http://pwc.to/12ae6zj Une nouvelle étude de PwC met en lumière l’univers complexe du financement de l’aviation. « Aviation Financing – Fasten your seatbelts » affirme que le marché pourrait faire face à l’un des plus profonds bouleversements de son histoire récente. En effet, dans un contexte économique difficile, les banques européennes sont contraintes de diminuer leurs investissements dans le secteur. Si les investisseurs asiatiques semblent prêts à monter au créneau, le coût du crédit enregistre néanmoins des hausses plus ou moins fortes, dans un contexte où les commandes d’avions atteignent des niveaux record.

1. www.pwc.com
Aviation
finance
Fasten your
seatbelts
January 2013

2. Foreword
Shamshad Ali – Partner
T: +44 (0)20 7804 9600
M: +44 (0)7714 7 08756
E: shamshad.ali@uk.pwc.com
Aviation financing is a hot topic and The ongoing global economic
likely to remain so over the coming uncertainty, the European Sovereign
years, as the demand for financing debt crisis, the recent downgrading of
deliveries of new aircraft peaks at a time several European banks and increased
when long term financing becomes difficulty of accessing US dollar funding
unattractive for some of the has raised funding pressure. A number
incumbent banks. of predominantly European banks who
have historically played a key role are
On the one hand, record order books of retracting from the market. This is
aircraft manufacturers reflect a period causing tensions in the funding market,
of strong orders buoyed by both new which have been heightened by the
aircraft types and strong demand in the ongoing bank deleveraging process,
emerging markets. On the other, there which in part reflects the impact of new
are a number of headwinds in the regulations such as Basel III.
aircraft finance market which may make
these orders more difficult to finance, Conversely, in tough economic times
and potentially, more expensive. and a low interest rate environment
attractive yields are harder to find.
Investors are looking for hard assets
with good returns.
2 | Aviation finance | PwC

3. Neil Hampson – Partner
T: +44 (0)20 7804 9405
M: +44 (0)78414 97220
E: neil.r.hampson@uk.pwc.com
As a result we expect attractive We expect acceleration in the ongoing
opportunities to emerge in the aviation shift of financing from the traditional
financing sector for investors looking to aviation banks in the West to new
deploy large amounts of capital players from the East.
efficiently.
This report is based on a number of
Already we have seen new investment interviews with key personnel in this
flowing into this sector as funds backed market including CEO/CFOs of leading
by the governments of China, Singapore leasing businesses, airlines, European
and UAE have made sizeable investments banks and other financial institutions in
in this space. Other institutional Asia, ME and Europe to understand and
investors such as sovereign wealth analyse the latest trends in the market.
funds, insurance companies, pension We hope this research will better inform
funds and certain private equity funds the investor community. Despite the
could also be interested in investing in challenges, aircraft financing is an
aircraft assets. opportunity for new entrants to earn
attractive yields, provided the asset type
and the timing is right!
PwC | Aviation finance | 3

4. At a glance
The industry has seen record Finance is likely to be available
aircraft orders driven by the for the new aircraft as new
operational needs of airlines. investors from the East flock
Finding funds for these orders to the sector, replacing the
will be a challenge traditional banks from the
West but…
Current orders for new aircraft are at Aircraft deliveries over the next three-
unprecedented levels, driven by the five years will need to be financed at a
replacement of ageing fleets in North time when liquidity is scarcer and risk is
America, demand for fuel efficient being repriced. The key challenge for
aircraft and market growth in the airlines, who have record orders in
emerging markets. place, will be to find financing at a
competitive rate in an exceptionally
Though airlines are currently facing a tough economic environment.
number of headwinds, orders are
expected to be fulfilled. Historically, an Based on our interviews, we believe that
airline’s financial performance has not financing is likely to be found but
had a significant impact on their ability potentially, at a higher price. This is
to secure and finance new aircraft already attracting new investors
deliveries. Although airlines can either particularly from the Far East, with a
defer or cancel orders, there is an number of banks from Japan and China
operational requirement to re-fleet snapping up aviation assets. We expect
the global aircraft pool with more this trend to accelerate.
efficient aircraft.
But, more of this will need to happen
and airlines and lessors will need to be
more inventive and work harder to find
additional sources of funding and
potentially develop new products.
There have been recent attempts for
example the Doric II (UK-listed)
Emirates financing vehicle and German
bond backed by an aircraft mortgage (a
new product first used by Nord LB in
July 2012).
4 | Aviation finance | PwC

