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Alaska Air Group (NYSE:ALK) reported a third-quarter GAAP net loss of $147 million, or $1.32 per share, as elevated fuel costs weighed on profitability despite higher revenue and improving unit-revenue trends.

Excluding special items and the impact of a revised tax rate, the company reported adjusted net income of $40 million, or $0.36 per share. Total revenue rose 14% year over year to $4.3 billion, while capacity increased 2.4%. Unit revenue increased nearly 12%, supported by a 13.4% increase in yield.

President and CEO Ben Minicucci said the company’s third-quarter performance supported its strategy to build a larger and more diversified business, even as fuel prices added substantial pressure. He said fuel costs are expected to add $1.8 billion in expense for the full year. “Demand remains healthy,” Minicucci said, adding that revenue performed in line with company expectations. Alaska generated a seven-point spread between revenue per available seat mile, or RASM, and nonfuel unit costs during the quarter, up from two points in the second quarter.

Premium, Loyalty and International Growth Management highlighted progress in its Premium, Loyalty, Cargo and International growth initiatives. Diversified revenues accounted for 54% of total revenue mix, up four percentage points from a year earlier and one point sequentially.

Premium revenue rose about 24.5% year over year and represented more than 36% of total revenue, an increase of three percentage points from the prior year. Alaska said its completed narrowbody premium-cabin retrofits are expected to provide a full-year benefit in 2027, while further premium offerings are planned for its widebody fleet.

Managed corporate revenue increased 30% in the third quarter, while future corporate bookings were also about 30% above year-earlier levels. In London Heathrow, the company said business-class cabin performance exceeded its fair market share by three points during the quarter.

Loyalty program cash remuneration increased 21% to $721 million, driven by card spending and customer engagement. Andrew Harrison, executive vice president and chief commercial officer, said the company’s Summit premium card has attracted a meaningful number of new customers, with roughly half of cardholders new to Alaska’s portfolio and 40% coming from outside its core geographies.

Alaska also announced plans to launch year-round Seattle service to Osaka, Japan, and Papeete, Tahiti, next spring. The additions will bring its Seattle international nonstop route total to nine as the company works toward a goal of 15 routes and becoming Seattle’s leading long-haul international carrier by 2030.

The company expects to file with the U.S. Department of Transportation in the fourth quarter to join Atlantic and Pacific joint international businesses. Harrison said joint businesses could strengthen Alaska’s international economics through partner distribution, capacity coordination and pricing capabilities.

Fuel Costs Drive Revised Outlook Chief Financial Officer Shane Tackett said the company’s average fuel price was $3.94 per gallon during the third quarter, above its July expectation of $3.75 per gallon. Fuel prices ranged from about $3.10 per gallon in early July to nearly $5 per gallon by the end of the quarter.

For the fourth quarter, Alaska expects economic fuel costs of $4.65 to $4.85 per gallon, compared with its original 2026 planning assumption of $2.50 per gallon. Tackett said the additional fuel expense of more than $2 per gallon is expected to add $650 million in costs in the fourth quarter alone.

The company forecast a fourth-quarter adjusted loss of between $2.50 and $2.00 per share and a full-year adjusted loss of between $5.50 and $5.00 per share. Tackett said the forecast includes a fuel headwind of more than $4 per share compared with the company’s original assumption.

Despite the near-term fuel pressure, management said it expects at least $3 to $4 of core earnings improvement next year, excluding the impact of fuel. Tackett said the company believes premium products, loyalty, cargo, international service and network investments will support stronger earnings over time.

Capacity, Costs and Balance Sheet Alaska expects fourth-quarter capacity growth of approximately 1% to 1.5% year over year, with most of the increase coming from international flying. The company expects fourth-quarter unit revenue to rise by low double digits, broadly consistent with third-quarter performance.

Nonfuel unit costs rose 4.4% in the third quarter, an improvement from a 6.5% increase in the second quarter. The company expects nonfuel unit costs to increase at a mid-single-digit rate in the fourth quarter, citing inflation, airport and real-estate costs, and engine maintenance expenses.

Management said several network investments have temporarily pressured unit revenue, including rapid growth in strategic markets such as Portland, San Diego, Los Angeles and select California-Hawaii routes. Harrison said those markets represent about 13% of capacity and have been growing more than 20%, but the company expects improvement as the routes mature.

Hawaii also remained a headwind, accounting for roughly two points of system unit-revenue pressure, according to Harrison. He said the outlook for 2027 is more constructive as industry capacity growth moderates, prior growth investments annualize and the company benefits from a single passenger service system and Hawaiian Airlines’ oneworld membership.

Alaska ended the quarter with approximately $3.3 billion in liquidity, $20 billion in unencumbered assets and a debt-to-capitalization ratio of 66%. Tackett said restoring balance-sheet strength will be the company’s top financial priority as earnings and free cash flow improve.

The company also plans to take delivery of 22 Boeing 737-10 aircraft beginning late in the first quarter of next year. Minicucci said the aircraft will initially enter service in Alaska’s standard domestic configuration, while a later tranche planned for 2028 will feature the company’s Aurora configuration with lie-flat seats.

About Alaska Air Group (NYSE:ALK) Alaska Air Group, Inc is an airline holding company headquartered in Seattle, Washington. Its principal subsidiaries include Alaska Airlines and Hawaiian Airlines, which operate under separate brands while serving passengers throughout North America, the Pacific and other international markets.

Alaska Airlines provides scheduled passenger and air cargo services across the United States, Canada, Mexico, Costa Rica and the Bahamas, with a strong presence on the U.S. West Coast and in Alaska.

Reported loss per share of ($1.32), and adjusted earnings per share, excluding certain tax impacts, of $0.36

Announced intent to join the Atlantic and Pacific Joint International Businesses with oneworld and global partners

New service to Osaka and Papeete expands Seattle's nonstop international network to 9 of 15 planned routes by 2030

, /PRNewswire/ -- Alaska Air Group (NYSE: ALK) today reported financial results for the third quarter ending September 30, 2026.

"At Investor Day, we laid out a clear strategy for building a stronger, more diversified business, and we're executing it: growing premium, international, cargo and Atmos Rewards, and investing in the guest experience," said Alaska Air Group CEO Ben Minicucci. "Those are the things that earn guest loyalty, diversify our revenue and ultimately drive stronger earnings. While we're not satisfied with this quarter's result or the $1.8 billion fuel headwind this year, we are confident in our ability to execute on the things we can control, including increasing the spread between unit revenue and unit costs excluding fuel."

Quarter in Review:

Air Group reported third quarter Generally Accepted Accounting Principles (GAAP) pretax margin of 0.4% and GAAP net loss of ($147) million, or ($1.32) per share. Air Group's third quarter adjusted pretax margin was 1.1% and adjusted net loss was ($35) million, or ($0.31) per share. Excluding certain tax impacts, Air Group's third quarter adjusted net income was $49 million, or $0.36 per share.

Q3 2026 Results

Prior Expectation

Actual Results

Capacity (ASMs) % change versus 2025

Up 2% to 3%

Up 2.4%

RASM % change versus 2025

Up low double digits

Up 11.7%

CASMex % change versus 2025

Up low to mid single digits

Up 4.4%

Economic fuel cost per gallon

$3.75

$3.94

Adjusted earnings per share, excluding certain tax impacts(a)

$0.00 to $1.00

$0.36

(a) These results reflect a Q3 adjusted effective tax rate of 18.4%, or adjusted tax expense of $9 million, versus our original guidance assumption of approximately 35% due to the AETR revision discussed below.

Third quarter results were driven by strong underlying commercial momentum despite a significant fuel headwind. Revenue increased 14% year-over-year to $4.3 billion on 2.4% capacity growth, resulting in unit revenue growth of nearly 12%, despite  Hawaiʻi headwinds, pressure from strategic growth markets investments, and rapid international expansion. Yield improved through the quarter, with September yield increasing approximately 17% year-over-year.

Air Group's diversified revenue, which represents operating revenue outside the main cabin, has grown to 54% of total revenue, reflecting progress against our strategic initiatives as we shift towards a more structurally resilient business. Premium revenue grew approximately 25% and represented more than 36% of total revenue, loyalty program cash remuneration grew 21% to $721 million, and managed corporate revenue increased 30%. Air Group continued to expand its international network, with the additions of Paris, Athens, Osaka, and Papeete, bringing our Seattle international network to nine routes.

During the third quarter, the Company reduced its estimated annual effective tax rate (AETR) following a change in its full-year outlook from pretax income to a pretax loss, driven primarily by elevated fuel prices. As a result, the Company recorded a cumulative catch-up adjustment related to tax benefits recognized on first-half losses, which reduced third quarter adjusted earnings per share by ($0.67). Excluding this adjustment, third quarter adjusted earnings per share were $0.36.

Fourth Quarter Forecast Information:

Looking ahead, demand remains healthy, with commercial momentum continuing into the fourth quarter. Air Group expects capacity to grow approximately 1% to 1.5% year-over-year, with the increase concentrated in international flying. Unit revenue is expected to increase in the low double digits year-over-year and improve sequentially on a gross basis, supported by continued yield strength. Non-fuel unit costs are expected to increase in the mid-single digits, reflecting lower capacity growth.

Elevated fuel costs are expected to remain a significant headwind to near-term profitability, with our guidance assuming a fourth quarter economic fuel cost of $4.65 to $4.85 per gallon, or $650 million higher than our initial plan. For the full year, we now expect an adjusted loss per share between ($5.50) and ($5.00), inclusive of $1.8 billion in fuel expense above our plan.

Q4 2026 Expectation

Capacity (ASMs) % change versus 2025

Up 1% to 1.5%

RASM % change versus 2025

Up low double-digits

CASMex % change versus 2025

Up mid single-digits

Economic fuel cost per gallon

$4.65 to $4.85

Adjusted loss per share(a)

($2.50) to ($2.00)

(a) Q4 loss per share guidance assumes non-operating expense of approximately $70 million, a tax rate of approximately 20%, and shares outstanding of approximately 112.5 million.

Commercial Updates:

Announced intent to join the Atlantic and Pacific Joint International Businesses with oneworld and global partners, broadening international connectivity for guests and increasing access to premium worldwide travel opportunities.
Unveiled Aurora and Leihōkū by Alaska and Hawaiian, new premium guest experiences designed to elevate travel, featuring spacious lie flat suites, access to exclusive check-in and concierge services, and elevated dining options. Aurora will be featured on Alaska's Boeing 787 fleet and select transcontinental routes operated by new 737-10 MAX aircraft, while Leihōkū will be featured on Hawaiian's A330 fleet.
Introduced Premium Reserve, a new premium economy product set to debut in 2028 on Alaska's 787-9, 787-10 and select 737-10 MAX aircraft and on Hawaiian's A330 fleet, offering guests enhanced comfort, space, and choice on longer flights.

Loyalty Updates:

Loyalty program cash remuneration grew 21% to $721 million in the third quarter.
Beginning in October, Atmos Rewards members can choose how they earn points and status points - by distance traveled, price paid, or segments flown - on flights departing on or after January 1, 2027.
Announced enhancements to Atmos Rewards, including expanded card offerings with the launch of an Atmos debit card in early 2027, four new Atmos communities, and additional program partnerships.
Launched new and improved benefits for Huakaʻi by Hawaiian members, including two free checked bags for Neighbor Island travel and additional ways to earn Atmos Rewards points.

Network Updates:

Announced new nonstop service from Seattle to Athens, Paris, Osaka, and Papeete beginning in spring 2027, further strengthening our position as Seattle's largest international carrier.
Announced domestic route expansions, including new routes from Portland to Steamboat Springs, San Diego to Loreto, Mexico and Paine Field to San Jose, alongside increased service from Paine Field to Portland, San Diego and Los Angeles.

Liquidity Updates:

Generated $755 million of operating cash flow during the first nine months of 2026.
Held $3.3 billion in available liquidity, including unrestricted cash, marketable securities, and undrawn credit facilities.
Had approximately $20 billion of unencumbered assets at September 30, 2026, including 134 aircraft and the unencumbered portion of our loyalty program assets.

Other Highlights:

Amaresh Siva named Alaska's Chief Information Technology Officer, joining the company from CVS Health. Siva will serve on the company's Executive Committee.
Alaska Airlines and Hawaiian Airlines were recognized with the 2026 APEX Five Star Major Airline Award.
Alaska Airlines recognized by the Skytrax World Airline Awards as the #1 Cleanest Airline in North America and the #2 Best Regional Airline in North America.
SVP of Merchandising and Innovation Charu Jain was recognized as one of Time's 2026 Tech and Data Executives of the Year.

A conference call regarding the third quarter results will be streamed online at 11:30 a.m. EDT/ 8:30 a.m. PDT on October 21, 2026. It can be accessed at www.alaskaair.com/investors. For those unable to listen to the live broadcast, a replay will be available after the conclusion of the call.

References in this update to "Air Group," "Company," "we," "us," and "our" refer to Alaska Air Group, Inc. and its subsidiaries, unless otherwise specified.

This news release may contain forward-looking statements subject to the safe harbor protection provided by Section 27A of the Securities Act of 1933, Section 21E of the Securities Exchange Act of 1934, and the Private Securities Litigation Reform Act of 1995. These statements relate to future events and involve known and unknown risks and uncertainties that may cause actual outcomes to be materially different from those indicated by our forward-looking statements, assumptions or beliefs. For a discussion of risks and uncertainties that may cause our forward-looking statements to differ materially, see Item 1A of the Company's Annual Report on Form 10-K for the year ended December 31, 2025. Some of these risks include competition, labor costs, relations and availability, general economic conditions, increases in operating costs including fuel, uncertainties regarding the ability to successfully integrate operations following the acquisition of Hawaiian Holdings, Inc. and the ability to realize anticipated cost savings, synergies, or growth from the acquisition, inability to meet cost reduction and other strategic goals, seasonal fluctuations in demand and financial results, supply chain risks, events that negatively impact aviation safety and security, cybersecurity risks, and changes in laws and regulations that impact our business. All of the forward-looking statements are qualified in their entirety by reference to the risk factors discussed in our most recent Form 10-K and in our subsequent SEC filings. We operate in a continually changing business environment, and new risk factors emerge from time to time. Management cannot predict such new risk factors, nor can it assess the impact, if any, of such new risk factors on our business or events described in any forward-looking statements. We expressly disclaim any obligation to publicly update or revise any forward-looking statements made today to conform them to actual results. Over time, our actual results, performance or achievements may differ from the anticipated results, performance or achievements that are expressed or implied by our forward-looking statements, assumptions or beliefs and such differences might be significant and materially adverse.

Alaska Airlines, Hawaiian Airlines and Horizon Air are subsidiaries of Alaska Air Group, and McGee Air Services is a subsidiary of Alaska Airlines. We are a global airline with hubs in Seattle, Honolulu, Portland, Anchorage, Los Angeles, San Diego and San Francisco. We deliver remarkable care as we fly our guests to more than 140 destinations throughout North America, Latin America, Asia, the Pacific and Europe. Guests can book travel at alaskaair.com and hawaiianairlines.com. Alaska and Hawaiian are members of the oneworld alliance. Members of our Atmos Rewards loyalty program can earn and redeem points with oneworld airlines and our additional global partners that serve over 1,100 worldwide destinations. Learn more about what's happening at Alaska and Hawaiian at news.alaskaair.com. Alaska Air Group is traded on the New York Stock Exchange (NYSE) as "ALK."

CONDENSED CONSOLIDATED STATEMENTS OF OPERATIONS (unaudited)
Alaska Air Group, Inc.

Three Months Ended September 30,

Nine Months Ended September 30,

(in millions, except per share amounts)

2026

2025

Change

2026

2025

Change

Operating Revenue

Passenger revenue

$    3,885

$     3,424

13 %

$   10,449

$     9,587

9 %

Loyalty program other revenue

263

200

32 %

748

617

21 %

Cargo and other revenue

160

142

13 %

476

403

18 %

Total Operating Revenue

4,308

3,766

14 %

11,673

10,607

10 %

Operating Expenses

Wages and benefits

1,287

1,226

5 %

3,768

3,518

7 %

Variable incentive pay

68

71

(4 %)

163

194

(16 %)

Aircraft fuel

1,214

761

60 %

3,315

2,142

55 %

Aircraft maintenance

257

238

8 %

729

698

4 %

Aircraft rent

66

64

3 %

191

190

1 %

Landing fees and other rentals

333

305

9 %

929

825

13 %

Contracted services

163

151

8 %

472

442

7 %

Selling expenses

118

107

10 %

332

312

6 %

Depreciation and amortization

216

203

6 %

627

596

5 %

Food and beverage service

110

100

10 %

312

282

11 %

Third-party regional carrier expense

71

72

(1 %)

195

205

(5 %)

Other

298

256

16 %

903

764

18 %

Special items - operating

25

64

(61 %)

102

211

(52 %)

Total Operating Expenses

4,226

3,618

17 %

12,038

10,379

16 %

Operating Income (Loss)

82

148

(45 %)

(365)

228

NM

Non-operating Income (Expense)

Interest income

22

23

(4 %)

62

71

(13 %)

Interest expense

(97)

(70)

39 %

(259)

(202)

28 %

Interest capitalized

14

8

75 %

37

29

28 %

Other - net

(3)

2

NM

12

(10)

NM

Total Non-operating Expense

(64)

(37)

73 %

(148)

(112)

32 %

Income (Loss) Before Income Tax

18

111

(513)

116

Income tax expense (benefit)

165

38

(97)

37

Net Income (Loss)

$     (147)

$        73

$     (416)

$        79

Basic Earnings (Loss) Per Share

$     (1.32)

$      0.63

$     (3.70)

$      0.66

Diluted Earnings (Loss) Per Share

$     (1.32)

$      0.62

$     (3.70)

$      0.65

Weighted Average Shares Outstanding used for
computation:

Basic

111.611

115.287

112.334

119.061

Diluted

111.611

117.500

112.334

121.193

CONDENSED CONSOLIDATED BALANCE SHEETS (unaudited)
Alaska Air Group, Inc.

