Good evening. My name is Tiffany, and I will be your conference operator today. At this time, I would like to welcome everyone to the Sky Harbour 2025 year-end earnings call and webinar conference. All lines have been placed on mute to prevent any background noise. After the speaker's remarks, there will be a question and answer session. If you would like to ask a question during this time, simply submit a question online using the webcast URL posted on our website. Thank you. Francisco Gonzalez, Chief Financial Officer, you may begin your conference. Thank you. Thank you, Tiffany. I'm Francisco Gonzalez, CFO of Sky Harbour. Hello and welcome to the 2025 full year results investor conference call and webcast for the Sky Harbour Group Corporation. We have also invited our bondholder investors in our parent subsidiary, Sky Harbour Capital, and now also our lenders in Sky Harbour Capital II and the 2026 series bondholders of Sky Harbour Capital III to join and participate on this call. Before we begin, I have been asked by counsel to note that on today's call, the company will address certain factors that may impact this and next year's earnings. All the information that we'll discuss today contains forward-looking statements. These statements are based on management assumptions which may or may not come true. I ask you to refer to the language on slides one and two of this presentation as well as our SEC filings for a description of the factors that may cause actual results to differ from our forward-looking statements. All forward-looking statements are made as of today, and we assume no obligation to update any such statements. Now let's get started. The team with us this afternoon, you know from our prior webcast. Our CEO and Chair of the Board, Tal Keinan, our Treasurer, Tim Herr, our Chief Accounting Officer, Mike Schmitt, our Accounting Manager, Tori Petro, and Andreas Frank, our Assistant Treasurer. We have a few slides we will want to review with you before we open it to questions. These were filed with the SEC about an hour ago in Form 8-K along with our 10-K and will also be available on our website later this evening. We also filed our February construction report one day early today, this afternoon, with the MSRB/ EMMA, and the fourth quarter Sky Harbour Capital Obligated Group financials that were filed a couple weeks ago. As the operator stated, you may submit written questions during the webcast using the Q4 platform, and we'll address them shortly after our prepared remarks. Let's now get started. We turn to the first slide. On a consolidated basis, assets under construction and completed construction continue to increase, reaching over $328 million on the back of construction activity at phase II in Miami, the new campus, as well as construction in Bradley International and phase II in Addison, in the Dallas area. Please note this graph is soon to accelerate its upward trajectory as we broke ground already in Salt Lake City airport, and also soon we'll be doing that at Poughkeepsie, New York, and Orlando Executive Airport in Florida, Trenton, New Jersey, and Dallas International later this year. On the revenue front, we increased year-over-year at 87%, reaching record $27.5 million for 2025, reflecting the acquisition of Camarillo in December of 2024, as well as higher revenues from existing and new campuses that opened last year. Sequentially, revenues had the natural progression of occupancy increasing at the three new campuses. Operating expenses for the year increased to $27 million, almost $28 million, reflecting the increase in campus operations. The higher number of ground leases, remember, we expense ground leases on an accrual, so our larger number of ground leases impact our operating expenses. These are mostly non-cash and something that Mike, our Chief Accounting Officer, will cover shortly. One of our goals in 2026 is to achieve higher efficiencies at the campus level, especially as we open second phases in Miami and Dallas. In Q4, you will notice a slight dip in SG&A. This relates to reduction in the cash component of compensation for our senior management team. We're working to keep SG&A as stable as possible. As we have discussed in prior public conversations, we look to peak at no more than $20 million SG&A on a cash basis and obviously enjoy the operating leverage that will entail. This line item in terms of operating results, it includes our non-cash items, again, that Mike will discuss shortly. On a cash flow from operations basis, we're, you know, pleased to report that we reached positive territory on a consolidated basis for the first time in our history. I need to point out that this is mostly driven by the realization of $5.9 million from rent as part of an extension of an existing tenant that closed in December of last year. That tenant went to 12 years and is now our longest tenant lease in our portfolio of developed campuses. We're also pleased to report that on an adjusted EBITDA basis that Mike will discuss shortly, we also reached breakeven on a run rate basis in December. Next slide, please. This is a summary of our financial results of our wholly-owned subsidiary, Sky Harbour Capital, that form the Obligated Group. This basically incorporates the results of Houston, Miami, Nashville campuses, along with the campuses that opened during the year in Phoenix, Dallas and Denver. Revenues for the year increased 49% year-over-year, and in Q4, 18% sequentially. We expect a moderate increase in Q1 of 2025, and then a step-up in Q2 and Q3 of 2027 on the back of the opening of phase II in Miami. The last step up in Q1 and Q2 of 2027 on the back of the completion of our last project that forms the Obligated Group first vintage in Addison Airport in Texas. Operating expenses increased year-over-year, given the higher number of operating campuses in operation. Let's turn now our attention to our Chief Accounting Officer for a breakdown of adjusted EBITDA for the year and for Q4. Thank you, Francisco. As with prior quarters, I'd like to take this opportunity to provide some additional context regarding elements of our reported results. Adjusted EBITDA is utilized by our management team to evaluate our operating and financial performance. It is supplemental in nature and a financial measure not calculated in accordance with U.S. GAAP. We define adjusted EBITDA as GAAP net income or loss before the add backs and subtractions that are enumerated on the left of this slide, which consists entirely of non-cash or non-operating elements of both income and expense, including in the fourth quarter and for the year ending December 31, 2025, a significant unrealized gain on our outstanding