5. …financing will be expensive as Some question marks remain In the current economic
regulatory changes and economic around financing of second-hand environment of low interest rates
conditions make capital scarcer. fleets as their values and rentals and economic uncertainty, the
It remains to be seen who will pay soften aviation sector could offer an
for the incremental costs. attractive alternative to new
investors
Although it already costs more to As airlines take delivery of new aircraft, Aviation finance could provide an
arrange financing within the aviation owners must be found for second-hand attractive opportunity to deploy
industry compared to a few years ago, aircraft. In the past, airlines from large amounts of capital efficiently in
we expect the cost of financing could developing economies have taken these, ‘hard assets’.
increase further as regulatory changes which has created a natural flow of
take shape in particular Basel III and the ownership. This is changing as new and This sector is particularly attractive at a
implementation of the new Aircraft smaller airlines place orders for new time when investor confidence in stocks
Sector Understanding (ASU) from 2013. aircraft direct with manufacturers, and other financial assets is lower. An
often taking advantage of Export Credit interesting barometer of demand for
What’s more, as the challenges that the Agency (ECA) finance. This, together investing in aircraft financing is that
banking industry faces, and in with concerns of oversupply of some investor demand for investing in the
particular the European banks who aircraft types, particularly narrow body, Japanese Operating Lease (JOL) market
traditionally have been dominant in this could put aircraft values and lease rates is at a near time high.
space, continue to play out, we expect to under pressure.
see some banks retreating from this New investors are already entering
market which will intensify the These factors could have a significant this space, but the general consensus
competition to obtain aircraft financing impact on the demand for the second- among the experts interviewed by
and the cost of financing will likely hand fleet going forward. If values of PwC is that more needs to be done to
further increase. aircraft are driven down, this could ensure better understanding of the
raise questions around financing these sector by investor groups.
Time will tell what if any impact the older aircraft, even if there is a willing
higher cost of financing will have on the customer, as the risk of financing such
cost of travel. aircraft increases.
PwC | Aviation finance | 5

6. 6 | Aviation finance | PwC

7. The opportunity
to invest
01
PwC | Aviation finance | 7

8. Aviation financing offers potential investors
absolute returns backed by hard assets...
Industry view: ‘We expect Japanese banks The ongoing shift from the
to be active in this market’ traditional aviation banks in Europe
to newer players from the East and
Garry Burke, Global Head Structured Finance, North America will continue over the
Standard Chartered Bank next few years
The next few years will be crucial for The general consensus amongst the
aviation financing as new aircraft experts we interviewed was that the
deliveries peak at a time when many of industry needs to do more to ensure that
the traditional commercial banks potential investors understand it better.
remain under pressure.
All key players such as airlines, banks,
New investors are already entering this leasing companies will have to work
space as aviation finance is an asset class harder to attract new investors to the
which can offer attractive returns which sector and create innovative products
are secured against an underlying asset. which can broaden the investor pool.
Why invest in aviation
financing?
• Deploys large amounts of capital
efficiently.
• Relatively predictable returns
although residual values,
especially for older aircraft, can
be volatile.
• Aircraft – the underlying asset – is
truly global in its recognition and
usage.
• Investment typically secured by a
‘hard asset’, supported by
International regulations such as
the Cape Town Treaty.
• Highly mobile asset – helps with
reclaiming and redeploying the
asset in case of a default.
8 | Aviation finance | PwC

9. ...and is already attracting the attention of various
investors
Industry view: ‘I would expect that the rising cost Aviation financing sector exhibits the
of capital from traditional lenders will open sort of characteristics that would
opportunities for new sources of capital in the attract institutional investors such
aviation finance market’ as sovereign wealth funds, insurance
Ricky Thirion, Vice President and Group Treasurer, companies, pension funds and
Etihad Airways certain private equity funds
Sovereign Wealth Financial Investors/
Funds (SWF) Private Equity
We have already seen a number of At first glance, aviation financing may
SWF-backed funds such as China, not be an obvious investment for PE.
Singapore and UAE investing in this
asset class. But, we have already seen a number of
financial investors backing leasing
This is unsurprising given their access businesses with recent ventures e.g.
to US dollar funding, longer term Cinven, CVC, GIC and Oak Hill’s
investment horizon and appetite for investment in Avolon, Carlyle’s investment
deploying larger amounts of capital in RPK, Cerberus Capital’s investment in
efficiently. AerCap, Oaktree’s investment in Jackson
Square Aviation (now exited) and Terra
With the potential for developing Firma’s investment in AWAS.
new structures, we expect further
involvement of SWFs going forward. We expect to see further deal activity in
this space.
Far Eastern Banks
Banks from the Far East have been at the
forefront of some of the larger deals, for
example, the acquisition of RBS Aviation
by Japanese Bank Sumitomo Mitsui, the
sale of DVB’s 60% share in TES to
Development Bank of Japan and
Mitsubishi Corporation and the recent
acquisition of Jackson Square Aviation
also by a Mitsubishi Corporation entity.
Some Chinese banks may also be keen to
expand into the sector e.g. press reports
suggest CDB was the under bidder for
RBS Aviation.
We believe the recent trend of a shift in
aviation assets from European banks to
the banks in Asia is likely to continue.
PwC | Aviation finance | 9

