBlue® Term Loan Facility (as defined below), by a first lien on certain collateral in connection with the
Company's customer loyalty program, TrueBlue® (the "Collateral").
At any time prior to August 27, 2027, the TrueBlue® Issuers may redeem the TrueBlue® Notes, in whole or in part, at a
price equal to 100% of the principal amount thereof, plus an applicable "make-whole" premium. On or after August 27, 2027,
the TrueBlue® Issuers may redeem the TrueBlue® Notes, in whole or in part, at the applicable redemption prices described in
the Indenture. No sinking fund is provided for the TrueBlue® Notes, which means the TrueBlue® Issuers are not required to set
aside funds periodically for redemption or retirement of the TrueBlue® Notes. Upon the occurrence of certain circumstances,
the TrueBlue® Issuers will prepay a pro rata portion of the TrueBlue® Notes.
The TrueBlue® Indenture contains customary affirmative, negative and financial covenants including compliance with
certain debt service coverage ratios and minimum liquidity requirements as well as events of default. In the case of an event of
default with respect to the TrueBlue® Issuers and/or the Guarantors arising from specified events of bankruptcy or insolvency,
all outstanding TrueBlue® Notes will become due and payable immediately without further action or notice.
TrueBlue® Senior Secured Term Loan Facility
In August 2024, the Company and Loyalty LP entered into a new senior secured term loan credit and guaranty agreement
among the Company and Loyalty LP, as co-borrowers, the Guarantors, the lenders party thereto, Barclays Bank PLC, as
administrative agent, and Wilmington Trust, National Association, as collateral administrator, for a $765 million senior secured
term loan facility (the "TrueBlue® Term Loan Facility") due 2029. The TrueBlue® Term Loan Facility is guaranteed by the
Guarantors and secured, on a pari passu basis with the TrueBlue® Notes, by the Collateral. The loans under the TrueBlue® Term
Loan Facility bear interest at a variable rate equal to Term SOFR plus an applicable margin (subject to a Term SOFR floor), or
another index rate plus an applicable margin. The TrueBlue® Term Loan Facility is subject to quarterly amortization payments
beginning in December 2024.
The TrueBlue® Term Loan Facility also contains mandatory prepayment provisions, which may require the co-borrowers,
in certain instances, to prepay obligations owing under the TrueBlue® Term Loan Facility or other priority lien debt in
connection with, among other things, dispositions of collateral or a change of control. Any prepayment of the loans under the
TrueBlue® Term Loan Facility prior to the maturity date (other than as a result of an early amortization event, an event of
default or certain other mandatory prepayment events thereunder) may require the TrueBlue® Issuers to pay a prepayment
premium.
The TrueBlue® Term Loan Facility contains covenants and events of default substantially similar to those applicable to the
TrueBlue® Notes, including a cross-default to other material indebtedness including the TrueBlue® Notes.
Federal Payroll Support Programs, Due Through 2031
As a result of the adverse economic impact of COVID-19, in 2020 and 2021 we received assistance under various payroll
support programs provided by the federal government.
CARES Act — Payroll Support Program
On March 27, 2020, Congress passed the Coronavirus Aid, Relief, and Economic Security Act (the "CARES Act"). Under
the CARES Act, assistance was made available to the aviation industry in the form of direct payroll support (the "Payroll
Support Program") and secured loans (the "Loan Program").
On April 23, 2020, we entered into a Payroll Support Program Agreement (the "PSP Agreement") under the CARES Act
with the United States Department of the Treasury ("Treasury") governing our participation in the Payroll Support Program.
Under the Payroll Support Program, Treasury provided us with a total of approximately $963 million (the "Payroll Support
Payments") consisting of $704 million in grants and $259 million in unsecured term loans. The loans have a 10-year term and
bear interest on the principal amount outstanding at an annual rate of 1.00% until April 23, 2025, and the applicable SOFR plus
2.00% thereafter until April 23, 2030. The principal amount may be repaid at any time prior to maturity at par. As part of the
agreement, JetBlue issued to Treasury warrants to acquire more than 2 7 million shares of our common stock under the program
at an exercise price of $9.50 per share.
Consolidated Appropriations Act — Payroll Support Program 2
On January 15, 2021, we entered into a Payroll Support Program Extension Agreement (the "PSP Extension Agreement")
with Treasury governing our participation in the federal Payroll Support Program for passenger air carriers under the United
States Consolidated Appropriations Act, 2021 (the "Payroll Support Program 2"). Treasury provided us with a total of
approximately $580 million (the "Payroll Support 2 Payments") under the program, consisting of $436 million in grants and
77
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77
JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
$144 million in unsecured term loans, with funding received on January 15, 2021, March 5, 2021 and April 29, 2021. The loans
have a 10-year term and bear interest on the principal amount outstanding at an annual rate of 1.00% until January 15, 2026,
and the applicable SOFR plus 2.00% thereafter until January 15, 2031. In consideration for the Payroll Support 2 Payments, we
issued warrants to purchase approximately 1.0 million shares of our common stock to Treasury at an exercise price of $14.43
per share.
American Rescue Plan Act — Payroll Support Program 3
On May 6, 2021, we entered into a Payroll Support 3 Agreement (the "PSP3 Agreement") with Treasury governing our
participation in the federal payroll support program for passenger air carriers under Section 7301 of the American Rescue Plan
Act of 2021 (the "Payroll Support Program 3"). Treasury provided us with a total of approximately $541 million (the "Payroll
Support 3 Payments") under the program, consisting of $409 million in grants and $132 million in unsecured term loans. The
loans have a 10-year term and bear interest on the principal amount outstanding at an annual rate of 1.00% until May 6, 2026,
and the applicable SOFR plus 2.00% thereafter until May 6, 2031. In consideration for the Payroll Support 3 Payments, we
issued warrants to purchase approximately 0.7 million shares of our common stock to Treasury at an exercise price of $19.90
per share.
The warrants associated with each of the payroll support programs described above will expire 5 years after issuance and
will be exercisable either through net cash settlement or net share settlement, at our option, in whole or in part at any time.
Our funding from all payroll support grants were fully utilized as of December 31, 2021.
0.50% Convertible Senior Notes, Due Through 2026
In March 2021, we completed a private offering for $750 million of 0.50% convertible notes due 2026. The notes are
general senior unsecured obligations and will rank equal in right of payment with all of our existing and future senior unsecured
indebtedness and senior in right of payment to our existing and future subordinated debt. The notes will effectively rank junior
in right of payment to any of our existing and future secured indebtedness to the extent of the value of the assets securing such
indebtedness and are structurally subordinated to all of our indebtedness and other liabilities. The net proceeds from this
offering were approximately $734 million.
Holders of the notes may convert them into shares of our common stock prior to January 1, 2026 only under certain
circumstances (such as upon the satisfaction of the sale price condition, the satisfaction of the trading price condition, notice of
redemption, or specified corporate events) and thereafter at any time at a rate of 38.5802 shares of common stock per $1,000
principal amount of notes, which corresponds to an initial conversion price of approximately $25.92 per share. The conversion
rate is subject to adjustment upon the occurrence of certain specified events, including, but not limited to, the issuance of certain
stock dividends on common stock, the issuance of certain rights or warrants, subdivisions, combinations, distributions of capital
stock, indebtedness or assets, cash dividends, and certain issuer tender or exchange offers.
Upon conversion, the notes will be settled in cash up to the aggregate principal amount of the notes to be converted and, at
our election, in shares of our common stock, cash or a combination of cash and shares of our common stock in respect of the
remainder, if any, of our conversion obligation.
We are not required to redeem or retire the notes periodically. We may, at our option, redeem any of the notes for cash at
a redemption price of 100% of their principal amount, plus accrued and unpaid interest at any time on or after April 1, 2024 if
the last reported sale price of our common stock has been at least 130% of the conversion price then in effect for at least 20
trading days (whether or not consecutive), including the trading day immediately preceding the date on which we provide
notice of redemption, during any 30 consecutive trading day period ending on, and including, the trading day immediately
preceding the date on which we provide a notice of redemption to the holders.
We evaluated the conversion feature of this note offering for embedded derivatives in accordance with ASC 815,
Derivatives and Hedging, and the substantial premium model in accordance with ASC 470, Debt. Based on our assessment,
separate accounting for the conversion feature of this note offering is not required.
A portion of the net proceeds from the issuance of the 2.50% convertible senior notes, described in the section below,
were used to retire $425 million of our existing 0.50% convertible senior notes, due 2026. As a result of this retirement, we
recognized a gain on debt extinguishment of $22 million in 2024. This gain was included within other income (expense) on our
consolidated statements of operations.
For 2024, the effective interest rate of the 0.50% convertible senior notes was 0.50%. Interest expense recognized in 2024
was $6 million, of which $3 million was related to the amortization of debt issuance costs and $3 million was due to contractual
78
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80
JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
Morgan Stanley Line of Credit
We have a revolving line of credit with Morgan Stanley for up to approximately $200 million This line of credit is
secured by a portion of our investment securities held by Morgan Stanley and the amount available to us under this line of
credit may vary accordingly. This line of credit bears interest at a floating rate based upon LIBOR (or such replacement index
as the bank shall determine from time to time in accordance with the terms of the agreement), plus a margin. As of and for the
years ended December 31, 2024 and 2023, we did not have a balance outstanding or any borrowings under this line of credit.
2022 $3.5 Billion Senior Secured Bridge Facility
JetBlue entered into a Second Amended and Restated Commitment Letter (the "Commitment Letter"), dated July 28,
2022, with Goldman Sachs Bank USA; BofA Securities, Inc.; Bank of America, N.A.; BNP Paribas; Credit Suisse AG, New
York Branch; Credit Suisse Loan Funding LLC; Credit Agricole Corporate and Investment Bank; Natixis, New York Branch;
Sumitomo Mitsui Banking Corporation; and MUFG Bank, Ltd. (collectively, the "Commitment Parties"), pursuant to which the
Commitment Parties committed to provide a senior secured bridge facility in an aggregate principal amount of up to $3.5 billion
to finance the acquisition of Spirit under the Agreement and Plan of Merger (the "Merger Agreement"). The Commitment
Letter was terminated on March 4, 2024. Prior to its termination, we did not have a balance outstanding or any borrowings
under this facility. Please refer to Note 18 for additional details on the termination of the Merger Agreement.
Note 4 - Leases
Operating lease assets represent our right to use an underlying asset for the lease term, and lease liabilities represent our
obligation to make lease payments arising from the lease. Operating lease assets and liabilities are recognized at the lease
commencement date based on the estimated present value of lease payments over the lease term. When available, we use the
rate implicit in the lease to discount lease payments to present value. For leases that do not provide a readily determinable
implicit rate, we estimate our incremental borrowing rate to discount the lease payments based on information available at lease
commencement.
Leases with a term of 12 months or less are not recorded on the balance sheet. Our lease agreements do not contain any
residual value guarantees. For facility leases, we account for the lease and non-lease components as a single lease component.
The table below presents the lease-related assets and liabilities recorded on our consolidated balance sheets as of
December 31, 2024 and 2023 (in millions):
Assets
Classification on Balance Sheet
As of December 31,
2024
2023
Operating lease assets
Operating lease assets
$
550
$
593
Finance lease assets
Property and equipment, net
115
Total lease assets
$
665
$
593
Liabilities
Classification on Balance Sheet
Current:
Operating lease liabilities Current operating lease liabilities
$
93
$
117
Finance lease liabilities
Current maturities of long-term debt and fmance lease obligations
15
Long-term:
Operating lease liabilities Long-term operating lease liabilities
510
547
Finance lease liabilities
Long-term debt and finance lease obligations
101
Total lease liabilities
$
719
$
664
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81
JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
As of December 31,
2024
2023
Weighted average remaining lease term (in years)
Operating leases
8
8
Finance leases
7
Weighted average discount rate
Operating leases
7.1 %
7.1 %
Finance leases
5.8 %
— %
Flight Equipment Leases
We operated a fleet of 290 aircraft as of December 31, 2024. Of our fleet, 26 aircraft were accounted for as operating
leases and none were accounted for as fmance leases. These operating aircraft leases generally have long durations with
remaining terms of two months to four years. As of December 31, 2024, we had 12 and 26 spare engines accounted for as
fmance leases and operating leases, respectively.
The Company completed two engine sale-leaseback transactions for the year ended December 31, 2024, which resulted in
a gain of $17 million, which is included within other operating expenses on our consolidated statement of operations. These
sale-leasebacks are accounted for as operating leases and are included in operating lease assets and operating lease liabilities on
our consolidated balance sheets. There were no sale-leaseback transactions for the years ended December 31, 2023 and 2022.
We have purchase options for eight of our aircraft leases at the end of their lease terms. These purchase options are at fair
market value and have a one-time option during the term at fixed amounts that were expected to approximate the fair market
value at lease inception.
We did not record any impairment losses for the year ended December 31, 2024 and 2023. In 2022, we recorded $52
million in impairment losses relating to our Embraer E190 fleet transition. These losses were attributed to aircraft and related
spare parts including the ones under operating leases. Refer to Note 17 for further details.
Facility Leases
Our facility leases are primarily for space at the airports we serve. These leases are classified as operating leases and
reflect our use of passenger terminal service facilities consisting of ticket counters, gate space, operations support area, and
baggage service offices. We lease space directly or indirectly from the local airport authority on varying terms dependent on
prevailing practices at each airport. The remaining terms of our airport leases vary from one month to 14 years. Our leases at
certain airports contain provisions for periodic adjustments of rental rates based on the operating costs of the airports or the
frequency of use of the facilities. Some of these leases also include renewal options and/or termination options that are factored
into our determination of lease payments when appropriate. Because of the variable nature of the rates, these leases are not
recorded as operating lease assets and operating lease liabilities on our consolidated balance sheets.