warrants. We have provided a reconciliation from our GAAP net income results for the year and quarter ended December 31, 2025. The primary item worth highlighting here is the general trend of Adjusted EBITDA as we conclude in fiscal 2025. While slightly down on a year-over-year basis, Adjusted EBITDA improved for the third consecutive quarter to a negative EBITDA of approximately $1 million in Q4. This was driven by increased occupancy and rental rates at each of our campuses, particularly during the latter half of the fourth quarter as our run rates improved and turned positive. With that, I'd like to take the opportunity to pass to Tal. Thanks, Mike. Good to be with everyone again. I'm not gonna run through this entire leasing update, but I will point your attention to a few items. First, on the stabilized campuses, you know, we've been talking for a while about greater than 100% potential occupancy. We are on a number of campuses starting to break into greater than 100% territory. There's still a long way to go on those, but we're there on a number of campuses already. On campuses in initial lease-up, the blue. You'll see Phoenix and Dallas going quite nicely. They're actually moving a little bit faster than we expected. Denver moving a bit slower than we expected. You know, again, we're not gonna nail the timing on all of these, but Denver is now coming along nicely. We also, I think, encountered some seasonal effects in Denver opening up in the winter season. That plays in your favor in Phoenix and Dallas, less so in Denver. In addition, have a look at the last three lines of that main chart, the high, average, and low rents. A couple things that you'll see in there. First of all, in the blue campuses that are in initial lease-up, you'll see a significantly larger discrepancy between the highest and the lowest rents. The reason for that is, as some of you will probably remember, our leasing strategy on these campuses is to achieve 100% occupancy or greater as soon as possible, which means we do very short-term leases, including some six-month leases, at very low rents with the idea of beginning to negotiate in earnest on the basis of 100% occupancy. That's a strategy that we've seen work in the previous airports. We're doing it now in a much more deliberate way. What you'll see, for example, take the Denver column, APA one, you'll see that the highest rent is $41. That's somebody who is actually on a long-term lease. We're only doing long-term leases, meaning a year or more, at or above our target rents. That $14.36 lease, the lowest, is a short-term, right? That's somebody who will either be cycled out or will agree to come up to the terms to the target rates once we're in, call it full or long-term lease-up. Lastly, on the main chart, I'll call your attention to the pre-leasing activities, which again, after we finish Denver, Phoenix, and Dallas, we move to that pre-leasing strategy. Again, it's already in place. It has to be. In order to do that, you'll see significantly higher average rents. Remember, just to make everything apples to apples, that $44.85, that is rent alone. That does not include fuel revenue on those campuses, whereas the other numbers for the green and blue sections include rent and fuel. In the case of blue, it's contracted fuel. We could get, you know, more fuel flowage than that, but the pre-leasing numbers do not include fuel at all. What that is beginning to point to, we think is what we've been maintaining for, you know, for a while now is our first campuses were chosen on a, we call it somewhat arbitrary basis. We're now targeting the best airports in the country, and we expect to see that trend continue of rents coming up as we go. The last thing I want people to look at on this page is the bottom left, the re-lease update. We promised to give numbers on this. I think we've alluded to the fact that it's been quite robust. What we're talking about is in 2025, leases that came to term. Remember, these were all mature leases. This is not that initial lease up exercise that I just referred to, where we try to get to 100% occupancy. No, these are mature leases in Miami and Nashville, where the lease comes to term. 22% is the average markup from the last year of the previous lease to the first year of the new lease. What we think that's pointing to is, again, our thesis on airports being essentially Manhattan or beachfront property. There is a fundamental supply-demand mismatch, and supply cannot grow because of the limited number of airports at the rate that demand is growing. I don't wanna, you know, say that we're gonna see 22% escalations for the, you know, next 50 years of these ground leases, but we do expect a very robust re-lease rate. Reminding everybody on the call, the multi-year tenant leases feature annual escalators of CPI. It used to be with a floor of 3%, today it's a floor of 4%. So on top of those CPI with the floor of 4% escalators, we're seeing an average 22% jump when one lease comes to term and a new one is signed. Next slide. Thank you. Okay. On site acquisition, a couple of things to call everyone's attention to. I'm looking at the chart on the right first. The green bar, that 1,096,000 sq ft, that is airports that are in operation, right? Starting in Houston, running all the way to Denver. The orange, the 1,149,000 sq ft, that is airports that we have ground lease that are fully funded. And we'll go through the funding a little bit further, but those are airports where we're now developing, and we'll give you a list of which airports are coming online in what order. The green is in operation, the red is secured and fully funded. The yellow is secured and not yet funded. Again, we're not really in a rush to fund these yet because we're in a permitting process on all those airports. It will take some time. There's phasing. There are airports where we're gonna do, you know, phase I, and perhaps wait a bit before we do phase II. In some cases, there's also a phase III on those airports. If you sum up all of the square footage of hangar buildable on airports on which we have ground leases, that's 4,160,000 sq ft. Calling your attention to the left side of the slide. The map speaks for itself. The bottom of the slide is something that we wanna try to get people used to a little bit, is that we've been defining our site acquisition goals in terms of number of airports. That is a proxy, a not so close proxy of what we're really going for. Its virtue is that it's simple and easy to communicate a number of airports. As you saw, we met our guidance for 23 airports last year. We also secured new land at two existing airports last year. I can say that in the case, for