2019 Defense Outlook &

Commercial Aerospace Forum

Bank of America Merrill Lynch

John L. PluegerCEO & President

January 10, 2019

Global Trends in Aircraft Financing

2

Forward Looking Statements & Non-GAAP Measures

Statements in this presentation that are not historical facts are hereby identified as “forward-looking statements,” including any statements about our expectations, beliefs, plans,predictions, forecasts, objectives, assumptions or future events or performance. These statements are often, but not always, made through the use of words or phrases such as“anticipate,” “believes,” “can,” “could,” “may,” “predicts,” “potential,” “should,” “will,” “estimate,” “plans,” “projects,” “continuing,” “ongoing,” “expects,” “intends” and similar words orphrases. Accordingly, these statements are only predictions and involve estimates, known and unknown risks, assumptions and uncertainties that could cause actual results to differmaterially from those expressed in them. We wish to caution you that our actual results could differ materially from those anticipated in such forward-looking statements as a result ofseveral factors, including, but not limited to, the following:

• our inability to make acquisitions of, or lease, aircraft on favorable terms;• our inability to sell aircraft on favorable terms or to predict the timing of such sales;• our inability to obtain additional financing on favorable terms, if required, to complete the acquisition of sufficient aircraft as currently contemplated or to fund the

operations and growth of our business;

• our inability to effectively oversee our managed fleet;• our inability to obtain refinancing prior to the time our debt matures;• impaired financial condition and liquidity of our lessees;• deterioration of economic conditions in the commercial aviation industry generally;• increased maintenance, operating or other expenses or changes in the timing thereof;• changes in the regulatory environment including tariffs and other restrictions on trade;• unanticipated impacts of the Tax Cuts and Jobs Act of 2017 (the “Tax Reform Act”), including as a result of changes in assumptions we make in our interpretation of the

Tax Reform Act, guidance related to application of the Tax Reform Act that may be issued in the future, and actions that we may take as a result of our expected impactof the Tax Reform Act; and

• potential natural disasters and terrorist attacks and the amount of our insurance coverage, if any, relating thereto.

We also refer you to the documents the Company files from time to time with the Securities and Exchange Commission (“SEC”), specifically the Company’s Annual Report onForm 10-K for the year ended December 31, 2017 and the Company’s Quarterly Report on Form 10-Q for the quarter ended September 30, 2018, which contain and identify importantfactors that could cause the actual results for the Company on a consolidated basis to differ materially from expectations and any subsequent documents the Company files with theSEC. All forward-looking statements are necessarily only estimates of future results, and there can be no assurance that actual results will not differ materially from expectations, and,therefore, you are cautioned not to place undue reliance on such statements. Further, any forward-looking statement speaks only as of the date on which it is made, and we undertakeno obligation to update any forward-looking statement to reflect events or circumstances after the date on which the statement is made or to reflect the occurrence of unanticipatedevents. If any such risks or uncertainties develop, our business, results of operation and financial condition could be adversely affected.

The Company has an effective registration statement (including a prospectus) with the SEC. Before you invest in any offering of the Company’s securities, you should read theprospectus in that registration statement and other documents the Company has filed with the SEC for more complete information about the Company and any such offering. You mayobtain copies of the Company’s most recent Annual Report on Form 10-K and the other documents it files with the SEC for free by visiting EDGAR on the SEC website atwww.sec.gov. Alternatively, the Company will arrange to send such information if you request it by contacting Air Lease Corporation, General Counsel and Secretary, 2000 Avenue ofthe Stars, Suite 1000N, Los Angeles, California 90067, (310) 553-0555.

In addition to financial results prepared in accordance with U.S. generally accepted accounting principles, or GAAP, this presentation contains certain non-GAAP financialmeasures. Management believes that in addition to using GAAP results in evaluating our business, it can also be useful to measure results using certain non-GAAP financial measures.Investors and potential investors are encouraged to review the reconciliation of non-GAAP financial measures with their most direct comparable GAAP financial results set forth in theAppendix section.

