Copa Holdings, S.A.

Ladies and gentlemen, thank you for standing by. Welcome to COPA Holdings' second quarter earnings call. During the presentation, all participants will be in a listen-only mode. Afterwards, we will conduct a question and answer session. To ask a question during the session, you need to press star 1-1 on your telephone. You will then hear an automated message advising your hand is raised. To withdraw your question, please press star 1-1 again. As a reminder, this call is being webcast and recorded on August 10th, 2023. I will now turn the conference over to Daniel Tapia, Director of Investor Relations. Sir, you may go ahead.

Thank you, James, and welcome everyone to our second quarter earnings call. Joining us today are Pedro Hebron, CEO of Copa Holdings, and Jose Montero, our CFO. First, Pedro will start by going over our second quarter highlights. followed by Jose, who will discuss our financial results. Immediately after, we will open the call for questions from analysts. Copa Holdings financial reports have been prepared in accordance with international financial reporting standards. In today's call, we will discuss non-IFRS financial measures. A reconciliation of the non-IFRS to IFRS financial measures can be found in our earnings release, which has been posted on the company's website, copaair.com. Our discussion today will also contain forward-looking statements, not limited to historical facts, that reflect the company's current beliefs, expectations, and or intentions regarding future events and results. These forward-looking statements involve risks and uncertainties that could cause actual results to differ materially and are based on assumptions subject to change. Many of these are discussed in our annual report filed with the SEC. Now I'd like to turn the call over to our CEO, Mr. Pedro Hebron.

Thank you, Daniel. Good morning to all, and thanks for participating in our second quarter earnings call. Before we begin, I would like to extend my sincere gratitude to all our co-workers for their commitment to the company. Their continuous efforts and dedication have kept COPPA at the forefront of Latin American aviation. To them, as always, my highest regards and admiration. Today, we're pleased to report solid results for the second quarter. Our unit revenues continue to benefit from a healthy demand environment in the region, while our unit costs came in lower year over year, mainly driven by a lower jet fuel price and our consistent focus on delivering low ex-fuel unit costs. Among the main highlights for the quarter, passenger traffic grew 15.4% compared to the same period in 2022, outpacing our capacity growth of 13.6%. This resulted in a load factor of 86.1%, a 1.3 percentage point increase versus Q2 22. Passenger yield came in at 13.3 cents or 2% higher than the second quarter of 2022, resulting in unit revenues, or RASM, of 12 cents, a 2.7% increase compared to the second quarter of 2022. Our unit cost decreased 17%, mostly as a result of a 35.9% year-over-year drop in our effective jet fuel prices. On an ex-fuel unit cost basis, we came in at 5.9 cents, almost 1% lower compared to Q2 2022. As a result, our operating margin came in at 24.1%, 18 percentage points higher than in the second quarter of 2022. On the operational front, Coop Airlines delivered an on-time performance of 91.6%, and a completion factor of 99.8%. Once again, the highest in the Americas and one of the best in the world. Additionally, in July, Copa Airlines was recognized by Skytrax for the eighth consecutive year as the best airline in Central America and the Caribbean. This award and our leading operational numbers are a testament to our employees' continuous focus on our customer satisfaction. With regards to our network, we recently announced the start of a new service to Barquisimeto, Venezuela in October of this year. With this addition, we will serve 81 destinations in 32 countries in North, Central, South America and the Caribbean, as we continue strengthening and solidifying our position as the most complete and convenient hub in Latin America. Turning now to Wingo, in June, Wingo continued to optimize its network with the start of operations to three new domestic Colombia routes from Bogota to Barranquilla, Pereira, and Bucaramanga. Additionally, in July, it started service from Bogota to Caracas, Venezuela, and one seasonal route from Cali to Aruba. With these additions, Wingo is currently operating 35 routes with service to 23 cities in 11 countries. Now turning to our current expectations for the remainder of the year, we continue to see a healthy demand environment in the region going forward. And although we're seeing a recent increase in jet fuel prices, we continue to expect strong financial results in 2023. As always, Jose will provide more detail regarding the full year's outlook. To summarize, we delivered solid second quarter results and we continue to see a healthy demand environment in the region. We continue growing and strengthening our network, the most complete and convenient hub for intra-Latin America travel. Coop Airlines was recognized once again by Skytrak as the best airline in Central America and the Caribbean. And as always, our team continues to deliver world-leading operational results while maintaining our costs low. Lastly, we're as confident as ever in our business model. We continue to deliver solid margins and low unit costs while offering a great product to our passengers, making us the best positioned airline in our region to consistently deliver industry-leading results. Now, I'll turn it over to Jose, who will go over financial results in more detail.

