Good day, and welcome to the Aircastle Limited second quarter fiscal 2026 financial update call. Today's conference is being recorded. At this time, I would like to turn the conference over to James Connelly, Senior Vice President of Corporate Communications. Please go ahead, Mr. Connelly. Thank you. Good morning, everyone, and welcome to Aircastle Limited's second quarter 2026 financial update call. With me today are Mike Inglese, Chief Executive Officer, and Roy Chandran, Chief Financial Officer. Other members of the management team are also on the line, and they will be available during Q&A. We will begin the presentation shortly, but I would like to remind everyone that this call is being recorded, and a replay will be available through our website at www.aircastle.com. There, you can also find the press release and PowerPoint presentation that accompany this call. I would like to point out that statements today, which are not historical facts, may be deemed forward-looking statements. Actual results may differ materially from the estimates or expectations expressed in those statements. Certain facts that could cause actual results to differ materially from Aircastle Limited's expectations are detailed in our SEC filings, which can also be found on our website. I will direct you to Aircastle Limited's press release for the full forward-looking statement legend. With that, I will now turn the call over to Mike. Thanks, Jim. Good morning, everyone, and thank you for joining us today. I am pleased to report that Aircastle generated net income of $69 million and adjusted EBITDA of $247 million in the second fiscal quarter for 2026. We also invested $269 million in five aircraft acquisitions during the quarter, including three Airbus A321neo aircraft and one Boeing 737 MAX 8. The aircraft trading market continues to show strength as we move through the year. Aircraft values remain high, and we continue to reshape our overall portfolio during this robust sales environment. In the second quarter, we sold 11 aircraft and other flight equipment, generating $243 million in proceeds and $38 million in gains on sale. At the end of the quarter, our fleet had a weighted average age of nine years and a weighted average remaining lease term of 5.3 years, and 94% of our fleet consisted of narrow-body aircraft. Further, the new technology portion of our fleet continues to grow, reaching 54% at the end of the quarter. Before Roy discusses our financial results and highlights in more detail, I would like to share my thoughts on what we are seeing in the broader aviation market. In conversations with our customers, it comes as no surprise that managing high fuel prices remains high on their list of priorities. Jet fuel was approximately $99 per bbl before the conflict in the Gulf and spiked at $209 per bbl in early April. IATA is forecasting an average jet fuel price of approximately $152 per bbl for 2026. Our airline customers are demonstrating varying levels of success in passing through increased fuel costs via high fares in response. Airlines across all regions are taking additional measures, including reducing capacity and reassessing less profitable routes. In Europe and Asia, large carriers are supplementing these actions with continuing fuel hedging. Although higher fuel costs endure, consumer demand for air travel has remained resilient. IATA's latest traffic showed RPKs up a modest 0.6% compared to last year, excluding the effects in the Middle East. As we come out of the summer peak, the aviation industry will be closely watching consumer demand heading into the winter holiday season. While 2026 is still expected to be a profitable year for the airline industry, overall profitability is expected to be down by almost half from 2025 levels. Despite the macroeconomic uncertainties, this trading activity for new and mid-life aircraft remains robust. Global narrow-body fleet continues to transition to new technology, driven in part by the importance of fuel efficiency to airline economics. Our investment strategy has been aligned with this transition for many years. In the second quarter, 89% of our aircraft investments were in the most fuel-efficient, low-emission, narrow-body aircraft available. In the first half of fiscal 2026, we made a total of nine aircraft acquisitions for $386 million. These investments were a blend of five new tech and four current technology aircraft. The weighted average age of these acquisitions was 4.2 years, with a weighted average remaining lease term of seven years. While the global fleet of new tech aircraft grows, A320ceos and 737NGs remain a substantial portion of the aircraft trading market. Continued airline demand for these aircraft and their engines, including placements and extensions, support attractive investment yields. It is important to remember that the pace of current technology retirements is influenced by the availability of new technology aircraft and engines, which continues to be constrained by supply limitations as well as the engine reliability and time on wing challenges. As active portfolio managers, we are continually expanding our network of transaction partners, and our team's deep industry expertise and long-standing relationships position us very well in a highly competitive