Air travel has proven to be resilient

3

RPKs (trillions)

Gulf Crisis

Asian Crisis 9/11

Financial Crisis

Source: ICAO data as of March 2018

2x

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

1980

1981

1982

1983

1984

1985

1986

1987

1988

1989

1990

1991

1992

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

2017

2x Trend

SARS

4 Recessions

2 Financial crises

2 Gulf wars

1 Oil shock

1 Near pandemic (SARS)

9/11 Attack

Source: IATA Air Passenger Market Analysis, November 2018. Note: RPK is revenue passenger kilometres. 4

Aircraft demand remains strong largely due to passenger traffic growth

+5.1%

+6.1%

+6.5%

+2.5%

+8.7%

+4.5%

North America

Latin America

Africa

Middle East

Europe

Asia Pacific

Total Market RPK Growth Up 6.6% YTD Through November 2018

What’s driving passenger traffic growth?

5

Shifting Consumer Spending Habits

Emerging Middle Class

Affordability & Ease of Air Travel

❶ ❷ ❸

Spending on experiences vs. goods

Shifting consumer spending habits

6Source: 1Forbes, Why Americans are spending more on experiences vs. buying stuff, 9/1/16. HSBC and Bureau of Economic Analysis.

1

“Total personal consumption in the U.S. has nearly doubled in the last 15 years to $12.3 trillion. Overthe same time period, discretionary spending on cars and home furnishings as a percentage of totalspending has decreased, while purchases of food, accommodations and recreation services havesteadily increased.”1

A rapidly expanding middle class

7

160 millionpeople per year on average will be added to the

middle class through 2030

88%of the next billion entrants into the

middle class will be in Asia

$29 trillionmore than in 2015 will be consumed by the

global middle class by 2030

“We are witnessing the most rapid expansion of the middle class, at a global level, that the world has ever

seen.”

“By 2030, Asia could represent two-thirds of the global middle class

population.”

“Globally, the middle class…could be spending $29 trillion more by

2030, accounting for roughly a third of projected GDP growth.”1

Source for statistics and quotes above: Brookings, The unprecedented expansion of the global middle class, an update, February 28, 2017(1) GDP growth adjusted for 2011 purchasing power parity.

8

Air travel is increasingly accessible

- Per IATA, by the end of 2017, unique city-pair connections exceeded 20,000 for the first time, representing a doubling of services since 1996 when there were less than 10,000 city-pairs2

Unique city pairs & real transport costs1

1) IATA 2018 Annual Review2) IATA Chart of the Week, December 1, 2017

An example: Increase in city-pairs 2016 to 20172

Air travel has increasingly become a “bargain”

9Source: A4A U.S. Air Service and the Competitive Landscape, December 21, 2017

1971-2016: Est. 8% CAGR

Low cost carriers have taken share and lowered prices

LCC/ULCC’s driving fares lower…

Average round-trip ticket price

…Resulting in more affordable global fares

Market Share, Western Europe (%)

Worldwide passenger traffic is up… …As LCC/ULCC take share from legacy carriers

Source: Top left and top right charts: The Wall Street Journal article: How Budget Carriers Transformed the Airline Industry, August 2017, 2 Bottom left chart: IATA Fact Sheet Industry Statistics December 2017, 3Bottom right chart: Financial Times article: European airlines face more cuts and consolidation, October 2017 10

2.32.5 2.5 2.5

2.72.9

3.03.2

3.33.6

3.8

4.1

1.5

2.0

2.5

3.0

3.5

4.0

4.5

2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017E

Sch

ed. P

asse

nger

num

bers

(bn)

Quantifying the size of expected passenger growth

1) IATA Industry Statistics Fact Sheet as of December 20182) Delta aircraft count as of 9/30/18 per 10-Q; easyJet fleet size of 315 aircraft as of 9/30/18 per 2018 annual report; Ryanair fleet size of 450 aircraft as of 9/30/18 per company website; China Southern fleet size of 740 as of 12/31/17 per 2017 annual report; Cathay Pacific fleet of 148 as of 6/30/18 per 2018 interim report; Vietnam airlines fleet of 94 aircraft as of 12/31/17 per 2017 annual report3) Delta annual passengers per company website on 12/20/18 (>180mm); easyJet annual passengers as of 2018 annual report (88.5mm), Ryanair annual passengers per FY 2018 annual report for FY 2018 (130mm); China Southern annual passengers as of 12/31/17 per 2017 annual report (126mm); Cathay Pacific annual passengers as of 2017 Annual Report (34.8mm); Vietnam Airlines annual passengers per 2017 annual report (22mm)

11

# of Aircraft2 872 765 982

Annual Passenger Volume (mm)3 >180mm ~200mm ~180mm

- Per IATA, the number of scheduled passengers grew between 5% - 7% annually between 2013 and 2017, adding 180 – 250mm passengers per year1