Thank you, Pedro. Good morning, everyone. Thanks for being with us today. I'd like to join Pedro in acknowledging our great team for all their efforts to deliver a world-class service to our passengers. I will start by going over our second quarter results. We reported a net profit for the quarter of $17.5 million, or 44 cents per share. However, excluding special items, net profit came in at $154.5 million, or $3.92 per share. Second quarter special items are comprised of an unrealized mark-to-market loss of $137.5 million related to the company's convertible notes and a $500,000 unrealized mark-to-market gain related to changes in the value of financial investments. We reported a quarterly operating profit of $194.7 million and an operating margin of 24.1%. Capacity came in at 6.8 billion available seat miles, 13.6% higher than in Q2 2022. Our load factor came in at 86.1% for the quarter, a 1.3 percentage point increase compared to the same period in 2022, while passenger yields increased 2% to 13.3 cents. As a result, unit revenues came in at 12 cents, or 2.7% higher than in the second quarter of 2022. Mainly driven by lower jet fuel prices, unit cost or chasm decreased to 9.1 cents, or 17% lower than our chasm in Q2 2022. And finally, our chasm excluding fuel came in at 5.9 cents, a 0.8% decrease versus Q2 2022, mainly driven by lower sales and distribution costs, due to a higher penetration of both direct sales and the lower-cost travel agency channels, which were launched by Coop Airlines in September of 2022. I'm going to spend some time now discussing our balance sheet and liquidity. As of the end of Q2, we had assets of close to $5.1 billion. And in terms of cash, short, and long-term investments, we ended the quarter with over $1.3 billion, which represents 39.6% of our last 12 months revenues. As to our debt, we ended the quarter with $1.8 billion in debt and lease liabilities. It came in with an adjusted net debt to EBITDA ratio of 0.5 times. I'd also like to take some time to discuss the settlement of our convertible notes. As we announced last month, the company has decided to redeem the 4.5% convertible senior notes due in 2025 on September 18th, 2023, in accordance with the terms established in the indenture governing the notes. The conversion rate has been established to be 20.1603 shares for each $1,000. This rate includes an additional 0.4751 shares related to the event being a make-whole fundamental change. We decided to perform the settlement via the net share method. whereby we will settle in cash an amount equal to the principal amount of the notes, and the remainder is to be settled via the issuance of the corresponding number of shares. Turning now to our fleet, during the second quarter, we received 2 Boeing 737 MAX 9s to end the quarter with a total of 101 aircraft. In July, we received an additional 737 MAX 9 to bring our total fleet to 102 aircraft. With these additions, our total fleet is now comprised of 68 737-800s, 25 737 MAX 9s, and nine 737-700s. These figures include one 737-800 freighter and the nine 737-800s operated by Wingo. Two thirds of our fleet continues to be comprised of owned aircraft and one third of our aircraft are under operating leases. During the remainder of 2023, we expect to receive five additional aircraft, all Boeing 737 MAX 9s, to end the year with a total fleet of 107 aircraft. As for our 2024 fleet plan, preliminarily next year, we expect to receive 14 737 MAX aircraft, including two 737 MAX 9s and 12 737 MAX 8s. We've published an updated fleet plan on our investor relations website. I'm also pleased to announce that our board of directors has ratified the third dividend payment of the year of 82 cents per share to be paid on October 13th to all shareholders of record as of September 29th. As to our outlook, we can provide the following guidance update for the full year 2023. We expect to increase our capacity in ASNs versus 2022 within a range of 12 to 13%, and we expect to an operating margin within the range of 22 to 24%. We're basing our outlook on the following assumptions. Load factor of approximately 86%, unit revenues within a range of 12.3 cents, calcium ex-fuel to be in the range of six cents, and we're expecting an all-in fuel price of $2.95 per gallon. Given this recent increase in jet fuel prices, we expect to be on the lower side of the 22 to 24% operating margin range. I'd also like to take this opportunity to assure you that we continue to be focused on our plan to further reduce our unit costs. Our objective is to attain a CASMX field within a range of 5.8 cents by the year 2025. Thank you, and with that, we'll open the call to some questions.

Thank you. We will now conduct the question and answer session. As a reminder, to ask a question, please press star 11 on your telephone and wait for your name to be announced. To withdraw your question, please press star 11 again. Please stand by while we compile the Q&A roster. Our first question comes from Savi Sith from Raymond James.

Hey, good morning. Can I ask on the unit revenue, just which was lowered. Are you seeing any kind of softness to drive that reduction or is something else going on given that the second quarter came in pretty strong?

Yes, how are you? The operating environment is still very robust. We had been seeing a drop in fuel prices throughout the second quarter. And so there was some movement in our sort of forward-looking unit revenues in the coming months. And, you know, the other item I think that of note that we're monitoring closely is that there was an increase in competitive capacity year over year, you know, in the double-digit range. So all those factors, I think, were... taking into account in terms of what the RASM was or is going to be in the second half of the year. Now, fuel spiked over the last couple of weeks, so that's not necessarily fully captured into our unit revenue guidance, given the sudden movement of fuel. And it's still somewhat early for Q4, so we'll monitor it closely, but that's how kind of we're seeing it in the close end.

And I should add, Savvy, that bookings are still strong. Yeah, yeah.

the second half of the year or as far as we can see yeah yeah still a very robust environment that that's super helpful and if i might on on the 2024 fleet plan you know it looks like even though you've had some maxes slipping you've taken the max count up and just any early thoughts on on how you're thinking about capacity growth into 2024 especially given that your utilization in 2023 is quite strong right so we're we're

going to receive 14 aircraft next year. A few of those moved from this year, but it doesn't make a big difference because moving from December to January doesn't really have an impact in capacity. So you can do the math in terms where it's still not guiding for capacity growth in 2024, but I think it's not hard to figure it out given the 14 aircraft we're receiving next year. Most are going to be MAX 8. Two are going to be MAX 9. And we see demand, and we have opportunities for all of those airplanes to fly at our current utilization, daily utilization numbers.

Yeah, plus a four-year effect of the aircraft that are coming. We still have five aircraft left to be delivered this year, so those airplanes, most of it's their growth is going to show up actually in 2024 as well. So I think we're seeing still the operating environment in a very positive way.

Yes, in terms of capacity, there should be very healthy growth next year.

Helpful. Thank you.

Our next question comes from Dwayne Fenningworth from Evercore ISI.

Hey, thanks. Good morning.

On the convert buyback, can you just walk us through how your share count and interest expense are going to change following that buyback and maybe talk about some of the reasoning behind why September makes sense to do that?

Yeah, Dwayne, I'll start with the second part, which is the the reasoning. First of all, since April we've had the ability to call the convert, and I think that our calculus is that at this time the economics of the deal worked out for us versus letting it mature. And then thirdly, I would say the board, when it made its decision, they simply I think they wanted to get the pandemic behind us, and I think that also influenced the decision, even though, as I mentioned before, from an economic perspective, financial perspective, it made sense for us to execute the call at this time, even with the May call effect, et cetera. I would say that in terms of the accounting-wise, first of all, we're electing to settle it via the net share method whereby we'll pay the principal in cash, $350 million in cash and the remainder in shares, ultimately the valuation of that will depend on a 40-day observation period that ends in the second week in September. So that will ultimately determine what the number issued of shares that we would have coming out at that time, the day of the settlement. So that's still pending to be determined. And then finally, in terms of how it affects the interest expense, the interest expense will go down by two factors number one of course a coupon goes away four and a half percent coupon on the 350 but in addition to that there is a portion i would say maybe it's about a seven million dollar per quarter uh figure that was a uh a uh a portion of our of our of our interest expense that was not non-cash that was um that will basically go away during after the settlement so that's that's basically the way that it will work out

That's really helpful.

Is there any relationship between this step and what your dividend policy might look like into next year? Does this make it, I guess, more likely or less likely that you just continue your dividend policy into 2024 based on a look back to 2023 earnings?

I think our policy, our dividend policy, just to restate it, is to distribute it 40% of the prior year's adjusted net income, and I think that will continue.

Yeah, so the conversion makes no difference.

Okay, that's very clear. Thank you.

Thank you, Dwayne.

Our next question comes from Guillermo Mendez from J.P. Morgan.