example, of Stewart International in New York, securing that extra, whatever it was, 240,000 sq ft to 250,000 sq ft of hangar constructible on that new land, that's worth a lot more to us than almost any new airport in the entire portfolio. Those expansions mean something, but they're obviously not captured if all you're doing is counting the number of airports. A closer proxy of what we're really going for is square footage of revenue-producing hangar. An even closer proxy is the total revenue available because a square foot of hangar in the New York area is gonna be worth more than a square foot of hangar in most other parts of the country. Then finally, we're gonna find a way to communicate this simply. We don't have it yet. Internally, we do, but we don't have something simple enough, I think, to put out on these earnings calls, but we will. What is the total NOI available? Because there are airports where our OpEx per square foot is higher and airports where it's lower. Fundamentally, that is really what we're going after. We're trying to capture as much NOI as we can, assuming we're above a certain yield on cost threshold. Again, we'll find good and simple ways to communicate these things better. We're not releasing guidance yet. We'll do that in the next earnings call for, you know, guidance for 2026. Expect that guidance to come in these terms, not really a number of airports because again, we just don't think that's a close enough proxy to what we're actually trying to achieve. Next slide is development. We spent a lot of 2025 really reconfiguring our development effort to go from something that's a little bit more sporadic and on fewer airports to a really significant program that's operating at scale. We're seeing that happen right now. Just to make sure everyone understands what these numbers mean, starting at the top of the slide, rentable square feet under construction. You can see the timeline of what's going up as we enter 2026. It's about 750,000 sq ft, that's actually under construction, and that will continue to ramp up. Important to say we're only talking about construction on existing ground leases, which is why you'll see the 2027 square footage under construction, that 819,000 sq ft is likely to be low, meaning airports that we secure now that we enter construction in 2027 are not captured here. 2028 is very low. Right. In fact, it's going down on this chart. Again, that's because most of the construction that's gonna be conducted in 2028 is on airfields that we haven't secured yet. Based on our construction timeline, the next line is rentable square feet that's actually built and ready for occupancy. You can see how that grows. I think if everything through 2026 is probably pretty accurate. In 2027, we might start to see a little bit of a bump up on that 2.35 million sq ft number. In 2028, we expect something significantly higher than the 3.17 that you see here. Shifting to the bottom, I'm not gonna take you through the eye chart on the right, but on the left, you'll see our schedule of deliveries of campuses. We expect to deliver Miami phase II toward the end of next month. In September of this year, Bradley, Connecticut, our first New York area campus. At the end of this year, Addison two, our second phase in Dallas. You can see as we go down the list, leading all the way to Dulles International at the bottom of the list, the pace of deliveries is obviously starting to ramp up, right? I think we've gotten our development program to a place that we feel very comfortable right now in our ability to deliver on our 2026 and early 2027 schedule. There's still more ramp up of our development resources required for the surge that's coming in 2027. With that, let me hand it back to Francisco. Tim. Thanks, Tal. As we announced last quarter, we finalized a five-year tax-exempt drawdown facility with JPMorgan that will provide debt funding for our next projects in the development pipeline. We expect to draw on the facility over the next two years as our airfields become ready for construction. To cover Sky Harbour's required corporate contribution to the facility, we closed last month on $150 million of tax-exempt subordinate loans. The pricing was 3x oversubscribed, with 18 distinct institutional investors coming into the credit. These bonds have a five-year maturity with a 6% fixed interest rate and a call option starting in year four as we plan for an eventual takeout of both the bank facility and the subordinate bonds with long-term tax-exempt bonds once the projects are completed and cash flowing. Next slide. Quickly, these charts highlight the recent trading in our credit. Our loan bond from the original 2021 issuance has been trading higher as we approach the completion of our first Obligated Group project later this year. Our newly issued 2026 series bonds have also been trading higher following issuance last month. Now let me turn it over to Francisco for a discussion on future capital funding. Thank you, Tim. You know, the 2026 series that Tim mentioned of subordinate bonds represent a fundamental rethinking of how we think of our unit economics and capital formation. We always knew we were going to issue subordinate bonds, but not this early in the life of our portfolio and not while still unrated on our senior Obligated Group credit. In this slide, we illustrate what the unit economics of a new campus looks like on average. We aim to target campuses across the U.S., where we believe we will earn $40 per sq ft in rent and $5 in field margin. After $9 per sq ft of operating expenses, we're left with, again, this is an illustration, with $36 per sq ft of NOI. Before the issuance of the subordinate bonds, we have been assuming 70% leverage on the program or on the projects, resulting in a return on equity at the unit economics level close to 30%. With the increased use of our debt, specifically subordinate bonds. Replacing the use of equity, the same campus can now be expected to generate return on equity is higher than 60%. Of course, we're going to be deliberate and cautious of our level of leverage and look forward to refinancing, as Tim mentioned, the subordinate bonds and the JPMorgan facility, way in advance of their five-year maturities. On a pro forma basis, the expected coverage of such refinancing will still support investment-grade ratings for those bonds, given the predicted coverage of all the existing and future projects under construction. Next slide. We closed the year with $48 million in cash and U.S. Treasuries, which now are enhanced with $150 million in gross proceeds from the 2026 series bonds, which closed last in February, last month, and $200 million of the committed