10. Record aircraft
backlogs
02
10 | Aviation finance | PwC

11. Aircraft orders are at record levels which could open
up attractive investment opportunities for investors
Aviation is a cyclical business and
has witnessed a number of peaks and
troughs during its history. Inspite of
this, current orders for new aircraft
are at unprecedented levels
Similar to other capital heavy industries, This record backlog has built up steadily
commercial aerospace is cyclical with the over the last five-seven years reflecting
industry historically suffering from over significant order volumes pre the
ordering of new aircraft in the ‘good 2008/09 recession followed by a
times’ which are sometimes then relatively quieter period in 2009-10.
delivered in the ‘bad times’. The rise in There has been a return to high order
demand for travel and the associated volumes in 2011 which has continued
orders for new aircraft have resulted in into 2012.
current order backlogs at unprecedented
levels (At July 2012, outstanding orders
backlog was c.8500, which represents
seven-eight years of production at
current production rates).
Airbus and Boeing orders, deliveries and backlogs
3,500 12,000
11,000
3,000
10,000
9,000
2,500
8,000
Orders & deliveries
2,000 7,000
Backlogs
6,000
1,500 5,000
4,000
1,000
3,000
2,000
500
1,000
- -
99 00 01 02 03 04 05 06 07 08 09 10 11
Year
Orders Deliveries Backlog
Source: Boeing and Airbus websites, PwC analysis
PwC | Aviation finance | 11

12. The desire to reduce operating costs particularly
fuel, which now represents a third of operating
costs for most airlines…
Although there is an element of
speculative orders, on balance we
believe there are genuine operational
and business reasons for the current
mega orders from emerging markets
A number of factors have contributed to -- This has been a key driver of
this ‘abnormal’ peak: aircraft orders in 2011 and 2012
following the launch of the A320
• A continued focus by airlines on NEO and 737 MAX short haul
driving down operational costs aircraft.
in an era where the cost of a barrel of
fuel in excess of $100 is the ‘new -- New technology aircraft with lower
normal’ and with fuel now carbon emissions also help airlines
representing a third of total operating with their broader environmental
costs. This has driven the demand for objectives and better place them for
new technology aircraft with a future when global carbon pricing
innovative improved composites and is fully implemented.
more fuel efficient engines.
-- Manufacturers’ estimates suggest
significant savings, for example,
according to Boeing, a B787 saves
c.16%-19% operating costs (on a per
available seat kilometre basis) over
a B767.
787 vs 767 Cash operating costs per Available Seat Kilometer (ASK)
18%
5.2
Long range
6.1
4.9 19%
Medium
range 5.9
16%
4.9
Short range
5.8
- 1 2 3 4 5 6 7
cent / ASK
B787-8 B767-300
Source: Boeing
Assumes fuel price of $125 per barrel (2009 USD)
12 | Aviation finance | PwC

13. …and geographical expansion have been the key
drivers of new orders. But there is also an element
of speculative orders
• The strong economic growth in
In-service Aircraft by region On order Aircraft by region
emerging markets over the last
4% 2% decade has increased the appetite for
air travel in these populous regions
(China, India, Brazil) particularly
within the emerging middle classes.
• The replication of successful
27%
34% Low Cost Carrier (LCC)
34%
34% models, which has driven
52% exponential demand for air travel
and aircraft in emerging regions and
19% made flying affordable for their
increasingly prosperous populations.
28% • Re-fleeting of US Airlines as
they look to replace over 2,000 aging
MD 80s and 737s.
North & South Am erica Asia, Australasia and Middle East • Competition amongst airlines to
Europe Africa
offer the best and newest technology
Source: Flightglobal (e.g. B787 and A380 flying
experience) to their discerning
customers. This is especially true of
airlines operating in highly contested
Short haul aircraft outstanding orders – Top 6 routes and markets (e.g. Japanese
and the Middle Eastern markets).
400
• Airlines in developing
350
countries are increasingly taking
delivery of brand new aircraft
(e.g. RwandAir which operates a
300 130 new 737NG and has B787s on order
directly with the manufacturer).
No of aircraft on order
250 Historically, such airlines took
34
deliveries of second-hand aircraft
200 from more established players
100 59 which created a natural waterfall
130 200
for aircraft.
150
150
37
Although there are genuine business
100 201 and operational factors that have fuelled
150 the current demand, orders have also
benefited from what some in the
50 100 100
72 65 industry describe as longer term, more
‘speculative’ mega orders for the
- short haul type, predominantly from
American Air Asia Norwegian Lion Air Indigo Southwest
lower cost operators. Over the last
Airlines Airlines
couple of years just six airlines have
B737 MAX B737NG A320 Current A320 Neo accounted for over 1,500 short haul
aircraft orders.
Source: Boeing, Airbus and American Airlines websites
PwC | Aviation finance | 13