Good morning, Pedro, Jose, Daniela. Thanks for taking my question. I have two. One, it's on capacity and demand. So if you could split a little bit between leisure, VFR, and corporate, how you're seeing demand. And I recall on the last conference call, you mentioned about corporate still not fully picking up. So how have you seen that during the second quarter, and what are the expectations for the second part of the year? And the second question is, Sorry, Pedro, go ahead. And then I'll ask the... Go ahead, go ahead. Second question. Thanks. What's the second question? That question, it's regarding yield management. So you're discussing about the unit revenue. Just wanted to better understand how do you think about your ability to increase prices according to few prices? So how fast could you do that? I mean, according to competition and market trends.

Thank you.

Yeah, okay. So first...

First question, business traffic, corporate traffic has improved somewhat in the last number of months, so the trend is positive, but the numbers are still not much different to what we have shared in the recent past, where about 40% is leisure and 30% is VFR, the rest is a combination, it's business, but it's business and corporate. So some of the business we move in the region is not necessarily tied to corporate accounts. So that has, I mean, it has improved somewhat, but not in a significant way. The breakdown is similar to what I just mentioned, which hasn't changed much. However, leisure is behaving in a way that, well, you can see our results. So the man is strong and yields are healthy, so we're fine with the way traffic has developed. In terms of revenue management and pricing, so what we showed, and I'll let Jose back me up, but what we showed in 2022 was that we were able to cover

the increasing jet fuel prices but it didn't happen right away it did not happen in the second quarter when jet fuel it spiked up it did happen in the second half of the year and and this year we'll see yeah it's about a two to three month uh delay now of course our revenue management folks always are pricing to the you know the maximum that market could bear but but uh usually it takes uh there's a little bit of a lag between between fuel spikes and when RM catches up.

That's very clear. Thank you, Pedro and Jose. Thanks a lot.

Our next question comes from Steven Tratt from Citi.

Good morning, gentlemen, and thanks very much for taking the time. Just two quick ones for me. The first, definitely appreciate the ex-fuel chasm guidance out to 2025 and what you're saying for this year. Any high-level view to what extent Wingo could be maybe a higher weighting of the operations relative to 2022?

We don't see that in the short term. Maybe medium term, not sure. Wingo is still a small part of our capacity and revenues. You know, Colombia has been a challenging market for all airlines operating in that country, so I don't think we're going to see a lot of growth there.

from the wingo segment but we have flexibility too you know i think part of our our plan internally is to have a lot of flexibility in terms of how we uh how we you know put out capacity in the in the true branch but but yeah i think in general terms more more of the growth is going to come from the airlines side appreciate that guys um

And just one very quick second question, just a follow-up to Savi's question. When we think about the RASM and consider the amount of, you know, upgaging you're doing, was there any stage length adjusted noise and the pivot for 2023 RASM, just out of curiosity? Say... No...

I would say that there is... Not that much.

I mean, there was... I mean, there's... I would say a little bit... Actually, you know, I would say it's a tad, but it's not significant, I would say, Stephen.

Okay. Sorry. And then what I would add just to the RASM questions that we received, that 2022 is a tough come because it's psyched up. I mean, RASM, the trend was not 100% typical what we saw last year. And after the pandemic, not all demand patterns have been exactly the same as they were before. It's getting back to something more similar to what we're used to. But last year, in a way, was a transitional year in capacity and demand and the whole thing. So the comps are a little bit more difficult in that sense. But I think what's important is that our bookings are still quite strong.

Okay, very helpful. Thanks very much, guys.

Thanks a lot. Our next question comes from Rogerio Ajuju from Bank of America.

Hey, good morning. Pedro Jose. Thanks for the opportunity. Congratulations for the results. A couple here. One is just a clarification. So did you say that the whole fuel that is packed in the past couple of weeks, it's not fully included in the guidance? So how far would you be from the current oil price curve? And also on that matter, what does your guidance imply if you consider the current oil price curve? Will you still be in the range of 22, 24?

Thank you for allowing me to clarify. The fuel guidance that we have is essentially the curve today. What I try to say is that the RASM, given that the fuel has increased so quickly, the RASM itself has not been able to adjust the RASM from an RM perspective. over the last couple of weeks. But the fuel, as it is in that 295, is as we're seeing the full year all-in price for us for the entire 2023 with the latest curve that we have from earlier in the week.

Sounds great. Very clear. And my second question, if you could give us some information on which regions you see the strongest bookings, which are the weakest at this moment, may be always strong, as you say, but can you kind of differ a little bit which ones you are more excited about and which are not?

No, like usual. There's always, you know, there's always a region that might be weaker and they take turns. It's not always the same, but across the board it's very similar right now. Sounds good.

Thank you very much.

Thank you, Rogero.

Our next question comes from Michael Lindberg from Barclays.

Yeah, hey, it's Mike from Deutsche Bank.

From Deutsche Bank, of course.

Not a problem.

That was news to me, too.

I'm like, wow. I mean, everyone around here looks like DB. But anyway, I guess two here. You should have known, right? I'm always the last to find out about these things. Anyway, on your commentary, Pedro, just about around unit revenue, you talked about an increase in competitive capacities, something along the lines of double-digit range. Maybe more specifically, is that capacity in and out of Panama City, or is that what you're seeing in some of the markets where you participate in the connecting flows?

Right, so first what I'll say is that what has happened is that I would say the rest of our peers in Latin America have caught up to their pre-pandemic capacity. It took them a little bit longer for different reasons, but everybody is caught up now. And no, this is not Panama capacity. There's really no significant change or no change at all maybe. to OD Panama capacity, but as you know, we play in the connecting field, and so this has to be just with other hubs and also direct non-hub capacity in the region.

Okay. Just to kind of update us, when you look at your split today, local versus connect, are you sort of 40-60, 45-55? I always knew that it was pretty, well, not evenly split, but where are you from a local versus connect basis today?

Yeah, we're more in the 70-30 range.

70 connecting, 30 local, yeah.

Okay, okay, that's super helpful. And then just my last question, you know, after the convert gets taken out, your liquidity will come down. And the question is, when you think about target liquidity, how should we think about it maybe as a percent of LTM revenue, maybe how that factors into your leverage ratio of 0.5? What metrics should we sort of think about in the longer term, both from a liquidity perspective, what's the appropriate amount post-pandemic, and where we should target from a leverage perspective? Thanks for taking my questions.

Yeah, Mike, you know, first of all, I think the leverage will essentially be the same after the settlement. And so I think we're comfortable in the sort of very strong position that we have. Mind you, we have a set of investments coming along, a lot of aircraft coming, and, you know, there's demand capital. And so we are, you know, we have some commitments coming forward. And that will be used for growth, basically, right? And then we have our dividend policy, which is still very active. But in terms of total liquidity, you know, we could end up in the year in around a billion-dollar, you know, so that's, I think, something where we're comfortable with that level for the size of the business and giving all the commitments that we have going forward in terms of, you know, aircraft coming our way.