JPMorgan facility in late last year. Which was undrawn at year-end, but which we now start to use here in the current quarter to fund capital expenditures at the Bradley campus. We now feel that we have created a fortress of liquidity at the company and are fully funded to double the size of our campuses and reach over 2 million sq ft in rentable square feet, as Tal mentioned earlier. In terms of future capital formation, we will continue to be deliberate, prudent on our debt management and opportunistic in monetization of assets. As previously noted or disclosed, we received $5.9 million in an upfront rent payment last December as part of a lease extension of one of our hangars in our portfolio. We also continue to negotiate and have now actually broadened the number of potential partners for the previously announced joint venture of one of our hangars in Miami and likely to include more hangars throughout the portfolio. We also have received interest from tenants who would also like to acquire hangars rather than lease them. This type of asset monetizations, either in the form of hangar sales or hangar lease prepayments, is a prudent way to generate capital, equity capital to fund our future growth if and only if valuations support it and the alternatives are less attractive from a dilution and cost of capital perspectives. Let me now turn it back to Tal for end-of-year highlights and forthcoming initiatives in the four pillars of our business. Thanks, Francisco. Okay. On site acquisition, our 2025 guidance of 23 airports under ground lease has been met. Like I said before, from our perspective, it's exceeded substantially through the two new ground leases on existing airports. Like I said as well, we are refining our guidance metrics. Again, internally, we already use a metric that is much closer to targeting total available NOI rather than number of airports or square footage. Again, we'll get back in the next earnings call with guidance and with some clearly understandable metrics. On development, again, 2025 was a year of great investment in our development program. What I can say right now is in the short term, things are looking good. We're on time, on budget in all projects. Our scale-up for the next big surge in development activity is underway. You know, hopefully, in our Q2 call, we'll be able to say we're ready to go with a program that will carry us through 2027. As we continue to grow, it's not just economies of scale, it's our vertical integration, first into steel manufacturing, now into general contracting. Our prototype improvements, the constant value engineering of that prototype, has gotten our cost per sq ft down lower and lower. As I think a lot of people on the call appreciate that not only impacts our unit economics, it impacts our total addressable market. Because the number of airfields on which you can get a double-digit yield on cost goes up dramatically as your cost of construction goes down. I think I could say the same thing for cost of capital as well. On leasing, we continue to increase our revenue run rate every quarter, and that's, again, I think something to be expected. Every time a new campus comes online, that is a ratchet up in our revenue run rate. Again, once these things are stabilized, they are long-term leases. Again, and just to avoid any confusion, we do have a period where we have a mix of long-term and short-term leases in order to achieve 100% occupancy, but then we re-lease for the long term. Once that happens and stabilize, that is a ratchet up in your revenue run rate. It's stable. These are multi-year leases, again, with escalators. When they do come to maturity, the trend has been a very significant jump in revenue each time. I think, you know, we can expect to see that continue. Talked about re-leasing and we talked about the pre-leasing program, which is in place. I think the first airport we will see, you know, dramatic wins on pre-leasing, really months before we actually open our doors, is gonna be Bradley, Connecticut. On operations, our first phase II campus is ready to go operationally. We open our doors late next month. That's Miami phase II. One of the things to look at here is, you know, we talk about the power of phasing and so far I think we've already seen the leasing dynamics, right? Opening up 160,000 sq ft of hangar at once in Miami is a challenge on its own. If we had opened up 350,000 sq ft at once, that would have been that much bigger a challenge. I think we're already seeing the benefits of phasing in that respect, but it's also an OpEx question, is that we will be able to operate the combined campus in Miami with the same headcount or almost the same headcount that we are already operating just phase I in Miami. You know, very significant efficiency gains as we do that. The next place we'll see that is gonna be Dallas, phase II. The second, we'll come up with a metric that is kind of objective for the measuring the quality of our service offering, right? You know, the best we've been able to do so far is give some testimonials from some of the top flight departments in the country that base at Sky Harbour. There's a metric that we're gonna put out hopefully by the next earnings call because it is increasingly important to us. It's a big differentiator. The time to wheels up, the efficiency, the access to the aircraft, the security, the privacy, the customizable space, all of these things are a very big deal in aviation. We know it, we see it, we live it every day. We wanna find a kind of objective way to communicate that to our investors. Hopefully we'll have that by the next earnings call. Our big thrust in 2026, the construction program was the sort of the big thrust in 2025. Getting our OpEx efficient is the big thrust in 2026. What I can say today is that we're effective, and that is by design. We said, "Listen, we're gonna overinvest, make sure there is no equipment shortage, we might have an equipment surplus. We're gonna have a headcount surplus. We're gonna do everything a little bit over to make sure that we have the absolute, absolutely bulletproof service offering and really the best service in business aviation." We're paying more than we need to pay to have that though. We're now in the process of very carefully and very deliberately finding the efficiency that we can find. I alluded to one of those, which is when you open phase II, for example, or if you have multiple airports in you know in a single metro center, which you can see on our map, we're having now, you can find all sorts of you know very exciting efficiencies. I think part of that is kind of free money. There's those things that we can do that we are doing