14. Historically, airlines have continued to be able to
find finance and take deliveries of new aircraft even
when profitability has been challenging
Despite a tough decade, airlines have
taken steady delivery of new aircraft
over the last ten years and have
always managed to find funding for
their orders
The last decade has been a tough one for It is against this backdrop that the
the airline industry in general. Although record backlog of orders for new aircraft
there have been some winners, globally should be considered, in conjunction
airlines have incurred significant losses. with the need to finance them.
A number of unusual external events are While airlines can either defer or cancel
partly to blame e.g. 9/11, SARS and orders, both being options used in the
swine flu outbreaks and volcanic industry historically, there is an
eruptions. However, the underlying operational requirement to re-fleet the
story of the last ten years has been global aircraft pool with more efficient
excess capacity, intense competition and aircraft. Historically, an airline’s financial
rise of the low cost carriers which have performance has not had a significant
all contributed to lower returns. The impact on their ability to secure and
financial performance has also been finance new aircraft deliveries.
adversely impacted by the economic
downturn, increases in regulatory costs
and fuel price volatility.
As a result of the above, many airlines have
lost equity and now have weakened balance
sheets. Now, airlines arguably have the
lowest margins in their value chain.
Global commercial airline profitability, orders and deliveries 1999-2012F
20 1,300
15
Number of deliveries (Airbus and Boeing)
10 800
5
- 300
Profit/loss (£bn)
(5)
(10) (200)
(15)
(20) (700)
(25)
(30) (1,200)
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012F
Net profit ($bn) Deliveries
Source: Boeing, Airbus and American Airlines websites
14 | Aviation finance | PwC

15. OEM’s are ramping up production to meet demand
OEMs will need to closely monitor
and manage their supply chain to
ensure orders are delivered on time
and, more importantly, their new
aircraft programmes remain on
track
On the back of unprecedented orders, the
Aircraft production rates over time (Airbus and Boeing)
Original Engagement Manufacturers
45 (OEM) have built up record order
42 42
backlogs. At present, these backlogs stand
40 at over 7/8 years of production. To address
these backlogs OEMs have ramped up
35
33 production volumes for existing
32 32 31 technology aircraft and are likely to
31
increase it again over the medium term.
30
Monthly production rates
24
The ramp up of production could, as it
25 has in the past, put pressure on the
supply chain, leaving programmes
20 vulnerable to supply chain delays and
failures. To address this risk, OEMs are
15 consolidating and encouraging
consolidation of their suppliers. At
9 10 8 present, Boeing and Airbus are reliant
10 7
6 6 7 on over 1,500 direct suppliers spread
5 5
5 3 across various geographies.
2 3
1 2
In the short term, OEM’s have reported,
- due to supply chain problems, the ramp
A320 B737 A330 A380 B777 B787
up in production rates is likely to be
2008 2010 2012 (to date) Planned lower than that announced previously.
Source: Boeing and Airbus websites and PwC analysis
New aircraft variants have a
Length of delay from initial estimated service date to actual
history of delays in production
scheduled service date
(Boeing’s first 787 was three years late
in delivery) and teething troubles as
B787 3.5 the first fleet emerges for example the
recent issues with cracks on the wings
A380 2.3 of the A380.
747 -800 1.0 These programme delays and issues
create challenges for aircraft owners
A350 1.3 + ??
and operators who are seeking to
A320 Neo ???? replace ageing airframes as soon as
possible. In a number of cases, they
737 MAX ???? either cancel orders all together or
default to existing, rather than new
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 technology aircraft to plug their delivery
Years delay schedule gaps.
Source: Boeing and Airbus websites and PwC analysis

16. With growing demand for new aircraft the
‘waterfall market’ for second hand aircraft is
dwindling which is impacting aircraft residual
values, age and lease rentals
The challenge for existing and new
investors is to understand the impact
the record orders and production
rates could have on residual value
trends
Although a healthy order book provides As a result of the above, we are seeing a
opportunities to new and existing trend towards a shortening in the
investors and bodes well for the average life of an aircraft from the
manufacturers, the challenge for both is traditionally accepted 25 years, with
that this record level of demand for residual value of 15%.
future aircraft types (which apart for the
A380 and B787, have not yet come to the We have already seen some of the larger
market in any scale) will have implications aircraft owners taking write downs on
for the residual pricing of current asset values of aircraft (ILFC’s $1.5bn
technology aircraft, both those currently write-down in Q4 2011 for example).
in service and those yet to be delivered.
This raises a number of questions:
In addition, mid life aircraft, historically,
• How will residual values trend over
had a natural flow to new and smaller
the next few years?
airlines around the world after the first few
years with top tier carriers. This is • Will further increase in production
changing, with ECA financing, new and volumes of existing technology
smaller airlines are now often taking aircraft, particularly for short haul
deliveries of brand new aircraft. The aircraft, exacerbate these trends?
impact of this is reduced demand for mid
Some experts we interviewed had strong
life aircraft and there is a view amongst
views about aircraft values and potential
some industry experts that there is
net book value problems for existing
oversupply of certain narrow body aircraft.
owners, while others were more
optimistic. It remains to be seen how
this will unfold in the future.
Part out market Another trend is for younger aircraft to
• Aircraft have historically been retired after 25 years in service after which be parted out and sold for spares as
they are taken to ‘jet cemeteries’ to be parted out for resale of working this provides greater value than as an
parts and recycling of other parts. aircraft in operation.
• There has been a recent trend of parting out younger aircraft. This is again
largely due to the ‘supply and demand’ dynamics as availability of middle
aged aircraft has increased.
• Although this may worry investors, it could also provide opportunities for
investors to pick up mid-life to older aircraft, run down the lease rental and
then part out the aircraft to realise reasonable returns.
16 | Aviation finance | PwC