(in millions, except share amounts)

September
30, 2026

December
31, 2025

ASSETS

Cash and cash equivalents

$       835

$       627

Restricted cash

34

28

Marketable securities

1,396

1,496

Receivables - net

656

565

Inventories and supplies - net

249

203

Prepaid expenses

234

278

Other current assets

37

69

Total Current Assets

3,441

3,266

Property and equipment - net of accumulated depreciation and amortization of $5,377 and $4,945

12,280

11,857

Operating lease assets

1,325

1,268

Goodwill

2,723

2,723

Intangible assets - net of accumulated amortization of $116 and $74

773

815

Other noncurrent assets

487

432

Total Noncurrent Assets

17,588

17,095

Total Assets

$    21,029

$    20,361

LIABILITIES AND SHAREHOLDERS' EQUITY

Accounts payable

$       443

$       324

Accrued wages, vacation and payroll taxes

853

881

Air traffic liability

2,129

1,689

Other accrued liabilities

1,154

1,055

Deferred revenue

1,854

1,722

Current portion of long-term debt and finance leases

890

721

Current portion of operating lease liabilities

222

197

Total Current Liabilities

7,545

6,589

Long-term debt and finance leases, net of current portion

5,269

4,834

Operating lease liabilities, net of current portion

1,138

1,141

Deferred income taxes

909

1,004

Deferred revenue

1,690

1,711

Obligation for pension and post-retirement medical benefits

324

369

Other liabilities

624

595

Total Noncurrent Liabilities

9,954

9,654

Shareholders' Equity

Preferred stock, $0.01 par value, Authorized: 5,000,000 shares, none issued or outstanding

—

—

Common stock, $0.01 par value, Authorized: 400,000,000 shares, Issued: 2026 - 147,152,378
shares; 2025 - 145,115,659 shares, Outstanding: 2026 - 111,631,476 shares; 2025 - 115,530,889
shares

1

1

Capital in excess of par value

1,053

961

Treasury stock (common), at cost: 2026 - 35,520,902 shares; 2025 - 29,584,770 shares

(1,951)

(1,701)

Accumulated other comprehensive loss

(187)

(173)

Retained earnings

4,614

5,030

Total Shareholders' Equity

3,530

4,118

Total Liabilities and Shareholders' Equity

$    21,029

$    20,361

SUMMARY CASH FLOW (unaudited)

Alaska Air Group, Inc.

(in millions)

Nine Months
Ended September
30, 2026

Six Months Ended
June 30, 2026(a)

Three Months
Ended September
30, 2026(b)

Cash Flows from Operating Activities:

Net Loss

$               (416)

$               (269)

$               (147)

Adjustments to reconcile net loss to net cash provided by
operating activities

691

453

238

Changes in working capital

480

422

58

Net cash provided by operating activities

755

606

149

Cash Flows from Investing Activities:

Property and equipment additions

(965)

(523)

(442)

Other investing activities

73

(112)

185

Net cash used in investing activities

(892)

(635)

(257)

Cash Flows from Financing Activities:

367

472

(105)

Net increase (decrease) in cash and cash equivalents

230

443

(213)

Cash, cash equivalents, and restricted cash at beginning of
period

684

684

1,127

Cash, cash equivalents, and restricted cash at end of the
period

$                914

$              1,127

$                914

Reconciliation of cash, cash equivalents, and restricted
cash:

Cash and cash equivalents

$                835

$              1,064

Restricted cash

34

33

Restricted cash included in Other noncurrent assets

45

30

Total cash, cash equivalents, and restricted cash at end of
the period

$                914

$              1,127

(a) As reported in Form 10-Q for the second quarter of 2026.

(b) Cash flows for the three months ended September 30, 2026 can be calculated by subtracting cash flows from the six months ended June 30, 2026 from the nine months ended September 30, 2026.

OPERATING STATISTICS (unaudited)

A manual recalculation of certain figures using rounded amounts may not agree directly to the actual figures presented in the
table below.

Three Months Ended September 30,

Nine Months Ended September 30,

2026

2025

Change

2026

2025

Change

Consolidated Operating Statistics:(a)

Revenue passengers (000)

15,706

15,879

(1.1) %

44,095

44,272

(0.4) %

RPMs (000,000) "traffic"

20,733

20,739

— %

58,045

58,174

(0.2) %

ASMs (000,000) "capacity"

25,031

24,447

2.4 %

70,907

69,724

1.7 %

Load factor

82.8 %

84.8 %

(2.0) pts

81.9 %

83.4 %

(1.5) pts

Yield

18.73¢

16.51¢

13.4 %

18.00¢

16.48¢

9.2 %

PRASM

15.52¢

14.00¢

10.9 %

14.74¢

13.75¢

7.2 %

RASM

17.21¢

15.41¢

11.7 %

16.46¢

15.21¢

8.2 %

CASMex(b)

11.46¢

10.98¢

4.4 %

11.71¢

11.08¢

5.7 %

Fuel cost per gallon(c)

$3.94

$2.51

57.0 %

$3.81

$2.50

52.4 %

Fuel gallons (000,000)(c)

308

303

1.7 %

870

859

1.3 %

ASMs per gallon

81.3

80.6

0.9 %

81.5

81.1

0.5 %

Departures (000)

146.0

144.0

1.4 %

410.6

407.4

0.8 %

Average full-time equivalent employees
(FTEs)

32,171

32,590

(1.3) %

31,787

31,221

1.8 %

Operating fleet(d)

424

406

18 a/c

424

406

18 a/c

(a) Except for FTEs, data includes activity under a capacity purchase agreement with a third-party regional carrier.

(b) See a reconciliation of this non-GAAP measure and Note A for a discussion of the importance of this measure to investors in the accompanying pages.

(c) Excludes operations under the Air Transportation Services Agreement (ATSA) with Amazon.

(d) Includes owned and leased aircraft as well as aircraft operated under a capacity purchase agreement with a third-party regional carrier.

GAAP TO NON-GAAP RECONCILIATIONS (unaudited)
Alaska Air Group, Inc.

We are providing reconciliations of reported non-GAAP financial measures to their most directly comparable financial measures reported on a GAAP basis. Amounts in the tables below are rounded to the nearest million. As a result, a manual recalculation of certain figures using these rounded amounts may not agree directly to the amounts presented. These reconciliations include adjustments intended to improve comparability and provide a clearer view of the Company's core operating performance.

Losses (gains) on foreign debt and other primarily reflect unrealized and realized gains or losses resulting from changes in foreign currency exchange rates on certain debt. In 2025, these expenses also included mark-to-market fuel hedge adjustments.

Special items - operating primarily relate to costs associated with the integration of Hawaiian Airlines, including employee-related costs, technology costs, and other merger-related expenses. It also includes certain litigation costs. In 2025, these expenses also included costs related to changes in Alaska flight attendants' sick leave benefits pursuant to a collective bargaining agreement ratified in the first quarter of 2025.

During the third quarter of 2026, the Company revised its full-year outlook from a pretax income to a pretax loss primarily due to elevated fuel prices. This reduced the Company's estimated AETR. Because the Company incurred pretax losses in the first half of 2026, the lower tax rate reduced the expected tax benefit associated with those losses by $75 million. As required under the AETR methodology, this adjustment was recorded in the third quarter and is included in adjusted income tax expense of $84 million. Excluding this adjustment, adjusted income tax expense would have been $9 million and adjusted earnings per share would have been $0.36 for the quarter ended September 30, 2026.

The $75 million adjustment remains reflected in year-to-date adjusted earnings and will be included in the Company's full-year 2026 adjusted earnings results. Because the adjustment relates entirely to the remeasurement of tax benefits associated with first-half losses, management believes excluding it from third-quarter adjusted earnings improves comparability of current-quarter operating performance.

Pretax Income (Loss), Net Income (Loss), and Earnings (Loss) per Share,
adjusted

Three Months Ended September 30,

2026

2025

(in millions, except per share amounts)

Income
Before
Income
Tax

Income
Tax

Net
Income
(Loss)

Per
Share

Income
Before
Income
Tax

Income
Tax

Net
Income

Per
Share

GAAP

$   18

$    165

$  (147)

$  (1.32)

$ 111

$     38

$     73

$   0.62

Adjusted for:

Losses (gains) on foreign debt and
other

6

(2)

Special items - operating

25

64

Total adjustments

31

(81)

112

1.01

62

12

50

0.43

Adjusted

$   49

$     84

$    (35)

$  (0.31)

$ 173

$     50

$    123

$   1.05

Impact of cumulative catch-up
adjustment related to tax benefits
recognized on first-half losses

—

75

(75)

(0.67)

Adjusted, excluding certain tax impacts

$   49

$      9

$     40

$   0.36

GAAP pretax margin

0.4 %

2.9 %

Adjusted pretax margin

1.1 %

4.6 %

Nine Months Ended September 30,

2026

2025

(in millions, except per share amounts)

Loss
Before
Income
Tax

Income
Tax

Net
Loss

Per
Share

Income
Before
Income
Tax

Income
Tax

Net
Income

Per
Share

GAAP

$         (513)

$    (97)

$  (416)

$  (3.70)

$ 116

$     37

$     79

$   0.65

Adjusted for:

Losses (gains) on foreign debt and
other

(1)

1

Special items - operating

102

211

Total adjustments

101

14

87

0.77

212

48

164

1.36

Adjusted

$         (412)

$    (83)

$  (329)

$  (2.93)

$ 328

$     85

$    243

$   2.01

GAAP pretax margin

(4.4) %

1.1 %

Adjusted pretax margin

(3.5) %

3.1 %

CASMex Reconciliation

Three Months Ended
September 30,

Nine Months Ended September
30,

(in millions, except unit metrics)

2026

2025

2026

2025

Total operating expenses

$        4,226

$        3,618

$       12,038

$       10,379

Less the following components:

Aircraft fuel

1,214

761

3,315

2,142

Freighter costs

53

47

157

136

Performance-based pay

66

62

158

163

Special items - operating

25

64

102

211

Adjusted operating expenses

$        2,868

$        2,684

$        8,306

$        7,727

ASMs

25,031

24,447

70,907

69,724

CASMex

          11.46¢ 

          10.98¢ 

          11.71¢ 

          11.08¢ 

Adjusted Capital Expenditures Reconciliation

Nine Months Ended September 30,

(in millions)

2026

2025

Aircraft, aircraft purchase deposits, and other flight equipment

$              790

$              744

Other property and equipment

175

219

Capital expenditures

965

963

Adjusted for:

Property and equipment acquired through the issuance of debt

72

69

Proceeds from sales of aircraft and other equipment

(10)

(162)

Adjusted capital expenditures

$            1,027

$              870

Debt-to-capitalization, including leases

(in millions)

September 30, 2026

December 31, 2025

Long-term debt and finance leases, net of current portion

$                 5,269

$                 4,834

Operating lease liabilities, net of current portion

1,138

1,141

Short-term EETC debt maturing in 2027

512

—

Adjusted debt, net of current portion(a)

6,919

5,975

Shareholders' equity

3,530

4,118

Total Invested Capital

$               10,449

$                10,093

Debt-to-capitalization ratio, including leases

66 %

59 %

(a) For September 30, 2026, the Company is presenting its short-term EETC debt, maturing in the third quarter of 2027, within its debt-to-capitalization ratio. At December 31, 2025, this debt was included within Long-term debt and finance leases, net of current portion.

Adjusted net debt to earnings before interest, taxes, depreciation, amortization, fixed portion of operating lease expense,
and special items

(in millions)

September 30, 2026

December 31, 2025

Long-term debt and finance leases

$                    6,159

$                    5,555

Operating lease liabilities

1,360

1,338

Adjusted debt

7,519

6,893

Less: Total unrestricted cash and marketable securities

2,231

2,123

Adjusted net debt

$                    5,288

$                    4,770

(in millions)

Twelve Months Ended
September 30, 2026

Twelve Months Ended
December 31, 2025

Operating Income (Loss)(a)

$                     (290)

$                      303

Adjusted for:

Special items - operating

141

250

Gains on foreign debt and other

(5)

(3)

Depreciation and amortization

826

795

Fixed portion of operating lease expense

283

279

EBITDAR

$                      955

$                    1,624

Adjusted net debt to EBITDAR

5.5x

2.9x

(a) Operating income (loss) can be reconciled using the trailing twelve month operating income as filed quarterly with the SEC.

Note A: Pursuant to Regulation G, we provide reconciliations of reported non-GAAP financial measures to the most directly comparable GAAP financial measures. We believe these non-GAAP measures provide meaningful supplemental information to investors for the following reasons:

Pretax income (loss), net income (loss), and earnings (loss) per share are presented on an adjusted basis. Adjustments are made for special charges that are unusual or nonrecurring in nature, as well as for gains and losses on foreign debt, as these adjustments enhance comparability of our core operations to prior periods and to the rest of the airline industry.
CASMex is a key measure used by management and the Air Group Board of Directors to evaluate cost performance. It is also commonly used by industry analysts to compare airlines. Because U.S. carriers are generally similarly affected by changes in jet fuel prices over the long run, aircraft fuel costs are excluded to focus on more controllable, company-specific cost drivers. Costs related to freighter aircraft operations, including those incurred under the ATSA with Amazon, are excluded to enhance comparability with carriers that do not operate freighter aircraft. Performance‑Based Pay (PBP) expense is excluded as it is dependent on the Company's achievement of annually established financial and operational goals. Certain special charges are excluded as they are unusual or nonrecurring in nature.
Adjusted capital expenditures includes certain amounts that are not classified as investing cash outflows within our consolidated statements of cash flows, but are viewed by management and other stakeholders as significant long-term investments in the business. Management believes these adjustments provide a more complete view of capital expenditures during the year.
Liquidity and leverage measures, including debt-to-capitalization and adjusted net debt to EBITDAR, are presented to provide insight into the Company's financial position and flexibility. In 2026, we made adjustments to the calculation of these metrics to enhance comparability with our peers. The debt-to-capitalization ratio now excludes the current portion of operating and finance lease liabilities, with prior periods recast for consistency. Additionally, EBITDAR was adjusted to reflect the fixed portion of operating leases rather than total aircraft rent to better reflect performance, with prior periods recast accordingly.

GLOSSARY OF TERMS

Adjusted debt - long-term debt, plus operating and finance lease liabilities

Adjusted net debt - long-term debt, plus operating and finance lease liabilities, less unrestricted cash and marketable securities

Adjusted net debt to EBITDAR - represents adjusted net debt divided by EBITDAR (trailing twelve months earnings before interest, taxes, depreciation, amortization, fixed portion of operating leases, and special items)

ASMs - available seat miles, or "capacity"; represents total seats available across the fleet multiplied by the number of miles flown

CASMex - operating costs excluding fuel, freighter costs, Performance-Based Pay (PBP), and special items per ASM, or "unit cost"

Debt-to-capitalization ratio - represents adjusted debt, net of current portion, divided by total equity plus adjusted debt, net of current portion

Diluted Earnings per Share - represents earnings per share (EPS) using fully diluted shares outstanding

Diluted Shares - represents the total number of shares that would be outstanding if all possible sources of conversion, such as stock options, were exercised

Freighter Costs - operating expenses directly attributable to the operation of B737 freighter aircraft and A330-300 freighter aircraft exclusively performing cargo missions

Load Factor - RPMs as a percentage of ASMs; represents the number of available seats that were filled with revenue passengers

PRASM - passenger revenue per ASM, or "passenger unit revenue"

RASM - operating revenue per ASMs, or "unit revenue"; operating revenue includes all passenger revenue, freight & mail, loyalty program revenue, and other ancillary revenue; represents the average total revenue for flying one seat one mile

RPMs - revenue passenger miles, or "traffic"; represents the number of seats that were filled with revenue passengers; one passenger traveling one mile is one RPM

Yield - passenger revenue per RPM; represents the average passenger revenue for flying one passenger one mile

SOURCE Alaska Air Group

The market expects Alaska Air Group (ALK - Free Report) to deliver a year-over-year decline in earnings on higher revenues when it reports results for the quarter ended September 2026. This widely-known consensus outlook is important in assessing the company's earnings picture, but a powerful factor that might influence its near-term stock price is how the actual results compare to these estimates.

The stock might move higher if these key numbers top expectations in the upcoming earnings report, which is expected to be released on October 20. On the other hand, if they miss, the stock may move lower.

While the sustainability of the immediate price change and future earnings expectations will mostly depend on management's discussion of business conditions on the earnings call, it's worth handicapping the probability of a positive EPS surprise.

Zacks Consensus EstimateThis airline is expected to post quarterly earnings of $0.35 per share in its upcoming report, which represents a year-over-year change of -66.7%.

Revenues are expected to be $4.31 billion, up 14.5% from the year-ago quarter.

Estimate Revisions TrendThe consensus EPS estimate for the quarter has been revised 388.12% lower over the last 30 days to the current level. This is essentially a reflection of how the covering analysts have collectively reassessed their initial estimates over this period.

Investors should keep in mind that the direction of estimate revisions by each of the covering analysts may not always get reflected in the aggregate change.

Price, Consensus and EPS Surprise

Earnings WhisperEstimate revisions ahead of a company's earnings release offer clues to the business conditions for the period whose results are coming out. This insight is at the core of our proprietary surprise prediction model -- the Zacks Earnings ESP (Expected Surprise Prediction).

The Zacks Earnings ESP compares the Most Accurate Estimate to the Zacks Consensus Estimate for the quarter; the Most Accurate Estimate is a more recent version of the Zacks Consensus EPS estimate. The idea here is that analysts revising their estimates right before an earnings release have the latest information, which could potentially be more accurate than what they and others contributing to the consensus had predicted earlier.

Thus, a positive or negative Earnings ESP reading theoretically indicates the likely deviation of the actual earnings from the consensus estimate. However, the model's predictive power is significant for positive ESP readings only.