that will without any sort of risk or any significant effort increase the efficiency. There are certain things that we have to be, again, very deliberate, and it'll be a bit of a, you know, an effort to get it down, but that is our big kind of strategic focus for 2026. Looking forward, last slide. Site acquisition, again, our focus is on maximizing our NOI capture. I'm gonna preempt any questions. We are, you know, feeling the rumblings of competition in our industry. You know, I think we've talked about it on pretty much every earnings call. We're seeing it. It's still kind of anecdotal. We don't see a player like Sky Harbour coming and doing exactly what we do, but we think that's on the way. The deepest moat we can dig around this business is capturing the last available land at the best airports in the country. The focus, you know, this year is on max NOI capture, the best geographies in the country. Secondarily is same metro center expansion. One of the things that we've learned is knowing the markets that we know intimately is a massive advantage. The fact that those markets know us intimately is a maximum advantage. You can't get space at Sky Harbour, San Jose. You cannot get space. We love that. That's great. It'd be great if we could expand in that market because we know the specific people because we're talking to them who would like to be based at Sky Harbour and can't because we're, you know, we've run out of space. Look to that trend happening as well in 2026. On the development side, the prototype program continue. Again, we have a biannual refinement of the prototype, so it gets better each time we go. Higher quality, lower lifecycle cost, lower development cost of the flagship SH-37 hangar. Like we said, we're preparing for the big surge in development that will happen with this. The big surge this year is the biggest surge than beginning in early 2027. On the leasing side, big challenge, right? Square footage is coming online very fast. As you can see, we are stretched a little bit thin on the leasing side. We're looking to grow that team in, you know, early this year. Our objective is to meet that surge. The order of operations is get those new campuses up to 100%, then go back and get those new campuses to market rent. Then third is take the legacy campuses. We're talking about that 22% jump in rents between lease terms. Get those enhanced in Miami and in Nashville and all of the legacy markets. Then long term, like I said, we are growing the leasing team. It's always been a little bit too small, and I think it's one of the areas that we've been a little bit behind the eight ball, but we're growing it now. Then lastly, operations. Defense, I never wanna forget it. I don't know if our investors are particularly interested in this. We definitely are. A boring quarter in operations is a victory, right? Zero safety incidents, zero service lapses, that's a very big deal. I don't think any other provider in business aviation can make that claim, and we continue to be able to make it. We don't take it for granted. There's a lot of work that goes on to deliver that. What I consider offense is continuing to add services. We're working in conjunction with our residents to define the areas where we can really ratchet up our level of service. We're not looking at our competition. We don't really, you know. It doesn't bother us what our competition does. We're looking at our residents and understanding their needs. Then lastly, our 2026 OpEx efficiency program, and we'll hope to have, you know, good numbers to report by the end of this year on OpEx. With that, back to Francisco. This concludes our prepared remarks, and we now look forward to your questions. Operator, please go ahead and read the queue. At this time, I would like to remind everyone, in order to ask a question, please submit it online using the webcast URL. We'll pause for just a moment to compile the Q&A roster. Your first question comes from Ryan Meyers of Lake Street. Should we be expecting the signing of any new ground leases in 2026? All right. Ryan, this is Tal. First, thanks for the coverage. Yeah, the answer is yes. Again, we'll be putting out guidance on the next earnings call for 2026. It's not gonna come in the form of number of airports. Like I said, it's gonna come in the form of NOI capture, and we'll have some clear metrics. Next is a follow-up from Ryan Meyers. Nice work on reaching operating cash flows/adjusted EBITDA run rate breakeven by year-end. How should we be thinking about that in 2026? Will you be breakeven going forward from here? Thank you, Ryan, for the question, and again, also for your coverage, research coverage. Yes. Obviously, our cash flows follows revenues, and revenues follow campus openings and leasing and lease rate increases. Q1 of this year, the current quarter, is a quarter where we have a lot of cash outflows with the annual compensation payments and so on. We have no campus opening. It should be relatively, you know, flat, and so on. Q2, if we are on time and as scheduled for the opening of the second phase in Miami Opa Locka, we should be moving north from breakeven. Similarly, Q3 and Q4. As I mentioned earlier, you know, with Bradley opening up later on in the fall, and then Addison phase II, we should then be a bit in the black towards the end of this year. Next question. Next question is from Michael Tompkins with BTIG. We noticed construction spend came in a little lighter in Q4 than prior quarters, likely due to timing of deliveries and development starts. Now, with the proper team and financing in place, how can we think about construction spend ramping as we move throughout 2026 and beyond? Thank you, Michael, for the question. Yes, as I mentioned earlier, construction expenditures are ramping up. We are breaking ground now in a variety of projects, and we have raised the capital to be able to press the accelerator on a lot of these projects that we have been preparing for. Also, we need to note that we completed the onboarding of Ascend, our new subsidiary, doing in-house construction management and also general contracting of some, not all, but some of the campuses. With that and our liquidity being strong, you're gonna see the acceleration of the construction spend in the coming quarters. Next question. Next, our follow-up from Michael Tompkins. It looks like you made some great leasing progress this quarter, especially at Deer Valley. What are your expectations for when those rents starts to roll into earnings, and what are your expectations for stabilization across the three assets that were delivered in 2025? Francisco, you wanna start and I'll finish? Yes. You're correct. We have