We also have leases for our corporate offices, training center, and various hangars and airport support facilities at our
focus cities.
Other Ground and Property Equipment
We lease certain IT assets, ground support equipment, and various other pieces of equipment. The lease terms of our
ground support equipment are less than 12 months. The amount of other equipment we have is not significant.
82
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82
JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
Lease Costs
The table below presents certain information related to our lease costs during the years ended December 31, 2024, 2023,
and 2022 (in millions):
2024
2023
2022
Operating lease cost
$
139 $
167 $
158
Short-term lease cost
5
2
1
Finance lease cost:
Amortization of assets
7
Interest on lease liabilities
3
Variable lease cost
607
614
500
Sublease income
(23)
(20)
(20)
Total net lease cost
$
738 $
763 $
639
Other Information
The table below presents supplemental cash flow information related to leases during the years ended December 31, 2024,
2023, and 2022 (in millions):
2024
2023
2022
Cash paid for amounts included in the measurement of lease liabilities
Operating cash flows for operating leases
$
162 $
168 $
154
Operating cash flows for finance leases
3
Financing cash flows for finance leases
6
2
1
Lease Commitments
The table below presents scheduled future minimum lease payments for operating and fmance leases recorded on our
consolidated balance sheets, as of December 31, 2024 (in millions):
As of December 31, 2024
Operating Leases
Finance Leases
2025
$
132
$
21
2026
108
21
2027
96
21
2028
82
21
2029
75
21
Thereafter
301
34
Total minimum lease payments
$
794
$
139
Less: amount of lease payment representing interest
(191)
(23)
Present value of future minimum lease payment
$
603
$
116
Less: current obligations under leases
(93)
(15)
Long-term lease obligations
$
510
$
101
Note 5 - Stockholders' Equity
As of December 31, 2024, we had a total of 40.7 million shares of common stock reserved for issuance. These shares are
primarily related to our equity incentive plans. Refer to Note 7 for further details on our share-based compensation.
As of December 31, 2024, we had a total of 160.3 million shares of treasury stock.
The treasury stock reflected on our consolidated statement of cash flows for the year ended December 31, 2024 represents
the return of shares to satisfy tax payments associated with crewmember stock compensation that vested during the period.
83
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83
JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
Note 6 - Loss Per Share
Basic loss per share is calculated by dividing net loss by the weighted average number of shares outstanding. Diluted loss
per share is calculated similarly but includes potential dilution from restricted stock units, the crewmember stock purchase plan,
convertible notes, warrants issued under various federal payroll support programs, and any other potentially dilutive
instruments using the treasury stock and if converted method. Anti-dilutive common stock equivalents excluded from the
computation of diluted loss per share amounts were 4.4 million, 2.0 million, and 1 8 million for the years ended December 31,
2024, 2023, and 2022 respectively.
The following table shows how we computed basic and diluted loss per common share for the years ended December 31
(dollars and share data in millions):
Net loss
2024
2023
2022
$
(795) $
(310) $
(362)
Weighted average basic shares
346.0
332.9
323.6
Effect of dilutive securities
Weighted average diluted shares
346.0
332.9
323.6
Loss per common share
Basic
$
(2.30) $
(0.93) $
(1.12)
Diluted
$
(2.30) $
(0.93) $
(1.12)
Note 7 - Share-Based Compensation
We have various equity incentive plans under which we have granted stock awards to our eligible crewmembers and
members of our Board of Directors ("Board"). For the years ended 2024, 2023, and 2022, stock awards were granted under the
JetBlue Airways Corporation 2020 Omnibus Equity Incentive Plan, ("2020 Plan").
Unrecognized stock-based compensation expense was approximately $35 million as of December 31, 2024. This amount
relates to a total of 8 6 million in unvested restricted stock units ("RSUs"), performance stock units ("PSUs"), and deferred
stock units ("DSUs") that were outstanding under our 2020 Plan. We expect to recognize this stock-based compensation
expense over a weighted average period of approximately 19 months.
The total stock-based compensation expense, which is included within salaries, wages and benefits on our consolidated
statements of operations, for the years ended December 31, 2024, 2023, and 2022 was $39 million, $39 million, and $30
million, respectively.
2020 Omnibus Equity Incentive Plan
On May 14, 2020, our stockholders approved the 2020 Plan. Upon inception, the 2020 Plan had 10 5 million shares of our
common stock reserved for issuance. In May 2023 and 2024, our stockholders approved an additional 10 0 million and
15 0 million shares of common stock, respectively, to be reserved for issuance under the plan, bringing the total authorized
shares reserved for issuance over the term of the 2020 Plan to 35.5 million. The 2020 Plan, by its terms, will terminate no later
than May 2030. Under this plan, we grant RSUs to certain crewmembers and members of our Board. The vesting periods for
the RSUs vary by grant but are no less than one year. We also grant DSUs to members of our Board and PSUs to certain
members of our leadership team.
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The following is a summary of RSU activity under the 2020 Plan for the year ended December 31, 2024 (in millions
except per share data):
Shares
Weighted
Average Grant
Date Fair Value
Nonvested at beginning of year
6 $
8.90
Granted
4
6.68
Vested
(2)
10.29
Forfeited
(1)
7.41
Nonvested at end of year
7 $
7.41
The total intrinsic value, determined as of the date of vesting, for all RSUs under the 2020 Plan that vested during the year
ended December 31, 2024 was $16 million.
During the years ended December 31, 2024, 2023, and 2022, we granted a nominal amount of DSUs. The vesting period
for DSUs under the 2020 Plan is either one or three years of service. Once vested, shares are issued six months and one day
following a Director’s departure from the Board.
In 2024 and 2023, we granted 1.5 million and 1.8 million, respectively, of PSUs to certain members of our leadership
team, payment of which are based upon achievements of certain performance criteria. No PSUs were granted in 2022.
Crewmember Stock Purchase Plans
Additionally, we have our JetBlue Airways Corporation Crewmember Stock Purchase Plan ("CSPP"), which our
stockholders approved in May 2020, that is available to all eligible crewmembers.
At inception, the CSPP had 17.5 million shares of our common stock reserved for issuance. In May 2023 and 2024, our
stockholders approved an additional 10.0 million and 25.0 million shares of common stock, respectively, bringing the total
authorized shares of common stock reserved for issuance over the term of the CSPP to 52.5 million shares. The CSPP, by its
terms, will terminate no later than May 2030.
Our CSPP has a series of six-month offering periods, with a new offering period beginning on the first business day of
May and November each year. Crewmembers can enroll in the CSPP nearly year-round, with the exception of specific blackout
dates. Enrollment is effective at the start of the next offering period. Crewmembers may contribute up to 10% of their pay
towards the purchase of common stock via payroll deductions. Purchase dates occur on the last business day of April and
October each year. The purchase price is the closing stock price on the day before the purchase date, less a 15% discount. The
compensation cost relating to the discount is recognized over the offering period. The total expense recognized relating to our
CSPP for the year ended December 31, 2024 was approximately $11 million and $9 million in each of the years ended
December 31, 2023 and 2022. Under the plan, crewmembers purchased 12.2 million, 11.2 million, and 6.4 million new shares
for the years ended December 31, 2024, 2023, and 2022, respectively, at weighted average prices of $4.90, $4.67, and $8.07 per
share, respectively.
Under the CSPP, should we be acquired by merger or sale of substantially all of our assets, or by sale of more than 50% of
our outstanding voting securities, all outstanding purchase rights will automatically be exercised immediately prior to the
effective date of the acquisition at a price equal to 85% of the fair market value per share immediately prior to the acquisition.
Taxation
The Compensation-Stock Compensation topic of the Codification requires deferred taxes be recognized on temporary
differences that arise with respect to stock-based compensation attributable to nonqualified stock options and awards. However,
no tax benefit is recognized for stock-based compensation attributable to incentive stock options, or CSPP shares until there is a
disqualifying disposition, if any, for income tax purposes. A portion of our historical stock-based compensation was attributable
to CSPP shares; therefore, our effective tax rate was subject to fluctuation.
JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
85
JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
Note 8 - Income Taxes
Our income tax benefit (expense) consisted of the following for the years ended December 31 (in millions):
Deferred:
2024
2023
2022
Federal
$
93 $
43 $
86
State
28
6
(13)
Foreign
(11)
(22)
Deferred income tax benefit
110
27
73
Current:
Federal
1
3
State
1
Foreign
(8)
(5)
(1)
Current income tax benefit (expense)
(8)
(3)
2
Total income tax benefit
$
102 $
24 $
75
On March 27, 2020, the CARES Act was enacted in response to the COVID-19 pandemic. The CARES Act permits net
operating loss ("NOL") carryovers and carrybacks to offset 100% of taxable income for taxable years beginning before 2021. In
addition, the CARES Act allows NOLs incurred in 2018, 2019, and 2020 to be carried back to each of the five preceding
taxable years to generate a refund of previously paid income taxes. As of December 31, 2024, the Company has filed an
application for refund.
Our income tax benefit reconciles to the amount computed below by applying the U.S. federal statutory income tax rate to
our loss before income taxes for the years ended December 31 as follows (in millions):
2024
2023
2022
Income tax benefit at statutory rate
$
188 $
70
$
92
State income tax, net of federal benefit
28
7
(13)
Nondeductible expenses
(13)
(14)
(8)
Foreign rate differential
1
(4)
Valuation allowance
(108)
(49)
2
Unrecognized tax benefit (expense)
3
Research & Development tax credits
(1)
11
Foreign income tax deduction
12
Other, net
(5)
(1)
3
Total income tax benefit
$
102 $
24 $
75
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JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
Interest and penalties accrued on unrecognized tax benefits were not significant. If recognized, $8 million of the
unrecognized tax benefits as of December 31, 2024 would impact our effective tax rate. We do not expect any significant
change in the amount of the unrecognized tax benefits within the next 12 months. As a result of net operating losses and statute
of limitations in our major tax jurisdictions, years 2016 through 2020 remain subject to examination by the relevant tax
authorities.
Note 9 - Crewmember Retirement Plan
We sponsor a retirement savings 401(k) defined contribution plan, covering our U.S. and Puerto Rico crewmembers,
where we match 100% of our crewmember contributions up to 5% of their eligible wages. Employer contributions vest after
three years of service and are measured from a crewmember's hire date. Crewmembers are vested immediately in their
voluntary contributions.
In 2022 and 2023, certain Federal Aviation Administration ("FAA") licensed crewmembers received a discretionary
contribution of 3% of eligible compensation, which we refer to as Retirement Advantage. As of January 2024, the Retirement
Advantage program ended and these licensed Crewmembers now receive a discretionary contribution of 8% of eligible
compensation, which we refer to as Retirement Non-elective Licensed Crewmember contributions. System controllers also
receive a Company discretionary contribution of 5% of eligible compensation, referred to as Retirement Non-elective
Crewmember contributions. The Company's non-elective contributions vest after three years of service.
Our Pilots receive a non-elective Company contribution of 16% of eligible compensation per the terms of the fmalized
collective bargaining agreement between JetBlue and the Air Line Pilots Association ("ALPA"), in lieu of the above 401(k)
Company matching contribution, Retirement Non-elective, and Retirement Advantage contributions. The Company's non-
elective contribution of eligible Pilot compensation vests after three years of service.
Total 401(k) company match and non-elective crewmember contributions expense for the years ended December 31,
2024, 2023, and 2022 were $264 million, $271 million, and $249 million, respectively.
Note 10 - Commitments
Flight Equipment Commitments
Our committed expenditures for aircraft and related flight equipment, including estimated amounts for contractual price
escalations and pre-delivery deposits, is set forth in the table below (in millions):
Flight Equipment Commitments
Year
Total
2025
$
981
2026
690
2027
288
2028
410
2029
321
Thereafter
3,754
Total
$
6,444
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JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
Our firm aircraft orders include the following aircraft
Flight Equipment Deliveries (1)
Year
Airbus A220
Airbus A321neo
Total
2025
20
4
24
2026
17
17
2027
5
5
2028
9
9
2029
7
7
Thereafter
44
44
Total (2)
58
48
106
(1) The aircraft orders stated above represents the current delivery schedule set forth in our Airbus order book as of
December 31, 2024.
(2) In addition, we have options to purchase 20 A220-300 aircraft in 2027 and 2028.
Other Commitments
We utilize several credit card processors to process our ticket sales. Our agreements with these processors do not contain
covenants, but do generally allow the processor to withhold cash reserves to protect the processor from potential liability for
tickets purchased, but not yet used for travel. While we currently do not have any collateral requirements related to our credit
card processors, we may be required to issue collateral to our credit card processors, or other key business partners, in the
future.
As of December 31, 2024, we had $89 million in restricted cash and cash equivalents held as a reserve for principal and
interest payments associated with the fmancing of the TrueBlue® program. We also had $61 million for letters of credit relating
to a certain number of our leases, which will expire at the end of the related lease terms as well as a $65 million letter of credit
relating to our 5% ownership in JFK Millennium Partners ("JMP"), a private entity that will finance, develop, and operate JFK
Terminal 6. The letters of credit are included in restricted cash and cash equivalents on the consolidated balance sheets.
Additionally, we had $12 million cash pledged primarily related to other business partner agreements, which will expire
according to the terms of the related agreements.