A positive Earnings ESP is a strong predictor of an earnings beat, particularly when combined with a Zacks Rank #1 (Strong Buy), 2 (Buy) or 3 (Hold). Our research shows that stocks with this combination produce a positive surprise nearly 70% of the time, and a solid Zacks Rank actually increases the predictive power of Earnings ESP.

Please note that a negative Earnings ESP reading is not indicative of an earnings miss. Our research shows that it is difficult to predict an earnings beat with any degree of confidence for stocks with negative Earnings ESP readings and/or Zacks Rank of 4 (Sell) or 5 (Strong Sell).

How Have the Numbers Shaped Up for Alaska Air?For Alaska Air, the Most Accurate Estimate is higher than the Zacks Consensus Estimate, suggesting that analysts have recently become bullish on the company's earnings prospects. This has resulted in an Earnings ESP of +4.35%.

On the other hand, the stock currently carries a Zacks Rank of #4.

So, this combination makes it difficult to conclusively predict that Alaska Air will beat the consensus EPS estimate.

Does Earnings Surprise History Hold Any Clue?While calculating estimates for a company's future earnings, analysts often consider to what extent it has been able to match past consensus estimates. So, it's worth taking a look at the surprise history for gauging its influence on the upcoming number.

For the last reported quarter, it was expected that Alaska Air would post a loss of$0.97 per share when it actually produced a loss of -$0.92, delivering a surprise of +5.15%.

Over the last four quarters, the company has beaten consensus EPS estimates two times.

Bottom LineAn earnings beat or miss may not be the sole basis for a stock moving higher or lower. Many stocks end up losing ground despite an earnings beat due to other factors that disappoint investors. Similarly, unforeseen catalysts help a number of stocks gain despite an earnings miss.

That said, betting on stocks that are expected to beat earnings expectations does increase the odds of success. This is why it's worth checking a company's Earnings ESP and Zacks Rank ahead of its quarterly release. Make sure to utilize our Earnings ESP Filter to uncover the best stocks to buy or sell before they've reported.

Alaska Air doesn't appear a compelling earnings-beat candidate. However, investors should pay attention to other factors too for betting on this stock or staying away from it ahead of its earnings release.

Stay on top of upcoming earnings announcements with the Zacks Earnings Calendar.

Key Takeaways Alaska Air has achieved nearly two-thirds of its $1B incremental profit target, due by 2027.ALK plans at least 15 intercontinental destinations from Seattle by 2030, with Paris and Athens in 2027.Alaska Air targets 550 aircraft by 2035 and aims to lift non-main-cabin revenue share to 60%. Alaska Air Group (ALK - Free Report) ) is moving toward building a diversified, premium airline poised to generate solid earnings globally. During its 2026 Investor Day in Seattle, Alaska Air Group announced the next phase of the Alaska Accelerate strategic plan, reflecting the shift from the foundation-building to the activation phase.

Alaska Accelerate was initially launched in December 2024 by Alaska Air Group with an aim of restoring earnings strength, enhancing its competitive position and generating $1 billion in incremental profit with the help of a vast network, a robust commercial platform, customer-friendly schemes and a diversified earnings base.

So far since the launch, Alaska Air has successfully achieved nearly two-thirds of the $1 billion incremental profit target and remains on track to achieve the full amount by 2027. The $1 billion of incremental profit is inclusive of $500 million of merger synergies from the combination of Alaska and Hawaiian.

The airline has also completed three of four major integration milestones, which include a single loyalty program, a Single Operating Certificate and a single passenger service system. Joint collective bargaining with represented workgroups is in progress.

ALK has streamlined the combined network and launched long-haul international service from Seattle, coupled with nonstop flights to London, Rome, Reykjavik, Tokyo and Seoul. Flights to Paris and Athens shall start, effective spring 2027, with expansion plans to at least 15 intercontinental destinations from Seattle by 2030. 

Launch of the loyalty programs of Alaska Airlines and Hawaiian Airlines together in one platform has helped ALK witness active membership accelerate from about 3% annual growth from 2019 to 2024 to roughly 13% by 2027 (more than four times the prior pace). ALK is hopeful that the program will generate nearly $4 billion in cash flow annually by 2030. The expansion of Huaka'i by Hawaiian, a benefits program designed especially for Hawaii residents, looks noteworthy as well.

In terms of fleet also, Alaska Air is growing from 400+ aircraft to 550 by 2035 and has placed the largest fleet order in its history. We would like to remind investors that ALK has the youngest and most fuel-efficient fleet among the major carriers.

ALK’s consistent focus on improving guest experiences in the form of premium cabins, airport improvements, new lounges and free Starlink Wi-Fi sponsored by T-Mobile helps it retain its popularity among customers.

Above all these, ALK has witnessed increased revenue outside the main cabin by five points in two years, with an aim to climb from 53% today to 60% over time through premium products, international growth, Atmos Rewards and cargo.

Ben Minicucci, chief executive officer of Alaska Air Group, stated, "Alaska Accelerate is about shaping our future and doing it in a way that builds on Alaska and Hawaiian's 90+ year legacies while setting a new standard for what air travel should be. The acquisition of Hawaiian Airlines did not create a new strategy – it accelerated one we had already built. The heavy lifting is behind us, the value creation is in front of us, and we are entering the phase where the investments we have made in premium products, global connectivity, loyalty, cargo and Hawai??i increasingly show up in our results."

Overall, ALK’s progress under Alaska Accelerate strengthens its long-term growth outlook. Merger synergies, international expansion, a larger fleet and rising contributions from premium, loyalty and cargo businesses should support earnings and cash flow growth. Continued execution on these initiatives could further enhance shareholder value over time.

Zacks Rank and Stocks to ConsiderAlaska Airlines carries a Zacks Rank #3 (Hold).

Investors interested in the Zacks Transportation sector may consider Expeditors International of Washington, Inc. (EXPD - Free Report) and Schneider National, Inc. (SNDR - Free Report) .

Expeditors currently sports a Zacks Rank #1 (Strong Buy). You can see the complete list of today’s Zacks #1 Rank stocks here.

EXPD has an expected earnings growth rate of 28.6% for 2026. The company has an encouraging earnings surprise history. Its earnings beat the Zacks Consensus Estimate in each of the trailing four quarters, delivering an average beat of 17.15%.

Schneider presently carries a Zacks Rank #2 (Buy).

Schneider has an expected earnings growth rate of 65.08% for the current year.  Schneider’s earnings outpaced the Zacks Consensus Estimate in two of the trailing four quarters (missed the mark in the remaining two quarters), delivering an average miss of 10.01%. The Zacks Consensus Estimate for Schneider’s full-year earnings has moved 14.29% north in the past 60 days.

4 Buy-and-Hold-Forever Stocks Available at a BargainAlaska Air Group NYSE: ALK used its 2026 Investor Day to outline the next phase of its Alaska Accelerate strategy, emphasizing premium travel, international expansion, loyalty, cargo and its combined Alaska-Hawaiian network as drivers of more durable earnings growth.

President and CEO Ben Minicucci said the company is moving from a foundation-building phase into an “activation phase,” following the integration of Hawaiian Airlines, the unification of its loyalty platform and the launch of international service from Seattle. He said the company has captured roughly two-thirds of the $1 billion in incremental profit targeted under its 2024 Alaska Accelerate plan and expects to realize the remainder in 2027.

Get Alaska Air Group alerts:

Boeing Gets $50B in March Orders—Is BA Stock a Buy Now?Management maintained long-term financial objectives of 11% to 13% pretax margins over the cycle, earnings above $10 per share, net leverage of about 1.5 times, double-digit returns on invested capital and positive, growing free cash flow. Minicucci said the company’s results have not yet fully reflected its strategic progress because of domestic-demand weakness in 2025 and higher fuel costs.

Revenue Diversification and Premium Investment Shane Tackett, president and CFO of Alaska Airlines, said the company expects diversified revenue streams—including premium cabins, international service, loyalty and cargo—to approach 60% of total revenue by 2030, compared with 53% currently. He said those initiatives are expected to add two to three points of margin beyond the original $1 billion Alaska Accelerate earnings unlock.

Despite Bad Headlines, Boeing Still Wins Billion Dollar ContractsThe airline plans to introduce premium economy on its wide-body aircraft, deploy a premium-oriented Boeing 737 MAX 10 configuration on transcontinental and other high-demand routes, expand its Seattle international hub, grow Atmos Rewards remuneration at a double-digit annual rate and more than double its cargo business.

Alaska expects capital expenditures to average $1.75 billion annually through 2030 and anticipates approximately 4% annual growth, with aircraft upgauging and international expansion serving as major contributors. Tackett said the company expects ex-fuel earnings to rise by $3 to $4 per share next year as it completes the remaining Alaska Accelerate initiatives. He said that, under a $2.50 fuel-price assumption used at the company’s 2024 Investor Day, the business would have a path to $10 per share in earnings.

Seattle Global Gateway and Product Expansion Chief Commercial Officer Andrew Harrison said Alaska intends to expand Seattle’s international network from seven destinations currently to 10 by 2028 and 15 by 2030. The company expects long-haul capacity to increase to 15% of total capacity by 2030 from 8% today, and said it aims to become Seattle’s largest international carrier by that year.

Alaska plans to seek entry into Oneworld’s transatlantic joint venture and Pacific joint businesses. Minicucci said the international strategy works on a standalone basis but would be strengthened by joint-venture participation. Harrison added that restrictions related to Alaska’s 2016 Virgin America acquisition, including limits involving American Airlines in certain markets, are expected to expire in summer 2027.

The company also announced new premium products across its fleets. Aurora and Leihōkū Suites will provide lie-flat business-class seating on Alaska’s Boeing 787s and Hawaiian’s Airbus A330s, while Premium Reserve will become the company’s long-haul premium-economy offering. A dedicated four-cabin MAX 10 configuration will include at least 45% premium seating and 12 lie-flat suites, initially across at least 25 aircraft.

Alaska said it plans to expand premium facilities in Seattle, including a new 41,000-square-foot lounge with 14,000 square feet for international travelers. Total Seattle lounge space is projected to exceed 73,000 square feet across five lounges by 2030.

Hawaii, Loyalty and Cargo Opportunities Hawaiian Airlines CEO Diana Rakow said the combined company is now the largest carrier serving Hawaii from the U.S. continent and in neighbor-island service, while ranking third internationally. She said the company has increased its share between Hawaii and the western U.S. by three points and has improved one-stop utility across its hubs to a range of 90% to 94%.

Rakow described Hawaii as an $8 billion market with roughly 10 million annual visitors and 1.4 million residents. She said storms associated with a strong El Niño created headwinds this year, but management remains confident in the market’s long-term fundamentals. The company plans to refurbish all A330 interiors, introduce Premium Reserve and open a 13,000-square-foot Honolulu lounge in early 2028.

Brett Catlin, senior vice president of network, partnerships and loyalty, said Atmos Rewards active membership has compounded at 13% since its August 2025 launch, compared with approximately 3% annual growth from 2019 through 2024. Alaska is targeting 25 million active members by 2030, more than double its 2024 member count.

The company raised its 2027 loyalty cash-remuneration target to $3.1 billion from $2.9 billion and expects loyalty remuneration to approach $4 billion by 2030. Planned additions include Bank of America points transfers, a no-annual-fee credit card and a debit card expected to launch in early 2027.

Meanwhile, cargo revenue has grown 60% since 2024, according to Ian Morgan, vice president of cargo. Alaska targets $750 million in cargo revenue by 2030, supported by dedicated freighters, international belly capacity and ACMI operations. Morgan said cargo can account for as much as 20% of revenue on transpacific flights and that the company sees a path toward 50% inter-island cargo share in Hawaii from roughly 6% currently.

About Alaska Air Group (NYSE:ALK)Alaska Air Group, Inc is an airline holding company whose principal subsidiaries include Alaska Airlines, Hawaiian Airlines and regional carrier Horizon Air. The company provides scheduled passenger and air cargo transportation, along with related services such as aircraft maintenance and ground handling through affiliated businesses.

Alaska Airlines serves destinations throughout the United States, Canada, Mexico, Costa Rica and other parts of North America, while Hawaiian Airlines connects the Hawaiian Islands with the U.S.

This instant news alert was generated by narrative science technology and financial data from MarketBeat in order to provide readers with the fastest reporting and unbiased coverage. Please send any questions or comments about this story to [email protected].

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Alaska Airlines is overhauling cabins across Alaska and Hawaiian Airlines to add hundreds of high-end seats and building new airport lounges, banking on customers' continued willingness to pay a premium for travel luxuries to grow its profits into the next decade.

The changes were announced ahead of Alaska's investor day in Seattle on Tuesday, when the carrier's executives will face questions on the new offerings, how the airline is coping with the profit-eating surge in jet fuel this year, and its ability to reach its goal of $1 billion in added profit from end of 2024 to the end of 2027. It said Tuesday that it's two-thirds of the way there.

Tune in at 10:20 ET as Alaska Airlines CEO Ben Minicucci joins CNBC TV. Watch in real time on CNBC+ or the CNBC Pro stream.

Investors are also likely to tie the new products to the company's prospects to grow its co-branded credit card and loyalty program, which have generated billions for airlines.

Alaska said it's working to become more reliant on revenue from premium seats, international flights, its loyalty program and cargo, which is higher margin than the main cabin. It forecast on Tuesday that those more lucrative products will reach close to 60% of its total revenue by 2030, up from 53% currently.

Even with the cabin changes, Alaska, which completed its merger with Hawaiian Airlines in September 2024, will continue to operate the two airlines as separate brands.

Here are some of the changes:

Alaska's Boeing 787 Dreamliners will get 34 lie-flat suites in a new offering it's calling Aurora. It will also have 35 seats in a new premium-economy section, called Premium Reserve, on the 787-9 and 787-10, starting in 2028."At least" 25 of the yet-to-be certified Boeing 737 Max 10s will have 12 lie-flat Aurora suites and premium-economy seats, a bid to compete with other airlines on lucrative cross-country routes.Hawaiian Airlines' 24 Airbus A330s will each get 22 all-new first-class suites with sliding doors, starting in 2028, and its first-ever premium-economy section, with 28 seats.The carrier will open a new 41,000-square-foot Alaska lounge at Seattle-Tacoma International Airport, with dedicated space for Aurora suites flyers, similar to the tiered lounge system Delta Air Lines, United Airlines and American Airlines have.Hawaiian is building an almost 13,000-square-foot lounge in Honolulu's Terminal 1, slated to open in early 2028.U.S. airlines have been spending the past few years revamping their cabins to add more premium seats, often at the expense of coach seats, since first-class fares can go for many times more than an economy-class ticket, and customers keep paying to sit closer to the front. Most of Alaska Airlines' fleet doesn't have lie-flat or other premium options that are common on competitors' jets.

Alaska is far from the first carrier to remodel its cabins, but that might work to its benefit when the fresh product hits the market.

"There is an advantage to being the last mover in that you've seen what your competitors have and if you want to you can try to one-up them," said Henry Harteveldt, founder of Atmosphere Research Group, a travel consulting firm.

watch now

Hawaiian Airlines A330 overhaulThe Hawaiian Airlines Airbus A330s, used for flights to Hawaii, Asia and Oceania, have "aging interiors," said Shane Jones, Alaska's head of fleet.

The new options will bring the total count down to 254 seats from 278 on those planes. Jones said the new options will give Alaska a range of premium choices, from the honeymoon splurge to repeat Hawaii visitors looking for a step-up from coach.

He told CNBC that the airline spent months looking at fabric samples at the company's headquarters in Seattle under different types of lighting to pick the right one.

Some shades were too bright pink, while others were too drab. He said that the airline wanted to evoke the colors and mood of tropical escapes to Hawaii with a wave pattern sewn into the seat, and that the carrier evaluated how many waves were enough because too many could be dizzying.

Hawaiian Airlines CEO Diana Birkett Rakow said more than half of Hawaii's visitors are traveling from the West Coast of the U.S., a customer base that is "valuable to us from an economic perspective, just in terms of their income, their travel budget, their spending patterns, their flying patterns. And so this gives us an opportunity to elevate the experience."

Meanwhile, Alaska has been expanding its international flying from Seattle, including to London, Iceland and Italy, with more destinations slated to begin this fall. International travel demand has held up despite surging fuel prices, airline executives have said.

Debit card debut, frequent flyer program changesAlaska is also planning to launch early next year a rewards debit card for its Atmos loyalty program, expanding the carrier's co-branded cards it offers with Bank of America. Airlines, including Southwest Airlines and United Airlines, have started offering similar rewards cards through their partner, JPMorgan Chase.

Alaska said the new debit card is aimed at younger and new arrivals in the U.S. and said it "expands the program's reach beyond traditional credit products."

Also, starting on Thursday, Atmos frequent flyer program members will have to choose between earning miles by distance traveled, price of the ticket or segments flown. Airlines have largely moved away from distance-based earnings, instead prioritizing how much travelers spend on the airline or on rewards credit cards.

Read more CNBC airline newsBudget airline king Bill Franke warms to premium upgradesCompanies spurn airlines’ cheapest business class ticketsUnited’s next decision: What to do with all those Boeing 737 Max 10 seats it ordered years agoWhy flights are so expensive and will likely stay that waySouthwest Airlines put Texas jet fuel on a boat to LA for the first time amid supply worriesRecord heat, crowds drive offseason boom in international travel

Key Takeaways Alaska Airlines plans 50% more seats from Seattle/Everett and new nonstop service to San Jose.The San Jose route will begin in spring 2027 with twice-daily flights operated by Horizon Air.Los Angeles will get twice-daily Boeing 737 flights, while Portland will also have two daily flights. In a bid to widen its popularity in terms of services, Alaska Airlines, a wholly owned subsidiary of Alaska Air Group (ALK - Free Report) ), is gearing up with major expansion plans across the Seattle Paine Field area.

Alaska Airlines aims to increase seats by 50% from Seattle/Everett and add new nonstop service to San Jose, CA, thereby giving Seattle area guests multiple flight options to reach popular destinations such as Los Angeles, Portland, San Diego and San Francisco. This move is expected to start this fall and continue through the summer of 2027.