Okay. Very good. Thank you. Thank you. Thank you, Mike.

Okay, our next question comes from Pablo Monsife from Barclays.

Hi, Pedro and José, thanks for taking my question.

Just... I thought you were with... Okay, so Pablo from Barclays. Yes, yes, yes. They swapped the firms, Pablo, so right.

Barclays. Okay. Just a question on the comment that you just said about leisure partners being very strong. To what extent do you attribute this strength to local currencies appreciating over the first half? And can we just extrapolate that strong local currencies to strong leisure, or there are another fundamental changes in the patterns of demand? Thank you.

Yeah, Pablo, I would start by saying that it's been an interesting mix in terms of our leisure travel dynamic. First of all, there was a lot of U.S. origin. Historically, of course, we've been more anything bringing people from South America to the Caribbean and to North America. That sort of reversed a little bit after the pandemic with the strength of the U.S. dollar, and now you're seeing more Americans coming south. But with the recent sort of strength of the Real and the Colombian Peso, then you're seeing some of that flow reversing a little bit again. So now we're kind of in a flux sort of moment where there's a little bit of everything into the mix of our leisure travelers, which is, I think, very, very good in terms of the sources that we have for demand.

Okay, thank you.

Our next question comes from Helene Becker from TD Cohen.

Thanks very much, Operator. Hi, team. Hope all is well. So one question I have is in terms of connecting traffic and kind of a combination of traffic and freight. With the Mexican government forcing airlines to move from, you know, one airport to another airport with cargo, I'm wondering if that creates an opportunity for some of the other airlines that connect freight to shift their capacity from Mexico City to Panama City where you would potentially be a beneficiary of that.

yeah we we have not seen any signs of movement in that direction and and it's not something that we've given a lot of thought to our freight capacity is also limited uh limited to the belly of our cargo of our passenger aircraft which is limited and our single 737 freighter so so uh we don't think we would see any benefit from that if it was to happen

Okay, that's very helpful. And then I just have one clarification, Jose, on the fleet plan. You think you said you were going to end this year with 107 aircraft? Yes. Right, okay. And then next year, based on the delivery schedule of 14, that means, what, 121 aircraft for next year?

Yeah, Elaine, you know, we still have a set of aircraft that are under lease that are, you know, some of them could be extended. So our plan right now is that there will be a lease airplane that will be returning. So our expectation as of today is that we could end the year 2024 with 120 airplanes in total. So it will be 14 deliveries minus one lease return.

Got it. but could there be any other lease returns?

No, at this time I think it could be just this one.

Okay. All right. That's very helpful.

And we could renew it also. Yeah, yeah.

As I was saying, our view as of today is that, but we're still relatively flexible in that, yeah.

Okay. All right. Well, that's really helpful. Thank you.

Thanks. Our next question comes from Daniel McKenzie from Seaport Global.

Well, hey, good morning. Thanks, guys. A couple questions on 2024. Following up on Wingo, I know you're not planning to grow it much, but how many aircraft are you planning for the entity next year? It looks like it's about 16% of the seats today, and my thought is that Wingo as a percent of the overall system could trend down as you grow the mainline.

Well, they're operating nine aircraft right now. At the end of the year, it will be nine out of 107. And it's not that that number could not grow next year. It could. We have flexibility, as Jose mentioned. But they could also stay at nine. It really depends on how the Colombian market develops and what are the opportunities there. But most of the growth will continue being from coal power lines. So, yes, their share of the total will come down under that premise, which is what will most likely happen.

Second question here, for those of us that don't know all the smaller markets in Latin America, I'm wondering if you could just elaborate a little bit on the growth next year. So just some high-level thoughts on MIX, growth in existing markets versus new markets, long-haul versus short-haul, whatever you can share would be great.

Yeah, so it's going to be a combination. Well, it's going to be mostly new frequencies, additional frequencies to currently serve markets. And we should also keep in mind that in the last two years, We've started like eight or nine new routes in the region, and some of those will get more capacity, again, plus the markets we've been operating from before. So a lot is going to be, most of it is going to be new frequencies, plus the full year effect of what we started this year will also impact capacity growth next year. And we still believe we'll probably open a few, two, between two and four new destinations. And there's still a lot of opportunities in the whole continent, in the Americas, and we're always evaluating new markets. We also have nine cities from pre-pandemic where we have not restarted service. So we also have that. So we'll be restarting service to some of the cities that we still haven't gone back to from pre-pandemic. So we have that. We have new destinations and mostly additional frequencies to currently serve markets. So lots of opportunities as we see it.

Yes, good. It's terrific. Thanks, Pedro.

Thanks.

And our final question comes from Dwayne Fenelworth from Evercore ISI.

Hey, thanks for taking the follow-up. I appreciate it. I just wanted to ask you about kind of this relationship between fuel prices and fares and what you see competitively. I mean, the timing may have been a little bit off here, but as I remember back in the day, you had a tremendous ability to offset higher fuel prices. and there was a fair bit of fuel surcharge in the mechanism for your competitive fares. Could you just touch on, remind us the fuel surcharge mechanism, and if the same is true today relative to the past? Thanks.

Yeah. So we no longer do fuel surcharges as such, and we are not in a fuel environment or a fuel price environment like we were back In 2007, if I can recall, when fuel surcharges were necessary. But we have priced the fuel increases in the past successfully. That goes in the fare, not in a fuel surcharge. That's what happened in 2022, especially during the second half of 22. And we'll see where fuel goes right now and then. And then we'll try to price it in as much as we can. It depends on competitors also and what they do, of course. We're always very competitive. There's more capacity than there was in 2022. As I mentioned before, capacity is pretty much back to pre-pandemic levels for all airlines. So that might play into all of this. So that's why... in the guidance, in the detail of the guidance Jose shared, we're not getting ahead of ourselves. And it's kind of how we see it right now, but we always try to do better, of course.

Yep. Okay. Thanks for the thoughts.

Thank you, Duane. To turn the conference back to Pedro Highbron for closing remarks.

Okay. Thank you. So thank you all. This concludes our second quarter earnings call. Thanks for participating, and as always, thanks for your continued support. Have a great day, and we'll see you in the next one. Thank you.

Ladies and gentlemen, thank you for your participation. This concludes the presentation. You may now disconnect, and have a wonderful day. Thank you. Thank you.