We have a long-term lease for our primary corporate office in Long Island City until 2039. We have a one-time option to
terminate the lease in 2034. At the end of the initial lease term, we have the option to renew the lease for either one renewal
term of 10 years, or two renewal terms of five years each. Our lease commitments are $5 million in 2025, $5 million in 2026,
$5 million in 2027, and an anticipated lease expenditure of $66 million over the remainder of the term.
Labor Unions and Non-Unionized Crewmembers
As of December 31, 2024, 51% of our full-time equivalent crewmembers were represented by labor unions. The pilot
group, which represents 23% of our full-time equivalent crewmembers, is covered by a collective bargaining agreement
("CBA"). Negotiations for an amended pilot CBA began in May 2024 and are ongoing.
Our pilots are represented by ALPA. Our inflight crewmembers and flight instructors are represented by the Transport
Workers Union of America ("TWU"); our other frontline crewmembers do not have third party representation.
TWU
On July 14, 2022, TWU filed a representation application with the National Mediation Board ("NMB") seeking an
election among the 35 pilot instructors ("Flight Instructors"). JetBlue disputed TWU's application alleging that Flight
Instructors do not constitute a craft or class. On October 26, 2023, the NMB notified the participants that it rejected JetBlue's
argument and ordered an election. The Flight Instructors voted for TWU representation. Contract negotiations for an initial
CBA began in April 2024 and are ongoing.
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JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
ALPA
In April 2021, ALPA, on behalf of the JetBlue pilot group, filed a grievance relating to the Northeast Alliance (the
"NEA"). ALPA claims that by entering the NEA, JetBlue violated certain scope clauses contained in the pilots' ALPA
collective bargaining agreement. As a result of a mediation process, the parties agreed to certain changes to the collective
bargaining agreement. The agreement, ratified by the JetBlue pilot group in April 2022, included a one-time payment and
associated payroll taxes of $32 million, paid and recorded as an expense within special items, and a 3% base pay increase
effective May 1, 2022.
In January 2023, JetBlue pilots approved a two-year contract extension effective March 1, 2023, which included a
ratification payment and adjustments to paid-time-off accruals resulting from pay rate increases of $95 million JetBlue pilots
received an additional pay rate increase in August 2024 from this ratification, which resulted in an adjustment to paid time-off
accruals of $26 million These expenses are included within special items.
Non-Unionized Crewmembers
We enter into individual employment agreements with each of our non-unionized FAA-licensed crewmembers which
include dispatchers, technicians, inspectors, and air traffic controllers. Each employment agreement is for a term of five years
and automatically renews for an additional five years unless either the crewmember or we elect not to renew it by giving at least
90 days' notice before the end of the relevant term. Pursuant to these agreements, these crewmembers can only be terminated
for cause. In the event of a downturn in our business that would require a reduction in work hours, we are obligated to pay these
crewmembers a guaranteed level of income and to continue their benefits if they do not obtain other aviation employment.
Note 11 - Contingencies
We self-insure a portion of our losses from claims related to workers' compensation, environmental issues, property
damage, medical insurance for crewmembers, and general liability. Losses are accrued based on an estimate of the ultimate
aggregate liability for claims incurred, using standard industry practices and our actual experience.
We are a party to many routine contracts under which we indemnify third parties for various risks. These indemnities
consist of the following:
All of our bank loans, including our aircraft mortgages, obligate us to reimburse the bank for any increased costs arising
from regulatory changes, including changes in reserve requirements and bank capital requirements; these obligations are
standard terms present in loans of this type. These indemnities would increase the interest rate on our debt if they were to be
triggered. In all cases, we have the option to repay the loan and avoid the increased costs. These terms match the length of the
related loan up to 15 years.
Under both aircraft leases with foreign lessors and aircraft mortgages with foreign lenders, we have agreed to customary
indemnities concerning withholding tax law changes. Under these contracts we are responsible, should withholding taxes be
imposed, for paying such amount of additional rent or interest as is necessary so that the lessor or lender still receives, after
taxes, the rent stipulated in the lease or the interest stipulated under the loan. The term of these indemnities matches the length
of the related lease or loan up to 25 years.
We have various airport leases for our operations as well as various other agreements among airlines relating to fuel
consortia or fuel farms at airports. Under these contracts we have agreed to standard language indemnifying the lessor against
environmental liabilities associated with the operations described under the agreement, even if we are not the party responsible
for the initial event that caused the damage. In the case of fuel consortia at airports, these indemnities are generally joint and
several among the participating airlines. We have purchased a standalone environmental liability insurance policy to help
mitigate this exposure. Our existing aviation hull and liability policy includes some limited environmental coverage when a
cleanup is part of an associated single identifiable covered loss.
Under certain contracts, we indemnify specified parties against legal liability arising out of actions by other parties. The
terms of these contracts range up to 25 years. Generally, we have liability insurance protecting ourselves for the obligations we
have undertaken relative to these indemnities.
We are unable to estimate the potential amount of future payments under the foregoing indemnities and agreements.
90
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JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
Under a certain number of our operating lease agreements we are required to restore certain property or equipment to its
original form upon expiration of the related agreement. We have recorded the estimated fair value of these retirement
obligations of approximately $10 million and $15 million as of December 31, 2024 and 2023, respectively. For leases expiring
within one year, the retirement obligation is recorded in other accrued liabilities within current liabilities on the consolidated
balance sheets. For leases expiring beyond one year, the retirement obligation is recorded in other within deferred taxes and
other liabilities on our consolidated balance sheets.
Legal Matters
Occasionally, we are involved in various claims, lawsuits, regulatory examinations, investigations, and other legal matters
involving suppliers, crewmembers, customers, and governmental agencies, arising, for the most part, in the ordinary course of
business. The outcome of litigation and other legal matters is always uncertain. The Company believes it has valid defenses to
the legal matters currently pending against it, is defending itself vigorously, and has recorded accruals determined in accordance
with GAAP, where appropriate. In making a determination regarding accruals, using available information, we evaluate the
likelihood of an unfavorable outcome in legal or regulatory proceedings to which we are a party and record a loss contingency
when it is probable a liability has been incurred and the amount of the loss can be reasonably estimated. These subjective
determinations are based on the status of such legal or regulatory proceedings, the merits of our defenses, and consultation with
legal counsel. Actual outcomes of these legal and regulatory proceedings may materially differ from our current estimates. It is
possible that resolution of one or more of the legal matters currently pending or threatened could result in losses material to our
consolidated results of operations, liquidity, or fmancial condition.
To date, none of these types of litigation matters, most of which are typically covered by insurance, has had a material
impact on our operations or financial condition. We have insured and continue to insure against most of these types of claims.
A judgment on any claim not covered by, or in excess of, our insurance coverage could materially adversely affect our
consolidated results of operations, liquidity, or fmancial condition.
As previously disclosed, in July 2020, JetBlue and American Airlines Group Inc. ("American") entered into the NEA,
which was designed to optimize our respective networks at JFK Airport, LaGuardia Airport, Newark Liberty International
Airport, and Boston Logan International Airport. On September 21, 2021, the United States Department of Justice, along with
the Attorneys General of six states and the District of Columbia filed suit against JetBlue and American seeking to enjoin the
NEA, alleging that it violated Section 1 of the Sherman Act. The court issued a decision on May 19, 2023, permanently
enjoining the NEA, and shortly thereafter we initiated a wind down of the NEA. On July 28, 2023, the court issued its Final
Judgement and Order Entering Permanent Injunction, which took effect on August 18, 2023. The wind down of the NEA is
substantially complete, but remaining impacts could require us to incur additional costs and therefore have an impact on our
fmancial condition and results of operations.
In December 2022 and February 2023, four putative class actions lawsuits were filed in the United States District Court
for the Eastern District of New York ("EDNY") and the United States District Court for the District of Massachusetts,
respectively, alleging that the NEA violates Sections 1 and 2 of the Sherman Act. Among other things, plaintiffs seek injunctive
relief and monetary damages on behalf of a claimed putative class of direct purchasers of airline tickets from JetBlue and
American and, depending on the specific case, other airlines on flights to or from NEA airports from July 16, 2020 through the
time that the NEA was in effect and also to the alleged anticompetitive effects of the defendants' conduct ceases. Following
denial of a motion to dismiss, discovery has commenced. The Company intends to vigorously defend against this lawsuit. As of
December 31, 2024, the potential outcomes of these claims cannot be determined and an estimate of the reasonably possible
loss or range of loss cannot be made. We continue to believe these lawsuits are without merit.
For information on legal proceedings related to our previously planned acquisition of Spirit, see Note 18.
Note 12 - Financial Derivative Instruments and Risk Management
As part of our risk management strategy, we periodically purchase over the counter energy derivative instruments to
manage our exposure to the effect of changes in the price of aircraft fuel. Prices for the underlying commodities have
historically been highly correlated to aircraft fuel, making derivatives of them effective at providing short-term protection
against sharp increases in average fuel prices. We do not hold or issue any derivative fmancial instruments for trading purposes.
Aircraft fuel derivatives
We attempt to obtain cash flow hedge accounting treatment for each fuel derivative that we enter into. This treatment is
provided for under the Derivatives and Hedging topic of the FASB Codification which allows for gains and losses on the
effective portion of qualifying hedges to be deferred until the underlying planned aircraft fuel consumption occurs, rather than
recognizing the gains and losses on these instruments into earnings during each period they are outstanding.
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JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
For the effective portion of hedges, when aircraft fuel is consumed and the related derivative contract settles, any gain or
loss previously recorded in other comprehensive income (loss) is recognized in aircraft fuel expense. All cash flows related to
our fuel hedging derivatives are classified as operating cash flows.
Ineffectiveness occurs, in certain circumstances, when the change in the total fair value of the derivative instrument differs
from the change in the value of our expected future cash outlays for the purchase of aircraft fuel. If a hedge does not qualify for
hedge accounting, the periodic changes in its fair value are recognized in other income (expense).
Our current approach to fuel hedging is to enter into hedges on a discretionary basis. We structure our hedge portfolio to
help mitigate the impact of price volatility and protect us against severe spikes in oil prices, when possible.
As of December 31, 2024, we did not have any outstanding fuel hedging contracts.
The table below reflects quantitative information related to our derivative instruments and where these amounts are
recorded in our financial statements (dollar amounts in millions):
Fuel derivatives
Year Ended December 31,
2024
2023
Asset fair value recorded in prepaid expenses and other current assets (1)
$
$
4
Longest remaining term (months)
3
Hedged volume (barrels, in thousands)
2,706
Estimated amount of existing gains (losses) expected to be reclassified into earnings in the
next 12 months
(3)
(1) Gross asset or liability of each contract prior to consideration of offsetting positions with each counterparty and prior to
impact of collateral paid.
Year Ended December 31,
Fuel derivatives
2024
2023
2022
Hedge effectiveness gains (losses) recognized in aircraft fuel expense
$
(10)
$
7
$
(7)
Hedge (gains) losses on derivatives recognized in comprehensive
income (loss)
6
(1)
3
Percentage of actual consumption economically hedged
24%
25%
7%
Any outstanding derivative instrument exposes us to credit loss in connection with our fuel contracts in the event of
nonperformance by the counterparties to our agreements; however, we do not expect that any of our counterparties will fail to
meet their obligations. The amount of such credit exposure is generally the fair value of our outstanding contracts for which we
are in a receivable position. To manage credit risks we select counterparties based on credit assessments, limit our overall
exposure to any single counterparty, and monitor the market position with each counterparty. Some of our agreements require
cash deposits from either JetBlue or our counterparty if market risk exposure exceeds a specified threshold amount.
We have master netting arrangements with our counterparties allowing us the right of offset to mitigate credit risk in
derivative transactions. The financial derivative instrument agreements we have with our counterparties may require us to fund
all, or a portion of, outstanding loss positions related to these contracts prior to their scheduled maturities. The amount of
collateral posted, if any, is periodically adjusted based on the fair value of the hedge contracts. Our policy is to offset the
liabilities represented by these contracts with any cash collateral paid to the counterparties.
There were no offsetting derivative instruments as of December 31, 2024 and 2023.
Note 13 - Fair Value
Under Topic 820, Fair Value Measurement of the Codification, disclosures are required about how fair value is
determined for assets and liabilities and a hierarchy for which these assets and liabilities must be grouped is established, based
on significant levels of inputs as follows:
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JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
Level 1 - observable inputs such as unadjusted quoted prices in active markets for identical assets or liabilities;
Level 2 - quoted prices in active markets for similar assets and liabilities, and other inputs that are observable directly or
indirectly for the asset or liability; or
Level 3 - unobservable inputs for the asset or liability, such as discounted cash flow models or valuations.
The determination of where assets and liabilities fall within this hierarchy is based upon the lowest level of input that is
significant to the fair value measurement.
The following is a listing of our assets required to be measured at fair value on a recurring basis and where they are
classified within the fair value hierarchy as of December 31, 2024 and 2023 (in millions):
Assets
As of December 31, 2024
Level 1
Level 2
Level 3
Total
Cash equivalents
$
1,921
$
$
$
1,921
Restricted cash equivalents
89
89
Available-for-sale investment securities
1,609
12
1,621
As of December 31, 2023
Level 1
Level 2
Level 3
Total
Assets
Cash equivalents
$
724
$
— $
— $
724
Available-for-sale investment securities
314
16
330
Aircraft fuel derivatives
4
4
Refer to Note 3 for fair value information related to our outstanding debt obligations as of December 31, 2024 and 2023.