17. PwC | Aviation finance | 17

18. The narrow body fleet is more vulnerable to the
unfavourable trends in residual values…
Aircraft orders placed in 2007–10 are
starting to deliver in 2012, which are
potentially in excess of current
demand and are causing softer lease
rates for mid life aircraft, in particular
for narrow body models
Aircraft values and Given uncertainty regarding aircraft age
and residual values and the potential for a
Aircraft age new generation of aircraft (press reports
There is consensus amongst the experts suggest NASA and other key players in the
we interviewed that the economic life of sector are working on the next generation
aircraft is shortening due to the current of passenger jets) coming into service in
‘supply and demand’ dynamics and that 20–25 years time, it is now even more
the standard 25 years is no longer valid. important to be at the front end of
This has implications for residual values deliveries in order to generate good
and returns. A key question for potential returns. This, though, comes with
investors, with the launch of ‘new potentially higher risk of initial
technology’ aircraft later this decade, is ‘teething’ problems experienced with
whether this trend is likely to continue most new models.
or even accelerate?
Narrow Body Asset Values Wide Body Asset Values
15% 10%
10%
5%
5%
YoY % change in Market Value
YoY % change in Market Value
0%
0%
(5%) (5%)
(10%)
(10%)
(15%)
(15%)
(20%)
(25%) (20%)
1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011
Source: Morgan Stanley Research, Aircraft Value Analysis Company
Narrow body = MD83, 737-300, A320-200, 737-700 Wide Body= 767-200/300, 747-400, 777-200, A330-
300 A340-300
18 | Aviation finance | PwC

19. …and has experienced softer lease rentals
Industry view: ‘The reality is there are too many
narrow bodies in the market hence lease rates are soft’
Managing Director, major leasing business
Lease rates This is exacerbated by Boeing and
Airbus ramping up production of
After a bounce back in 2010, lease rates 737NGs and A320s. The issue of
have been under pressure in 2011/12. softening lease rates is more pronounced
The problem is more pronounced for for mid-life aircraft as newer aircraft are
narrow body where market consensus is preferred by airlines.
that due to the current over supply, lease
rates are below market expectations. This trend is impacting standard aircraft
age and residual value assumptions and
Part of the issue can be traced to large is resulting in younger aircraft being
orders from lessees placed between parted out.
2007–2010, which are starting to be
delivered in 2012 and could potentially
be in excess of requirements.
Narrow Body Lease Rates Wide Body Lease Rates
20% 10%
15%
5%
10%
YoY % change in Lease Rates
YoY % change in Lease Rates
0%
5%
0% (5%)
(5%) (10%)
(10%)
(15%)
(15%)
(20%)
(20%)
(25%) (25%)
1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011
Source: Morgan Stanley Research, Aircraft Value Analysis Company
Narrow body = MD83, 737-300, A320-200, Wide Body= 767-200/300, 747-400, 777-200,
737-700 A330-300 A340-300
PwC | Aviation finance | 19