progressively received the increase in occupancy at Deer Valley. You know, we have noticed that, again, it's market by market, very specific to the situation, but we're seeing that it takes us from six to nine months to reach stabilization. We're doing more pre-leasing, as Tal mentioned earlier, in some of our upcoming campuses. It's great to see from the finance perspective some hard leases signed for projects that we have not even broken ground or even putting permits like in Dallas. That bodes well for future stabilization and the speed at which we reach that after opening. We expect stabilization for the three assets that open in 2025, basically in the coming two quarters. Yeah. For Michael, I appreciate that you asked specifically about those three assets delivered in 2025 because, like Francisco just said, we are transitioning to a different lease-up strategy where we start a lot earlier. Just to remind everybody, even though you see, for example, Phoenix and Dallas at, you know, roughly 80% leased now, remember that when we hit 100%, we don't call that stabilization. A, because some of those are short-term leases that need to be recycled into long-term leases at our true market rates. And B, because we don't really stop at 100%. We can get beyond 100% as we're showing in the legacy campus. Your next question is from Gaurav Mehta with Alliance Global Partners. How many additional ground leases do you expect in 2026? It's Tal. Gaurav, thank you. Thank you for the question. Thanks for the coverage. We're going to put out guidance, formal guidance at the next earnings call. Again, expect it to come not in the form of number of ground leases, but some metric that is much more specific to how much NOI are we generating. That fundamentally is the metric we should be pursuing. Next is a follow-up from Gaurav Mehta. Why is the average rent at pre-leasing campuses higher than stabilized and in initial lease-up campuses? Yeah. Thanks for that as well. It's Tal again. So it's what I alluded to in my earlier remarks, which is, you know, when we, not to disparage Houston, but when we showed up at our first airports, it was very much, "Hey, stay away from New York City because we know that's the best metro center in the country for us, and we know we're going to make mistakes at the beginning." Other than that, we were not that particular about which, you know, metro centers we targeted at the beginning. Some are, you know, better than others, as you can see. Our targeting is much more precise today. The airports are getting better and better, right? We know we're looking for at those airports. When we lease a hangar, you know, literally 18 months out, and we're talking about hard cash deposits in the bank binding contract on those leases, and they're coming in at higher numbers than our existing campuses, that's the reason. Your next question is from Timothy D'Agostino with B. Riley. Quarter-over-quarter, multiple facilities had their projected construction start and completed dates changed to TBD, APA phase II, DVT phase II, HIO phase II, IAD phase II, ORL phase II, or POU phase II. Can you walk us through what led to those changes shown in the 10-K? Thank you, Tim, for the question. It's clear that you're reading the details, and thank you for your coverage. I'm glad of this question because, you know, we obviously have at the margin to decide where do we go and do a phase II and where do we do a phase I of the ground leases that we have secured. Ground leases will continue to be generated during the, you know, every year. If we, you know, we decide to put TBD on phases II to give us the flexibility in terms of when we actually gonna go ahead and implement that. It's gonna depend on, of course, how phase I went, how the leasing went, how we feel in terms of making sense of adding that capacity to that particular market. Let me also note that having our funding of construction now through a draw-down facility with the bank gives us even more flexibility to do that type of a optimization in terms of when we do a phase II versus a phase I on our campus, which is not something you get if you're doing it with senior bonds from the get-go, where you almost have to determine exactly what you're doing from the get-go. Next question. Your next question comes from Pranav Mehta. Can you explain the unit economic slide more? The most recent feasibility study has NOI around $20 per sq ft for both obligated groups. Why do you think it would be $36? Only two properties have rent above $45 per sq ft. Thank you for the question. Again, let me remind that this was an illustration, but the illustration that we believe we're gonna meet or likely surpass. Right now, we are entering into leases, and we have leases higher than $40 of rent in Miami, in San Jose, in Bradley, and in Dallas, you know, the ones that we have pre-leased. We feel very comfortable that, as Tal mentioned, you know, the airports that we're in construction now and are still forthcoming, on average, are better airports than our first business in the Obligated Group. We're likely to see rents and NOI revenues per square foot trending higher in our new campuses. Your next question is from Pat McCann with Noble Capital Markets. At this point, how much of new campus do you ideally want pre-leased before construction begins? How do you balance early visibility against the opportunity to push rents higher closer to delivery? Yeah, just reading the question again. At this point, how much of a new campus do you ideally want to pre-lease before construction begins? Okay. Great question, Pat, and again, thank you as well for the coverage. So first of all, it's not really before construction begins per se. Yes, we are pre-leasing now before construction begins in a lot of these campuses, but that's not really the threshold moment. It's probably the right time is about nine months before we intend to open those campuses. Your question is very elegant. The first part ties to the last part very well. You are leaving some money on the table, of course, when you do that, when you pre-lease so far in advance. I think a good number, and we'll experiment with this as we go and optimize it, but a good number is 50%. When you open up, you're going to lease the second 50%. You're right, our expectation is you'll see somewhat higher rents on the second 50%. The fact that we go in cash flowing, remember, at 50%, we're meeting our debt obligations handily already. I think it's probably the right way to do it. Remember, we're not doing, you know. If the average lease term is significantly less than five years, whatever money you're leaving on the table, you're not leaving it on for, you know, for