This business move comes as part of Alaska Airlines’ broader strategy to widen its Seattle-area network. This shall offer easy access across the Puget Sound region while reinforcing the airline's position as the West Coast's popular travel option.

Planned to start in Spring 2027, the new nonstop service between Seattle/Everett and San Jose, CA, is scheduled to operate twice daily on Horizon Air. This route will connect Seattle Paine Field Airport and the north Puget Sound region with the South Bay and greater San Francisco Bay Area.

Flights to Los Angeles will be flown twice daily, with both flights operated on larger Alaska Boeing 737 aircraft. Portland will also enjoy two flights on a daily basis, which is expected to offer quick trips across the Pacific Northwest and beyond. For San Diego and San Francisco also, Alaska Airlines plans to reach out to popular West Coast destinations with additional seats.

Andrew Harrison, senior vice president and chief commercial officer at Alaska Airlines, stated, "Paine Field is an important part of our Puget Sound network, giving guests a simpler, more convenient way to access Alaska's West Coast flying. As we grow, we're strengthening our presence across the region with more seats, more frequency and more convenient travel options for guests in Snohomish County, North Seattle and beyond."

Apart from Seattle expansion plans, Alaska Airlines recently announced its plans to expand its presence in Hawaii by introducing daily Boeing 737-800 service on select Honolulu-Kahului flights beginning Oct. 3, 2026. The supplemental service will include three Honolulu-Kahului round trips, adding passenger and cargo capacity while helping maintain the frequency and connectivity of Neighbor Island operations. The move is expected to support demand across Hawaii and strengthen the company’s position in the inter-island travel market.

Zacks Rank and Stocks to ConsiderAlaska Airlines carries a Zacks Rank #3 (Hold).

Investors interested in the Zacks Transportation sector may consider Seanergy Maritime Holdings (SHIP - Free Report) and Schneider National, Inc. (SNDR - Free Report) .

Seanergy Maritime Holdings currently sports a Zacks Rank #1 (Strong Buy). You can see the complete list of today’s Zacks #1 Rank stocks here.

SHIP has an expected earnings growth rate of more than 100% for the current year. The company has an encouraging earnings surprise history. Its earnings topped the Zacks Consensus Estimate in each of the trailing four quarters, delivering an average beat of 38%.

Schneider presently carries a Zacks Rank #2 (Buy).

Schneider has an expected earnings growth rate of 65.08% for the current year. Schneider’s earnings outpaced the Zacks Consensus Estimate in two of the trailing four quarters (missed the mark in the remaining two quarters), delivering an average miss of 10.01%. The Zacks Consensus Estimate for Schneider’s full-year earnings has moved 14.29% north in the past 60 days.

Key Takeaways Alaska Airlines will add three daily Honolulu-Kahului round trips with 737-800s from Oct. 3, 2026. The 737-800s add capacity plus premium seats, in-seat power, USB charging and Starlink Wi-Fi. Hawaiian plans to retire its 717 fleet in 2028 and shift Neighbor Island flying to 737 aircraft. Alaska Air Group, operating as Alaska Airlines (ALK - Free Report) , is expanding its presence in Hawaii by introducing daily Boeing 737-800 service on select Honolulu-Kahului flights beginning Oct. 3, 2026. The supplemental service will include three Honolulu-Kahului round trips, adding passenger and cargo capacity while helping maintain the frequency and connectivity of Neighbor Island operations. The move is expected to support demand across Hawaii and strengthen the company’s position in the inter-island travel market.

The deployment of 737-800 aircraft also provides ALK with an opportunity to enhance the passenger experience. The aircraft will feature reclining leather seats, in-seat power, USB charging and additional premium seating options, along with upgrade opportunities for Atmos Rewards and Huakai by Hawaiian members. Complimentary beverage and snack service in First Class, along with Starlink Wi-Fi on equipped aircraft, further enhances the offering and could support customer retention and demand for premium travel options.

Alaska Airlines is also moving toward a more modern and standardized fleet for Neighbor Island operations. Hawaiian Airlines plans to retire its 717 fleet in 2028 and transition to Hawaiian-branded 737 aircraft with premium interiors and fast, free Starlink Wi-Fi. The transition could improve operational efficiency and provide a more consistent customer experience over the longer term while allowing the company to accommodate evolving travel demand across the Islands.

Meanwhile, the companies are implementing operational changes to support the expanded service. Beginning Oct. 3, Neighbor Island travelers will need to check in and drop checked bags at least 50 minutes before departure, up from the current 30 minutes. While the revised cutoff could require passengers to allow more time at the airport, the company expects the earlier check-in window to improve baggage handling and support on-time departures. Overall, increased capacity, fleet modernization and enhanced onboard amenities provide multiple avenues for ALK to strengthen its Hawaii network and support its long-term growth strategy.

ALK’s Share Price PerformanceALK’s shares have gained 4.9% over the past year against the Transportation - Airline industry’s 0.2% fall.

Image Source: Zacks Investment Research

ALK’s Zacks RankALK currently carries a Zacks Rank #3 (Hold).

Stocks to ConsiderInvestors interested in the Zacks Transportation sector may consider Expeditors International of Washington, Inc. (EXPD - Free Report) and Seanergy Maritime Holdings (SHIP - Free Report) . 

EXPD currently sports a Zacks Rank #1 (Strong Buy). You can see the complete list of today’s Zacks #1 Rank stocks here.

Expeditors has an expected earnings growth rate of 28.6% for 2026.  The company has an encouraging earnings surprise history. Its earnings outpaced the Zacks Consensus Estimate in each of the trailing four quarters, delivering an average beat of 17.15%.

Seanergy Maritime Holdings currently sports a Zacks Rank #1.

SHIP has an expected earnings growth rate of more than 100% for the current year. The company has an encouraging earnings surprise history. Its earnings topped the Zacks Consensus Estimate in each of the trailing four quarters, delivering an average beat of 38%.

PERTH, Australia, Aug. 23, 2026 (GLOBE NEWSWIRE) -- Alkane Resources Limited (ASX: ALK; TSX: ALK; OTCQX: ALKRY) (‘Alkane’ or ‘the Company’) is pleased to announce the latest exploration results highlighting the discovery of a new high-grade zone of the Cuffley Lode, and drilling results from the Sub-KC domain at depth below the Augusta mine and the Costerfield property in Victoria, Australia

Program Summary

23 new holes have been drilled in an unmined area between the historical Cuffley north and south high-grade grade panels, and 17 additional holes have targeted the Sub KC domain at depth below the depositA new grade pod with areas of very high grade gold and antimony was identified in the Cuffley infill area, in a sparsely drilled zone previously thought to contain low grade due to the influence of a crosscutting faultAdditional high grade infill intercepts have made in the Sub KC system, and the first target testing holes looking for repetitions of the structural setup have been drilledThe Cuffley pod is readily accessible from existing infrastructure and is being incorporated into the mine schedule Assay Highlights

From Cuffley 580.9g/t gold and 24% antimony over 0.61m (ETW 0.54m) in AD270168.9g/t gold and 33.5% antimony over 0.9m (ETW 0.78m) in AD26560.1g/t gold and 15.2% antimony over 1.26m (ETW 1.17m) in AD292124g/t gold and 48.6% antimony over 0.23m (ETW 0.22m) in AD275 From Sub KC28.2g/t gold and 0% antimony over 0.99m (ETW 0.82m) in CSK04473.2g/t gold and 18.8% antimony over 0.19m (ETW 0.18m) in CSK043192g/t gold and 0% antimony over 0.17m (ETW 0.07m) in CSK04316.1g/t gold and 12.7% antimony over 0.37m (ETW 0.34m) in CSK048 Alkane Managing Director & CEO, Nic Earner, said:

“This discovery of unmined high-grade material directly adjacent one of Costerfield’s top-shelf historical orebodies showcases the importance of Alkane’s directive of revisiting and challenging old models and preconceptions surrounding mineralisation to extract value. We will continue seeking this new mineralisation alongside generating new targets within our leases.”

Costerfield Gold-Antimony Field

Alkane Resources Ltd 100%

The Costerfield gold-antimony deposit was discovered in 1861, antimony having been already identified in the district as early as 1853 as prospectors attracted to the McIvor (Heathcote) alluvial gold rush began to explore the surrounding hills for the primary deposits. Several lodes along a 3km corridor were rapidly opened up, the bulk of historical production coming from leases at the northern end of the field; the Costerfield (Main), Bombay and Minerva mines. Production from these mines primarily took place in two phases, between 1861-1883 and 1903-1924, and a short-lived attempt at redeveloping the mine occurred between 1933-1939.

Modern mining has been continuous since 2006, when Australian Gold Development commenced underground operations at Augusta, at the southern end of the field. AGD’s Costerfield operation was purchased by Mandalay Resources in 2010, and extraction of the vertically continuous vein system has progressively moved north. Firstly from the initial Augusta series of lodes, to Cuffley and N Lode in 2014 and the Brunswick in 2018. Costerfield’s current locus of mining is beneath the Costerfield, Minerva and Bombay group of mines, where Mandalay’s high-grade Youle and Shepherd lodes were accessed in 2019.

Figure 1. Regional map of the Costerfield Project in GDA2020 grid showing Alkane tenements and the main corridors of mineralisation identified, highlighting the location of the Cuffley and Sub KC deposits.

Deposit Geology

The Cuffley and Sub KC deposits are found within the Central Corridor of deposits at Costerfield. This corridor approximately traces the apex of the Costerfield Dome, a structural high which consists of Silurian marine siltstones with turbiditic intervals becoming common towards the base of the known sequence. The Cuffley Lode occupies a vertical shear, running along a N-S field-scale anticline (Cuffley Anticline) next to the Augusta Deposit. The lode sits on the gently dipping western edge of its 200m-wide hinge zone, N Lode occupies the corresponding eastern axial zone with a steep east-dipping limb. Mineralisation at Cuffley is of the “classic” Costerfield style, consisting of quartz-carbonate veining grading to massive stibnite, gold being found in both quartz and stibnite. Updip, the Cuffley lode is truncated by the Mamushi/Flat Fault set, which offsets the mineralisation above eastward by approximately 40m, where it is known as the historical Alison deposit. The Alison mineralisation is itself bounded updip by the major west-dipping Adder Fault thrust. The footwall of the Cuffley system is delineated by the similarly west-dipping King Cobra Fault thrust, which breaches and offsets the Cuffley anticline.

Down-dip from Cuffley, westward along the King Cobra Fault plane, mineralisation resumes with the Sub-KC deposit. Sub-KC occupies the steeply dipping east limb of the continuation of the Cuffley Anticline. If the approximately 300m of offset along the fault plane is restored, reconstructing the anticline and stratigraphy, the Sub-KC deposit correlates very well with the downward continuation of N Lode. The axis of the anticline hosts a strong gougey shear termed the Lyre Fault, which merges into the King Cobra Fault forming the hangingwall of the main Sub-KC domain between them. The Lyre Fault exhibits some clear post-mineralisation movement, evidenced by clasts of mineralised vein material in fault gouge recovered in earlier Sub-KC drilling. Most mineralisation associated with Sub KC sits in the immediate footwall of the Lyre Fault and reduces in tenor at distance from the fault plane. Strike control is not fully understood at this stage of drilling due to limited drilling orientations, but appear to be related to north-east trending splays from the Lyre Fault somewhat similar in nature to the East Fault at Cuffley. The most important of these are the Bird and Bustard Faults, represented on the Sub-KC long section below.

The veins of the Sub-KC deposit generally fall into three categories:

Early, laminated bedding parallel quartz veins (Figure 7, CSK043), reactivated and dilated during the mineralisation, the later quartz-stibnite vein generation is often discreet and confined to one side of the vein with the lamination adhering to the other contact. Gold is commonly found in the laminations of the older quartz generation.Single-generation quartz veins in subvertical orientations, linking between the laminated, bedded veins (Figure 7, CSK044). These structures most likely developed under extensional stress contemporaneous with the time of mineralisation.East-dipping veins found on the western limb of the Cuffley Anticline, crosscutting the bedding at a high angle. These veins appear to be exploiting an earlier axial, spaced fabric including jointing and minor faulting developed at the time of anticline formation. The existence of these veins indicate that while the Lyre Fault has some post-mineralisation movement, it is not necessarily a hard boundary to mineralisation in this domain. All veins have demonstrated the capability to host coarse, high-grade gold and varying amounts of massive stibnite. In general, antimony grades are of lesser importance within the Sub-KC deposit relative to other mined deposits at Costerfield, perhaps due to comparatively limited vein volumes which does not appear to influence gold prospectivity. “Rusty” gold after aurostibite is commonly observed, along with occasional veins containing native antimony metal (Figure 8) typically with small amounts of pyrrhotite. This assemblage indicates minor activity of a lower sulphur, relatively reduced ore fluid phase.

Drilling Results - Cuffley

23 growth and infill holes have been completed, totalling 3,255m of diamond drill core. This activity resulted in 18 new intercepts on the mineralised structure, the remaining five fault blanking as the bounds of the new domain was explored. Four drillholes intercepted mineralisation grading over 10g/t gold equivalent over mining width:

580.9g/t gold and 24% antimony over 0.61m (ETW 0.54m) in AD270 Including 0.25m @ 1360g/t gold & 19.7% antimony (Figure 6) 168.9g/t gold and 33.5% antimony over 0.9m (ETW 0.78m) in AD26560.1g/t gold and 15.2% antimony over 1.26m (ETW 1.17m) in AD292124g/t gold and 48.6% antimony over 0.23m (ETW 0.22m) in AD275 An additional four holes graded over 2g/t gold equivalent over mining width.

Drilling Results – Sub KC

Four target-testing holes were drilled for 3705.32m, and ten parent / two wedge growth and infill holes were completed for 8168.28m.

Several ore-grade intercepts were made within the system, including:

28.2g/t gold and 0% antimony over 0.99m (ETW 0.82m) in CSK04473.2g/t gold and 18.8% antimony over 0.19m (ETW 0.18m) in CSK043192g/t gold and 0% antimony over 0.17m (ETW 0.07m) in CSK04316.1g/t gold and 12.7% antimony over 0.37m (ETW 0.34m) in CSK048 The target testing holes explored the footwall of the Lyre Fault along strike north and south of the main Sub-KC block, testing for repetitions in zones modelled to have favourable structural setup. The two holes drilled approximately 400m north of the main block found the Lyre Fault plane to have stepped eastward in position, faulting out much of the inferred favourable east-dipping fold limb. These two holes intercepted moderate grades in the Adder Fault, located just into the wall from the collar point.

Conversely, the holes drilled approximately 300m south of the Sub-KC zone found an intact anticlinal position, without the presence of the expected Lyre Fault, which appears to be located further westward at this point. Both holes encountered veins with anomalous gold however no ore-grade intercepts were made.

Figure 2. Long Section of the Cuffley System with major vein target envelopes displayed, recent drill traces and > 6g/t AuEq new intercepts labelled. New significant intercepts not associated with a named structure are represented as triangular icons. Older significant drill intercepts are displayed as smaller, unlabelled icons. Previous mining on the Cuffley Lode with face assays and depleted areas area are also shown.

Figure 3. Long Section of the Sub-KC System with major vein target envelopes displayed, recent drill traces and > 6g/t AuEq new intercepts labelled. Older significant drill intercepts are displayed as smaller, unlabelled icons. New significant intercepts not associated with a named structure are represented as triangular icons.

Figure 4. Plan Section of the Cuffley and Sub KC deposits with vein best fit traces displayed, recent drill traces and > 6g/t AuEq new intercepts labelled. Older significant drill intercepts are displayed as smaller, unlabelled icons. New significant intercepts not associated with a named structure are represented as triangular icons.

Figure 5. Cross section looking north at mine northing 4900N showing the Cuffley and Sub-KC systems (veins represented schematically), and > 6g/t AuEq new intercepts labelled. Older significant drill intercepts are displayed as smaller, unlabelled icons. New significant intercepts not associated with a named structure are represented as triangular icons.

Figure 6. Core tray photo of the high-grade Cuffley intercept in AD270. Note the very high gold interval of 1360g/t Au, and consistent high-grade antimony. Please refer to Appendix 1 for the relevant assay results relating to Figure 6.

Figure 7. Core tray photographs of the Sub-KC 405 Lode intercepts from drillholes CSK043 (bottom) and CSK044 (top). Intervals with grade above detection levels are labelled. Note the bedding-parallel nature of the major veins, due to reactivation of early laminated quartz structures acting as host structure, and the additional occurrence of high grade visible gold in very narrow veinlets (CSK044, 537m). Please refer to Appendix 1 for the relevant assay results relating to Figure 7.

Figure 8. Vein containing a significant volume of native antimony metal (metallic white) intercepted in CSK045W1 (538.15m). The vein also contained stibnite and pyrrhotite, and pyrite wallrock alteration can be seen in the image. Please refer to Appendix 1 for the relevant assay results relating to Figure 8.

Future Plans

The new grade pod at Cuffley has been integrated into the Costerfield mine plan and is scheduled to be mined. Considerable scope remains for further growth within the Sub KC domain with the structural information gained from the north and south target testing holes, however drilling will likely need to be undertaken from surface, or future development with improved intersection angles with the target areas.

This document has been authorised for release to the market by Nic Earner, Managing Director.

ABOUT ALKANE ‐ www.alkres.com ‐ ASX:ALK | TSX: ALK | OTCQX: ALKRY

Alkane (ASX:ALK; TSX:ALK; OTCQX:ALKRY) is an Australia-based gold and antimony producer with a portfolio of three operating mines across Australia and Sweden. The Company has a strong balance sheet and is positioned for further growth.

Alkane’s wholly owned producing assets are the Tomingley open pit and underground gold mine southwest of Dubbo in Central West New South Wales, the Costerfield gold and antimony underground mining operation northeast of Heathcote in Central Victoria, and the Björkdal underground gold mine northwest of Skellefteå in Sweden (approximately 750 km north of Stockholm). Ongoing near-mine regional exploration continues to grow resources at all three operations.