20. 20 | Aviation finance | PwC

21. Financing trends
03
PwC | Aviation finance | 21

22. Airlines are having to work harder and longer to
arrange funding for new aircraft orders
The key challenge for airlines, who
Industry view: ‘Aircraft financing is
have record orders in place, will be to
extremely difficult… banks are being very
find financing at competitive rates in
selective in their lending’
an exceptionally tough economic
Ulf Gedamke, Air Berlin environment
With increasing pressure on cash flows With the overall supply of financing
due to high fuel prices and relatively reduced, airlines need to continually
thin capital structures, many airlines are review their fleet management policy
bracing themselves for the challenge of and actively manage their future
finding finance for aircraft on order. financing. They will need to be mindful
that they have to compete in the global
An estimate at list price of the value of market place for funds and their
the July 2012 backlog is in the region of competitors will not be the usual airlines
$1.2 trillion. Although significant that they compete with on a route basis.
discounts to lists are standard within the
industry, the real cost is still likely to be Our expert interviews reveal that
in the order of$700bn. airlines are already having to work a lot
harder and start much earlier to arrange
funding. To find funding of this
Boeing and Airbus July 2012 order book is worth $1.2 trillion at list prices
magnitude over the next few years
against the backdrop of liquidity drying
4,500 450
up will remain a key challenge. We
expect new structures to continue to
3,943 407 come to the market as airlines innovate
4,000 400
to mitigate a financial ‘crunch’.
3,500 350 350
Potential mitigations for
3,000 300
airlines
Value (@ list price) $bn
• Sale-and-leaseback alternatives
Number of Aircraft
2,500 250
for a given period may enable
2,183
221 bridging of any current financing
2,000 200 200 shortfalls. It can free up capital
and also takes away the
1,569 commitment of future PDP
1,500 150 payments.
• Airlines with substantial local
1,000 825 100 currency income should consider
financing in local currencies
which reduces refinancing costs
500 50 for local or regional banks.
- -
Short haul Short Haul new Long Haul Long Haul new
existing technology* existing technology**
technology technology
# of aircraft List price value $bn
Source: July 2012 order book per Boeing and Airbus websites, PwC analysis
*737 MAX/A320 NEO
** 787/747-800/A380/A350
22 | Aviation finance | PwC

23. Availability of long term liquidity is reduced, risk is
being repriced, and further regulatory changes are
being implemented
Leasing companies over the years have
Industry view: ‘A number of banks are trying to sell steadily built up a significant market
substantial portfolios of aircraft financing – up to $6bn at a presence and now have >30% market
share. They have not only financed new
time to improve their capital positions’ deliveries but have increased their
Frank Wulf, MD Aviation Finance, DVB Bank market share through purchase and
lease-back transactions. Leasing
companies are currently preferred by
investors, lenders and airlines due to
Generally, in tough economic times, The ongoing global economic
their better risk and reward offering.
liquidity becomes more scarce and uncertainty, the European Sovereign
hence, financing an aircraft gets debt crisis, and the challenges faced by Cash and equity financing by airlines
tougher. Despite those challenges, European banks in accessing US dollar has not been as popular in the recent
historically the industry has found new funding and improving their capital past. The primary reason for this is the
solutions and aircraft have always been positions has raised funding pressure. necessity for airlines to have reasonable
financed. European banks have played a key role cash buffers to cover normal operations
in the past but many are now looking to and be able to deal with unusual
Post the 2008–09 global financial crisis, reduce their exposure to this sector. situations (e.g. volcanic eruptions,
when bank financing was more scarce,
earthquakes, SARS) which put
the Export Credit Agency (ECA) Public debt and capital markets have
significant strain on the business.
guaranteed financing stepped up and become more challenging as investors
was seen as a saviour. With ECA look to safer havens such as government Japanese Operating Leases are a steady
guarantees, banks were seen to be more bonds. But, we are seeing new more and attractive source of financing, for
willing to provide debt and, with sophisticated capital market products example Lufthansa and Air France
reduced risk, were able to price more backed by ECA/US-ExIm which are A380s were financed through JOLs in
competitively. attracting more interest, for example the Q2 2012.
recent Emirates, ACG and Ryan Air
issued bonds backed by ExIm.
Basel III
The Basel accords are the global regulatory framework which aims for
more resilient banks and banking systems through harmonised capital
adequacy requirements. The new Basel III changes will be enforced
gradually from 2013.
In brief, under Basel III the ‘adjusted leverage ratio’ sets a limit independent of
the quality of the assets and the new ‘net stable funding ratio’ requires funding
to match lending maturities. Both will impact future loan conditions for long
term borrowing including for aviation finance.
For airlines, the effect of Basel III could translate into higher loan pricing as
banks pass on higher liquidity costs. It is hard to quantify its specific impact
precisely as lending rates are an interplay of bank risk costs, liquidity costs,
access to currencies.
As a result, airlines may have to cope with increased loan pricing and a more
challenging funding environment.
PwC | Aviation finance | 23