Cash equivalents and restricted cash equivalents
Our cash equivalents include money market securities and time deposits which are readily convertible into cash, have
maturities of three months or less when purchased, and are considered to be highly liquid and easily tradable. The money
market securities are valued using inputs observable in active markets for identical securities and are therefore classified as
Level 1 within our fair value hierarchy. Restricted cash equivalents are composed of money market securities held as a reserve
for principal and interest payments associated with the fmancing of the TrueBlue® program.
Available-for-sale investment securities
Our available-for-sale investment securities include investments such as time deposits, commercial paper, and convertible
debt securities. The fair value of time deposits and commercial paper is based on observable inputs in non-active markets,
which are therefore classified as Level 2 in the hierarchy. The fair value of convertible debt securities is based on unobservable
inputs and is classified as Level 3 in the hierarchy.
Aircraft fuel derivatives
Our aircraft fuel derivatives include call spread options which are not traded on public exchanges. Their fair values are
determined using a market approach based on inputs that are readily available from public markets for commodities and energy
trading activities; therefore, they are classified as Level 2 inputs. The data inputs are combined into qualitative models and
processes to generate forward curves and volatility related to the specific terms of the underlying hedge contracts. Aircraft fuel
derivatives are included in prepaid expenses and other within current assets of our consolidated balance sheets.
Held-to-maturity investment securities
Our held-to-maturity investment securities consist of corporate bonds, which are stated at amortized cost. If the corporate
bonds were measured at fair value, they would be classified as Level 2 in the fair value hierarchy, based on quoted prices in
active markets for similar securities.
We do not intend to sell these investment securities.
93
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JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
The carrying value and estimated fair value of our held-to-maturity investment securities were as follows (in millions):
December 31, 2024
December 31, 2023
Carrying Value
Fair Value
Carrying Value
Fair Value
Held-to-maturity investment securities
$
404 $
400 $
234 $
231
Note 14 - Investments
Investments in Debt Securities
Investments in debt securities consist of available-for-sale and held-to-maturity investment securities. The carrying
amount is recorded within investment securities in the current assets section of our consolidated balance sheets if the remaining
maturity is less than twelve months. Maturities greater than twelve months are recorded within investment securities in the other
assets section of our consolidated balance sheets. The aggregate carrying values of our short-term and long-term debt
investment securities consisted of the following at December 31, 2024 and 2023 (in millions):
Available-for-sale investment securities
December 31, 2024
December 31, 2023
Time deposits
$
1,148 $
290
Commercial paper
461
24
Debt securities
12
16
Total available-for-sale investment securities
1,621
330
Held-to-maturity investment securities
Corporate bonds
404
234
Total held-to-maturity investment securities
404
234
Total investment in debt securities
$
2,025 $
564
We use the specific identification method to determine the cost of our available-for-sale securities. Refer to Note 13 for an
explanation of the fair value hierarchy structure.
Available-for-sale investment securities. We recognized a net unrealized gain of $4 million and $1 million in accumulated
other comprehensive income (loss) on the consolidated balance sheets as of December 31, 2024 and 2023, respectively. We
recognized a net realized gain of $1 million in gain (loss) on investment, net on our consolidated statement of operations during
the periods ending December 31, 2024 and 2023 and recognized an immaterial net realized gain (loss) during the same period
ending December 31, 2022.
Held-to-maturity investment securities. We did not record any material gains or losses on these securities during the years
ended December 31, 2024, 2023, or 2022.
Equity Investments
The aggregate carrying values of our equity investments are recorded in other assets on the consolidated balance sheets
and consist of the following at December 31, 2024 and 2023 (in millions):
December 31, 2024
December 31, 2023
Equity method investments (1)
$
77 $
43
JetBlue Ventures equity investments (2)
84
96
TWA Flight Center (3)
13
14
Total equity investments (4)
$
174 $
153
(1) We have the ability to exercise significant influence over these investments and therefore they are accounted for using
the equity method in accordance with Topic 323, Investments - Equity Method and Joint Ventures of the FASB Codification.
Our share of our equity method investees' fmancial results is included in other income on our consolidated statement of
operations. We recognized an unrealized gain of $5 million on one of our equity method investments related to its issuance of
additional shares upon the closing of a subsequent financing round in gain (loss) on investment, net on our consolidated
statement of operations during the year ending December 31, 2022.
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94
JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
(2) Our wholly owned subsidiary JetBlue Technology Ventures, LLC ("JBV") has equity investments in emerging
companies which do not have readily determinable fair values. In accordance with Topic 321, Investments - Equity Securities of
the FASB Codification, we account for these investments using a measurement alternative which allows entities to measure
these investments at cost, less any impairment, adjusted for changes from observable price changes in orderly transactions for
identifiable or similar investments of the same issuer. Refer to the table below for investment gain (loss) activity during the
twelve months ended December 31, 2024, 2023, or 2022.
(3) We have an approximate 10% ownership interest in the TWA Flight Center Hotel at JFK, which is accounted for under
the measurement alternative described above. We did not record any material gains or losses on our TWA Flight Center Hotel
during the twelve months ended December 31, 2024, 2023, or 2022.
(4) As of December 31, 2024 and 2023, we had an immaterial amount of equity securities recorded within investment
securities in the current asset section of our consolidated balance sheets. Our equity securities include investments in common
stocks of publicly traded companies which are stated at fair value. Refer to the table below for investment gain (loss) activity
during the twelve months ended December 31, 2024, 2023, or 2022 (in millions):
Twelve Months Ended
December 31,
2024
2023
2022
JBV Equity Investments
Realized gain (loss) recognized in gain (loss) on investments, net
$
(7) $
2 $
(2)
Unrealized loss recognized in gain (loss) on investments, net (1)
(21)
Equity Securities
Realized gain recognized in gain (loss) on investments, net
4
1
Unrealized gain recognized in gain (loss) on investments, net
2
(12)
(1) The net unrealized loss primarily relates to a mark-to-market adjustment on our preferred shares of one of our JBV
equity investments.
Note 15 - Accumulated Other Comprehensive Income (Loss)
Comprehensive income (loss) includes changes in fair value of our aircraft fuel derivatives which qualify for hedge
accounting and unrealized gain (loss) on available-for-sale securities. A rollforward of the amounts included in accumulated
other comprehensive income (loss), net of taxes for the years ended December 31, 2024, 2023, and 2022 is as follows (in
millions):
Balance of accumulated income, at December 31, 2021
Aircraft Fuel
Derivatives (1)
Available-for-
sale securities
Total
$
— $
— $
Reclassifications into earnings, net of taxes of $(3)
4
4
Change in fair value, net of taxes of $2
(3)
(1)
(4)
Balance of accumulated income (loss), at December 31, 2022
$
1 $
(1) $
Reclassifications into earnings, net of taxes of $2
(5)
(1)
(6)
Change in fair value, net of taxes of $0
1
1
2
Balance of accumulated loss, at December 31, 2023
$
(3) $
(1) $
(4)
Reclassifications into earnings, net of taxes of $2
8
(1)
7
Change in fair value, net of taxes of $(1)
(5)
4
(1)
Balance of accumulated income, at December 31, 2024
$
— $
2 $
2
(1) Reclassified to aircraft fuel expense.
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95
JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
Note 16 - Operating Segments and Geographic Information
Operating Segments
JetBlue has one reportable operating segment, air transportation services. Air transportation services accounted for
substantially all of the Company's operations in 2024, 2023, and 2022. We provide air transportation services across the United
States, the Caribbean, Latin America, Canada, and Europe and manage the business activities on a consolidated basis. The
accounting policies of the air transportation services segment are described in Note 1 - Summary of Significant Accounting
Policies.
JetBlue's chief operating decision maker ("CODM") is our executive leadership team, which includes our Chief Executive
Officer, President, Chief Financial Officer, and Chief Operating Officer. The CODM assesses performance for the air
transportation segment which includes our loyalty program, and decides how to allocate resources based on net income (loss),
which is reported on the consolidated statement of operations. The measure of segment assets is reported on the consolidated
balance sheets as total assets.
Our tangible assets primarily consist of our fleet of aircraft. The CODM reviews flight profitability data, which
incorporates aircraft type and route economics in making resource allocation decisions. Our fleet is deployed systemwide and
substantially all of our aircraft may be deployed across any of our geographic regions, without giving weight on geographic
results and therefore, our assets do not require an allocation by geographic region.
Geographic Region Information
Substantially all of our long-lived assets (primarily aircraft) are located within the United States and can be deployed
across any of our geographic regions.
Operating revenues are allocated to geographic regions, as defined by the Department of Transportation ("DOT"), based
upon the origination and destination of each flight segment. As of December 31, 2024, we served 33 locations in the Caribbean
and Latin American region, or Latin America as defined by the DOT. We also served five destinations in Europe, or Atlantic as
defined by the DOT. We include the three destinations in Puerto Rico and two destinations in the U.S. Virgin Islands in our
Caribbean and Latin America allocation of revenues. We have reflected these locations within the Caribbean and Latin America
region in the table below. Operating revenues by geographic regions for the years ended December 31 are summarized below
(in millions):
2024
2023
2022
Domestic & Canada
5,640 $
6,072
$
6,067
Caribbean & Latin America
3,169
3,282
2,968
Atlantic
470
261
123
Total operating revenue
9,279 $
9,615 $
9,158
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JETBLUE AIRWAYS CORPORATION
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
Legal Proceedings Related to the Merger
As previously disclosed, in March 2023, the U.S. Department of Justice ("DOJ"), along with the Attorneys General of six
states and the District of Columbia (the "AGs"), filed suit in the U.S. District Court for the District of Massachusetts against
JetBlue and Spirit, seeking a permanent injunction preventing the Merger (the "Government Merger Lawsuit"). The trial
commenced on October 31, 2023 and on January 17, 2024, the Court issued its Final Judgment and Order granting the
plaintiffs' request for a permanent injunction of the Merger. On January 19, 2024, JetBlue and Spirit filed a Notice of Appeal
with respect to the January 17, 2024 Final Judgment and Order and the Court's corresponding January 16, 2024 Findings of
Facts and Conclusion of Law, which the parties then moved to dismiss following their entrance into the Termination
Agreement. On March 5, 2024, the Court approved JetBlue and Spirit's voluntary dismissal of the appeal. Subsequent to this
decision, JetBlue and Spirit reached a tentative settlement with the AGs for legal fees related to their joining the DOJ in this
lawsuit.
As also previously disclosed, on November 3, 2022, 25 individual consumers filed suit in the U.S. District Court for the
Northern District of California against JetBlue and Spirit seeking to enjoin the Merger, alleging that it violates Section 7 of the
Clayton Act (the "Private Merger Lawsuit"). On March 29, 2023, the Private Merger Lawsuit was transferred to the U.S.
District Court for the District of Massachusetts. The trial in the Private Merger Lawsuit was stayed pending resolution of the
Government Merger Lawsuit. Following the execution of the Termination Agreement, JetBlue and Spirit moved to dismiss all
proceedings related to the Private Merger Lawsuit in the U.S. District Court for the District of Massachusetts and the United
States Court of Appeals for the First Circuit. The motions were granted by the United States Court of Appeals for the First
Circuit and the U.S. District Court for the District of Massachusetts on April 29, 2024 and June 18, 2024, respectively. The
plaintiffs' subsequently moved for recovery of attorneys' fees related to the lawsuit. On September 5, 2024, Judge Young of the
U.S. District Court of Massachusetts denied the plaintiffs' motion for legal fees. On September 13, 2024, the plaintiffs filed a
notice of appeal of Judge Young's order in the United States Court of Appeals for the First Circuit. That appeal is currently
stayed as a result of Spirit's recent bankruptcy declaration. JetBlue intends to vigorously defend this lawsuit.
98
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ITEM 9.
CHANGES IN AND DISAGREEMENTS WITH ACCOUNTANTS ON ACCOUNTING AND
FINANCIAL DISCLOSURE
None.
ITEM 9A.
CONTROLS AND PROCEDURES
Disclosure Controls and Procedures
We maintain disclosure controls and procedures (as defined in Rule 13a-15(e) or Rule 15d-15(e) under the Exchange
Act) that are designed to ensure that information required to be disclosed by us in reports that we file or submit under the
Exchange Act is recorded, processed, summarized, and reported within the time periods specified in the SEC's rules and forms
and that such information required to be disclosed by us in reports that we file or submit under the Exchange Act is
accumulated and communicated to our management, including our Chief Executive Officer ("CEO"), and our Chief Financial
Officer ("CFO"), as appropriate to allow timely decisions regarding required disclosure. Management, with the participation of
our CEO and CFO, performed an evaluation of the effectiveness of our disclosure controls and procedures as of December 31,
2024. Based on that evaluation, our CEO and CFO concluded that our disclosure controls and procedures were effective as of
December 31, 2024.
Management's Report on Internal Control Over Financial Reporting
Our management is responsible for establishing and maintaining adequate internal control over fmancial reporting (as
defined in Rule 13a-15(f) or Rule 15d-15(f) under the Exchange Act). Under the supervision and with the participation of our
management, including our CEO and CFO, we conducted an evaluation of the effectiveness of our internal control over
fmancial reporting as of December 31, 2024 based on the framework in Internal Control—Integrated Framework issued by the
Committee of Sponsoring Organizations of the Treadway Commission (2013 Framework). Based on that evaluation, our
management concluded that our internal control over financial reporting was effective as of December 31, 2024.