- A continued 5%+ annual increase in passengers would be similar to adding passenger traffic of any one of the below airlines:

Airline

RJ Single Aisle Widebody Freighters

Market expected to need 42,730 new airplanes by 2037 –valued at ~$6.3 trillion

Regionaljets5%

Single-aisle73%

Wide-body19%

Regional jets $110B

Single-aisle $3,480B

Widebody $2,480B

Freighter $280B

World Total $6,300B

Airplane Type Value

$6.3T

Airplane deliveries: 42,7302018 - 2037

Market value: $6,300B2018 - 2037

0

5,000

10,000

15,000

20,000

25,000

30,000

2,320

31,360

8,070 980

Source: Boeing, Commercial Market Outlook, 2018 12

Freighter2%

Source: FlightGlobal, June 2018; Data includes Airbus and Boeing passenger airline aircraft, in service & storage. 1Excludes new deliveries post 2018. 2Includes Boeing 717, 727, 747, 757, 767, 777, 787, 737 aircraft, Airbus A300, A310, A318, A319, A320, A321, A330, A340, A350, A380 aircraft as well as DC-3, DC-9, MD-80 and MD-90 aircraft

13

Replacement demand is also extremely important

~41,000 aircraft needed over next 20 years for growth and replacement ~41,000 aircraft needed over next 20 years for growth and replacement

Less than 5 years old

5 to 10 years old

10 to 15 years old

Greater than 15 years old

Aircraft Age Range

By 2020, there will be over 10,000 aircraft over the age of 10

Total western aircraft by age range1,2

5,545 6,0666,645 7,320

8,1348,986

9,80810,700

3,4413,742

4,0554,295

4,495

4,790

5,220

5,632

4,790

5,220

5,632

6,027

6,378

6,4645,212

3,908

6,4645,212

3,9082,598

1,233

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

2018 2019 2020 2021 2022 2023 2024 2025

14

100 leased 1,343 leased 3,715 leased

3,722 aircraft 6,037 aircraft 9,160 aircraft 15,032 aircraft 26,131 aircraft

14.7% 24.7% ~39%1.7%0.5%

1970 1980 1990 2000 2017

17 leased 10,290 leased

Leasing Share of the World’s Fleet

Lessors have gained share of the world’s fleet

Source: Boeing; Data as of December 31, 2017

Funding requirements for aircraft deliveries put into context

Source: Boeing Capital Corporation Current Aircraft Finance Market Outlook 2019 15

>$900bn of capital expected to be needed to fund new aircraft deliveries between 2018 - 2023

Capital expected to be needed to fund aircraft deliveries

3%

37%

60%

ALC Lessors Other$3 $7 $6 $6 $5

$47 $51 $56$60 $64

$76$86

$92$99 $104

$126$143

$154$165

$174

2018E 2019E 2020E 2021E 2022E

ALC Lessors Other

ALC order book

16

Why do airlines lease?

Less cash & financing required

Fleet flexibility

Key delivery positions

Eliminate residual value risk

- Large lessors drive bulk order pricing- Airline not responsible for pre-delivery

payments

- Airlines can adjust leased aircraft based on traffic, competition, etc.

- Access to earlier delivery positions than perhaps achievable directly through OEMs

- Aircraft returned to lessor at end of lease

Differentiators of the aircraft leasing model

Lessee responsible for all operating costs including:• Taxes, tariffs and duties• Insurance• Maintenance

17

Triple net leases

Mobile assets

High utilization

Percentage of Boeing/Airbus aircraft under 20 years of age parked: Less than 3%1

Aircraft lessors can move their assets to another airline, unlike a real estate building which is immobile

(1) Per FlightGlobal as of November 2018; represents Boeing & Airbus aircraft in storage and less than 20 years old

• Crews• Fuel

New Midlife

18

Breaking down the aircraft lessor market by strategy

Years 0 - 8 Years 8 - 20 Years 20+

Aircraft Age

Order Book Sale LeasebackOR

End of Life

There have been various macro events and industry concerns over the years

19

Concerns: 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q 1Q 2Q 3Q 4Q

European debt crisis

Increased competition

New aircraft technology

Rising interest rates

Pandemics

Low oil

Production rates

Wide body weakness

China/global slowdown; Trade War Fears

Brexit

Production delays

Time of market concern

2016 2017 20182011 2012 2013 2014 2015

Sheet1 (3)