market. Despite the challenges we have highlighted, our approach remains disciplined with strong emphasis on risk-adjusted returns and investment profitability. We remain confident in our ability to continue to execute our investment strategy, supported by the relationships we have built across the industry. We also continue to benefit from our unique ownership structure. Over the years, we have seen our shareholders expand their footprint in the aerospace sector. Marubeni has invested in companies specializing in aftermarket asset trading and MRO services. Aircastle is proud to be the leading aviation group member of Marubeni's growing aerospace segment. Our relationship with our shareholders continues to broaden our access to capital markets, as demonstrated by the new unsecured term loan we announced a few weeks ago, which Roy will touch on in more detail in a minute. We now move into the back half of our fiscal year with a robust pipeline of acquisitions and a healthy slate of anticipated aircraft sales that we expect to generate additional attractive gains on sale. Reflecting on our successful second quarter, I'd like to thank our global team for their consistent and valuable contributions. The depth of our talent across Aircastle gives me great confidence in our future. I'll now turn it over to Roy to discuss our second quarter financial highlights in more detail. Roy? Thanks, Mike. For the second quarter, we generated net income of $69 million on total revenues of $283 million. Year-to-date, total revenues are $518 million, up 6% compared to the same period in 2025. We purchased five aircraft in the second quarter for a total investment of $269 million. We also sold 11 aircraft and other flight equipment with an average age of 16 years. These sales resulted in net gains of $38 million on proceeds of $243 million. Our deal teams remained very active during the second quarter, executing 46 lease transactions, including purchases, sales, lease amendments, and extensions. With respect to operating costs, interest expense increased primarily due to higher borrowings, while SG&A and depreciation declined, with the latter reflecting recent aircraft sales. Turning now to financing. Early in the second quarter, we redeemed all 400 outstanding Series A preference shares initially issued in 2021. This redemption was the primary driver behind the increase of our adjusted net debt to equity ratio from 2.2 x at the end of the first quarter to 2.4 x at the end of the second quarter. We will continue to monitor the pref share and sub-debt markets for opportunities for raising efficient capital should an appropriate window present itself. As Mike mentioned, on October 1st, we closed an attractively priced $400 million unsecured term loan consisting of a $240 million tranche financed directly by the Japan Bank for International Cooperation, with the balance by MUFG Bank and Mizuho Bank respectively. This facility has a term of five years, and the proceeds will support continued growth of our fleet. This is the third unsecured term loan we've closed in the past two years. Given the volatile macro environment, these financings have proven to be an attractive and reliable alternative to traditional bond issuances. Furthermore, these latest financing demonstrate the opportunities enabled by our unique ownership structure with Marubeni and Mizuho Leasing. 99% of our $8.3 billion fleet is now unencumbered, while 98% of our debt is unsecured. The weighted average interest rate on our debt at the end of the second quarter was 5.1%, essentially flat versus prior year. As of October 1st, we had total liquidity of $2.8 billion, comprised of $2 billion of undrawn facilities, unrestricted cash of $100 million, and $700 million in projected 12-month adjusted operating cash flows and contracted sales. In closing, although fuel cost pressures and broader macroeconomic conditions present challenges, demand for air travel remains resilient. Airlines continue to seek lift from both new and current technology aircraft from lessors and remain focused on delivering solutions to our customers. Supported by our investment-grade ratings, we are well-positioned to manage interest rate volatility and source competitively priced liquidity. We moved into the back half of our fiscal year with confidence and a robust transaction pipeline. As always, we remain focused on delivering for our customers, trading partners, shareholders, and debt investors. With that, operator, we are happy to open the call up for questions. Thank you. If you'd like to ask a question, please signal by pressing star one on your telephone keypad. If you are using speakerphone, please make sure your mute function is turned off to allow your signal to reach our equipment. Again, press star one to ask a question, and we'll pause for just a moment to allow everyone an opportunity to signal for questions. Again, it's star one to ask question. Your first question comes from Mark Streeter from JPMorgan. Please go ahead. Close enough. Good morning, gentlemen. Mike- Yes. Aircastle, you've done a good job, obviously, of reducing average age of the portfolio. Still indexed to your peers that we look at, most of us on the call, you still skew a little bit more towards the midlife side of the equation. There's