24. ECAs, historically a backstop, have now become a
default source of finance. This is set to change…
Historically, the Export Credit Agencies The key point about this source of
of the key airframe and engine funding is that commercial banks still
manufacturing countries, such as the provide the required funding (although
US, UK, Germany, France, Canada and this is changing), ECAs provide
Brazil, have recognised the importance guarantees to make good any specific
of aircraft manufacturing to the national losses incurred by the funding bank in
economies so supported the export of case of default. As a consequence, the
their aircraft by offering guarantees to credit risk for banks is not the airline
cover the losses of commercial banks anymore but the sovereign risk of the
that were lending to relatively risky ECA given the collateral.
airlines.
The cost of financing through ECA-
While traditionally, this type of backed guarantees has historically been
guarantee-based funding has been used lower than commercially available bank
as a backup source, over the last four debt. But, with the implementation of
years ECA backed funding has become the New Aircraft Sector Understanding,
the funding source of choice and has the cost will increase from 2013 as
been used by airlines with stronger premiums are more aligned with
credits (for example Emirates, Etihad, market ratios.
Ryanair, and various Chinese carriers).
The key agencies involved with aircraft financing are:
Export-Import Bank of the Federal Export Credit Export Development Canada
United States (ExIm) Guarantees (Germany) Canada’s Export Credit Agency is
The bank assists in financing the export Euler Hermes helps to promote German self-financed and works to support and
of US goods and services to exports by offering guarantees that develop Canada’s export trade by
international markets, filling the protect German companies in the event helping Canadian companies respond to
financing gaps that the private sector is of non-payment by foreign debtors. The international business opportunities.
unwilling to accept. ExIm is different German export credit scheme is
from the other ECAs as it can provide managed on behalf of the Federal Brazil Development Bank
funding if required. Government by Euler Hermes and The BNDES is a Brazilian federal
PwC Germany. company aiming to provide long-term
Export Credits Guarantee financing to Brazilian companies of all
Department (UK) Compagnie Française sizes. Its key goals are the
UK Export Finance is a government
d’Assurance pour le strengthening of capital structures of
department that provides government Commerce Extérieur private companies as well as the
(Coface) development of capital markets.
assistance to UK exporters and
investors, principally in the form of
The Coface Group is a trade risk and credit
insurance policies and guarantees on
insurance expert, offering credit
bank loans.
insurance to companies, regardless of
their size, sector or country.
Source: Agency websites
24 | Aviation finance | PwC

25. …as the New Aircraft Sector Understanding comes
into force from 2013, which is likely to increase the
cost of ECA backed borrowing
Export Credit Agencies (ECAs) have
Industry view: ‘With a market-reflective played a crucial role over the last four
pricing this (new ASU) will shift the focus of years by stepping in when liquidity
ECA financing to its genuine raison d’être – dried up in 2008 and are very likely to
availability, not affordability, of funding’ continue playing an important role.
However, due to the new ASU the cost of
Stephan Cors, Head of Aviation Risk,
such financing is set to increase, adding
PwC Germany
to the challenge for the airlines
New Aircraft Sector
ECA financing cost increases
Understanding (ASU) which governs
the rules of ECA financing, will come (12 year repayment term, asset-backed)
into force in 2013, and is likely to result
in a considerable increase in premiums. OLD ASU New ASU
The New ASU is actually already in Entity rating Per annums Up front % Per annums Up front %
effect but will have more impact from spread (bps) spread (bps)
Jan 2013 when the current two year
transition period ends. AAA – BBB- n/a 4.0% 142 8.01%
BB+ – B- n/a 4.75-6.25% 189-271 10.73-15.58%
CCC – C n/a 7.5% 303-310 17.50-17.92%
New ASU for aircraft sales contracts agreed post 2010 and/or deliveries post 2012
Source: OECD and PwC analysis
Challenges to ECA financing
The role of ECAs has been under the spotlight in recent years because the
‘home airlines’ are barred from utilising this type of financing (there are some
limited exceptions e.g. at present AF KLM, Lufthansa and BA each have the
option to finance two A380s supported by ECAs).
The issue is that airlines from around the world, some of which are highly
profitable, have benefited from using ECAs as a reliable and relatively cheaper
source of borrowing, which some argue gives them an unfair advantage.
The situation has been particularly severe in the US where the Air Transport
Association of America representing a number of key ‘home operators’,
recently sued the Ex-Im bank for providing a financing solution to Air India for
its 787 deliveries which they argue will provide an uneven playing field to a
direct competitor.
PwC | Aviation finance | 25

26. As traditional sources of funding tighten…
As risk is repriced, the competition to obtain
financing for aircraft may intensify and the cost of
financing may go up. We believe that the industry
as a whole will be able to attract funding but the
new sources of finance will need to be tapped into
As aircraft deliveries peak over the next We are already seeing some creative
few years, at a time when long term US financing solutions being introduced for
dollar financing becomes scarcer for the example, the issued Nord LB Aircraft
major European banks, there are Mortgage covered bond and Doric Nimrod
significant challenges for the industry as Alpha issuance of Enhanced Equipment
a whole to find finance for the new Trust Certificate (EETC) to finance A380s
deliveries. All the major players in the for Emirates. Developing an EETC type
industry including manufacturers, product for European airlines would help
financiers, airlines and lessors will need enlarge the pool of funds and bridge some
to work harder to attract new investors of the funding gap.
to the industry.
More of this will need to happen and, to
attract new investors, may require
development of new products which are
acceptable to them. We explored earlier
2011 vs 2012 sources of aircraft financing in this publication what types of investor
may be attracted to the sector. In terms
100%
3%
7% of financing we expect to see the
following trends:
90% 14%
Non-European banks with access
18%
to US dollars will strengthen their
80%
market share.
70% 25% Several European banks have had recent
rating downgrades due to their exposure
23%
to the ongoing European debt crisis and
60%
they have started withdrawing from
% of financing
balance sheet heavy investments such as
50% aircraft and shipping finance.
28%
40%
We expect Non-European banks with
25%
better access to US dollars to step in and
already we have seen a flurry of activity
30% involving the banks from the Far East. For
example, Sumitomo Mitsui Bank’s
20% acquisition of RBS Aviation, Mitsubishi
30%
Corporation and Development Bank of
27% Japan’s investment in TES and the well
10%
documented interest of ICBC in the sector.
0% Banks from emerging markets other
2011 2012 (Est) than China are showing interest but are
Bank debt ECA financing not competitive yet due to higher
Cash Sale & lease back refinancing costs and regulatory or fiscal
Capital markets Manufacturer restrictions to offer long term financing
with fixed interest rates.
Source: Boeing and Airbus, PwC analysis
26 | Aviation finance | PwC