Ernst & Young LLP, the independent registered public accounting firm that audited our consolidated fmancial statements
included in this Report, audited the effectiveness of our internal control over financial reporting as of December 31,
2024. Ernst & Young LLP has issued their report which is included elsewhere herein.
Changes in Internal Control Over Financial Reporting
There were no changes in our internal control over fmancial reporting (as defined in Rule 13a-15(f) and Rule 15d-15(f)
under the Exchange Act) during the quarter ended December 31, 2024 that have materially affected, or are reasonably likely to
materially affect, our internal control over financial reporting.
ITEM 9B.
OTHER INFORMATION
(a) Disclosure in lieu of reporting on a Current Report on Form 8-K.
None.
(b) Insider trading arrangements.
On November 13, 2024, Ursula Hurley, our Chief Financial Officer, adopted a trading plan intended to satisfy the
affirmative defense conditions under Rule 10b5-1(c) of the Exchange Act. Ms. Hurley's plan is for the sale of up to 30,000
shares of the Company's common stock. The 10b5-1 trading plan terminates on June 30, 2025, unless terminated earlier in
accordance with its terms.
During the three months ended December 31, 2024, no other director or "officer" (as defined in Rule 16a-1(f) under the
Exchange Act) of the Company adopted or terminated a "Rule 10b5-1 trading arrangement" or "non-Rule 10b5-1 trading
arrangement," as each term is defined in Item 408 of Regulation S-K.
ITEM 9C.
DISCLOSURE REGARDING FOREIGN JURISDICTIONS THAT PREVENT INSPECTIONS
Not Applicable.
99
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PART HI
ITEM 10.
DIRECTORS, EXECUTIVE OFFICERS, AND CORPORATE GOVERNANCE
Code of Ethics
We have adopted a Code of Ethics within the meaning of Item 406(b) of SEC Regulation S-K. This Code of Ethics
applies to our principal executive officer, principal financial officer, and principal accounting officer and other senior financial
officers. This Code of Ethics is publicly available on our website at http://investorjetblue.com. If we make substantive
amendments to this Code of Ethics or grant any waiver, including any implicit waiver, we will disclose the nature of such
amendment or waiver on our website or in a report on Form 8-K in accordance with applicable rules and regulations.
Insider Trading Policy and Procedures
We have adopted an insider trading policy that governs the purchase, sale, and/or other disposition of our securities and is
applicable to our directors, officers, employees, and other covered persons. We also follow such procedures, as applicable, for
the repurchase of our securities. We believe our Insider Trading Policy and repurchase procedures are reasonably designed to
promote compliance with insider trading laws, rules, and regulations, and listing standards applicable to the Company. A copy
of our insider trading policy is filed as Exhibit 19 to this Form 10-K.
Information about our Executive Officers
Certain information concerning JetBlue's current executive officers as of February 14, 2025 follows. There are no family
relationships between any of our directors or executive officers.
Joanna Geraghty, age 52, is our Chief Executive Officer. She was appointed to the position by the Board on January 7,
2024, with an effective date of February 12, 2024. Ms. Geraghty joined JetBlue in 2005 and was most recently our President
and Chief Operating Officer. Previously, she served as our Executive Vice President Customer Experience from 2014 to 2018
and Executive Vice President Chief People Officer from 2010 to 2014. She also held positions as our Vice President and
Associate General Counsel and Director of Litigation and Regulatory Affairs.
Warren Christie, age 58, is our Chief Operating Officer. He was appointed to the position effective February 12, 2024.
Mr. Christie joined the Company in 2003 and has served in various other leadership positions, including Head of Safety,
Security, Fleet Operations and JBU from 2021 to 2022. Head of Safety, Security and Fleet Operations from 2019 to 2021 and,
prior to that, Senior Vice President, Regulatory and Training; Vice President, Operations Planning and Training; and Vice
President, JBU.
Ursula Hurley, age 43, is our Chief Financial Officer. She was appointed to the position in June 2021. Ms. Hurley first
joined JetBlue's finance team in 2004 and subsequently served in positions of increasing responsibility, including as Director,
Assistant Treasurer & Fuel from June 2012 to July 2017 and Vice President Structural Programs from July 2017 to July 2018.
From July 2018 to April 2021, Ms. Hurley was the Vice President Treasurer, responsible for debt and cash management, cash
flow, fuel and interest rate hedging, strategic sourcing, and fleet strategy, including aircraft and engine sourcing.
Martin St George, age 61, was appointed as our President of the Company, effective February 26, 2024. Prior to joining
JetBlue, he served as Chief Commercial Officer of LATAM Airlines Group S.A., beginning in 2020 after a 30+ year career in
the airline industry. Prior to joining LATAM, Mr. St. George served in various leadership positions at Norwegian Air Shuttle
ASA and at JetBlue, including as Chief Commercial Officer from 2015 to 2019.
Eileen McCarthy, age 58, is our General Counsel and Corporate Secretary. She was appointed to the position in August
2024. Prior to rejoining JetBlue in August, she most recently served as Senior Vice President and Deputy General Counsel for
UiPath, Inc., an AI-focused enterprise automation software company. Ms. McCarthy served as a member of JetBlue's legal
leadership team from 2006-2021, overseeing areas including corporate governance, securities laws, and ethics and compliance
programs, including as Vice President and Associate General Counsel, Corporate Governance from 2015 to 2021.
Carol Clements, age 49, is our Chief Digital and Technology Officer. She was appointed to the position in April 2021.
Prior to joining JetBlue, Ms. Clements served as Chief Technology Officer for Pizza Hut where she oversaw its e-commerce
channels, restaurant & delivery technology, and data & analytics. Ms. Clements also spent 11 years at Southwest Airlines where
she held a variety of leadership roles.
Dawn Southerton, age 57, is our Vice President Controller and Principal Accounting Officer. She was appointed to the
position effective December 2023. Prior to joining JetBlue, Ms. Southerton served in various roles at Pepsi Beverages
Company, including as Vice President and Controller from August 2018 to August 2023. Ms. Southerton began her career at
the public accounting firm KPMG before holding a number of accounting and fmance roles with TransCanada Pipeline, Heinz
and Neiman Marcus Group.
100
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The other information required by this Item will be included in and is incorporated herein by reference to our definitive
proxy statement for our 2025 Annual Meeting of Stockholders to be filed with the SEC pursuant to Regulation 14A within
120 days after the end of our 2024 fiscal year (the "2025 Proxy Statement").
ITEM 11.
EXECUTIVE COMPENSATION
The information required by this Item will be included in and is incorporated herein by reference to our 2025 Proxy
Statement.
ITEM 12.
SECURITY OWNERSHIP OF CERTAIN BENEFICIAL OWNERS AND MANAGEMENT AND
RELATED STOCKHOLDER MATTERS
The table below provides information relating to our equity compensation plans, including individual compensation
arrangements, under which our common stock is authorized for issuance as of December 31, 2024, as adjusted for stock splits:
Plan Category
Number of securities
remaining available
for future issuance
Weighted average
under equity
Number of securities to
exercise price of
compensation plans
be issued upon exercise
outstanding
(excluding securities
of outstanding options,
options, warrants
reflected in first
warrants and rights
and rights
column)
Equity compensation plans approved by security holders
Equity compensation plans not approved by security
holders
7.50
40,736,688 (1)
10,302,469 $
Total
10,302,469 $
7.50
(1) Because this figure includes the shares remaining available for issuance under the Crewmember Stock Purchase Plan as
of December 31, 2024, it does not reflect the number we expect to be outstanding after giving effect to share purchases in the
current offering period.
Warrants issued to the U.S. Department of Treasury under the government support programs discussed in Note 3 to our
consolidated financial statements are not reflected in this table.
Refer to Note 7 to our consolidated financial statements for further information regarding the material features of the
above plans.
Other information required by this Item will be included in and is incorporated herein by reference to our 2025 Proxy
Statement.
ITEM 13.
CERTAIN RELATIONSHIPS AND RELATED TRANSACTIONS, AND DIRECTOR
INDEPENDENCE
The information required by this Item will be included in and is incorporated herein by reference to our 2025 Proxy
Statement.
ITEM 14.
PRINCIPAL ACCOUNTING FEES AND SERVICES
The information required by this Item will be included in and is incorporated herein by reference to our 2025 Proxy
Statement.
101
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4.2(h)
Participation Agreement (N976JT), dated as of November 12, 2019, among JetBlue Airways Corporation,
Wilmington Trust Company, as Pass Through Trustee under the Pass Through Trust Agreements,
Wilmington Trust Company, as Subordination Agent, Wilmington Trust Company, as Loan Trustee, and
Wilmington Trust Company, in its individual capacity as set forth therein—incorporated by reference to
Exhibit 4.9 to our Current Report on Form 8-K dated November 12, 2019 and filed on November 12, 2019.
4.2(i)
Indenture and Security Agreement (N976JT), dated as of November 12, 2019, between JetBlue Airways
Corporation and Wilmington Trust Company, as Loan Trustee—incorporated by reference to Exhibit 4.10 to
our Current Report on Form 8-K dated November 12, 2019 and filed on November 12, 2019.
4.2(j)
Form of Series 2019-1 Equipment Notes—incorporated by reference to Exhibit 4.11 to our Current Report
on Form 8-K dated November 12, 2019 and filed on November 12, 2019.
4.2(k)t
Schedule I - incorporated by reference to Exhibit 99.1 to our current report on Form 8-K dated November 12,
2019 and filed on November 12, 2019.
4.2(1)
Trust Supplement No. 2020-1A, dated as of August 17, 2020, between JetBlue Airways Corporation and
Wilmington Trust Company, as Class A Trustee, to the Pass Through Trust Agreement dated as of
November 12, 2019—incorporated by reference to Exhibit 4.2 to our Current Report on Form 8-K dated
August 17, 2020 and filed on August 18, 2020.
4.2(m)
Trust Supplement No. 2020-1B, dated as of August 17, 2020, between JetBlue Airways Corporation and
Wilmington Trust Company, as Class B Trustee, to the Pass Through Trust Agreement dated as of November
12, 2019—incorporated by reference to Exhibit 4.3 to our Current Report on Form 8-K dated August 17,
2020 and filed on August 18, 2020.
4.2(n)
Form of Pass Through Trust Certificate, Series 2020-1A—incorporated by reference to Exhibit A to Exhibit
4.2 to our Current Report on Form 8-K dated August 17, 2020 and filed on August 18, 2020.
4.2(o)
Form of Pass Through Trust Certificate, Series 2020-1B—incorporated by reference to Exhibit A to Exhibit
4.3 to our Current Report on Form 8-K dated August 17, 2020 and filed on August 18, 2020.
4.2(p)^
Intercreditor Agreement (2020-1), dated as of August 17, 2020, among JetBlue Airways Corporation,
Wilmington Trust Company, as Trustee of the JetBlue Airways Pass Through Trust 2020-1A and the JetBlue
Airways Pass Through Trust 2020-1B, Natixis S.A., acting through its New York Branch, as Class A
Liquidity Provider and Class B Liquidity Provider, and Wilmington Trust Company, as Subordination Agent
—incorporated by reference to Exhibit 4.6 to our Current Report on Form 8-K dated August 17, 2020 and
filed on August 18, 2020.
4.2(q)^
Revolving Credit Agreement (2020-1A), dated as of August 17, 2020, between Wilmington Trust Company,
as Subordination Agent, as agent and trustee for the trustee of JetBlue Airways Pass Through Trust 2020-1A
and as Borrower, and Natixis S.A., acting through its New York Branch, as Class A Liquidity Provider—
incorporated by reference to Exhibit 4.7 to our Current Report on Form 8-K dated August 17, 2020 and filed
on August 18, 2020.
4.2(r)^
Revolving Credit Agreement (2020-1B), dated as of August 17, 2020, between Wilmington Trust Company,
as Subordination Agent, as agent and trustee for the trustee of JetBlue Airways Pass Through Trust 2020-1B
and as Borrower, and Natixis S.A., acting through its New York Branch, as Class B Liquidity Provider—
incorporated by reference to Exhibit 4.8 to our Current Report on Form 8-K dated August 17, 2020 and filed
on August 18, 2020.
4.2(s)Att
Participation Agreement (N946JL), dated as of August 17, 2020, among JetBlue Airways Corporation,
Wilmington Trust Company, as Pass Through Trustee under the Pass Through Trust Agreements,
Wilmington Trust Company, as Subordination Agent, Wilmington Trust Company, as Loan Trustee, and
Wilmington Trust Company, in its individual capacity as set forth therein—incorporated by reference to
Exhibit 4.9 to our Current Report on Form 8-K dated August 17, 2020 and filed on August 18, 2020.
4.2(t)
Indenture and Security Agreement (N946JL), dated as of August 17, 2020, between JetBlue Airways
tt"
Corporation and Wilmington Trust Company, as Loan Trustee—incorporated by reference to Exhibit 4.10 to
our Current Report on Form 8-K dated August 17, 2020 and filed on August 18, 2020.
104
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4.2(u)
Participation Agreement (N2002J), dated as of August 17, 2020, among JetBlue Airways Corporation,
lir
Wilmington Trust Company, as Pass Through Trustee under the Pass Through Trust Agreements,
Wilmington Trust Company, as Subordination Agent, Wilmington Trust Company, as Loan Trustee, and
Wilmington Trust Company, in its individual capacity as set forth therein—incorporated by reference to
Exhibit 4.11 to our Current Report on Form 8-K dated August 17, 2020 and filed on August 18, 2020.