Alkane also owns the very large gold-copper porphyry Boda-Kaiser Project in Central West New South Wales and has outlined an economic development pathway in a Scoping Study. The Company has ongoing exploration within the surrounding Northern Molong Porphyry Project and is confident of further enhancing eastern Australia’s reputation as a significant gold, copper and antimony production region.

Competent Persons Statement

Certain information in this announcement relating to Exploration Results has been previously released to the ASX (refer to ASX announcement dated 14 July 2026 titled ‘Alkane Extends High Grade Gold Trend at Brunswick South’). Alkane confirms that it is not aware of any new information or data that materially affects the information included in those market announcements and that all material assumptions and technical parameters underpinning the estimates and Exploration Results in those announcements continue to apply and have not materially changed.

The information in this report that relates to the Costerfield Exploration Results is based on, and fairly represents, information compiled and verified by Mr Chris Davis. Mr Davis is a Chartered Professional (Geology) of the Australasian Institute of Mining and Metallurgy (MAusIMM CP(Geo)), and a Member of the Australian Institute of Geoscientists (MAIG).

Mr Davis has sufficient experience that is relevant to the style of mineralisation and type of deposit under consideration and to the activity being undertaken to qualify as a Competent Person as defined in the 2012 Edition of the “Australian Code for Reporting of Exploration Results, Mineral Resources, and Ore Reserves” (JORC Code).

For the purposes of National Instrument 43-101 – Standards of Disclosure for Mineral Projects (‘NI 43-101’), the scientific and technical information contained in this announcement relating to the Costerfield Exploration Results has been prepared under the supervision of, and approved by, Mr Chris Davis, who is a “qualified person” as defined in NI 43-101. Mr Davis is employed by Alkane as Chief Geologist and, as an employee of Alkane, is not considered independent of Alkane within the meaning of NI 43-101.

Mr Davis consents to the inclusion in this report of the matters based on his information in the form and context in which they appear.

Cautionary Note Regarding Forward-Looking Information and Statements

This announcement contains certain forward-looking information and forward-looking statements within the meaning of applicable securities legislation and may include future-oriented financial information or financial outlook information (collectively Forward-Looking Information). Actual results and outcomes may vary materially from the amounts set out in any Forward-Looking Information. As well, Forward-Looking Information may relate to: future outlook and anticipated events; expectations regarding exploration potential; production capabilities and future financial or operating performance, including AISC, investment returns, margins and share price performance; production and cost guidance and the timing thereof; issuing updated resources and reserves estimate and the timing thereof; the potential of Alkane to meet industry targets, public profile and expectations; and future plans, projections, objectives, estimates and forecasts and the timing related thereto.

Forward-Looking Information is generally identified by the use of words like "will", "create", "enhance", "improve", "potential", "expect", "upside", "growth" and similar expressions and phrases or statements that certain actions, events or results "may", "could", or "should", or the negative connotation of such terms, are intended to identify Forward-Looking Information.

Although Alkane believes that the expectations reflected in the Forward-Looking Information are reasonable, undue reliance should not be placed on Forward-Looking Information since no assurance can be provided that such expectations will prove to be correct. Forward-Looking Information is based on information available at the time those statements are made and/or good faith belief of the officers and directors of Alkane as of that time with respect to future events and are subject to risks and uncertainties that could cause actual results to differ materially from those expressed in or suggested by the Forward-Looking Information. Forward-Looking Information involves numerous risks and uncertainties. Such factors include, without limitation: risks relating to changes in the gold and antimony price.

Forward-Looking Information is designed to help readers understand Alkane’s views as of that time with respect to future events and speak only as of the date they are made. Except as required by applicable law, Alkane assumes no obligation to update or to publicly announce the results of any change to any forward-looking statement contained or incorporated by reference herein to reflect actual results, future events or developments, changes in assumptions or changes in other factors affecting the Forward-looking Information. If Alkane updates any one or more forward-looking statements, no inference should be drawn that the company will make additional updates with respect to those or other Forward-looking Information. All Forward-Looking Information contained in this announcement is expressly qualified in its entirety by this cautionary statement.

Disclaimer

Alkane has prepared this announcement based on information available to it. No representation or warranty, express or implied, is made as to the fairness, accuracy, completeness or correctness of the information, opinions or conclusions contained in this announcement. To the maximum extent permitted by law, none of Alkane, its directors, officers, employees, associates, advisers and agents, nor any other person accepts any liability, including, without limitation, any liability arising from fault or negligence on the part of any of them or any other person, for any loss arising from the use of this announcement or its contents or otherwise arising in connection with it.

This announcement is not an offer, invitation, solicitation, or other recommendation with respect to the subscription for, purchase or sale of any security, and neither this announcement nor anything in it shall form the basis of any contract or commitment whatsoever.

APPENDIX 1 – Tabulated Drilling Results
Significant intercepts from the Cuffley and Sub KC drilling programs at Costerfield

Drill Hole IDFrom (m)To (m)Interval (m)Estimated
True Width (m)Au (g/t)Sb (%)Gold-equiv.
grade diluted
to 1.8 m (g/t)Interpreted
VeinAD26578.3179.210.900.78168.933.5107.4CuffleyAD26697.5098.701.200.886.72.46.1CuffleyAD27075.7076.310.610.54580.924.0192.0CuffleyIncluding76.0676.310.250.201360.019.7  AD27280.5980.960.370.290.00.00.0CuffleyAD27389.5389.690.160.134.21.20.5CuffleyAD27472.4272.560.140.130.82.40.5CuffleyAD27576.1176.340.230.22124.048.628.8CuffleyAD27680.7880.950.170.140.50.00.0CuffleyAD27780.6581.030.380.3317.80.93.6CuffleyAD27873.8174.460.650.616.90.93.1CuffleyAD28382.5283.020.500.410.10.10.1CuffleyAD28681.7682.080.320.260.00.00.0CuffleyAD290105.50105.620.120.0738.519.13.5CuffleyAD29272.7474.001.261.1760.115.262.9CuffleyAD29395.8196.070.260.180.00.00.0CuffleyCSK043503.40503.660.260.230.10.20.1Sub KC 401CSK044496.86497.420.560.510.11.20.9Sub KC 401CSK048522.80523.170.370.3416.112.78.8Sub KC 401CSK032461.24461.420.180.150.00.00.0Sub KC 402CSK042533.22533.440.220.200.10.00.0Sub KC 402CSK043511.23511.420.190.1873.218.812.0Sub KC 402CSK044504.42505.270.850.841.60.10.9Sub KC 402CSK046525.64525.800.160.150.30.00.0Sub KC 402CSK048531.03531.230.200.1910.626.27.6Sub KC 402CSK042497.87498.000.130.120.00.00.0Sub KC 405CSK043491.10491.210.110.103.20.00.2Sub KC 405CSK044484.73485.030.300.301.90.00.3Sub KC 405CSK048508.43508.560.130.1222.911.33.4Sub KC 405CSK043547.70549.091.391.150.70.30.8Sub KC 410CSK044536.70537.690.990.8228.20.012.9Sub KC 410CSK045549.38549.630.250.208.60.31.0Sub KC 410CSK045W1543.82547.083.262.701.00.72.7Sub KC 410CSK043712.30712.470.170.07192.00.06.9Sub KC 420CSK045670.90671.901.000.400.20.00.1Sub KC 420CSK035942.41942.540.130.100.00.00.0Sub KC 425CSK040667.34668.030.690.400.10.00.0Sub KC 425CSK040W1634.05636.001.951.243.20.02.2Sub KC 425CSK042624.48624.710.230.1252.30.03.6Sub KC 425AD269106.20108.382.180.782.81.02.3Cuffley Assoc.AD269111.51111.810.300.121.811.42.0Cuffley Assoc.AD27777.9278.030.110.095.914.72.1Cuffley Assoc.AD27779.2379.670.440.362.31.91.4Cuffley Assoc.AD27978.9279.130.210.2030.321.78.9Cuffley Assoc.AD27980.6281.060.440.2099.10.111.0Cuffley Assoc.AD27985.6686.460.800.594.40.21.6Cuffley Assoc.AD281119.20119.540.340.2540.63.66.8Cuffley Assoc.AD291170.25170.700.450.1015.95.71.7Cuffley Assoc.AD29279.6579.790.140.1122.10.01.3Cuffley Assoc.AD294165.19165.300.110.087.08.01.1Cuffley Assoc.AD294177.26177.580.320.174.719.94.9Cuffley Assoc.CSK0364.584.760.180.152.038.47.9Adder Ft Assoc.CSK040725.30726.000.700.577.30.02.3Sub KC Assoc.CSK043487.70487.830.130.116.728.64.7Sub KC Assoc.CSK043518.47518.600.130.112.37.31.2Sub KC Assoc.CSK044533.36533.560.200.2089.90.09.9Sub KC Assoc.CSK044573.44574.320.880.857.20.03.4Sub KC Assoc.CSK045W1538.15538.480.330.3225.45.77.1Sub KC Assoc.CSK045W1549.90550.250.350.317.30.01.3Sub KC Assoc.CSK045W1554.05554.630.580.553.50.01.1Sub KC Assoc.CSK048537.98538.200.220.214.32.11.1Sub KC Assoc.  Notes
 1.The AuEq (gold equivalent) grade is calculated using the following formula:
                              AuEq g per t = Au g per t + Sb%   x
 Sb price per 10kg × Sb processing recovery     Au price per g × Au processing recovery   
Prices and recoveries used: Au $/oz = 2,500 (Au US$/gram = 80.39); Sb $/t = 19,000 (Sb US$/10kg = 190); Au Recovery = 91% and; Sb Recovery = 92%. The Au recovery assumption and Sb recovery assumption is based on established processing and sales in respect of Costerfield. It is the Company’s opinion that all elements included in the metal equivalent calculation have a reasonable potential to be recovered and sold. 2.The estimated true width of composites that are not interpreted to be connected to a major vein (identified as “Other” in the above table) have been calculated using a generic, conservative intercept angle (alpha angle) of 45 degrees. 3.Composites that are not interpreted to be connected to a major vein and are below 1 g/t AuEq when diluted to 1.8m are not considered significant and are not recorded here. 4.Gold-equivalent grades for intervals with estimated true width >1.8m are not diluted.
      Drill hole collar details from the Cuffley and Sub KC drilling at Costerfield covered in this release:

Hole IDNorthingEastingElevationDepthAzimuthDipDate CompletedAD265480615237968140.10314.1-0.32/01/2026AD266480615238968129.00323.1-12.65/01/2026AD269480615239968142.80331.2-19.36/02/2026AD270480115237969121.73308.114.913/01/2026AD272480215237969118.24321.49.116/01/2026AD273480615238968137.16321.7-6.512/02/2026AD274479915237969104.30274.917.917/01/2026AD275480015237968121.79301.8-2.018/01/2026AD27648061523896895.20310.7-9.025/01/2026AD277480015238969156.09305.224.021/01/2026AD278480115237969145.91291.221.023/01/2026AD27948051523897198.02295.034.226/01/2026AD280480615238971151.98314.835.229/01/2026AD281480615239967161.44327.3-28.110/02/2026AD283480615238968164.60316.9-10.01/02/2026AD284480615238968149.50325.3-19.84/02/2026AD285480615238969160.77315.515.325/02/2026AD286480615238970157.77317.723.623/02/2026AD290480615239968186.50334.9-14.115/02/2026AD291480615239968182.90338.0-22.020/02/2026AD292480615237969128.02307.14.823/04/2026AD293480615239969122.30331.76.926/04/2026AD294480615238970179.10327.418.929/04/2026CSK032503515301913899.50274.9-71.527/02/2024CSK033503515301913602.62291.2-67.019/03/2024CSK0344489154631030839.40263.5-72.131/01/2025CSK034W14489154631030940.00263.5-72.18/02/2025CSK0354489154631030995.57287.9-79.013/03/2025CSK036571014939945872.50133.8-33.810/03/2025CSK037571014939944881.35133.0-49.417/05/2025CSK040474415474865732.57290.0-55.69/06/2025CSK040W1474415474865656.40290.0-55.621/06/2025CSK042475815461865667.12302.4-50.122/06/2025CSK043475715461865934.90296.3-46.031/07/2025CSK044474415474865668.01280.3-48.021/09/2025CSK045475615461865760.50285.2-52.629/08/2025CSK045W1475615461865600.00285.2-52.67/09/2025CSK046475715461865659.14297.6-48.126/09/2025CSK048474515474866752.50298.9-44.020/10/2025CSK049474515474865760.22302.2-53.08/11/2025 Notes:

Coordinate System: Costerfield Local Mine Grid Appendix 2 - JORC Code, 2012 Edition – Table 1

Section 1 Sampling Techniques and Data

CriteriaJORC Code explanationCommentarySampling techniques Nature and quality of sampling (e.g. cut channels, random chips, or specific specialised industry standard measurement tools appropriate to the minerals under investigation, such as down hole gamma sondes, or handheld XRF instruments, etc.). These examples should not be taken as limiting the broad meaning of sampling.Include reference to measures taken to ensure sample representivity and the appropriate calibration of any measurement tools or systems used.Aspects of the determination of mineralisation that are Material to the Public Report.In cases where ‘industry standard’ work has been done this would be relatively simple (e.g. ‘reverse circulation drilling was used to obtain 1 m samples from which 3 kg was pulverised to produce a 30 g charge for fire assay’). In other cases more explanation may be required, such as where there is coarse gold that has inherent sampling problems. Unusual commodities or mineralisation types (e.g. submarine nodules) may warrant disclosure of detailed information. Sampling of Au and Sb mineralisation is from diamond drill core (HQ2 and NQ2).Due to the discrete mineralisation of the deposit, not all diamond drill core was required to be sampled. Sample intervals were determined and marked on the core by Alkane geologists using the following general rules:

All stibnite-bearing veins are sampled.Intersections of polyphase breccias, stockwork veins, laminated quartz veins or massive quartz veins were routinely sampled.A waste sample is taken either side of the mineralized vein (30–100 cm).Siltstone is sampled where disseminated arsenopyrite is prevalent.Fault gouge zones were sampled at the discretion of the geologist. Diamond core sampling intervals were standardised wherever possible and ranged from 5 cm to 1 m in length. Diamond drill core samples have been cut in half using the orientation line or cut line, with a consistent side of the cut core selected for assay to ensure unbiased sampling. The methodology was validated by the Costerfield QA/QC protocols. No sampling instruments required calibration. Assays were completed by On Site in Bendigo, which is independent of Alkane and holds current ISO/IEC 17025 accreditation. The general methods were as follows:

Gold grades were determined by either fire assay (25 g charge) with an AAS finish, screen fire assay or Chrysos photon assay technology.Antimony concentrations were determined using an aqua regia based acid digest with an AAS finish. Drilling techniques Drill type (e.g. core, reverse circulation, open-hole hammer, rotary air blast, auger, Bangka, sonic, etc) and details (e.g. core diameter, triple or standard tube, depth of diamond tails, face-sampling bit or other type, whether core is oriented and if so, by what method, etc.). Deepcore Drilling is the drilling contractor utilised for the whole of this project within the reporting period. All diamond drilling was completed from underground and was completed using LM90 drill rigs utilising HQ2 and NQ2 diameters. Core orientation is performed each run, typically using an AXIS Champ Ori kit.Drill sample recovery Method of recording and assessing core and chip sample recoveries and results assessed.Measures taken to maximise sample recovery and ensure representative nature of the samples.Whether a relationship exists between sample recovery and grade and whether sample bias may have occurred due to preferential loss/gain of fine/coarse material. Diamond drilling was routinely checked for core loss during both drilling and sampling. Core loss blocks were added by drillers and then checked by geologists or field technicians when the core was measured, and depth marks made. If problems were encountered with recovery and core block depths, the drill shift supervisor was advised and depth marking stopped until the issue was rectified.No relationship between grade and sample recovery has been established. Ore zones with poor recovery are redrilled until a representative sample is achieved.

Logging Whether core and chip samples have been geologically and geotechnically logged to a level of detail to support appropriate Mineral Resource estimation, mining studies and metallurgical studies.Whether logging is qualitative or quantitative in nature. Core (or costean, channel, etc.) photography.The total length and percentage of the relevant intersections logged. All drill core was geologically logged as full core for the relevant rock quality designation, lithology, structural data, and sample intervals.Data capture was digital into the AcQuire software using validated codes.

All drill core was photographed wet with high resolution photographs stored on the site’s server, which is routinely backed-up.