27. …the industry will need to tap into new and
alternative sources of financing
Industry view: ‘The capital markets outside the US need to be
harnessed to play a bigger role in aviation finance’
Ricky Thirion, Vice President and Group Treasurer, Etihad Airways
ECA financing will play a pivotal Aircraft lessors will become even more aircraft. However, recent regulation is
role in global aircraft transactions important as they attract new investors likely to make these unattractive as the
despite the change in the ASU which particularly from the Far East. additional compliance costs will make
will increase the cost of borrowing. these less profitable.
We also expect the current trend of sale
Since ECAs are still ultimately accessing and lease-back by airlines to continue as Given the attractiveness of the asset
the same funding pool as the airlines airlines free up much needed liquidity other specialist funds may come into
themselves, they may be requested to for operational needs in a tough play to tap into institutional demand.
adjust their instruments to new funding economic environment. One such example is the Doric Nimrod
sources. Some existing ECA guarantee Asset funds which have raised capital
products are already quite sophisticated The expected increase in the cost of ECA on the London Stock Exchange to be
particularly in the US e.g. recent ExIm backed financing and with many banks used solely to finance a number of A380s
backed bond issues such as the recent now offering much lower LTV ratios, we for Emirates.
Emirates and ACG bond issues. are also likely to see an increase in the
demand for operating leases.
European counterpart agencies are
likely to follow, with the ECA backed While lack of bank credit would also
AerCap bond at the end of 2010 being affect lessors, they are typically in a
the only official ECA support for a debt better position to access alternative
capital markets deal so far. sources of funding. We have looked at
the role of lessors in more detail in a
Increased use of capital markets later section.
particularly for the non-US airlines.
These funding sources will become Manufacturers’ financing may play a
more important but will only really be bigger role in the future to fill the gap as
accessible to those operators with the has been the case during previous
better credit ratings. downturns. We expect manufacturer’s
share of funding to increase going forward
Historically, the US airlines have been as demonstrated by the recent American
able to use this source of financing as Airlines Boeing order which includes the
the US Bankruptcy Code provided a provision of $13 billion of committed
clear legal framework, for investors financing from the manufacturers
and financiers, for repossession in case through lease transactions.
of default.
Other sources of financing: A380
The Cape Town Treaty aims to provide operators have been successful in using
similar protection to investors, but, it the attractiveness of the aircraft to
remains untested to date. Despite the access private investors through KG
fact that, the need for increased (Kommanditgesellschaft) funds.
transparency has made capital markets KG funds are a specialist corporate form
less attractive for airlines, we expect of partnership used to finance large
airlines to adapt and prepare for more
activity in the capital markets.
PwC | Aviation finance | 27

28. Scarce funding will also make financing
more expensive
There is consensus amongst the experts
Industry view: ‘New deals will have to get returns with we interviewed that, given the scarcity
lower leverage as the cost of funding goes up from LIBOR of bank funds and regulatory changes,
+1.5%-2.25% to LIBOR +3.2%-5%’ the cost of financing is set to increase
further and LTV ratios may come under
Donal Boylan, CEO Hong Kong Aviation Capital further pressure.
This has obvious implications for the
Cost of financing and loan industry as a whole. Airlines will need to
to value (LTV) be prepared for increased costs for new
fleet acquisitions or even situations of
The cost of long-term borrowing has
costs increasing for existing financings.
increased in recent months due to
regulatory changes and economic Airlines may seek to pass through part
uncertainties. Another trend or all of the increase which in the
experienced by the industry is the current fragile market could impact
decrease in LTV ratios. While it was volumes.
possible to leverage assets up to 85%+
in the past, recent deals have been as
low as 65% on certain narrow body
assets which affects both funding
scarcity and concern over residual value.
PwC | Aviation finance | 28

29. Aircraft leasing
04
PwC | Aviation finance | 29