a very long time. It's a good question, and you know, again, I think the real answer will come over time as we optimize that. Your next question is from Don Kedyk. With the first Obligated Group nearing completion, what is the actual IRR or yield on cost you think you achieved? Thank you, Don, for the question. You know, we at Sky Harbour are very data-driven. You know, we have all the data, and we're gonna be looking back with passage of time at all our projects by phase and crunch all the numbers in terms of, you know, looking back and keep track of profitability, you know, by campus and by vintages and so on. Of course, if you look back, you know, we faced in our first portfolio, you know, the COVID construction inflation that we certainly underestimated. Then we had the design issue that we addressed, you know, a year and a half ago that obviously resulted in us having to put more equity into the Obligated Group than we really expected. The yield on cost at the outset is not gonna be what we had hoped for Sky Harbour Campus. Having said that, though, rents have been coming higher than we originally forecasted. Yes, we're gonna be lower in yield on cost at the first point of stabilization. Then as Tal mentioned, we are experiencing higher rents, and we are experiencing higher bumps on those first renewals. There's another calculation that happens, I will say, you know, two years after the first stabilization of a second stabilization, when you have hit market rates of those leases in that particular campus or that particular vintage. Then lastly, in terms of IRRs, you know, IRRs don't incorporate that increase in rents that we experienced by inflation. Remember, we have a CPI with a flow of 3% or 4%. All the new leases have 4%, and then those bumps. The IRRs should offset some of those increased costs that we experienced. Stay tuned for those vintage and portfolio calculations when we complete Obligated Group at the end of this year. Next question. Your next is a follow-up question from Gaurav Mehta with AGP. Can you please provide details on your interest in selling hangars? Should we expect any sales this year? For the question, you know, as I said in the prepared remarks, we're gonna be very deliberate and about entertaining this. There are some tenants out there that really just intrinsically don't like to rent. You know, they're just. You know, they maybe made their money in real estate. They just don't wanna lease. Okay? Of course, we will be deliberate in terms of. For us, a sale is a ultra long 40-50-year tenant lease where a tenant pays upfront for the right to basically have that hangar. It's just conceptually a sale. Conceptually a sale. We're gonna obviously crunch the numbers and you know we are in the leasing business. We truly believe that on a present value basis, we maximize the value to our shareholders by keeping these assets and leasing them over time, but at the right price. If that tenant will only participate in a particular campus, by quote-unquote acquiring, we'll entertain that if it makes sense. I would add to that, Gaurav, that those ultra long-term prepaid leases, aka sales, should be looked at as a tool in the growing arsenal of cost of capital reduction mechanisms that Francisco and team have at their disposal. It's another one of these, you know, what is it worth to us today? From an NPV perspective, you never want to do these deals. To be clear, the conversations that we have with our residents who want these deals are very explicit. They're coming to us saying, "We agree with you on your inflation expectations. We want to protect ourselves." You know, "We think," you know, "in one case, I'm gonna be flying for the next 15 years or so, then I'm probably gonna phase out. I wanna lock in whatever I have. I'm willing to prepay, and I'm willing to prepay at a premium." To get that done because I don't want to be subject to, you know, escalations and resets. By definition, there is a zero-sumness to this, the whole exercise. It's definitely not an exercise in trying to beat our NPVs on the leases. It's about cost of capital. Next questions are from Alex Bossert. A recent sell-side report from BTIG indicates that you are now seeing build costs closer to $250 per sq ft on your active sites. Could you unpack the primary drivers of this reduction in build costs? Specifically, how much of this efficiency is being driven by the vertical integration of Stratus and Ascend versus the natural economies of scale as you shift into phase II expansions? Finally, is $250 per sq ft the right baseline to use, or do you see room for even further cost compression as you scale? Yeah, thanks. Thanks for that question, Alex. Starting at the end, no, we're going to continue fighting. This is definitely not, you know, when we hit our goals, we reset our goals. Again, this is very material. To get your hard costs below $250 a foot not only improves your unit economics, it grows your total addressable market. If you can get that to $240, even more so. If you get that to $230, even more so. We'll continue fighting to get it down. How are we doing it? Yes, vertical integration is definitely a big part of it. The fact that we are subject, for example, to volatility in steel prices, but we can manage that volatility because we have virtually limitless space for inventory of steel at our plant in Texas means we're not subject to the much higher volatility in pre-engineered metal building component prices because we're, that's our output. The vertical integration is a key piece of it. The vertical integration into construction management and general contracting is another big piece. You know, I think I've said on this. Say, if you're going to assemble a set of, you know, eight dining room chairs from IKEA, you're probably going to get something wrong in that first chair. You follow the instructions, but you know, you're going to mix up left and right, and you're going to have to take it apart and put it back together again. Second chair, you're going to get it right. Third chair, you're not going to be looking at the instructions. Four through eight, you're going to be doing faster than you did the first chair. Same thing in our business. The erection of these hangars comes at a very, very specific sequence. There's a lot of nuance in it. Getting it right and getting it fast matters a lot. Here, the fact that we're now doing it over and over again across the country, not working with the general contractor who's seeing it for the first time as we've done up until now, is a big deal. There's more to it, but put all of those together, that's where we're seeing the economies. Your next question comes from Christian