Thank you. Thank you. you

Ladies and gentlemen, thank you for standing by.

Welcome to COPA Holdings second quarter earnings call. During the presentation, all participants will be in a listen-only mode. Afterwards, we will conduct a question and answer session. To ask a question during the session, you need to press star 1-1 on your telephone. You will then hear an automated message advising your hand is raised. To withdraw your question, please press star 1-1 again. As a reminder, this call is being webcast and recorded on August 10th, 2023. I will now turn the conference over to Daniel Tapia, Director of Investor Relations. Sir, you may go ahead.

Thank you, James, and welcome everyone to our second quarter earnings call. Joining us today are Pedro Hebron, CEO of Copa Holdings, and Jose Montero, our CFO. First, Pedro will start by going over our second quarter highlights, followed by Jose, who will discuss our financial results. Immediately after, we will open the call for questions from analysts. Copa Holdings financial reports have been prepared in accordance with international financial reporting standards. In today's call, we will discuss non-IFRS financial measures. A reconciliation of the non-IFRS to IFRS financial measures can be found in our earnings release, which has been posted on the company's website, copaair.com. Our discussion today will also contain forward-looking statements, not limited to historical facts, that reflect the company's current beliefs, expectations, and or intentions regarding future events and results. These forward-looking statements involve risks and uncertainties that could cause actual results to differ materially and are based on assumptions subject to change. Many of these are discussed in our annual report filed with the SEC. Now I'd like to turn the call over to our CEO, Mr. Pedro Hebron.

Thank you, Daniel. Good morning to all, and thanks for participating in our second quarter earnings call. Before we begin, I would like to extend my sincere gratitude to all our co-workers for their commitment to the company. Their continuous efforts and dedication have kept COPPA at the forefront of Latin American aviation. To them, as always, my highest regards and admiration. Today, we're pleased to report solid results for the second quarter. Our unit revenues continue to benefit from a healthy demand environment in the region, while our unit costs came in lower year over year, mainly driven by a lower jet fuel price and our consistent focus on delivering low ex-fuel unit costs. Among the main highlights for the quarter, passenger traffic grew 15.4% compared to the same period in 2022, outpacing our capacity growth of 13.6%. This resulted in a load factor of 86.1% a 1.3 percentage point increase versus Q2 22. Passenger yield came in at 13.3 cents or 2% higher than the second quarter of 2022, resulting in unit revenues or RASM of 12 cents, a 2.7% increase compared to the second quarter of 2022. Our unit cost decreased 17% mostly as a result of a 35.9% year-over-year drop in our effective jet fuel prices. On an ex-fuel unit cost basis, we came in at 5.9 cents, almost 1% lower compared to Q2 2022. As a result, our operating margin came in at 24.1%, 18 percentage points higher than in the second quarter of 2022. On the operational front, Copa Airlines delivered an on-time performance of 91.6% and a completion factor of 99.8%. Once again, the highest in the Americas and one of the best in the world. Additionally, in July, Copa Airlines was recognized by Skytrax for the eighth consecutive year as the best airline in Central America and the Caribbean. This award and our leading operational numbers are a testament to our employees' continuous focus on our customer satisfaction. With regards to our network, we recently announced the start of a new service to Barquisimeto Venezuela in October of this year. With this addition, we will serve 81 destinations in 32 countries in North, Central, South America, and the Caribbean, as we continue strengthening and solidifying our position as the most complete and convenient hub in Latin America. Turning now to Wingo, in June, Wingo continued to optimize its network with the start of operations to three new domestic Colombia routes from Bogota to Barranquilla, Pereira, and Bucaramanga. Additionally, in July, it started service from Bogota to Caracas, Venezuela, and one seasonal route from Cali to Aruba. With these additions, WING is currently operating 35 routes with service to 23 cities in 11 countries. Now turning to our current expectations for the remainder of the year, we continue to see a healthy demand environment in the region going forward. And although we're seeing a recent increase in jet fuel prices, we continue to expect strong financial results in 2023. As always, Jose will provide more detail regarding the full year's outlook. To summarize, we delivered solid second quarter results, and we continue to see a healthy demand environment in the region. We continue growing and strengthening our network, the most complete and convenient hub for intra-Latin America travel. Copa Airlines was recognized once again by Skytrak as the best airline in Central America and the Caribbean. And as always, our team continues to deliver world-leading operational results while maintaining our cost low. Lastly, we're as confident as ever in our business model We continue to deliver solid margins and low unit costs while offering a great product for our passengers, making us the best positioned airline in our region to consistently deliver industry-leading results. Now, I'll turn it over to Jose, who will go over financial results in more detail.