Sub-sampling techniques and sample preparation If core, whether cut or sawn and whether quarter, half or all core taken.If non-core, whether riffled, tube sampled, rotary split, etc., and whether sampled wet or dry.For all sample types, the nature, quality and appropriateness of the sample preparation technique.Quality control procedures adopted for all sub-sampling stages to maximise representivity of samples.Measures taken to ensure that the sampling is representative of the in situ material collected, including for instance results for field duplicate/second-half sampling.Whether sample sizes are appropriate to the grain size of the material being sampled. Diamond core sampling intervals were standardised wherever possible and ranged from 5 cm to 1 m in length. Diamond drill core samples have been halved for sampling (whole core sampled if representative halving was not possible) guided by the orientation line or a cut line, with a consistent side of the cut core selected for assay to ensure unbiased sampling. The following sample preparation activities were undertaken by Alkane staff for both diamond drill core and underground channel samples:

Sample information and characteristics were measured, logged, recorded in the acQuire database and assigned a unique sample ID.Sample material was placed into a calico bag previously marked with the unique sample ID.Calico bags were loaded into plastic bags such that the plastic bags weighed less than 10 kg.An assay submission sheet was generated and placed into the plastic bag.Plastic bags containing samples were sealed with a metal or plastic tie and transported to On Site in Bendigo via private courier or Alkane staff. The following sample preparation activities were undertaken by On Site staff:
Samples were received and checked for labelling, missing samples, etc. against the submission sheet.If the sample batch matched the submission sheet, sample metadata were entered into On Site’s LIMS. In the event that discrepancies were noted, Mandalay Resources was contacted by On Site to resolve the discrepancy prior to further work commencing. Records of all discrepancies and corrective actions taken are recorded by the Mandalay Resources database administrator.A job number was assigned, and worksheets and sample bags were prepared.Samples were placed in an oven and dried overnight at 106°C.Samples were weighed and recorded.The entire dried sample was crushed using a Rocklabs Smart BOYD Crusher RSD Combo with a jaw closed side setting of 2 mm.If the dried sample weight was less than 3 kg, the entire sample was retained for pulverisation. If the dried sample weight was greater than 3 kg, the sample was spilt to 3 kg using the rotary splitter that is incorporated in the BOYD crusher.Rejects from splits greater than 3 kg were retained as coarse rejects in labelled calico bags and returned to Mandalay Resources.The 3 kg sample was then pulverised in an Essa LM5 Pulverising Mill to 90% passing 75 µm. For fire assay and base metal samples:
The 3 kg pulverised samples were then subsampled to take a master ~200 g pulp split for assay by a manual scooping procedure across the full width and depth of the mill bowl and loaded sequentially into labelled pulp packets. For photon assay:
The ~3 kg pulverised samples were then subsampled to fill a ~280 g photon assay jar by a manual scooping procedure across the full width and depth of the mill bowl. For all methods:
For every 21 primary samples, a sample was randomly selected by LIMS and a duplicate 200 g split for fire assay or second jar for photon assay was submitted for analysis using the same analytical procedure as the primary sample.The remaining pulp was returned to its sample bag and then returned to Mandalay Resources for retention following the completion of assay. A quarterly check-assay program is in place to monitor the representative nature of sampling and assay methodology.Quality of assay data and laboratory tests The nature, quality and appropriateness of the assaying and laboratory procedures used and whether the technique is considered partial or total.For geophysical tools, spectrometers, handheld XRF instruments, etc., the parameters used in determining the analysis including instrument make and model, reading times, calibrations factors applied and their derivation, etc.Nature of quality control procedures adopted (e.g. standards, blanks, duplicates, external laboratory checks) and whether acceptable levels of accuracy (i.e. lack of bias) and precision have been established. The assaying protocols used at Costerfield have been developed to ensure expected levels of accuracy and precision are met for the style of mineralisation tested and utilised in the MRE. Samples were assayed for gold, antimony, arsenic, and iron using representative partial digest methodologies:

Gold grades were determined either by a 25g charge with lead flux fire assay and an AAS finish, or by Chrysos photon assay technology.Antimony, iron and arsenic concentrations were determined using an aqua regia based acid digest with an AAS finish. The quality control procedures utilised at Costerfield used CRMs prepared by commercial laboratories Geostats and OREAS.CRMs were either prepared using Costerfield material or were otherwise matrix matched to ensure a representative nature.

At least one CRM was submitted with every batch of diamond core samples and typically at a rate of 1 standard per 25 samples. Up to six CRMs covering the expected ranges of gold and antimony mineralisation were in rotation during routine sampling.

An assay result for a CRM was considered acceptable when the returned assay fell within three standard deviations of the CRM certification grade. Outside this range, the CRM assay was considered to have failed and all significant mineralised samples within the batch were re-assayed, where significant grades were defined as mineralised samples that may have a material-impact in future resource estimates. All actions or outcomes were recorded as comments in the QA/QC register.

Alkane submitted uncrushed samples of basalt as blank material sourced from Geostats into assay sample lots, at a rate of 1 in every 30 samples, to test for contamination during sample preparation.

The failure threshold for gold is 0.10 g/t, which was chosen since it represents ten times the detection limit of 0.01 g/t for AAS. The failure threshold for antimony is 0.05%, which was chosen for being five times the detection limit of 0.01% for AAS.

Pulp duplicates were collected routinely at a rate of 1:22 by On Site and submitted with the primary sample for analysis. Precision was in line for the expected a variance in both gold and antimony.

Umpire laboratory checks to three additional commercial assay laboratories are completed each year covering all new assays generated at the property.

Verification of sampling and assaying The verification of significant intersections by either independent or alternative company personnel.The use of twinned holes.Documentation of primary data, data entry procedures, data verification, data storage (physical and electronic) protocols.Discuss any adjustment to assay data. Sampling intervals and numbering were validated by geologists prior to cutting, with pre-numbered sampling bags systematically used by the field technicians to ensure the correct sample was submitted under each ID. Internal validation of significant intercepts was completed by the exploration and senior geologists. Photographs, logging, sample weights and assay results were checked to ensure manual errors were eliminated.

Key intercepts at Costerfield were also validated by the Resource Geologist and Competent Person during the interpretation and modelling or the Costerfield resource estimation.

Assay and sampling data was automatically uploaded into the Acquire database system and QA/QC validated at the point of upload. Any issues were entered into a QA/QC register and resolved before data acceptance.

Alkane staff conduct periodic visits to the On Site Laboratory in Bendigo and meet regularly with the Lab managers. In early 2023 a review was conducted by a third party (RSC Consulting Pty Ltd) to ensure the practices are appropriate. Nothing of major concern was found.

Twinned holes are typically only drilled intentionally to get full recovery of an ore zone when the initial hole has core loss. There are inadvertent twinned intercepts within the database, particularly when the collar position is close to the mineralisation. Twinned intercepts provide consistent correlation of structure and mineralisation character however due to the short range grade variability common structurally controlled gold systems, may not have the same mineralisation tenor. No adjustment has been made to the assay data.

Location of data points Accuracy and quality of surveys used to locate drill holes (collar and downhole surveys), trenches, mine workings and other locations used in Mineral Resource estimation.Specification of the grid system used.Quality and adequacy of topographic control. Drill hole collar locations have been determined by differential GPS or theodolite surveying methods, either by external surveyors or Alkane surveyors. A digital report is created and entered into the acQuire Database. Data entry accuracy is validated against a LiDAR topographic map and high-resolution satellite imagery.Downhole surveys are conducted using a digital Reflex EZ-TRAC tool, in both single-shot (30 m while drilling) and multi-shot mode (3 m spacing at end of hole) where required.

All downhole survey data is digitally uploaded to the Reflex EZ-TRAC and automatically imported into the acQuire database.

Data spacing and distribution Data spacing for reporting of Exploration Results.Whether the data spacing and distribution is sufficient to establish the degree of geological and grade continuity appropriate for the Mineral Resource and Ore Reserve estimation procedure(s) and classifications applied.Whether sample compositing has been applied. The data spacing at Costerfield is variable. Initial drilling on any particular lode is sporadic but generally approximates 100 × 100 m spacing. This approach is considered appropriate for establishing a geological and grade continuity acceptable for an Inferred Mineral Resource. Following initial drilling and prior to mining, each lode is drilled to a spacing of approximately 40 m × 40 m. This is reduced in areas of structural complexity. This approach is considered appropriate for establishing a geological and grade continuity acceptable for an Indicated Mineral Resource.Where veins or mineralisation zones were sub-sampled, a full-length composite of variable thickness was used in the MRE.

Orientation of data in relation to geological structure Whether the orientation of sampling achieves unbiased sampling of possible structures and the extent to which this is known, considering the deposit type.If the relationship between the drilling orientation and the orientation of key mineralised structures is considered to have introduced a sampling bias, this should be assessed and reported if material. Drill holes at Costerfield are designed to ensure an Alpha angle greater than 30°, indicating that the orientation of the drill holes (and therefore samples) is appropriate for the structure. The drilling orientation compared to that of key mineralised structures is not considered to have introduced any sampling bias as the structures are currently interpreted.

Sample security The measures taken to ensure sample security. All drill core was delivered to the Brunswick site, which is securely gated, with video surveillance, and time stamped swipe card access.Drill core logging and sampling was completed in this secure facility.

Sample bags containing sample material are placed in heavy duty plastic bags in which the sample submission sheet is also included. The plastic bags are sealed with a metal twisting wire or heavy-duty plastic cable ties.

The bags are taken to a storage area that is under constant surveillance.

A private courier collects samples daily and transports them directly to On Site in Bendigo, where they are accepted by laboratory personnel.

Sample pulps from On Site are returned to Alkane for storage. The pulps are stored undercover, wrapped in plastic.

Audits or reviews The results of any audits or reviews of sampling techniques and data. Internal reviews of the exploration process and procedures are completed by senior geologists.Routine monthly lab visits and reviews are conducted by site personnel and make up part of the QA/QC protocols.

RSC Consulting Pty Ltd reviewed the sampling and QA/QC procedures and practices in early 2023. There were no major outcomes related to sampling techniques and data.

Section 2 Reporting of Exploration Results
Criteria listed in the Section 1 also apply to this section.

CriteriaJORC Code explanationCommentaryMineral tenement and land tenure status Type, reference name/number, location and ownership including agreements or material issues with third parties such as joint ventures, partnerships, overriding royalties, native title interests, historical sites, wilderness or national park and environmental settings.The security of the tenure held at the time of reporting along with any known impediments to obtaining a licence to operate in the area. Alkane manages the Costerfield Operation and holds a 100% interest in licences MIN4644, MIN5567, EL5432, EL5519, EL6842, EL6847, EL8320 and RL007485 which comprise the Property. There are no advanced projects in the immediate vicinity of the Property, and there are no other Augusta-style gold-antimony operations in production within the Costerfield district. Exploration on adjacent tenements (EL5546, EL006504, EL006280, EL5490, EL006001, EL6951, EL7352, EL007348, EL007366, EL007382, EL007498, EL007499 and EL007481.

There are currently no known impediments to obtaining a licence to operate in the area. Alkane and its subsidiaries have been conducting both exploration activities and mining activities on the adjacent mining lease MIN4644 since 2006.

Exploration done by other parties Acknowledgment and appraisal of exploration by other parties. The Costerfield Property has been explored using modern methods since 1966. Previous exploration by Mandalay Resources (2009–2025), prior to its merger with Alkane, represents the most significant period of exploration having discovered Cuffley, Youle and Shephard lodes in that time. Exploration Results prior to this have either been validated by more result drilling or are not considered material to the project.Geology Deposit type, geological setting and style of mineralisation. Narrow vein, gold-antimony and gold-only lodes are the targeted deposit styles at the Costerfield Property. Economic lode material consists of either a ‘typical’ gold-bearing quartz and carbonate with massive stibnite, or gold-only quartz and carbonate veining as seen in the Shepherd system. The mineralised shoots are understood to be structurally controlled, typically by the intersection of the lodes with major cross-cutting, gouge filled fault structures and shears. Notable west to northwest dipping thrust faults typically bound the mineralisation packages at the Costerfield Property but can become significantly mineralised themselves along the fault planes. Shallower and dominantly west dipping thrust faults, typically at very low angles or even parallel to bedding with a laminated quartz component, link between the larger order thrust faults. The link faults can also offset the vertical lode structures up to 50 m in an east–west sense. This structural framework leads to the subvertical, north–south extensional veining seen in the Augusta, Brunswick, True Blue and Shepherd systems, along with the moderately west-dipping fault reactivated deposit at Youle.

Drill hole Information A summary of all information material to the understanding of the exploration results including a tabulation of the following information for all Material drill holes: easting and northing of the drill hole collarelevation or RL (Reduced Level – elevation above sea level in metres) of the drill hole collardip and azimuth of the holedownhole length and interception depthhole length. If the exclusion of this information is justified on the basis that the information is not Material and this exclusion does not detract from the understanding of the report, the Competent Person should clearly explain why this is the case. Refer to Appendix 1 for the summary of drill holes related to the Costerfield Property.Data aggregation methods In reporting Exploration Results, weighting averaging techniques, maximum and/or minimum grade truncations (e.g. cutting of high grades) and cut-off grades are usually Material and should be stated.Where aggregate intercepts incorporate short lengths of high grade results and longer lengths of low grade results, the procedure used for such aggregation should be stated and some typical examples of such aggregations should be shown in detail.The assumptions used for any reporting of metal equivalent values should be clearly stated. Reported Exploration Results are intercept length weighted with no truncation of minimum and/or maximum grade applied. Exploration Results have been reported to represent the discrete structural shear or vein as determined by the resource geologist and Competent Persons. There is no cut-off grade for the inclusion of drill intercept if it is on structure.

Aggregates are full-width of target structures/lodes and limited in true width to underground ore development widths of mining of 4.5 m and rely on structures being interpreted as parallel in orientation and representative in nature of the continuous vein.

Gold is the dominant element of value and exploration results are reported as gold equivalent (AuEq) where:

                               AuEq = Au (g/t) + 2.39 x Sb (%)

And the AuEq factor of 2.39 is calculated:

at a gold price of US$2,500/ozan antimony price of US$19,000/twith 2025 predicted metal recoveries of 91% Au and 92% Sb. Relationship between mineralisation widths and intercept lengths These relationships are particularly important in the reporting of Exploration Results.If the geometry of the mineralisation with respect to the drill hole angle is known, its nature should be reported.If it is not known and only the down hole lengths are reported, there should be a clear statement to this effect (e.g. ‘downhole length, true width not known’). Exploration Results that have been included in the resource are reported as drill widths and true widths as determined by the drill hole orientation relative to the vein. Those results not yet included in the resource have been reported as drill widths and estimated true widths.Diagrams Appropriate maps and sections (with scales) and tabulations of intercepts should be included for any significant discovery being reported These should include, but not be limited to a plan view of drill hole collar locations and appropriate sectional views. Appropriate cross sections, plan sections and long sections are included in the body of the report.Balanced reporting Where comprehensive reporting of all Exploration Results is not practicable, representative reporting of both low and high grades and/or widths should be practiced to avoid misleading reporting of Exploration Results. For veins that are interpreted though multiple drill holes all intercepts are tabulated in Appendix 1 and illustrated in the images within the body of the report. Any intercepts that are not interpreted at this stage, to be part of a wider structure are tabulated in Appendix 1 if the sampled grade is above 2g/t when diluted to 1.8m.Other substantive exploration data Other exploration data, if meaningful and material, should be reported including (but not limited to): geological observations; geophysical survey results; geochemical survey results; bulk samples – size and method of treatment; metallurgical test results; bulk density, groundwater, geotechnical and rock characteristics; potential deleterious or contaminating substances. Additional exploration data used to assist and validate interpretations at Costerfield include the use of surface geological mapping and a 2D seismic line. Bulk density work using the immersion methodology was completed in 2021 on similar lode and waste material at the Costerfield deposit.

A regression formula is used for the BD of lode material:

Augusta, Cuffley, Brunswick Lodes:

     BD= ((1.3951*Sb%)+(100-(1.3951*Sb%)))/(((1.3951*Sb%)/4.56)+((100-(1.3951*Sb%))/2.74))

where the host rock BD is 2.74 g/cm3

Youle/Shepherd/True Blue:

If (Sb%>1) BD=((1.3951 × Sb%)+(100-(1.3951 × Sb%)))/(((1.3951 × Sb%)/4.56)+((100-(1.3951 × Sb%))/2.69) )If (Sb%<1) BD= (0.05661 × Fe%) + 2.5259where:Empirical formula of stibnite: Sb2S3.Sb%: Antimony assay as a percentage by mass.Molecular weight of antimony (Sb): 121.757.Molecular weight of sulfur: (S): 32.066.1.3951 is a constant calculated by 339.712/243.514 where 339.712 is the molar mass of Sb2S3, and 243.514 is the molar mass of antimony contained in one mole of pure stibnite.BD of pure stibnite: 4.56.BD of unmineralised gangue: 2.69, representing a ratio of 1:3 siltstone to quartz.Fe%: Iron assay as a percentage by mass. The host rock BD of waste rock is 2.76 g/cm3.There are no material occurrences of deleterious elements.

Further work The nature and scale of planned further work (e.g. tests for lateral extensions or depth extensions or large-scale step-out drilling).Diagrams clearly highlighting the areas of possible extensions, including the main geological interpretations and future drilling areas, provided this information is not commercially sensitive. The Exploration Results reported in this document refer to areas of the Costerfield Property already in production as well as potential future production areas. Future exploration will be focused on advancing these areas through to an Indicated Resource, if drilling is successful. In addition, exploration will be conducted on the margin of currently operating areas to increase mine life where possible. CONTACT:  NIC EARNER, MANAGING DIRECTOR & CEO, ALKANE RESOURCES LTD, TEL +61 8 9227 5677
INVESTORS & MEDIA:  NATALIE CHAPMAN, CORPORATE COMMUNICATIONS MANAGER, TEL +61 418 642 556

Photos accompanying this announcement are available at:
https://www.globenewswire.com/NewsRoom/AttachmentNg/adb351a0-caf6-4777-bc9e-cb50336502b7
https://www.globenewswire.com/NewsRoom/AttachmentNg/1d81658e-65cf-4048-8608-4b95b4fedaaf
https://www.globenewswire.com/NewsRoom/AttachmentNg/085c1cf1-f271-4654-90f4-76ed3d2a06f4
https://www.globenewswire.com/NewsRoom/AttachmentNg/69045f50-831c-4367-bbf8-42141610be38
https://www.globenewswire.com/NewsRoom/AttachmentNg/a59f7d32-1bde-4a89-a114-1a8263eceea0
https://www.globenewswire.com/NewsRoom/AttachmentNg/7fcf21c8-cc10-4992-bcdc-5d26fa4757e3
https://www.globenewswire.com/NewsRoom/AttachmentNg/91fe17a8-2985-440c-9397-ecc378e4ff17
https://www.globenewswire.com/NewsRoom/AttachmentNg/9c94c948-755f-4ea5-83b5-f10a647effe7
https://www.globenewswire.com/NewsRoom/AttachmentNg/8c7f1cb1-e0aa-45c4-99a9-810efa4f926a

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ALK’s Scores Temper the Trend StoryThe bottom line is that Alaska Air’s strategic direction is clear, but the payoff is not yet clean. Premium revenue, loyalty and international expansion can improve revenue quality, while fleet and maintenance investments can support efficiency and resilience.