a view from the appraisers that, with the Spirit liquidation, with the war, the fuel price, et cetera, with reduction in capacity, that lease rates have rolled over in the midlife space, and that's where we're starting to see some adjustments, maybe more equilibrium. Just what's your sort of perspective on sort of for second-generation leases and so forth, just what are the trends out there with what you're seeing in your portfolio? Has there been a shift in momentum or a change that you're seeing? Look, we have a handful of assets that we are remarketing, and certainly the Spirit supply changes the dynamic for customers who are looking for a few aircraft and have a handful of people like me to talk to. Yes, I think the peak of lease rates has probably passed. I don't think it is going down for any sustained period of time that we can see. But everything is specific to what you are trying to do with the handful of aircraft that you are remarketing and what other choices the airline has. Okay. Would you make a distinction between second-generation midlife leases versus order book placements right now, or what you are seeing on the newer side? Look, I think you still see new tech assets coming off their first lease in the market are still finding reasonable homes. The engine issue, if you are dealing with the GTF, is still an overhang that is not going to be resolved anytime soon. But fuel efficiency, even at high oil prices, is still not making up for the higher costs of having to maintain these assets. And the solution in the form of the Advantage is new, and we haven't seen if, in fact, it is going to meet its promises of what it is going to do for the customers. Okay. That's helpful. Thanks. Just a second question on interest rates. Obviously, with the increase in interest rates here, I think some of your peers have talked about how it has been the best trading environment for aircraft ever, at least earlier this year. You talked about the robust pipeline that is out there for trading aircraft. Are you seeing any indications that higher interest rates have taken some potential counterparties out of the market or moved the needle on where trades are clearing? How should we think about the interest rate impact on that part of the business? Look, I don't think we've seen any evidence yet that it's had a material impact on the appetite from our buyer universe. But clearly everybody's borrowing money, everyone's thinking about returns. And over time, depending upon where rates go, it may have an impact, just as it does as we think about investing money and thinking about the cost of capital and our expected returns. But in terms of current volume, current availability of capital, although it may be more high priced, it doesn't seem to have taken off the activity level, or we don't see any material number of experienced players falling away in terms of their appetite to deploy capital. Okay, that's helpful. I appreciate it. Thanks very much. Thanks, Mark. As a reminder, it's star one to ask a question. Your next question comes from Ettore Bianchi from Asterisk Advisors. Please go ahead. Yes, good morning. Thank you for taking my question. I am sorry to start with this trivial question, but it really is driving me nuts. In your press release, the number of aircraft at the end of the prior quarter was 274, and in today's press release is 263, which are for a decrease of 11 aircraft. I do not see where the five aircraft allegedly acquired factor in in this number. Can you please provide me a little bit of clarity? Yeah. Hi. Thanks for the question. This is Jim Connelly. I will reach out separately, and I can walk you through the calculation of that. Okay. No problem at all. Thank you for doing that. Let me ask you, regarding the sales, are all the 11 aircraft that has been sold in the last quarter were all narrow-body aircraft? Yes. Thank you. My final question, if I did my math right, apparently I did not for the number of aircraft, I see you placed three more aircraft during the quarter to IndiGo, which now is about 13% of your total net book value. Can you please provide me an update? That is a part of a country, a part of the world, I am sorry, where there has been a lot of volatility, a lot of airline in trouble. Can you please tell me how IndiGo is doing in the current market environment? Look, IndiGo still continues to perform well overall. Every airline is dealing with higher fuel costs. We think they are and will continue to be the winner in one of the biggest growth markets in the industry going forward. We have invested in new aircraft with them, and we also have aircraft that we invested in prior, which will be coming off lease over time. We will rebalance our exposure there naturally as we move forward. Yep. Thank you very much for taking my question. As a reminder, it is star one to ask a question. It appears that there are no additional questions at this time. I will turn the conference back to James Connelly for any additional remarks. Just want to say thank you, everyone, for joining us today. If you have any follow-up questions, please reach out, and hope you have a great day. Thanks, everyone. Ladies and gentlemen, this concludes today's conference call. Thank you all for participating. You may now disconnect.