Thank you, Pedro. Good morning, everyone. Thanks for being with us today. I'd like to join Pedro in acknowledging our great team for all their efforts to deliver a world-class service to our passengers. I will start by going over our second quarter results. We reported a net profit for the quarter of $17.5 million, or 44 cents per share. However, excluding special items, net profit came in at $154.5 million, or $3.92 per share. Second quarter special items are comprised of an unrealized mark-to-market loss of $137.5 million related to the company's convertible notes and a $500,000 unrealized market-to-market gain related to changes in the value of financial investments. We reported a quarterly operating profit of $194.7 million and an operating margin of 24.1%. Capacity came in at 6.8 billion available seat miles, 13.6% higher than in Q2 2022. Our load factor came in at 86.1% for the quarter, a 1.3 percentage point increase compared to the same period in 2022, while passenger yields increased 2% to 13.3 cents. As a result, unit revenues came in at 12 cents or 2.7% higher than in the second quarter of 2022. Mainly driven by lower jet fuel prices, unit costs or CASM decreased to 9.1 cents or 17% lower than our CASM in Q2 2022. And finally, our CASM excluding fuel came in at 5.9 cents, a 0.8% decrease versus Q2 2022, mainly driven by lower sales and distribution costs due to a higher penetration of both direct sales and the lower cost travel agency channels, which were launched by Coop Airlines in September of 2022. I'm going to spend some time now discussing our balance sheet and liquidity. So at the end of Q2, we had assets of close to $5.1 billion. And in terms of cash, short, and long-term investments, we ended the quarter with over $1.3 billion, which represents 39.6% of our last 12 months' revenues. As to our debt, we ended the quarter with $1.8 billion in debt and lease liabilities. It came in with an adjusted net debt to EBITDA ratio of 0.5 times. I'd also like to take some time to discuss the settlement of our convertible notes. As we announced last month, the company has decided to redeem the 4.5% convertible senior notes due in 2025 on September 18th, 2023, in accordance with the terms established in the indenture governing the notes. The conversion rate has been established to be 20.1603 shares for each $1,000. This rate includes an additional 0.4751 shares related to the event being a make-whole fundamental change. We decided to perform the settlement via the net share method, whereby we will settle in cash an amount equal to the principal amount of the notes, and the remainder is to be settled via the issuance of the corresponding number of shares. Turning now to our fleet, during the second quarter, we received two Boeing 737 MAX 9s, to end the quarter with a total of 101 aircraft. In July, we received an additional 737 MAX 9 to bring our total fleet to 102 aircraft. With these additions, our total fleet is now comprised of 68 737-800s, 25 737 MAX 9s, and nine 737-700s. These figures include one 737-800 freighter and the nine 737-800s operated by Wingo. Two-thirds of our fleet continues to be comprised of owned aircraft and one-third of our aircraft are under operating leases. During the remainder of 2023, we expect to receive five additional aircraft, all Boeing 737 MAX 9s, to end the year with a total fleet of 107 aircraft. As for our 2024 fleet plan, preliminarily next year, we expect to receive 14 737 MAX aircraft, including two 737 MAX 9s, and 12 737 MAX 8s. We've published an updated fleet plan on our investor relations website. I'm also pleased to announce that our board of directors has ratified the third dividend payment of the year of 82 cents per share to be paid on October 13th to all shareholders of record as of September 29th. As to our outlook, we can provide the following guidance update for the full year 2023. We expect to increase our capacity in ASNs versus 2022 within a range of 12 to 13%, and we expect an operating margin within a range of 22 to 24%. We're basing our outlook on the following assumptions. Load factor of approximately 86%, unit revenues within a range of 12.3 cents, calcium ex-fuel to be in the range of six cents, and we're expecting an all-in fuel price of $2.95 per gallon. Given this recent increase in jet fuel prices, we expect to be on the lower side of the 22% to 24% operating margin range. I'd also like to take this opportunity to assure you that we continue to be focused on our plan to further reduce our unit costs. Our objective is to attain a CASMX fuel within a range of 5.8 cents by the year 2025. Thank you, and with that, we'll open the call to some questions.

Thank you. We will now conduct the question and answer session. As a reminder, to ask a question, please press star 1-1 on your telephone and wait for your name to be announced. To withdraw your question, please press star 1-1 again. Please stand by while we compile the Q&A roster. Our first question comes from Savi Sith from Raymond James.

hey good morning um can i ask on the on the unit revenue just which was lowered are you seeing any kind of softness to drive that reduction or is that kind of something else going on given that you know the second quarter came in pretty strong yes how are you um you know the operating environment is still very robust um we had been seeing a drop in fuel prices

throughout the second quarter. And so there was some movement in our sort of forward-looking unit revenues in the coming months. And, you know, the other item I think that of note that we're monitoring closely is that there was an increase in competitive capacity year over year, you know, in the double-digit range. So all those factors, I think, were... taking into account in terms of what the RASM was or is going to be in the second half of the year. Now, fuel spiked over the last couple of weeks, so that's not necessarily fully captured into our unit revenue guidance, given the sudden movement of fuel. And it's still somewhat early for Q4, so we'll monitor it closely, but that's how kind of we're seeing it in the close end.

And I should add, Savvy, that bookings are still strong. Yeah, yeah. for the second half of the year, or as far as we can see. Yeah, yeah. Still a very robust environment.

That's super helpful. And if I might, on the 2024 fleet plan, it looks like even though you've had some maxes slipping, you've taken the max count up. And just any early thoughts on how you're thinking about capacity growth into 2024, especially given that your utilization in 2023 is quite strong? Right.

going to receive 14 aircraft next year and a few of those moved from from this year but doesn't make a big difference because moving from december to january doesn't really have an impact in capacity so you can do the math in terms we're still not guiding for a capacity growth in in 2024 but i think it's it's not hard to figure it out given the 14 aircraft we're receiving next year. Most are going to be MAX 8. Two are going to be MAX 9. And we see demand, and we have opportunities for all of those airplanes to fly at our current utilization, daily utilization numbers.

Yeah, plus a four-year effect of the aircraft that are coming. We still have five aircraft left to be delivered this year, so those airplanes, most of it's of their growth is going to show up actually in 2024 as well so there's you know figures uh i think we're seeing still the environment uh the operating environment in a very positive way yes in terms of capacity there's there should be very healthy growth next year helpful thank you

Our next question comes from Dwayne Fenningworth from Evercore ISI.

Hey, thanks. Good morning.

On the convert buyback, can you just walk us through how your share count and interest expense are going to change following that buyback and maybe talk about some of the reasoning behind why September makes sense to do that?

Yeah, Dwayne, I'll start with the second part, which is the the reasoning. First of all, since April, we've had the ability to call the convert. And I think that our calculus is that at this time, the economics of the deal worked out for us versus letting it mature. And then thirdly, I would say the board, when it made its decision, they simply I think they wanted to get the pandemic behind us, and I think that also influenced the decision, even though, as I mentioned before, from an economic perspective, financial perspective, it made sense for us to execute the call at this time, even with the May call effect, et cetera. I would say that in terms of the accounting-wise, first of all, we're electing to settle it via the net share method whereby we'll pay the principal in cash, $350 million in cash and the remainder in shares, that ultimately the valuation of that will depend on a 40 day, 40 trading observation period that ends in the second week in September. So that will ultimately determine what the number issued of shares that we would have coming out at that time, the day of the settlement. So that's still pending to be determined. And then finally, in terms of how it affects the interest expense, the interest expense will go down by two factors number one of course a coupon goes away four and a half percent coupon on the 350 but in addition to that there is a portion i would say maybe it's about a seven million dollar per quarter uh figure that was a uh a uh a portion of our of our of our interest expense that was not non-cash that was um that will basically go away during after the settlement so that's that's basically the way that it will work out

That's really helpful.

Is there any relationship between this step and what your dividend policy might look like into next year? Does this make it, I guess, more likely or less likely that you just continue your dividend policy into 2024 based on a look back to 2023 earnings?

No, I think our policy, our dividend policy, just to restate it, is to distribute it 40% of the prior year's adjusted net income, and I think that will continue.

Yeah, so the conversion makes no difference.

Okay, that's very clear. Thank you.

Thank you, Dwayne.

Our next question comes from Guillermo Mendez from J.P. Morgan.