ALK currently carries a Zacks Rank #3 (Hold). Its Value Score of B suggests the stock has a relatively attractive value profile, especially for investors focused on entry valuation. You can see the complete list of today’s Zacks #1 Rank stocks (Strong Buy) here.

On the basis of forward price-to-sales ratio (P/S F12M), shares of ALK trade at a lower multiple compared to its industry.

Image Source: Zacks Investment Research

The Growth Score of F, Momentum Score of F and VGM Score of D temper that view. Style Scores are designed to complement the Zacks Rank, and the weaker growth and momentum grades signal that Alaska’s strategic trends have not yet translated into a convincing near-term earnings or market momentum setup. 

SummaryCompaniesJet fuel surge upends airline profit forecastsAmerican swings from potential raise to cutFare gains lag sudden fuel-cost shocksDifferent fuel dates blur forecast comparisonsCHICAGO, July 24 (Reuters) - A rapid rise in jet fuel prices is forcing U.S. airlines to rewrite earnings expectations, exposing how quickly higher fuel costs can outpace revenue gains from strong travel demand.

American Airlines (AAL.O), opens new tab was prepared to ​raise its 2026 earnings forecast earlier this month. Thirteen days later, after its projected fuel bill for the rest of the year had risen by ‌nearly $1.6 billion, it cut the outlook instead.

The Reuters Power Up newsletter provides everything you need to know about the global energy industry. Sign up here.

The reversal reflects a fundamental mismatch in the airline business. Fuel markets can move sharply in days, but fare increases take weeks or months to feed through because they apply only to tickets yet to be sold.

Strong demand and restrained capacity have allowed carriers to raise fares without hurting bookings, but higher ticket prices have offset only part of the increase in fuel costs.

As the U.S.-Iran ceasefire ​began to fray, jet fuel spot prices surged nearly 30% between July 2 and July 22, clouding the industry's outlook.

"I think margins are going to be effectively down ​for the industry," American Chief Financial Officer Devon May told Reuters in an interview. "If we had guided on the same day as Delta (July ⁠10), we'd have been guiding up for the year."

In early July, he said, American had expected full-year pretax earnings approaching $1.5 billion, about four times its 2025 result. Instead, American lowered its ​full-year earnings forecast to a range stretching from a loss to a profit, with breakeven at the midpoint.

The stakes are higher at American. Its thinner margins and persistent profit gap with Delta Air ​Lines (DAL.N), opens new tab and United Airlines (UAL.O), opens new tab leave it with less room to absorb higher fuel costs, intensifying scrutiny of CEO Robert Isom's effort to rebuild corporate travel, add premium seats and generate more revenue from the loyalty program.

American cut its outlook despite reporting record quarterly revenue and forecasting strong unit revenue growth in the second half. If fuel remains elevated, weaker cash generation could slow debt reduction, constrain investment and increase pressure to trim less-profitable flying.

Airlines ​have responded differently to the fuel surge, partly reflecting when their forecasts were issued.

Delta, the first major U.S. carrier to report, maintained its annual earnings outlook, while United last week ​raised the lower end of its forecast.

But this week, Southwest Airlines (LUV.N), opens new tab lowered the floor of its outlook and Alaska Air (ALK.N), opens new tab declined to restore full-year guidance.

The forecasts were built on fuel assumptions from different dates, ranging from July ‌2 for ⁠Delta to July 21 for American. Over that period, jet fuel spot prices rose by 78 cents to $3.59 a gallon, making outlooks issued only days apart harder to compare and shortening their useful lives.

RAPIDLY CHANGING ASSUMPTIONSAmerican said higher fares offset nearly half of a $2.2 billion year-over-year increase in second-quarter fuel expense. Delta recovered about 60% of its fuel increase, while United recovered about 50%. Alaska said it recovered very little, and Southwest did not disclose a comparable percentage.

But the renewed surge in fuel prices is testing how quickly carriers can recover the additional costs. May ​said American's projected fuel bill for the rest ​of the year rose by about $550 million ⁠over the past week.

Every one-cent increase in American's average fuel price adds about $46 million to its annual expense and flows largely through to pretax earnings, May said. A 10-cent increase would therefore cost roughly $460 million.

United described a similar last-minute shift.

"At this time last week, I was planning ​to tell you that we had a good line of sight to growing earnings year-over-year," Chief Executive Scott Kirby said on the ​airline's July 16 earnings ⁠call. "But fuel has gone up a lot in the last week."

United said the rise in fuel prices since July 1 added $575 million to its expected third-quarter fuel bill and changed its guidance policy to use the latest available fuel prices.

At Alaska, bookings for September and October remained as strong as summer demand, but its earnings outlook remained highly sensitive to fuel prices.

"You've got to choose a fuel ⁠price," Ryan ​St. John, Alaska's vice president of finance, planning and investor relations, told Reuters. "You can guess at whatever you think ​fuel is, but the reality is none of us know."

A 25-cent change in Alaska's average fuel cost could shift quarterly earnings by about 50 cents per share, he said.

May said American aims to pass on as much of ​any fuel-cost increase as possible. But the share it can recover remains a moving target.

"It depends on the day for spot prices," he said.

Reporting by Rajesh Kumar Singh; Editing by Jamie Freed

Our Standards: The Thomson Reuters Trust Principles., opens new tab

Rajesh Kumar Singh is the U.S. Aviation Correspondent at Reuters, based in Chicago, where he reports on airlines, aircraft manufacturers, and regulatory developments that shape the global aviation industry. Prior to this role, he covered U.S. manufacturing and trade policy, including the U.S.–China trade wars, where his work delved into the disruption facing American businesses and the strategic responses of major corporations. He began his career with Reuters in India, where he reported on a wide range of issues covering the country's economic complexities—from its recovery after the global financial crisis to the challenges of inflation and governance.

Alaska Air Group (ALK - Free Report) reported $4.07 billion in revenue for the quarter ended June 2026, representing a year-over-year increase of 9.8%. EPS of -$0.92 for the same period compares to $1.78 a year ago.

The reported revenue represents a surprise of -0.73% over the Zacks Consensus Estimate of $4.09 billion. With the consensus EPS estimate being -$0.97, the EPS surprise was +5.16%.

While investors closely watch year-over-year changes in headline numbers -- revenue and earnings -- and how they compare to Wall Street expectations to determine their next course of action, some key metrics always provide a better insight into a company's underlying performance.

As these metrics influence top- and bottom-line performance, comparing them to the year-ago numbers and what analysts estimated helps investors project a stock's price performance more accurately.

Here is how Alaska Air performed in the just reported quarter in terms of the metrics most widely monitored and projected by Wall Street analysts:

Passenger Load Factor: 82.3% versus 84.1% estimated by five analysts on average.Total revenue per ASM (RASM): 16.72 cents versus the four-analyst average estimate of 16.87 cents.Available seat miles (ASM): 24.31 billion compared to the 24.28 billion average estimate based on four analysts.Revenue passenger miles (RPM): 20.01 billion compared to the 20.45 billion average estimate based on four analysts.Fuel Expenses: $1.31 billion versus $1.32 billion estimated by four analysts on average.Economic fuel cost per gallon: $4.43 versus the four-analyst average estimate of $4.46.Passenger Yield: 18.21 cents compared to the 18.18 cents average estimate based on three analysts.Fuel gallons: 295.00 Mgal versus the three-analyst average estimate of 296.06 Mgal.Operating expenses per ASM, excluding fuel and special items: 11.4 cents versus 11.55 cents estimated by three analysts on average.Total Passenger Revenue: $3.64 billion compared to the $3.71 billion average estimate based on five analysts. The reported number represents a change of +8.6% year over year.Revenue- Loyalty program other revenue: $258 million versus the four-analyst average estimate of $224.08 million. The reported number represents a year-over-year change of +22.9%.Revenue- Cargo and other: $163 million compared to the $163.01 million average estimate based on four analysts. The reported number represents a change of +17.3% year over year.View all Key Company Metrics for Alaska Air here>>>

Shares of Alaska Air have returned -5.7% over the past month versus the Zacks S&P 500 composite's -0.6% change. The stock currently has a Zacks Rank #3 (Hold), indicating that it could perform in line with the broader market in the near term.

1 in the industry in year-to-date on-time performance

Expanded international service to include transatlantic flights from Seattle to Rome, London, Reykjavík

Achieved single passenger service system for Alaska and Hawaiian and recognized employees with 75k Atmos Points for major integration milestone

Q3 RASM expected to have double digit growth year-over-year

, /PRNewswire/ -- Alaska Air Group (NYSE: ALK) today reported financial results for the second quarter ending June 30, 2026.

"Our second quarter results were defined by a fuel spike outside our control - but underneath it, this company is executing better than ever," said CEO Ben Minicucci. "We led the industry in on-time performance for the first half of the year, completed the last major technical milestone of our Hawaiian integration, launched service to Europe, and returned to profitability in June. Absent the fuel headwind, we would have delivered a solidly profitable quarter. I have never been more confident in our people, our plan, and the long-term earnings power of Alaska Air Group."

Quarter in Review:

Air Group reported second quarter Generally Accepted Accounting Principles (GAAP) pretax margin of (5.3)% and GAAP net loss of $76 million, or $0.68 per share. Air Group's second quarter adjusted pretax margin was (4.3)% and adjusted net loss was $102 million, or $0.92 per share.

Q2 2026 Results

Prior Expectation

Actual Results

Capacity (ASMs) % change versus 2025

Up ~1%

Up 1.0%

RASM % change versus 2025

Up high single digits

Up 8.6%

CASMex % change versus 2025

Up high single digits

Up 6.5%

Economic fuel cost per gallon

$4.50

$4.43

Adjusted loss per share

~($1.00)

($0.92)

Second quarter total revenue grew 10% year-over-year to $4.1 billion on capacity growth of 1%, with unit revenue up 8.6%. Yields strengthened through the quarter, with June producing double digit unit revenue growth and double digit pretax profit margins.  

Our revenue performance was impacted by historic rainstorms in Hawai'i in March which had a meaningful impact on April spring break travel and reduced system unit revenue by approximately 3 points in the quarter, modestly above the 2 points originally expected. Outside of Hawai'i, demand remained resilient across the network and our diversified revenue streams continue to outpace system growth: premium revenue increased 15%, cargo revenue increased 21%, and managed corporate revenue accelerated 30% year-over-year respectively. Loyalty performance was also robust, with loyalty cash remuneration up 19%.

Non-fuel unit costs increased 6.5% year-over-year on 1% capacity growth, better than prior guidance. The year-over-year increase reflects 2.5 points of transitory factors, including a one-time employee recognition award tied to achieving a single passenger service system, a year-over-year headwind from prior-year aircraft sale gains, and crew training costs for our international widebody ramp. Outside of these transitory items, core cost management was strong, gaining momentum moving into the second half of the year.  

Second quarter economic fuel cost was $4.43 per gallon, an increase of 85% year-over-year, resulting in $600 million of incremental fuel cost for the period. In response to the elevated and unpredictable fuel price environment, we proactively raised $1 billion in financing during the quarter, deliberately bolstering liquidity to the top end of our target range of 15% to 25% of trailing-12-month revenue. As the fuel environment stabilizes and our earnings profile improves, we expect to put excess liquidity towards paying down debt and bring liquidity back to the midpoint of our target range.

Third Quarter Forecast Information:

With a strong demand backdrop and an improving unit cost trajectory, we expect a widening spread between unit revenue and unit costs in Q3. Coupled with continued execution on our strategic initiatives, we expect a meaningful inflection in financial performance beginning in Q3.

Third quarter capacity is expected to be up approximately 2% to 3% year-over-year, with nearly all growth coming from long-haul international flying out of Seattle, while capacity within North America will be essentially flat year-over-year.

Unit revenue is expected to improve sequentially from the second to third quarter to low double-digit growth year-over-year, supported by strong yields and demand. While Hawai'i remains a 2-3 point unit revenue headwind in the third quarter, loads are recovering and new bookings are coming in at system level yields, showing demand returning to historical levels in September.

Third quarter non-fuel unit costs are expected to increase in the low to mid single digits year-over-year, a meaningful step-down from the first half of the year, as transitory cost items are behind us and productivity improvements compound. While fuel prices remain volatile, economic fuel cost is expected to come down from second quarter levels as refining margins have recently moderated. Our guidance assumes a fuel price of $3.75 per gallon in the third quarter, reflecting July fuel costs of $3.60 per gallon, and average spot prices of $3.85 for August and September.   

Q3 2026 Expectation

Capacity (ASMs) % change versus 2025

Up 2% to 3%

RASM % change versus 2025

Up low double digits

CASMex % change versus 2025

Up low to mid single digits

Economic fuel cost per gallon

$3.75

Adjusted earnings (loss) per share(a)

$0.00 to $1.00

(a) Q3 earnings per share guidance assumes non-operating expense of approximately $60 million, a tax rate of approximately 35%, and shares outstanding of approximately 113.5 million.

Operational Updates:

Led the industry in year-to-date on-time performance. Transitioned to a single passenger service system (PSS), marking a key integration milestone that consolidates reservation and customer service platforms across Alaska and Hawaiian, and delivers a more streamlined guest experience. Launched new transatlantic service from Seattle with flights to Rome, London, and Reykjavik, further expanding our international network and reinforcing our position as the fourth-largest global airline in the U.S. Took delivery of six 737-8 aircraft, two E175 aircraft, and added one E175 under CPA with SkyWest. Announced agreement to add four 737-800 freighter aircraft to Alaska's cargo fleet, effectively doubling the cargo fleet's capacity. The aircraft are expected to enter service in the first half of 2027. Completed the 737 cabin retrofits, adding expanded first and premium class seating and refreshed cabin interiors. Announced expansions in our domestic route network, including the addition of new routes from Santa Rosa, the return of service between Seattle and Long Beach, new service from Honolulu to Burbank, Spokane, and Boise, and increased service between Honolulu and Las Vegas. Commercial Updates:

Hawaiian Airlines joined the oneworld alliance, connecting Hawai'i to over 900 global destinations across more than 170 territories. Opened the newest Alaska Lounge at Portland International Airport, which is twice the size of the previous Portland lounge and underscores our continued investment in premium travel. Announced plans for a new world-class Alaska Lounge in Seattle. The new lounge is set to open in 2027 and will span across two floors, featuring showers, premium bars, à la carte dining, and chef-curated seasonal menus. Liquidity Updates:

Generated $606 million of operating cash flow during the first six months of 2026. Held $3.8 billion in available liquidity, including unrestricted cash, marketable securities, and undrawn credit facilities. Total liquidity includes $1 billion in financing completed in the second quarter, comprising $500 million of 6.5% senior unsecured notes and $500 million in term loans secured by assets associated with the Atmos™ Rewards program. Had approximately $20 billion of unencumbered assets at June 30, 2026, including 131 aircraft and the unencumbered portion of our loyalty program assets. Other Highlights:

Elected Shane Tackett as President and Chief Financial Officer of Alaska Airlines. Appointed Mike Sievert, Vice Chairman and former CEO of T-Mobile, to Air Group's board of directors. Celebrated our employees' efforts in achieving a single PSS and dedication throughout the Alaska-Hawaiian integration by awarding 75,000 Atmos Rewards points to all Alaska, Hawaiian, and Horizon employees. Opened new premium check-in experience in Seattle for business class Suites guests and Atmos Titanium members. CEO Ben Minicucci named Executive of the Year - North America at FlightGlobal's 2026 Airline Strategy Awards. Hawaiian Airlines named "Most Comfortable Airline" on WalletHub's 2026 Best Airlines list.   Alaska Airlines and Hawaiian Airlines were recognized with APEX Best Awards for Best Cabin Service and Best Wi‑Fi, respectively. Alaska Airlines recognized by the Port of Seattle's Sustainable Century Awards for Environmental Performance and Innovation and Greatest Use of Ground Power and Pre‑Conditioned Air Systems. A conference call regarding the second quarter results will be streamed online at 11:30 a.m. EDT/ 8:30 a.m. PDT on July 22, 2026. It can be accessed at www.alaskaair.com/investors. For those unable to listen to the live broadcast, a replay will be available after the conclusion of the call.

References in this update to "Air Group," "Company," "we," "us," and "our" refer to Alaska Air Group, Inc. and its subsidiaries, unless otherwise specified.

This news release may contain forward-looking statements subject to the safe harbor protection provided by Section 27A of the Securities Act of 1933, Section 21E of the Securities Exchange Act of 1934, and the Private Securities Litigation Reform Act of 1995. These statements relate to future events and involve known and unknown risks and uncertainties that may cause actual outcomes to be materially different from those indicated by our forward-looking statements, assumptions or beliefs. For a discussion of risks and uncertainties that may cause our forward-looking statements to differ materially, see Item 1A of the Company's Annual Report on Form 10-K for the year ended December 31, 2025. Some of these risks include competition, labor costs, relations and availability, general economic conditions, increases in operating costs including fuel, uncertainties regarding the ability to successfully integrate operations following the acquisition of Hawaiian Holdings, Inc. and the ability to realize anticipated cost savings, synergies, or growth from the acquisition, inability to meet cost reduction and other strategic goals, seasonal fluctuations in demand and financial results, supply chain risks, events that negatively impact aviation safety and security, cybersecurity risks, and changes in laws and regulations that impact our business. All of the forward-looking statements are qualified in their entirety by reference to the risk factors discussed in our most recent Form 10-K and in our subsequent SEC filings. We operate in a continually changing business environment, and new risk factors emerge from time to time. Management cannot predict such new risk factors, nor can it assess the impact, if any, of such new risk factors on our business or events described in any forward-looking statements. We expressly disclaim any obligation to publicly update or revise any forward-looking statements made today to conform them to actual results. Over time, our actual results, performance or achievements may differ from the anticipated results, performance or achievements that are expressed or implied by our forward-looking statements, assumptions or beliefs and such differences might be significant and materially adverse.