4.2(v)
Indenture and Security Agreement (N2002J), dated as of August 17, 2020, between JetBlue Airways
lir
Corporation and Wilmington Trust Company, as Loan Trustee—incorporated by reference to Exhibit 4.12 to
our Current Report on Form 8-K dated August 17, 2020 and filed on August 18, 2020.
4.2(w)^
Form of Series 2020-1 Equipment Notes—incorporated by reference to Exhibits 4.10 and 4.12 to our Current
Report on Form 8-K dated August 17, 2020 and filed on August 18, 2020.
4.2(x)tt
Schedule I (setting forth the details by which the documents referred to therein differ from the corresponding
representative sample of documents included as Exhibits 4.3(s) and 4.3(t) with respect to Aircraft bearing
Registration No. N946JL)—incorporated by reference to Exhibit 99.1 to our Current Report on Form 8-K
dated August 17, 2020 and filed on August 18, 2020.
4.2(y)tft
Schedule II (setting forth the details by which the documents referred to therein differ from the
corresponding representative sample of documents included as Exhibits 4.3(u) and 4.3(v) with respect to
Aircraft bearing Registration No. N2002J)—incorporated by reference to Exhibit 99.2 to our Current Report
on Form 8-K dated August 17, 2020 and filed on August 18, 2020.
4.2(z)
Trust Supplement No. 2019-1B, dated as of August 27, 2020, between JetBlue Airways Corporation and
Wilmington Trust Company, as Class B Trustee, to the Pass Through Trust Agreement dated as of November
12, 2019—incorporated by reference to Exhibit 4.2 to our Current Report on Form 8-K dated August 27,
2020 and filed on August 28, 2020.
4.2(aa)
Form of Pass Through Trust Certificate, Series 2019-1B—incorporated by reference to Exhibit A to Exhibit
4.2 to our Current Report on Form 8-K dated August 27, 2020 and filed on August 28, 2020.
4.2(ab)^
Amended and Restated Intercreditor Agreement (2019-1), dated as of August 27, 2020, among JetBlue
Airways Corporation, Wilmington Trust Company, as Trustee of the JetBlue Airways Pass Through Trust
2019-1AA, the JetBlue Airways Pass Through Trust 2019-1A and the JetBlue Airways Pass Through Trust
2019-1B, Credit Agricole Corporate and Investment Bank, acting through its New York Branch, as Class AA
Liquidity Provider, Class A Liquidity Provider and Class B Liquidity Provider, and Wilmington Trust
Company, as Subordination Agent—incorporated by reference to Exhibit 4.4 to our Current Report on Form
8-K dated August 27, 2020 and filed on August 28, 2020.
4.2(ac)^
Revolving Credit Agreement (2019-1B), dated as of August 27, 2020, between Wilmington Trust Company,
as Subordination Agent, as agent and trustee for the trustee of JetBlue Airways Pass Through Trust 2019-1B
and as Borrower, and Credit Agricole Corporate and Investment Bank, acting through its New York Branch,
as Class B Liquidity Provider—incorporated by reference to Exhibit 4.5 to our Current Report on Form 8-K
dated August 27, 2020 and filed on August 28, 2020.
4.2(ad)
iittA
First Amendment to Participation Agreement (N976JT), dated as of August 27, 2020, among JetBlue
Airways Corporation, Wilmington Trust Company, as Pass Through Trustee under the Pass Through Trust
Agreements, Wilmington Trust Company, as Subordination Agent, Wilmington Trust Company, as Loan
Trustee, and Wilmington Trust Company, in its individual capacity as set forth therein—incorporated by
reference to Exhibit 4.6 to our Current Report on Form 8-K dated August 27, 2020 and filed on August 28,
2020.
4.2(ae)tilt§
First Amendment to Indenture and Security Agreement (N976JT), dated as of August 27, 2020, between
JetBlue Airways Corporation and Wilmington Trust Company, as Loan Trustee—incorporated by reference
to Exhibit 4.7 to our Current Report on Form 8-K dated August 27, 2020 and filed on August 28, 2020.
4.2(af)§
Form of Series 2019-1 Equipment Notes—incorporated by reference to Exhibit 4.11 to our Form 8-K filed
on November 12, 2019, as amended by Exhibit 4.7 to our Current Report on Form 8-K dated August 27,
2020 and filed on August 28, 2020.
105
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4.2(ag)tilt
Schedule I (setting forth the details by which the documents referred to therein differ from the corresponding
representative sample of documents included as Exhibits 4.3(ad) and 4.3(ae) with respect to Aircraft bearing
Registration No. N976JT)—incorporated by reference to Exhibit 99.1 to our Current Report on Form 8-K
dated August 27, 2020 and filed on August 28, 2020.
4.3
Summary of Rights to Purchase Series A Participating Preferred Stock—incorporated by reference to
Exhibit 4.4 to the Registration Statement on Form 5-1, as amended (File No. 333-82576).
4.4
Indenture, dated March 25, 2021, between JetBlue Airways Corporation, as issuer, and Wilmington Trust,
National Association, as trustee—incorporated by reference to Exhibit 4.1 to our Quarterly Report on Form
10-Q for the quarter ended March 31, 2021.
4.4(a)
Form of 0.50% Convertible Senior Note due 2026, dated March 25, 2021—incorporated by reference to
Exhibit 4.2 to our Quarterly Report on Form 10-Q for the quarter ended March 31, 2021.
4.5
Warrant Agreement, dated as of April 23, 2020, between JetBlue Airways Corporation and the United States
Department of the Treasury—incorporated by reference to Exhibit 4.1 to our Quarterly Report on Form 10-Q
for the quarter ended March 31, 2020.
4.5(a)
Form of Warrant—incorporated by reference to Exhibit 4.2 to our Quarterly Report on Form 10-Q for the
quarter ended March 31, 2020.
4.6
Warrant Agreement, dated as of September 29, 2020, between JetBlue Airways Corporation and the United
States Department of the Treasury—incorporated by reference to Exhibit 4.1 to our Quarterly Report on
Form 10-Q for the quarter ended September 30, 2020.
4.6(a)
Form of Warrant—incorporated by reference to Exhibit 4.1(a) to our Quarterly Report on Form 10-Q for the
quarter ended September 30, 2020.
4.7
Warrant Agreement, dated as of January 15, 2021, between JetBlue Airways Corporation and the United
States Department of the Treasury—incorporated by reference to Exhibit 4.16 to our Annual Report on
Form 10-K for the year ended December 31, 2020.
4.7(a)
Form of Warrant—incorporated by reference to Exhibit 4.16(a) to our Annual Report on Form 10-K for the
year ended December 31, 2020.
4.8
Warrant Agreement, dated as of May 6, 2021, between JetBlue Airways Corporation and the United States
Department of the Treasury—incorporated by reference to Exhibit 4.1 to our Quarterly Report on Form 10-Q
for the quarter ended June 30, 2021.
4.8(a)
Form of Warrant—incorporated by reference to Exhibit 4.2 to our Quarterly Report on Form 10-Q for the
quarter ended June 30, 2021.
4.9§
Indenture, dated as of August 27, 2024, by and among JetBlue Airways Corporation and JetBlue Loyalty, LP
as Issuers, the Subsidiaries of JetBlue Airways Corporation party thereto as Guarantors and Wilmington
Trust, National Association, as Trustee and Collateral Custodian—incorporated by reference to Exhibit 4.1 to
our Quarterly Report on Form 10-Q for the quarter ended September 30, 2024.
4.10
Indenture, dated August 16, 2024, between JetBlue Airways Corporation, as issuer, and Wilmington Trust,
National Association, as trustee—incorporated by reference to Exhibit 4.2 to our Quarterly Report on Form
10-Q for the quarter ended September 30, 2024.
4.11
Form of 2.5% Convertible Senior Note due 2029—incorporated by reference to Exhibit 4.2 to our Current
Report on Form 8-K dated August 16, 2024.
4.12
Description of Registrant's Securities Registered Pursuant to Section 12 of the Securities Exchange Act of
1934-incorporated by reference to Exhibit 4.9 to our Annual Report on Form 10-K for the year ended
December 31, 2023.
10.1+
Form of Indemnification and Advancement Agreement.
106
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10.2
Agreement of Lease (Port Authority Lease No. AYD-350), dated November 22, 2005, between The Port
Authority of New York and New Jersey and JetBlue Airways Corporation—incorporated by reference to
Exhibit 10.30 to our Annual Report on Form 10-K for the year ended December 31, 2005 (File No.
000-49728).
10.2(a)
Supplement No. 3 to Agreement of Lease, dated July 1, 2012 between The Port Authority of New York and
New Jersey and JetBlue Airways Corporation—incorporated by reference to Exhibit 10.20(a) to our
Quarterly Report on Form 10-Q for the quarter ended March 31, 2013.
10.3*
Amended and Restated 2002 Stock Incentive Plan, dated November 7, 2007, and form of award agreement—
incorporated by reference to Exhibit 10.21 to the Annual Report for Form 10-K for the year ended December
31, 2008 (File No. 000-49728).
10.4*
JetBlue Airways Corporation Executive Change in Control Severance Plan, dated as of June 28, 2007—
incorporated by reference to Exhibit 10.1 to our Current Report on Form 8-K, dated June 28, 2007 (File No.
000-49728).
10.4(a)*
Amendment to the Executive Change in Control Severance Plan, dated May 4, 2023—incorporated by
reference to Exhibit 10.1 to our Current Report on Form 8-K dated May 4, 2023 and filed on May 5, 2023.
10.5*
JetBlue Airways Corporation 2011 Incentive Compensation Plan—incorporated by reference to Exhibit
10.31(a) to our Quarterly Report on Form 10-Q for the quarter ended June 30, 2011.
10.5(a)*
Amended and Restated JetBlue Airways Corporation 2011 Incentive Compensation Plan—incorporated by
reference to Exhibit 10.2 to our Quarterly Report on Form 10-Q for the quarter ended June 30, 2015.
10.5(b)*
Amended and Restated JetBlue Airways Corporation 2011 Incentive Compensation Plan form of Deferred
Stock Unit Award Agreement—incorporated by reference to Exhibit 10.2(b) to our Quarterly Report on
Form 10-Q for the quarter ended June 30, 2015.
10.6^-F
Airbus A320 Family Purchase Agreement, dated October 19, 2011, between Airbus S.A.S. and JetBlue
Airways Corporation, including Letter Agreements 1-8, each dated as of same date.
10.6(a)^-F
Amendment No. 1 to Airbus A320 Family Purchase Agreement, dated as of October 25, 2013, between
Airbus S.A.S. and JetBlue Airways Corporation, including Amended and Restated Letter Agreements 1, 2, 3
and 6, each dated as of the same date.
10.6(b)A+
Amendment No. 2 to Airbus A320 Family Purchase Agreement, dated as of November 19, 2014, between
Airbus S.A.S. and JetBlue Airways Corporation, including Amended and Restated Letter Agreements 1 and
3, each dated as of the same date.
10.6(c)^-F
Amendment No. 3 to Airbus A320 Family Purchase Agreement, dated as of July 26, 2016, between Airbus
S.A.S. and JetBlue Airways Corporation.
10.6(d)A+
Amendment No. 4 to Airbus A320 Family Purchase Agreement, dated as of July 26, 2016, between Airbus
S.A.S. and JetBlue Airways Corporation, including Amended and Restated Letter Agreements 1, 2, 3 and 6
and Letter Agreement 9, each dated as of the same date.
10.6(e)^-F
Amendment No. 5 to Airbus A320 Family Purchase Agreement, dated as of August 9, 2016, between Airbus
S.A.S. and JetBlue Airways Corporation.
10.6(f)^+
Amendment No. 6 to Airbus A320 Family Purchase Agreement, dated as of April 11, 2017, between Airbus
S.A.S. and JetBlue Airways Corporation.
10.6(g)^+
Amendment No. 7 to Airbus A320 Family Purchase Agreement, dated as of April 25, 2017, between Airbus
S.A.S. and JetBlue Airways Corporation.
10.6(h)A+
Amendment No. 8 to Airbus A320 Family Purchase Agreement, dated as of December 19, 2017, between
Airbus S.A.S. and JetBlue Airways Corporation.
10.6(i)A-F
Amendment No. 9 to Airbus A320 Family Purchase Agreement, dated as of March 30, 2018, between Airbus
S.A.S. and JetBlue Airways Corporation.
10.6(j)A-F
Amendment No. 10 to Airbus A320 Family Purchase Agreement, dated as of July 7, 2018, between Airbus
S.A.S. and JetBlue Airways Corporation.
107
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10.6(k)"+
Amendment No. 11 to Airbus A320 Family Purchase Agreement, dated as of December 31, 2018, between
Airbus S.A.S. and JetBlue Airways Corporation.
10.6(1)^
Amendment No. 12 to Airbus A320 Family Purchase Agreement, dated as of April 9, 2019, between Airbus
S.A.S. and JetBlue Airways Corporation-incorporated by reference to Exhibit 10.1 to our Quarterly Report
on Form 10-Q for the quarter ended June 30, 2019.
10.6(m)^
Amendment No. 13 to Airbus A320 Family Purchase Agreement, dated as of June 20, 2019, between Airbus
S.A.S. and JetBlue Airways Corporation-incorporated by reference to Exhibit 10.2 to our Quarterly Report
on Form 10-Q for the quarter ended June 30, 2019.
10.6(n)^
Amendment No. 14 to Airbus A320 Family Purchase Agreement, dated as of May 4, 2020, between Airbus
S.A.S. and JetBlue Airways Corporation—incorporated by reference to Exhibit 10.4 to our Quarterly Report
on Form 10-Q for the quarter ended June 30, 2020.