Good morning, Pedro, Jose, Daniela. Thanks for taking my question. I have two. One, it's on capacity and demand. So if you could split a little bit between leisure, VFR, and corporate, how you're seeing demand. And I recall on the last conference call, you mentioned about corporate still not fully picking up. So how have you seen that during the second quarter, and what are the expectations for the second part of the year? And the second question is, Sorry, Pedro, go ahead. And then I'll ask the... Go ahead, go ahead. Second question. Thanks. What's the second question? That question, it's regarding yield management. So you're discussing about the unit revenue. Just wanted to better understand how do you think about your ability to increase prices according to few prices? So how fast could you do that? I mean, according to competition and market trends.

Thank you.

Yeah, okay. So first...

First question, business traffic, corporate traffic has improved somewhat in the last number of months, so the trend is positive, but the numbers are still not much different to what we have shared in the recent past, where about 40% is leisure and 30% is VFR, the rest is a combination, it's business, but it's business and corporate. So some of the business we move in the region is not necessarily tied to corporate accounts. So that has, I mean, it has improved somewhat, but not in a significant way. The breakdown is similar to what I just mentioned, which hasn't changed much. However, leisure is behaving in a way that, well, You can see our results. The man is strong and yields are healthy. We're fine with the way traffic has developed. In terms of revenue management and pricing, what we showed in 2022 was that we were able to cover

increasing jet fuel prices but it didn't happen right away it did not happen in the second quarter when jet fuel it spiked up it did happen in the second half of the year and and this year we'll see yeah it's about a two to three month uh delay now of course our revenue management folks always are pricing to the you know the maximum that market could bear but but uh usually it takes uh there's a little bit of a lag between between fuel spikes and when RM catches up.

That's very clear. Thank you, Pedro and Jose. Thanks a lot.

Our next question comes from Steven Tratt from Citi.

Good morning, gentlemen, and thanks very much for taking the time. Just two quick ones for me. The first, definitely appreciate the ex-fuel chasm guidance out to 2025 and what you're saying for this year. Any high-level view to what extent Wingo could be maybe a higher weighting of the operations relative to 2022?

We don't see that in the short term. Maybe medium term, not sure. Wingo is still a small part of our capacity and revenues. You know, Colombia has been a challenging market for all airlines operating in that country, so I don't think we're going to see a lot of growth there.

from the wingo segment but we have flexibility too you know i think part of our our plan internally is to have a lot of flexibility in terms of how we uh how we you know put out capacity in the in the true branch but but yeah i think in general terms more more of the growth is going to come from the airlines side appreciate that guys um

And just one very quick second question, just a follow-up to this obvious question. When we think about the RASM and consider the amount of, you know, upgaging you're doing, was there any stage length adjusted noise and the pivot for 2023 RASM, just out of curiosity? Say... No...

I would say that there is... Not that much.

I mean, there was... I mean, there's... I would say a little bit... Actually, you know, I would say it's a tad, but it's not significant, I would say, Stephen.

Okay. Sorry. And what I would add just to the RASM questions that we received that 2022 is a tough come because it's psyched up. I mean, RASM, the trend was not 100% typical what we saw last year. And after the pandemic, not all demand patterns have been exactly the same as they were before. It's getting back to something more similar to what we're used to. But last year in a way was a transitional year in capacity and demand and the whole thing. So the comps are a little bit more difficult in that sense. But I think what's important is that our bookings are still quite strong.

Okay, very helpful. Thanks very much, guys.

Thanks a lot. Our next question comes from Rogerio Ajuju from Bank of America.

Hey, good morning. Pedro Jose. Thanks for the opportunity. Congratulations for the results. A couple here. One is just a clarification. So did you say that the whole fuel that is packed in the past couple of weeks, it's not fully included in the guidance? So how far would you be from the current oil price curve? And also on that matter, what does your guidance imply if you consider the current oil price curve? Will you still be in the range of $22.24?

Thank you for allowing me to clarify. The fuel guidance that we have is essentially the curve today. What I try to say is that the RASM, given that the fuel has increased so quickly, the RASM itself has not been able to adjust the RASM from an RM perspective. over the last couple of weeks. But the fuel, as it is in that 295, is as we're seeing the full year all-in price for us for the entire 2023 with the latest curve that we have from earlier in the week.

Sounds great. Very clear. And my second question, if you could give us some information on which regions you see the strongest bookings, which are the weakest at this moment, may be always strong, as you say, but can you kind of differ a little bit which ones you are more excited about and which are not?

No, like usual. There's always, you know, there's always a region that might be weaker and they take turns. It's not always the same, but across the board it's very similar right now. Sounds good. Thank you very much.

Thank you, Rogero.

Our next question comes from Michael Lindberg from Barclays.

Yeah, hey, it's Mike from Deutsche Bank.

From Deutsche Bank, of course.

Not a problem.

That was news to me, too.

I'm like, wow. I mean, everyone around here looks like DB. But anyway, I guess two here. You should have known, right? I'm always the last to find out about these things. Anyway, on your commentary, Pedro, just about around unit revenue, you talked about an increase in competitive capacities, something along the lines of double-digit range. Are you, maybe more specifically, is that capacity in and out of Panama City, or is that what you're seeing in some of the markets where you...

participate in the connecting flows right so so um so yeah so first what i'll say is that um what has happened is that uh i would say the rest our peers in latin america have caught up to their pre-pandemic capacity it took them a little bit longer for for different reasons but everybody is is caught up now and no this is not panama capacity there's there's really no no significant change or no change at all maybe to OD Panama capacity. But as we know, as you know, we play in the connecting field and so this has to be just with other hubs and also direct non-hub capacity in the region.

Okay. Just to kind of update us, when you look at your split today, local versus connect, are you sort of 40-60, 45-55? I always knew that it was pretty, well, not evenly split, but where are you from a local versus connect basis today?

Yeah, we're more in the 70-30 range.

70 connecting, 30 local, yeah.

Okay, okay, that's super helpful. And then just my last question, you know, after the convert gets taken out, your liquidity will come down. And the question is, when you think about target liquidity, how should we think about it maybe as a percent of LTM revenue, maybe how that factors into your leverage ratio of 0.5? What metrics should we sort of think about in the longer term, both from a liquidity perspective, what's the appropriate amount post-pandemic, and where we should target from a leverage perspective? Thanks for taking my questions.

Yeah, Mike, you know, first of all, I think the leverage will essentially be the same after the settlement. And so I think we're comfortable in the sort of very strong position that we have. Mind you, we have a set of investments coming along, a lot of aircraft coming, and, you know, there's demand capital. And so we are, you know, we have some commitments coming forward. And that will be used for growth, basically, right? And then we have our dividend policy, which is still very active. But in terms of total liquidity, you know, we could end up in the year in around a billion-dollar, you know, so that's, I think, something where we're comfortable with that level for the size of the business and giving all the commitments that we have going forward in terms of, you know, aircraft coming our way.