Solberg. What percent of your airports that are operating currently have wait lists? Yeah. Christian, thanks. We-- so it's not exactly wait lists that we operate, meaning it's not first come, first served. You know, if you're, you know, first on the list, you get a hangar first. If you're second, you get the hangar second. It's, we keep lists of interested parties, and they're dynamic lists, you know, because somebody could come and say, "I really need a solution right now." If we don't have room, they might find a solution elsewhere, and might become, you know, not relevant for a while. So we have lists of interested parties. When we come up with space, and this, you know, particularly on the semi-private model that happens a lot more frequently, we reach out to all of those guys. What's important, I think, to understand in that is it's a flipping of the dynamic. You know, when we open Miami phase I, you've got 160,000 sq ft to lease, 160,000 sq ft of vacancies. Everybody's shrewd, everybody's sophisticated in this business. They understand that they have the leverage in that negotiation. Once a campus is stabilized, it's really the mirror image of that. You have multiple parties interested in one space. If you stagger appropriately, which we do, you don't want to have, you know, two or three hangars coming to term at the same time. You stagger appropriately, you can keep that dynamic. It's not exactly a waiting list. It's really interested parties list. Your final question is two parts from Alan Jackson. First, is the gestation period shorter for the expansion of existing airports as compared to acquiring brand-new ground leases? Are there any differences in the acquisition process between the two? Second, does management anticipate a need for hangars with a door threshold higher than 28 feet? Is the prototype able to be adjusted for airplanes as they become larger? Yes. Two good questions, Alan. Thanks. So yeah, look, there are a lot of advantages to expanding on an existing field. It's like I said earlier, you know the market and the market knows you at those airports. So that's a very big deal. We can also typically achieve greater efficiencies on ground rent, right? If you have a larger plot, you have more options for layout plans that could be more efficient. Again, revenue density is obviously critical to us. So the bigger plots lend themselves to that. Then lastly, your OpEx. Your OpEx per rentable square foot goes lower, right? There are a certain number of people that you need, come what may, on a campus, so scale is your friend as you grow. With regard to door threshold height. I don't know if you're watching it, but the NFPA 409 Group III standards 2026 edition allows you to go up to 34 ft of threshold height. We have adjusted the prototype to go up to 34 ft. Remember that NFPA 409 is not mandatory, so the adoption rate is different in different geographies. What we've come up with is a kind of this temporary solution where you have a balance which takes you down to 28 ft, keeps you compliant with 2021 standards for NFPA 409. Then once a jurisdiction adopts those standards, you can remove the balance, and now you're 34 ft. Because you're absolutely right, Falcon 10X is likely to be certified this year. It's a 29-foot and change tall airplane. Does not fit in 28-foot door threshold hangars. Good question. Operator, I think we have time for two more questions because we started a little late. Let's take two more questions, and we'll close it there. Your next question comes from Alan Berlow. Might a NetJets or a Flexjet decide to rent out an entire hangar for their clients to use where they are not able to build their own hangar? They seem to be moving away from always leaving jets on the ramps of airfields. The short answer is yes. All right. Your last two questions will come from Dave Storms. With regards to the step up of 22% following re-leasing, how sustainable is this kind of step up, and are there any geographies that are running ahead of or behind this? With the OpEx efficiency program underway, can you talk more about any specific levers being pulled here or maybe where are you seeing easy wins? Okay, let's start with the second one. The easy wins are things like just enforcing our triple nets on our leases, right? We did not have good enough standardization on our tenant leases early on, and most of those are the leases that are in effect. Slightly different rules on each lease, which leads to kind of lax enforcement of triple net. You know, your insurance rates go up on an airport. We're covering a lot of what we don't really need to be covering today. That's an example of an easy win, right? It's just, you know, being compliant with our agreement. With regard to the sustainability of that 22% step up, look, it's a good question. We don't want to make huge claims going forward. You know, I mean, to be clear, I don't think it's going to be 22%, you know, ongoing for the duration of these leases. If it were half that, if it were a quarter that, you know, I think you'd have a very exciting story. Just throw that into the model. Your inflation rate is probably the most sensitive item in the entire financial model of the whole business. It is a very big deal. We're excited about what I can say is, you know, if you own a car in New Jersey, a $50,000 car, and you have a house in New Jersey, you park it for free in the driveway of your house. When you move into Manhattan, they're going to charge you $1,000 a month to garage your car. That's going to bother you for a little while, but at some point, you just accept it as part of the cost of owning a car in Manhattan. Fundamentally, hangar rents have been a footnote in the annual OpEx of a large jet owner. We don't think that should be the case. If anything is a commodity in this business, it's fuel. It's not real estate. Real estate is actually the most precious asset in this entire industry. It should occupy a much higher level on your ranking of aircraft ownership OpEx. We think it's going there. There's a lot more to go on that. Thank you, operator. There are no further questions at this time. Mr. Francisco Gonzalez, I'd like to turn the call back over to you. Thank you, operator. We'll, you know, any leftover questions, because we're out of time, we'll answer directly. Also, let me remind everybody again that you can find further information on our website at www.skyharbour.group, and you can always reach out directly with additional questions through our email investors@skyharbour.group. Thank you again for your participation. With this, we have concluded our webcast. Thank you all. This concludes today's conference call. You may now disconnect.