10.6(o)^
Amendment No. 15 to Airbus A320 Family Purchase Agreement, dated as of October 8, 2020, between
Airbus S.A.S. and JetBlue Airways Corporation—incorporated by reference to Exhibit 10.33(p) to our
Annual Report on Form 10-K for the year ended December 31, 2020.
10.6(p)^
Amendment No. 16 to Airbus A320 Family Purchase Agreement, dated as of November 1, 2023, between
Airbus S.A.S. and JetBlue Airways Corporation—incorporated by reference to Exhibit 10.8 to our Annual
Report on Form 10-K for the year ended December 31, 2023.
10.6(q)^§
Amendment No. 17 to the A320 Family Aircraft Purchase Agreement, dated as of October 19, 2011, between
Airbus S.A.S. and JetBlue Airways Corporation—incorporated by reference to Exhibit 10.6 to our Quarterly
Report on Form 10-Q for the year ended March 31, 2024.
10.6(r)^§
Amendment No. 18 to Airbus A320 Family Purchase Agreement, dated as of July 26, 2024, between Airbus
S.A.S. and JetBlue Airways Corporation—incorporated by reference to Exhibit 10.2 to our Quarterly Report
on Form 10-Q for the quarter ended September 30, 2024.
10.7^
Second Amended and Restated Credit and Guaranty Agreement, dated as of October 21, 2022, among
JetBlue Airways Corporation, as Borrower, the Subsidiaries of the Borrower party thereto as Guarantors, the
Lenders party thereto and Citibank, N.A., as Administrative Agent—incorporated by reference to Exhibit
10.1 to our Current Report on Form 8-K dated October 21, 2022 and filed on October 24, 2022.
10.7(a)^
10.7(b)^+§
10.8§
10.9*
10.10*
10.10(a)*
First Amendment to the Second Amended and Restated Credit and Guaranty Agreement, dated as of October
17, 2023, among JetBlue Airways Corporation, as Borrower, the Subsidiaries of the Borrower party thereto
as Guarantors, the Lenders party thereto and Citibank, N.A., as Administrative Agent—incorporated by
reference to Exhibit 10.9 to our Annual Report on Form 10-K for the year ended December 31, 2024.
Second Amendment to the Second Amended and Restated Credit and Guaranty Agreement, dated as of July
29, 2024, among JetBlue Airways Corporation, as Borrower, the Subsidiaries of the Borrower party thereto
as Guarantors, the Lenders party thereto and Citibank, N.A., as Administrative Agent.
Term Loan Credit and Guaranty Agreement, dated as of August 27, 2024, by and among JetBlue Airways
Corporation and JetBlue Loyalty, LP as Borrowers, the Subsidiaries of JetBlue Airways Corporation party
thereto as Guarantors, the Lenders party thereto, Barclays Bank PLC, as Administrative Agent, Wilmington
Trust, National Association, as Collateral Administrator—incorporated by reference to Exhibit 10.4 to our
Quarterly Report on Form 10-Q for the quarter ended September 30, 2024.
JetBlue Airways Corporation Retirement Plan, amended and restated effective as of January 1, 2013—
incorporated by reference to Exhibit 10.39 to our Annual Report on Form 10-K for the year ended December
31, 2013.
Employment Agreement, dated February 12, 2015, between JetBlue Airways Corporation and Robin Hayes
—incorporated by reference to Exhibit 10.41 to our Annual Report on Form 10-K for the year ended
December 31, 2014.
Amendment No. 1 to the Employment Agreement, dated February 16, 2017, between JetBlue Airways
Corporation and Robin Hayes—incorporated by reference to Exhibit 10.41(a) to our Current Report on Form
8-K filed on February 22, 2017.
108
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108
10.10(b)*
Amendment No. 2 to the Employment Agreement between JetBlue Airways Corporation and Robin Hayes,
dated February 13, 2020—incorporated by reference to Exhibit 10.41(B) to our Current Report on Form 8-K
dated February 13, 2020 and filed on February 18, 2020.
10.10(c)*
Amendment No. 3 to the Employment Agreement between JetBlue Airways Corporation and Robin Hayes
dated September 5, 2021—incorporated by reference to Exhibit 10.2 to our Current Report on Form 8-K
dated September 5, 2021 and filed on September 7, 2021.
10.10(d)*
Amendment No. 4 to the Employment Agreement between JetBlue Airways Corporation and Robin Hayes
dated December 8, 2022—incorporated by reference to exhibit 10.41(d) to our Current Report on Form 8-K
dated December 8, 2022 and filed on December 9, 2022.
10.10(e)*
Transition Agreement and General Release, dated February 11, 2024, between JetBlue Airways Corporation
and Robin N. Hayes—incorporated by reference to Exhibit 10.11(e) to our Annual Report on Form 10-K for
the year ended December 31, 2023).
10.11*
Employment Agreement between JetBlue Airways Corporation and Joanna Geraghty, dated June 21, 2023—
incorporated by reference to Exhibit 10.1 to our Current Report on Form 8-K dated June 21, 2023 and filed
on June 23, 2023.
10.12*
Employment Agreement, dated as of February 11, 2024, by and between JetBlue Airways Corporation and
Joanna Geraghty—incorporated by reference to Exhibit 10.1 to our Current Report on Form 8-K/A dated
February 14, 2024.
10.13*
Offer Letter between JetBlue Airways Corporation and Martin St. George, dated February 6, 2024—
incorporated by reference to Exhibit 10.1 to our Current Report on Form 8-K dated February 7, 2024.
10.14*
Separation Agreement and General Release, dated as of July 20, 2024, by and between JetBlue Airways
Corporation and Brandon Nelson—incorporated by reference to Exhibit 10.1 to our Current Report on Form
8-K dated July 23, 2024.
10.15
Director Appointment and Nomination Agreement, dated February 16, 2024, by and among the Icahn Group
and JetBlue—incorporated by reference to Exhibit 10.1 to our Current Report on Form 8-K dated February
16, 2024.
10.16^-F
Amended and Restated PW1100G-JM Engine Purchase and Support Agreement by and between
International Aero Engines, LLC and JetBlue Airways Corporation, dated as of March 30, 2018.
10.17
Payroll Support Program Agreement, dated as of April 23, 2020, between JetBlue Airways Corporation and
the United States Department of the Treasury—incorporated by reference to Exhibit 10.3 to our Quarterly
Report on Form 10-Q for the quarter ended March 31, 2020.
10.18
Promissory Note, dated as of April 23, 2020, issued by JetBlue Airways Corporation in the name of the
United States of the Treasury—incorporated by reference to Exhibit 10.4 to our Quarterly Report on Form
10-Q for the quarter ended March 31, 2020.
10.19*
JetBlue Airways Corporation 2020 Omnibus Equity Incentive Plan—incorporated by reference to Exhibit
10.31 to our Current Report on From 8-K dated May 14, 2020 and filed on May 20, 2020.
10.19(a)*
Amendment to the JetBlue Airways Corporation 2020 Omnibus Equity Incentive Plan—incorporated by
reference to Exhibit 10.3 to our Quarterly Report on Form 10-Q for the quarter ended June 30, 2023.
10.19(b)*
Amendment to the JetBlue Airways Corporation 2020 Omnibus Equity Incentive Plan—incorporated by
reference to Exhibit 10.1 to our Current Report on Form 8-K dated May 17, 2024 and filed on May 23, 2024.
10.19(c)*
Form of Performance Stock Unit Award Agreement (2020 Omnibus Incentive Plan)—incorporated by
reference to Exhibit 10.1 to our Quarterly Report on Form 10-Q for the quarter ended March 31, 2023.
10.19(d)*
Form of RSU Award Agreement for Non-Employee Directors (2020 Omnibus Incentive Plan)—incorporated
by reference to Exhibit 10.8 to our Quarterly Report on Form 10-Q for the quarter ended June 30, 2021.
10.19(e)*
Form of RSU Award Agreement, Crewmembers (2020 Omnibus Incentive Plan)—incorporated by reference
to Exhibit 10.9 to our Quarterly Report on Form 10-Q for the quarter ended June 30, 2021.
109
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109
10.19(f)*
Form of Deferred Stock Unit Award Agreement (2020 Omnibus Incentive Plan)—incorporated by reference
to Exhibit 10.10 to our Quarterly Report on Form 10-Q for the quarter ended June 30, 2021.
10.19(g)*
Form of Performance Cash Award Agreement—incorporated by reference to Exhibit 10.1 to our Quarterly
Report on Form 10-Q for the quarter ended March 31, 2022.
10.19(h)*
Form of Performance Stock Unit Award Agreement (Transaction Incentives)—incorporated by reference to
Exhibit 10.2 to our Quarterly Report on Form 10-Q for the quarter ended March 31, 2023.
10.19(i)*
Form of Executive Award Agreement (award vesting on May 1, 2023, February 1, 2024, and February 1,
2025)—incorporated by reference to Exhibit 10.3 to our Quarterly Report on Form 10-Q for the quarter
ended March 31, 2022.
10.20*
JetBlue Airways Corporation 2020 Crewmember Stock Purchase Plan—incorporated by reference to Exhibit
10.35 to our Current Report on Form 8-K dated May 14, 2020 and filed on May 20, 2020.
10.20(a)*
Amendment to the JetBlue Airways Corporation 2020 Crewmember Stock Purchase Plan—incorporated by
reference to Exhibit 10.2 to our Quarterly Report on Form 10-Q for the quarter ended June 30, 2023.
10.20(b)*
Amendment to the JetBlue Airways Corporation 2020 Crewmember Stock Purchase Plan—incorporated by
reference to Exhibit 10.2 to our Current Report on Form 8-K dated May 17, 2024 and filed on May 23, 2024.
10.21*
Amended and Restated JetBlue Airways Corporation Severance Plan dated July 8, 2020—incorporated by
reference to Exhibit 10.2 to our Quarterly Report on Form 10-Q for the quarter ended September 30, 2020.
10.22^
Northeast Alliance Agreement, dated as of July 15, 2020, between JetBlue Airways Corporation and
American Airlines, Inc.—incorporated by reference to Exhibit 10.3 to our Quarterly Report on Form 10-Q
for the quarter ended September 30, 2020.
10.22(a)^
First Amendment to the Northeast Alliance Agreement, dated as of September 11, 2020, between JetBlue
Airways Corporation and American Airlines, Inc.—incorporated by reference to Exhibit 10.54(a) to our
Annual Report on Form 10-K for the year ended December 31, 2020.
10.23^
Codeshare Agreement, dated as of July 15, 2020 between, JetBlue Airways Corporation and American
Airlines, Inc.—incorporated by reference to Exhibit 10.4 to our Quarterly Report on Form 10-Q for the
quarter ended September 30, 2020.
10.24^
Mutual Growth Incentive Agreement, dated as of July 15, 2020, between JetBlue Airways Corporation and
American Airlines, Inc.—incorporated by reference to Exhibit 10.5 to our Quarterly Report on Form 10-Q
for the quarter ended September 30, 2020.
10.25
Payroll Support Program Extension Agreement, dated as of January 15, 2021, between JetBlue Airways
Corporation and the United States Department of the Treasury—incorporated by reference to Exhibit 10.57
to our Annual Report on Form 10-K for the year ended December 31, 2020.
10.26
Promissory Note, dated as of January 15, 2021, issued by JetBlue Airways Corporation in the name of the
United States of the Treasury—incorporated by reference to Exhibit 10.58 to our Annual Report on Form 10-
K for the year ended December 31, 2020.
10.27
Payroll Support Program 3 Agreement, dated as of May 6, 2021, between JetBlue Airways Corporation and
the United States Department of the Treasury—incorporated by reference to Exhibit 10.1 to our Quarterly
Report on Form 10-Q for the quarter ended June 30, 2021.
10.28
Promissory Note, dated as of May 6, 2021 issued by JetBlue Airways Corporation in the name of the United
States Department of the Treasury—incorporated by reference to Exhibit 10.2 to our Quarterly Report on
Form 10-Q for the quarter ended June 30, 2021.
10.29
Termination Agreement, dated March 1, 2024, by and among JetBlue Airways Corporation, Sundown
Acquisition Corp., and Spirit Airlines, Inc.—incorporated by reference to Exhibit 10.1 to our Current Report
on Form 8-K dated March 4, 2024.
19+
JetBlue Insider Trading Policy.
110
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110
21.1+
List of Subsidiaries.
23+
Consent of Ernst & Young LLP.
31.1+
Rule 13a-14(a)/15d-14(a) Certification of the Chief Executive Officer.
31.2+
Rule 13a-14(a)/15d-14(a) Certification of the Chief Financial Officer.
32++
Section 1350 Certifications.
97.1
JetBlue Airways Corporation Policy For Recovery Of Erroneously Awarded Compensation—incorporated
by reference to Exhibit 97.1 to our Annual Report on Form 10-K for the year ended December 31, 2023.
99.1^
Commitment Letter, dated May 16, 2022, by and among Goldman Sachs Bank USA, Bank of America, N.A.,
BofA Securities, Inc., and JetBlue Airways Corporation—incorporated by reference to Exhibit 99.1 to our
Current Report on Form 8-K dated May 23, 2022 and filed on May 23, 2022.