Okay. Very good. Thank you. Thank you. Thank you, Mike.

Okay, our next question comes from Pablo Monsife from Barclays.

Hi, Pedro and José, thanks for taking my question.

Just... I thought you were with... Okay, so Pablo from Barclays. Yes, yes, yes. They swapped the firms, Pablo, so right.

Barclays. Okay. Just a question on the comment that you just said about leisure partners being very strong. To what extent do you attribute this strength to local currencies appreciating over the first half? And can we just extrapolate that strong local currencies to strong leisure, or there are another fundamental changes in the patterns of demand? Thank you.

Yeah, Pablo, I would start by saying that it's been an interesting mix in terms of our leisure travel dynamic. First of all, there was a lot of U.S. origin. Historically, of course, we've been more anything bringing people from South America to the Caribbean and to North America. That sort of reversed a little bit after the pandemic with the strength of the U.S. dollar, and now you're seeing more Americans coming south. But with the recent sort of strength of the Real and the Colombian Peso, then you're seeing some of that flow reversing a little bit again. So now we're kind of in a flux sort of moment where there's a little bit of everything into the mix of our leisure travelers, which is, I think, very, very good in terms of the sources that we have for demand.

Okay, thank you.

Our next question comes from Helene Becker from TD Cohen.

Thanks very much, Operator. Hi, team. Hope all is well. So one question I have is in terms of connecting traffic and kind of a combination of traffic and freight. With the Mexican government forcing airlines to move from one airport to another airport with cargo, I'm wondering if that creates an opportunity for some of the other airlines that connect freight to shift their capacity from Mexico City to Panama City, where you would potentially be a beneficiary of that.

Yeah, we have not seen any signs of movement in that direction, and it's not something that we've given a lot of thought to. Our freight capacity is also limited, limited to the belly of our passenger aircraft, which is limited, and our single 737 freighter. So we don't think we would see any benefit from that if it was to happen.

Okay, that's very helpful. And then I just have one clarification, Jose, on the fleet plan. You think you said you were going to end this year with 107 aircraft? Yes. Right, okay. And then next year, based on the delivery schedule of 14, that means, what, 121 aircraft for next year?

yeah elaine you know we still have a set of aircraft that are uh on their lease that are that are you know some of them could be extended so our plan right now is that there will be a lease airplane that will be returning so our expectation as of today is that we could end the year 2024 with 120 airplanes in total so it will be uh the 14 deliveries minus one lease return got it

But could there be any other lease returns?

No. At this time, I think it could be just this one.

Okay. All right. That's very helpful.

And we could renew it also.

Yeah, yeah. As I was saying, our view as of today is that, but it could, you know, we're still relatively flexible in that. Yeah.

Okay. All right. Well, that's really helpful. Thank you.

Thanks. Our next question comes from Daniel McKenzie from Seaport Global.

Well, hey, good morning. Thanks, guys. A couple questions on 2024. Following up on Wingo, I know you're not planning to grow it much, but how many aircraft are you planning for the entity next year? It looks like it's about 16% of the seats today, and my thought is that Wingo as a percent of the overall system could trend down as you grow the mainline.

Well, they're operating nine aircraft right now. At the end of the year, it will be nine out of 107. And it's not that that number could not grow next year. It could. We have flexibility, as Jose mentioned. But they could also stay at nine. It really depends on how the Colombian market develops and what are the opportunities there. But most of the growth will continue being from co-power lines. So, yes, their share of the total will come down under that premise, which is what will most likely happen.

Second question here, for those of us that don't know all the smaller markets in Latin America, I'm wondering if you could just elaborate a little bit on the growth next year. So just some high-level thoughts on MIX, growth in existing markets versus new markets, long-haul versus short-haul, whatever you can share would be great.

Yeah, so it's going to be a combination. Well, it's going to be mostly new frequencies, additional frequencies to currently serve markets. And we should also keep in mind that in the last two years, We've started like eight or nine new routes in the region, and some of those will get more capacity, again, plus the markets we've been operating from before. So a lot is going to be, most of it is going to be new frequencies, plus the full year effect of what we started this year will also impact capacity growth next year. And we still believe we'll probably open a few, two, between two and four new destinations. And there's still a lot of opportunities in the whole continent, in the Americas, and we're always evaluating new markets. We also have nine cities from pre-pandemic where we have not restarted service. So we also have that. So we'll be restarting service to some of the cities that we still haven't gone back to from pre-pandemic. So we have that. We have new destinations and mostly additional frequencies to currently serve markets. So lots of opportunities as we see it.

Yes, good.

It's terrific. Thanks, Pedro. Thanks.

And our final question comes from Dwayne Fenelworth from Evercore ISI.

Hey, thanks for taking the follow-up. I appreciate it. I just wanted to ask you about kind of this relationship between fuel prices and fares and what you see competitively. I mean, the timing may have been a little bit off here, but as I remember back in the day – you had a tremendous ability to offset higher fuel, and there was a fair bit of fuel surcharge in the mechanism for your competitive fares. Could you just touch on, remind us the fuel surcharge mechanism, and if the same is true today relative to the past? Thanks.

Yeah. So we no longer do fuel surcharges as such, and we are not in a fuel environment or fuel price environment like we were back in 2007, if I can recall, when fuel surcharges were necessary. But we have priced the fuel increases in the past successfully. That goes in the fare, not in a fuel surcharge. That's what happened in 2022, especially during the second half of 22. And we'll see where fuel goes right now, and then we'll try to price it in as much as we can. It depends on competitors also and what they do, of course. We're always very competitive. There's more capacity than there was in 2022. As I mentioned before, capacity is pretty much back to pre-pandemic levels for all airlines, so that might play into all of this. So that's why in the guidance, in the detail of the guidance Jose shared, we're not getting ahead of ourselves. And it's kind of how we see it right now, but we always try to do better, of course.

Yep. Okay. Thanks for the thoughts.

Thank you, Duane. To turn the conference back to Pedro Highbron for closing remarks.

Okay. Thank you. So thank you all. This concludes our second quarter earnings call. Thanks for participating, and as always, thanks for your continued support. Have a great day, and we'll see you in the next one. Thank you.

Ladies and gentlemen, thank you for your participation. This concludes the presentation. You may now disconnect, and have a wonderful day.