Alaska Airlines, Hawaiian Airlines and Horizon Air are subsidiaries of Alaska Air Group, and McGee Air Services is a subsidiary of Alaska Airlines. We are a global airline with hubs in Seattle, Honolulu, Portland, Anchorage, Los Angeles, San Diego and San Francisco. We deliver remarkable care as we fly our guests to more than 140 destinations throughout North America, Latin America, Asia, the Pacific and Europe. Guests can book travel at alaskaair.com and hawaiianairlines.com. Alaska and Hawaiian are members of the oneworld alliance. With oneworld and our additional global partners, guests can earn and redeem points for travel to over 1,000 worldwide destinations with Atmos Rewards. Learn more about what's happening at Alaska and Hawaiian at news.alaskaair.com. Alaska Air Group is traded on the New York Stock Exchange (NYSE) as "ALK."

CONDENSED CONSOLIDATED STATEMENTS OF OPERATIONS (unaudited)

Alaska Air Group, Inc.

Three Months Ended June 30,

Six Months Ended June 30,

(in millions, except per share amounts)

2026

2025

Change

2026

2025

Change

Operating Revenue

Passenger revenue

$    3,644

$     3,355

9 %

$    6,564

$     6,163

7 %

Loyalty program other revenue

258

210

23 %

485

417

16 %

Cargo and other revenue

163

139

17 %

316

261

21 %

Total Operating Revenue

4,065

3,704

10 %

7,365

6,841

8 %

Operating Expenses

Wages and benefits

1,239

1,165

6 %

2,481

2,292

8 %

Variable incentive pay

65

61

7 %

95

123

(23) %

Aircraft fuel

1,305

700

86 %

2,101

1,381

52 %

Aircraft maintenance

256

240

7 %

472

460

3 %

Aircraft rent

64

64

— %

125

126

(1) %

Landing fees and other rentals

305

278

10 %

596

520

15 %

Contracted services

158

146

8 %

309

291

6 %

Selling expenses

115

105

10 %

214

205

4 %

Depreciation and amortization

207

199

4 %

411

393

5 %

Food and beverage service

107

97

10 %

202

182

11 %

Third-party regional carrier expense

68

69

(1) %

124

133

(7) %

Other

302

247

22 %

605

508

19 %

Special items - operating

42

56

(25) %

77

147

(48) %

Total Operating Expenses

4,233

3,427

24 %

7,812

6,761

16 %

Operating Income (Loss)

(168)

277

(161) %

(447)

80

NM

Non-operating Income (Expense)

Interest income

21

22

(5) %

40

48

(17) %

Interest expense

(86)

(66)

30 %

(162)

(132)

23 %

Interest capitalized

13

9

44 %

23

21

10 %

Other - net

6

(4)

NM

15

(12)

NM

Total Non-operating Expense

(46)

(39)

18 %

(84)

(75)

12 %

Income (Loss) Before Income Tax

(214)

238

(531)

5

Income tax expense (benefit)

(138)

66

(262)

(1)

Net Income (Loss)

$       (76)

$       172

$     (269)

$          6

Basic Earnings (Loss) Per Share

$     (0.68)

$      1.45

$     (2.39)

$      0.05

Diluted Earnings (Loss) Per Share

$     (0.68)

$      1.42

$     (2.39)

$      0.05

Weighted Average Shares Outstanding used for computation:

Basic

111.127

118.847

112.702

120.979

Diluted

111.127

120.930

112.702

123.183

CONDENSED CONSOLIDATED BALANCE SHEETS (unaudited)

Alaska Air Group, Inc.

(in millions, except share amounts)

June 30,
2026

December 31,
2025

ASSETS

Cash and cash equivalents

$     1,064

$       627

Restricted cash

33

28

Marketable securities

1,598

1,496

Receivables - net

681

565

Inventories and supplies - net

253

203

Prepaid expenses

261

278

Other current assets

46

69

Total Current Assets

3,936

3,266

Property and equipment - net of accumulated depreciation and amortization of $5,205 and $4,945

12,009

11,857

Operating lease assets

1,345

1,268

Goodwill

2,723

2,723

Intangible assets - net of accumulated amortization of $102 and $74

787

815

Other noncurrent assets

446

432

Total Noncurrent Assets

17,310

17,095

Total Assets

$    21,246

$    20,361

LIABILITIES AND SHAREHOLDERS' EQUITY

Accounts payable

$       403

$       324

Accrued wages, vacation and payroll taxes

727

881

Air traffic liability

2,398

1,689

Other accrued liabilities

1,217

1,055

Deferred revenue

1,778

1,722

Current portion of long-term debt and finance leases

452

721

Current portion of operating lease liabilities

217

197

Total Current Liabilities

7,192

6,589

Long-term debt and finance leases, net of current portion

5,783

4,834

Operating lease liabilities, net of current portion

1,164

1,141

Deferred income taxes

739

1,004

Deferred revenue

1,752

1,711

Obligation for pension and post-retirement medical benefits

349

369

Other liabilities

597

595

Total Noncurrent Liabilities

10,384

9,654

Shareholders' Equity

Preferred stock, $0.01 par value, Authorized: 5,000,000 shares, none issued or outstanding

—

—

Common stock, $0.01 par value, Authorized: 400,000,000 shares, Issued: 2026 - 147,087,872 shares; 2025 - 145,115,659 shares, Outstanding: 2026 - 111,566,970 shares; 2025 - 115,530,889 shares

1

1

Capital in excess of par value

1,034

961

Treasury stock (common), at cost: 2026 - 35,520,902 shares; 2025 - 29,584,770 shares

(1,951)

(1,701)

Accumulated other comprehensive loss

(175)

(173)

Retained earnings

4,761

5,030

Total Shareholders' Equity

3,670

4,118

Total Liabilities and Shareholders' Equity

$    21,246

$    20,361

SUMMARY CASH FLOW (unaudited)

Alaska Air Group, Inc.

(in millions)

Six Months Ended
June 30, 2026

Three Months Ended
March 31, 2026(a)

Three Months Ended
June 30, 2026(b)

Cash Flows from Operating Activities:

Net Loss

$               (269)

$               (193)

$                (76)

Adjustments to reconcile net loss to net cash provided by operating activities

453

229

224

Changes in working capital

422

385

37

Net cash provided by operating activities

606

421

185

Cash Flows from Investing Activities:

Property and equipment additions

(523)

(338)

(185)

Other investing activities

(112)

169

(281)

Net cash used in investing activities

(635)

(169)

(466)

Cash Flows from Financing Activities:

472

(428)

900

Net increase (decrease) in cash and cash equivalents

443

(176)

619

Cash, cash equivalents, and restricted cash at beginning of period

684

684

508

Cash, cash equivalents, and restricted cash at end of the period

$              1,127

$                508

$              1,127

Reconciliation of cash, cash equivalents, and restricted cash:

Cash and cash equivalents

$              1,064

$                451

Restricted cash

33

27

Restricted cash included in Other noncurrent assets

30

30

Total cash, cash equivalents, and restricted cash at end of the period

$              1,127

$                508

(a) As reported in Form 10-Q for the first quarter of 2026.

(b) Cash flows for the three months ended June 30, 2026 can be calculated by subtracting cash flows from the three months ended March 31, 2026 from the six months ended June 30, 2026.

OPERATING STATISTICS (unaudited)

A manual recalculation of certain figures using rounded amounts may not agree directly to the actual figures presented in the table below.

Three Months Ended June 30,

Six Months Ended June 30,

2026

2025

Change

2026

2025

Change

Consolidated Operating Statistics:(a)

Revenue passengers (000)

15,056

15,234

(1.2) %

28,388

28,393

— %

RPMs (000,000) "traffic"

20,011

20,179

(0.8) %

37,311

37,436

(0.3) %

ASMs (000,000) "capacity"

24,306

24,058

1.0 %

45,876

45,277

1.3 %

Load factor

82.3 %

83.9 %

(1.6) pts

81.3 %

82.7 %

(1.4) pts

Yield

18.21¢

16.62¢

9.6 %

17.59¢

16.46¢

6.9 %

PRASM

14.99¢

13.94¢

7.5 %

14.31¢

13.61¢

5.1 %

RASM

16.72¢

15.39¢

8.6 %

16.06¢

15.11¢

6.3 %

CASMex(b)

11.40¢

10.70¢

6.5 %

11.85¢

11.14¢

6.4 %

Fuel cost per gallon(c)

$4.43

$2.39

85.4 %

$3.74

$2.49

50.2 %

Fuel gallons (000,000)(c)

295

293

0.7 %

562

556

1.1 %

ASMs per gallon

82.4

82.0

0.5 %

81.6

81.5

0.1 %

Departures (000)

139.0

139.6

(0.4) %

264.5

263.5

0.4 %

Average full-time equivalent employees (FTEs)

31,726

31,299

1.4 %

31,596

30,536

3.5 %

Operating fleet(d)

422

409

13 a/c

422

409

13 a/c

(a) 

Except for FTEs, data includes activity under a capacity purchase agreement with a third-party regional carrier.

(b) 

See a reconciliation of this non-GAAP measure and Note A for a discussion of the importance of this measure to investors in the accompanying pages.

(c) 

Excludes operations under the Air Transportation Services Agreement (ATSA) with Amazon.

(d) 

Includes owned and leased aircraft as well as aircraft operated under a capacity purchase agreement with a third-party regional carrier.

GAAP TO NON-GAAP RECONCILIATIONS (unaudited)
Alaska Air Group, Inc.

We are providing reconciliations of reported non-GAAP financial measures to their most directly comparable financial measures reported on a GAAP basis. Amounts in the tables below are rounded to the nearest million. As a result, a manual recalculation of certain figures using these rounded amounts may not agree directly to the amounts presented. These reconciliations include adjustments intended to improve comparability and provide a clearer view of the Company's core operating performance.

Losses (gains) on foreign debt and other primarily reflect unrealized and realized gains or losses resulting from changes in foreign currency exchange rates on certain debt. In 2025, these expenses also included mark-to-market fuel hedge adjustments.

Special items - operating primarily relate to costs associated with the integration of Hawaiian Airlines, including employee-related costs, technology costs, and other merger-related expenses. In 2025, these expenses also included costs related to changes in Alaska flight attendants' sick leave benefits pursuant to a collective bargaining agreement ratified in the first quarter of 2025.

Pretax Income (Loss), Net Income (Loss), and Earnings (Loss) per Share, adjusted

Three Months Ended June 30,

2026

2025

(in millions, except per share amounts)

Loss
Before
Income
Tax

Income
Tax

Net
Loss

Per
Share

Income 
Before
Income
Tax

Income
Tax

Net
Income

Per
Share

GAAP

$         (214)

$  (138)

$    (76)

$  (0.68)

$ 238

$     66

$    172

$   1.42

Adjusted for:

Losses (gains) on foreign debt and other

(4)

1

Special items - operating

42

56

Total adjustments

$   38

$     64

$    (26)

$  (0.24)

$   57

$     14

$     43

$   0.36

Adjusted

$         (176)

$    (74)

$  (102)

$  (0.92)

$ 295

$     80

$    215

$   1.78

GAAP pretax margin

(5.3) %

6.4 %

Adjusted pretax margin

(4.3) %

8.0 %

Six Months Ended June 30,

2026

2025

(in millions, except per share amounts)

Loss
Before
Income
Tax

Income
Tax

Net
Loss

Per
Share

Income
Before
Income
Tax

Income
Tax

Net
Income

Per
Share

GAAP

$         (531)

$  (262)

$  (269)

$  (2.39)

$    5

$     (1)

$      6

$   0.05

Adjusted for:

Losses (gains) on foreign debt and other

(7)

3

Special items - operating

77

147

Total adjustments

$   70

$     95

$    (25)

$  (0.22)

$ 150

$     36

$    114

$   0.92

Adjusted

$         (461)

$  (167)

$  (294)

$  (2.61)

$ 155

$     35

$    120

$   0.97

GAAP pretax margin

(7.2) %

0.1 %

Adjusted pretax margin

(6.3) %

2.3 %

CASMex Reconciliation

Three Months Ended June 30,

Six Months Ended June 30,

(in millions, except unit metrics)

2026

2025

2026

2025

Total operating expenses

$        4,233

$        3,427

$        7,812

$        6,761

Less the following components:

Aircraft fuel

1,305

700

2,101

1,381

Freighter costs

52

48

104

89

Performance-based pay

64

49

92

101

Special items - operating

42

56

77

147

Adjusted operating expenses

$        2,770

$        2,574

$        5,438

$        5,043

ASMs

24,306

24,058

45,876

45,277

CASMex

          11.40¢

          10.70¢

          11.85¢

          11.14¢

Adjusted Capital Expenditures Reconciliation

Six Months Ended June 30,

(in millions)

2026

2025

Aircraft, aircraft purchase deposits, and other flight equipment

$            415

$            613

Other property and equipment

108

128

Capital expenditures

523

741

Adjusted for:

Property and equipment acquired through the issuance of debt

48

69

Proceeds from sales of aircraft and other equipment

(7)

(62)

Adjusted capital expenditures

$            564

$            748

Debt-to-capitalization, including leases

(in millions)

June 30, 2026

December 31, 2025

Long-term debt and finance leases, net of current portion

$                 5,783

$                 4,834

Operating lease liabilities, net of current portion

1,164

1,141

Adjusted debt, net of current portion

6,947

5,975

Shareholders' equity

3,670

4,118

Total Invested Capital

$               10,617

$                10,093

Debt-to-capitalization ratio, including leases

65 %

59 %

Adjusted net debt to earnings before interest, taxes, depreciation, amortization, fixed portion of operating lease expense, and special items

(in millions)

June 30, 2026

December 31, 2025

Long-term debt and finance leases

$                    6,235

$                    5,555

Operating lease liabilities

1,381

1,338

Adjusted debt

7,616

6,893

Less: Total unrestricted cash and marketable securities

2,662

2,123

Adjusted net debt

$                    4,954

$                    4,770

(in millions)

Twelve Months Ended
June 30, 2026

Twelve Months Ended
December 31, 2025

Operating Income (Loss)(a)

$                     (224)

$                      303

Adjusted for:

Special items - operating

180

250

Gains on foreign debt and other

(13)

(3)

Depreciation and amortization

813

795

Fixed portion of operating lease expense

279

279

EBITDAR

$                    1,035

$                    1,624

Adjusted net debt to EBITDAR

4.8x

2.9x

(a) 

Operating income (loss) can be reconciled using the trailing twelve month operating income as filed quarterly with the SEC.

Note A: Pursuant to Regulation G, we provide reconciliations of reported non-GAAP financial measures to the most directly comparable GAAP financial measures. We believe these non-GAAP measures provide meaningful supplemental information to investors for the following reasons:

Pretax income (loss), net income (loss), and earnings (loss) per share are presented on an adjusted basis. Adjustments are made for special charges that are unusual or nonrecurring in nature, as well as for gains and losses on foreign debt, as these adjustments enhance comparability of our core operations to prior periods and to the rest of the airline industry. CASMex is a key measure used by management and the Air Group Board of Directors to evaluate cost performance. It is also commonly used by industry analysts to compare airlines. Because U.S. carriers are generally similarly affected by changes in jet fuel prices over the long run, aircraft fuel costs are excluded to focus on more controllable, company-specific cost drivers. Costs related to freighter aircraft operations, including those incurred under the ATSA with Amazon, are excluded to enhance comparability with carriers that do not operate freighter aircraft. Performance‑Based Pay (PBP) expense is excluded as it is dependent on the Company's achievement of annually established financial and operational goals. Certain special charges are excluded as they are unusual or nonrecurring in nature. Adjusted capital expenditures includes certain amounts that are not classified as investing cash outflows within our consolidated statements of cash flows, but are viewed by management and other stakeholders as significant long-term investments in the business. Management believes these adjustments provide a more complete view of capital expenditures during the year. Liquidity and leverage measures, including debt-to-capitalization and adjusted net debt to EBITDAR, are presented to provide insight into the Company's financial position and flexibility. In 2026, we made adjustments to the calculation of these metrics to enhance comparability with our peers. The debt-to-capitalization ratio now excludes the current portion of operating and finance lease liabilities, with prior periods recast for consistency. Additionally, EBITDAR was adjusted to reflect the fixed portion of operating leases rather than total aircraft rent to better reflect performance, with prior periods recast accordingly. GLOSSARY OF TERMS

Adjusted debt - long-term debt, plus operating and finance lease liabilities

Adjusted net debt - long-term debt, plus operating and finance lease liabilities, less unrestricted cash and marketable securities

Adjusted net debt to EBITDAR - represents adjusted net debt divided by EBITDAR (trailing twelve months earnings before interest, taxes, depreciation, amortization, fixed portion of operating leases, and special items)

ASMs - available seat miles, or "capacity"; represents total seats available across the fleet multiplied by the number of miles flown

CASMex - operating costs excluding fuel, freighter costs, Performance-Based Pay (PBP), and special items per ASM, or "unit cost"

Debt-to-capitalization ratio - represents adjusted debt, net of current portion, divided by total equity plus adjusted debt, net of current portion

Diluted Earnings per Share - represents earnings per share (EPS) using fully diluted shares outstanding

Diluted Shares - represents the total number of shares that would be outstanding if all possible sources of conversion, such as stock options, were exercised

Freighter Costs - operating expenses directly attributable to the operation of B737 freighter aircraft and A330-300 freighter aircraft exclusively performing cargo missions

Load Factor - RPMs as a percentage of ASMs; represents the number of available seats that were filled with revenue passengers

PRASM - passenger revenue per ASM, or "passenger unit revenue"

RASM - operating revenue per ASMs, or "unit revenue"; operating revenue includes all passenger revenue, freight & mail, loyalty program revenue, and other ancillary revenue; represents the average total revenue for flying one seat one mile

RPMs - revenue passenger miles, or "traffic"; represents the number of seats that were filled with revenue passengers; one passenger traveling one mile is one RPM

Yield - passenger revenue per RPM; represents the average passenger revenue for flying one passenger one mile

SOURCE Alaska Air Group