101.INS+
XBRL Instance Document
101.SCH+
XBRL Taxonomy Extension Schema Document
101.DEF+
XBRL Taxonomy Extension Defmition Linkbase Document
101.CAL+
XBRL Taxonomy Extension Calculation Linkbase Document
101.LAB+
XBRL Taxonomy Extension Labels Linkbase Document
101.PRE+
XBRL Taxonomy Extension Presentation Linkbase Document
104
Cover Page Interactive Data File (embedded within the Inline XBRL document)
111
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t
Pursuant to Instruction 2 to Item 601 of Regulation S-K, Exhibit 4.3(k) filed herewith contains a list of documents
applicable to each Aircraft (other than Aircraft bearing Registration No. N976JT) that relate to the offering of the
JetBlue Airways Pass Through Certificates, Series 2019-1, which documents are substantially identical to those which
are filed herewith as Exhibits 4.3(h) and 4.3(i), except for the information identifying such Aircraft in question and
various information relating to the principal amounts of the Equipment Notes relating to such Aircraft. Exhibit 4.3(k)
sets forth the details by which such documents differ from the corresponding representative sample of documents filed
herewith as Exhibits 4.3(h) and 4.3(i) with respect to Aircraft bearing Registration No. N976JT.
11-
Pursuant to Instruction 2 to Item 601 of Regulation S-K, Exhibit 4.3(x), incorporated herein by reference to Exhibit
99.1 to our Current Report on Form 8-K dated August 17, 2020 and filed on August 18, 2020, contains a list of
documents applicable to each Aircraft (other than Aircraft bearing Registration No. N946JL) that relate to the offering
of the JetBlue Airways Pass Through Certificates, Series 2020-1, which documents are substantially identical to those
which were filed as Exhibits 4.9 and 4.10 to our Current Report on Form 8-K dated August 17, 2020 and filed on
August 18, 2020, incorporated by reference herein, except for the information identifying such Aircraft in question
and various information relating to the principal amounts of the Equipment Notes relating to such Aircraft. Exhibit
99.1 sets forth the details by which such documents differ from the corresponding representative sample of documents
filed as Exhibits 4.9 and 4.10 with respect to Aircraft bearing Registration No. N946JL.
Pursuant to Instruction 2 to Item 601 of Regulation S-K, Exhibit 4.3(y), incorporated herein by reference to Exhibit
99.2 to our Current Report on Form 8-K dated August 17, 2020 and filed on August 18, 2020, contains a list of
documents applicable to each Aircraft (other than Aircraft bearing Registration No. N2002J) that relate to the offering
of the JetBlue Airways Pass Through Certificates, Series 2020-1, which documents are substantially identical to those
which were filed as Exhibits 4.11 and 4.12 to our Current Report on Form 8-K dated August 17, 2020 and filed on
August 18, 2020, incorporated by reference herein, except for the information identifying such Aircraft in question
and various information relating to the principal amounts of the Equipment Notes relating to such Aircraft. Exhibit
99.2 sets forth the details by which such documents differ from the corresponding representative sample of documents
filed as Exhibits 4.11 and 4.12 with respect to Aircraft bearing Registration No. N2002J.
till
Pursuant to Instruction 2 to Item 601 of Regulation S-K, Exhibit 4.3(ag), incorporated herein by reference to Exhibit
99.1 to our Current Report on Form 8-K dated August 28, 2020 and filed on August 28, 2020, contains a list of
documents applicable to each Aircraft (other than Aircraft bearing Registration No. N976JT) that relate to the offering
of the JetBlue Airways Pass Through Certificates, Series 2019-1B, which documents are substantially identical to
those which were filed as Exhibits 4.6 and 4.7 to our Current Report on Form 8-K dated August 28, 2020 and filed on
August 28, 2020, incorporated by reference herein, except for the information identifying such Aircraft in question
and various information relating to the principal amounts of the Equipment Notes relating to such Aircraft. Exhibit
99.3 sets forth the details by which such documents differ from the corresponding representative sample of documents
filed as Exhibits 4.6 and 4.7 with respect to Aircraft bearing Registration No. N976JT.
+
Filed herewith
++
Furnished herewith
*
Compensatory plans in which the directors and executive officers of JetBlue participate.
A
Pursuant to Item 601(b)(10), information in this exhibit identified by brackets is confidential and has been excluded
because it (i) is not material and (ii) is the type of information that the registrant treats as private or confidential.
§
Pursuant to Item 601(a)(5) of Regulation S-K, schedules have been omitted and will be furnished on a supplemental
basis to the Securities and Exchange Commission upon request.
ITEM 16.
FORM 10-K SUMMARY
Omitted.
112
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SIGNATURES
Pursuant to the requirements of Section 13 or 15(d) of the Securities Exchange Act of 1934, the registrant has duly caused
this Report to be signed on its behalf by the undersigned, thereunto duly authorized.
JETBLUE AIRWAYS CORPORATION
(Registrant)
Date:
February 14, 2025
By: /s/ Dawn Southerton
Dawn Southerton
Vice President, Controller
(Principal Accounting Officer)
113
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KNOW ALL PERSONS BY THESE PRESENTS, that each person whose signature appears below constitutes and
appoints Eileen McCarthy as his or her attorney-in-fact with power of substitution for him or her in any and all capacities, to
sign any amendments, supplements or other documents relating to this Annual Report on Form 10-K which he or she deems
necessary or appropriate, and to file the same, with exhibits thereto, and other documents in connection therewith, with the
Securities and Exchange Commission, hereby ratifying and confirming all that such attorney-in-fact or their substitute may do
or cause to be done by virtue hereof.
Pursuant to the requirements of the Securities Exchange Act of 1934, this Report has been signed below by the following
persons on behalf of the registrant and in the capacities and on the dates indicated.
Signature
Capacity
Date
/s/ Joanna Geraghty
Chief Executive Officer and Director
February 14, 2025
Joanna Geraghty
(Principal Executive Officer)
/s/ Ursula Hurley
Chief Financial Officer
February 14, 2025
(Principal Financial Officer)
Ursula Hurley
/s/ Dawn Southerton
Dawn Southerton
/s/ Peter Boneparth
Peter Boneparth
/s/ Monte Ford
Monte Ford
/s/ Ellen Jewett
Ellen Jewett
/s/ Robert Leduc
Robert Leduc
/s/ Jesse Lynn
Jesse Lynn
/s/ Teri P. McClure
Teri P. McClure
/s/ Sean Menke
Sean Menke
/s/ Steven Miller
Steven Miller
/s/ Nik Mittal
Nik Mittal
/s/ Sarah Robb O'Hagan
Sarah Robb O'Hagan
/s/ Vivek Sharma
Vivek Sharma
/s/ Thomas Winkelmann
Thomas Winkelmann
Vice President, Controller, and Chief Accounting Officer
February 14, 2025
(Principal Accounting Officer)
Director
February 14, 2025
Director
February 14, 2025
Director
February 14, 2025
Director
February 14, 2025
Director
February 14, 2025
Director
February 14, 2025
Director
February 14, 2025
Director
February 14, 2025
Director
February 14, 2025
Director
February 14, 2025
Director
February 14, 2025
Director
February 14, 2025
114
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114
Financial Statement Schedule
JETBLUE AIRWAYS CORPORATION
SCHEDULE II—VALUATION AND QUALIFYING ACCOUNTS
(in millions)
Year Ended December 31, 2024
Balance at
beginning of
period
Additions
Charged to
Costs and
Expenses
Deductions
Balance at
end of
period
Valuation allowance for deferred tax assets
$
153 $
126 $
41
$
238
Allowance for obsolete inventory parts
35
8
43
Allowance for credit losses
3
3
(1)
6
Total
$
191 $
137 $
41
$
287
Year Ended December 31, 2023
Valuation allowance for deferred tax assets
$
90 $
69 $
6
$
153
Allowance for obsolete inventory parts
29
6
35
Allowance for credit losses
4
19
20 (1)
3
Total
$
123 $
94 $
26
$
191
Year Ended December 31, 2022
Valuation allowance for deferred tax assets
$
73 $
30 $
13
$
90
Allowance for obsolete inventory parts
24
5
29
Allowance for credit losses
3
16
15 (1)
4
Total
$
100 $
51
$
28
$
123
(1) Uncollectible accounts written off, net of recoveries.
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This page intentionally left blank
JetBlue Airways Corporation
Corporate Information
Directors
Ellen Jewett
Director; Managing Partner, Canoe Point
Capital, LLC
Joanna Geraghty
Director; Chief Executive Officer, JetBlue
Airways Corporation
Jesse Lynn
Director; General Counsel, Icahn Enterprises
L.P.; Chief Operating Officer, Icahn Capital LP
Monte Ford
Director
Nik Mittal
Director; President, Founder and Co-Portfolio
Manager, Molecule Ventures LLC
Peter Boneparth
Director
Robert Leduc
Director
Sarah Robb O'Hagan
Director
Steven D. Miller
Director; Portfolio Manager, Icahn LP
Sean Menke
Director
Teri P. McClure
Director
Thomas Winkelmann
Director; Executive Chair, Zeitfracht Group
Vivek Sharma
Director; Adjunct Professor of Data Science,
USC Marshall School of Business
Executive Officers
Joanna Geraghty
Chief Executive Officer
Warren Christie
Chief Operating Officer
Ursula Hurley
Chief Financial Officer
Martin St. George
President
Eileen McCarthy
General Counsel and Corporate Secretary
Carol Clements
Chief Digital and Technology Officer
Dawn Southerton
Vice President Controller and Principal
Accounting Officer
Annual Meeting
The Annual Meeting of Stockholders
will be held at 9:00 A.M., Eastern
Daylight Time, on May 14, 2025 and
will be conducted virtually.
Additional information is available in
the Company's 2025 Proxy Statement.
Transfer Agent
Computershare Inc.
Palatine, IL 60055
www.computershare.com
Stock Listing
The Nasdaq Global Select Market
Trading Symbol: JBLU
Investor Relations
JetBlue Investor Relations
Tel: +1 718 709 2202
ir@jetblue.com
Independent Auditors
Ernst & Young LLP
New York, NY
Forward-Looking Statements
This Annual Report contains forward-looking
statements within the meaning of the Private
Securities Litigation Reform Act of 1995, as
amended. We intend such forward-looking
statements to be covered by the safe harbor
provisions for forward-looking statements
contained in Section 27A of the Securities Act
of 1933, as amended, and Section 21E of the
Exchange Act. All statements other than statements
of historical facts contained in this Annual
Report may be forward-looking statements. In
some cases, you can identify forward-looking
statements by terms such as "expects," "plans,"
"intends," "anticipates," "indicates," "remains,"
"believes," "estimates," "forecast," "guidance,"
"outlook," "may," "will," "should," "seeks,"
"goals," "targets" or the negative of these terms or
other similar expressions. Additionally, forward-
looking statements include statements that do not
relate solely to historical facts, such as statements
which identify uncertainties or trends, discuss the
possible future effects of current known trends
or uncertainties, or which indicate that the future
effects of known trends or uncertainties cannot
be predicted, guaranteed, or assured. Forward-
looking statements contained in this Annual Report
include, without limitation, statements regarding
our outlook and future results of operations,
including our profitability goals, our business
strategy and plans for future operations, including
our cost savings initiatives, and sustainability and
diversity matters.
Given the risks and uncertainties surrounding
forward-looking statements, you should not place
undue reliance on these statements. You should
understand that many important factors, in addition
to those discussed or incorporated by reference
in this Annual Report, could cause our results
to differ materially from those expressed in the
forward-looking statements. Further information
concerning these and other factors is contained
in our filings with the SEC, including but not
limited to our Annual Report on Form 10-K for
the year ended December 31, 2024, as updated by
our other SEC filings. In light of these risks and
uncertainties, the forward-looking events discussed
in this Annual Report might not occur. Our
forward-looking statements speak only as of the
date of this Annual Report. Other than as required
by law, we undertake no obligation to update
or revise forward-looking statements, whether
as a result of new information, future events,
or otherwise.
© 2025 JetBlue Airways Corporation
© 2025 JetBlue Airways Corporation
JetBlue Airways Corporation
Corporate Information
Directors
Ellen Jewett
Director; Managing Partner, Canoe Point
Capital, LLC
Joanna Geraghty
Airways Corporation
Jesse Lynn
Director; General Counsel, Icahn Enterprises
Monte Ford
Director
Nik Mittal
Director; President, Founder and Co-Portfolio
Manager, Molecule Ventures LLC
Peter Boneparth
Director
Robert Leduc
Director
Sarah Robb O’Hagan
Director
Steven D. Miller
Director; Portfolio Manager, Icahn LP
Sean Menke
Director
Teri P. McClure
Director
Thomas Winkelmann
Director; Executive Chair, Zeitfracht Group
Vivek Sharma
Director; Adjunct Professor of Data Science,
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Joanna Geraghty
Warren Christie
Ursula Hurley
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Martin St. George
President
Eileen McCarthy
General Counsel and Corporate Secretary
Carol Clements
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Dawn Southerton
Vice President Controller and Principal
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Annual Meeting
The Annual Meeting of Stockholders
will be held at 9:00 A.M., Eastern
Daylight Time, on May 14, 2025 and
will be conducted virtually.
Additional information is available in
the Company’s 2025 Proxy Statement.
Transfer Agent
Computershare Inc.
Palatine, IL 60055
www.computershare.com
Stock Listing
The Nasdaq Global Select Market
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Investor Relations
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Tel: +1 718 709 2202
ir@jetblue.com
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Ernst & Young LLP
New York, NY
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“outlook,” “may,” “will,” “should,” “seeks,”
“goals,” “targets” or the negative of these terms or
other similar expressions. Additionally, forward-
looking statements include statements that do not
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