Time of market concern

20112012201320142015201620172018

Concerns:1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q

European debt crisis

Increased competition

New aircraft technology

Rising interest rates

Pandemics

Low oil

Production rates

Wide body weakness

China/global slowdown; Trade War Fears

Brexit

Production delays

Sheet1 (2)

Time of market concern

20112012201320142015201620172018

Concerns:1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q

European debt crisis

Increased competition

New product launch

Rising interest rates

Ebola

Impact of low oil prices on new aircraft

Zika

OEM production rates

Wide body weakness

Slowdown in Chinese aviation growth

Financing availability

Brexit

Sheet1

20112012201320142015201620172018

Concerns:1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q1Q2Q3Q4Q

European debt crisis

Increased competition

New product launch

Rising interest rates

Ebola

Impact of low oil prices on new aircraft

Zika

OEM production rates

Wide body weakness

Financing availability

Slowdown in Chinese aviation growth

Brexit

Sheet2

Sheet3

Lessors are less impacted by aviation cycles than airlines

20

Lessor Stability

Airc

raft

utiliz

atio

n

In good times, airlines need lessors for additional capacity and, in bad times, airlines need lessor balance sheets

Note: Utilization is defined as aircraft subject to lease agreement; ALC’s management team’s track record covers performance at ALC and prior company

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

Prior Company ALC

21

Consistency of ALC’s key metrics

ALC’s yields and portfolio metrics have remained consistent

Macro volatility has had minimal impact on ALC’s fleet metrics

Our rental revenues have averaged 11.5% of average net book value since 2011

1 Per ALC filings. Calculated as rental of flight equipment, excluding overhaul revenue and amortization of prepaid lease costs, divided by quarterly average net book value.

0.0

2.0

4.0

6.0

8.0

10.0

12.0

14.0

0%

2%

4%

6%

8%

10%

12%

14%

Jun-

11

Sep

-11

Dec

-11

Mar

-12

Jun-

12

Sep

-12

Dec

-12

Mar

-13

Jun-

13

Sep

-13

Dec

-13

Mar

-14

Jun-

14

Sep

-14

Dec

-14

Mar

-15

Jun-

15

Sep

-15

Dec

-15

Mar

-16

Jun-

16

Sep

-16

Dec

-16

Mar

-17

Jun-

17

Sep

-17

Dec

-17

Mar

-18

Jun-

18

Sep

-18

Wei

ghte

d A

vera

ge P

ortf

olio

Met

rics

(yea

rs)

Ann

ualiz

ed L

ease

Yie

ld (1

)

Annualized Lease Yield Average Age Avg. Rem Lease Term

China

ALC status & what we’re seeing:

Air Lease currently has only 6 aircraft scheduled to deliver into China (deliveries to occur in 2019 & 2020)

Air Lease continues to dialogue with customers in China (and broader Asia)

We also receive inbound requests for additional aircraft from these customers

What others are reporting/expect:

IATA reports that passenger traffic trends in Asia continue to outpace other regions1

Boeing estimates that China alone will need 7,690 new aircraft over the next 20 years2

China is aiming to have 450 airports by 2035 – almost double the current number of airports3

221IATA Industry Facts and Statistics Fact Sheet as of December 20182Boeing Commercial Market Outlook, 2018-20373Reuters, China aims to have 450 airports by 2035: aviation regulator, December 2018

2013 2014 2015 2016 2017 3Q18

$9.2$10.7

$12.4$14.0

$15.6

$17.6

2013 2014 2015 2016 2017 3Q17 3Q18

$339

$439$508

$623$658

$166 $192

2013 2014 2015 2016 2017 3Q18

$6.5

$8.6

$10.6$12.3

$14.1

$16.0

Growth and stability of ALC’s business

23

Assets ($bn) Unencumbered Assets1 ($bn)

Revenues ($mm) Adjusted net income before income taxes2 ($mm)

2013 2014 2015 2016 2017 3Q17 3Q18

$859$1,050

$1,223$1,419

$1,516

$377 $451

1 Comprised of unrestricted cash plus unencumbered flight equipment (calculated as flight equipment subject to operating leases (net of accumulated depreciation) less net book value ofaircraft pledged as collateral) plus deposits on flight equipment purchases plus certain other assets. 2Adjusted Net Income Before Income Taxes is a non-GAAP financial measure. Seeappendix for reconciliation to the most directly comparable GAAP measure.

24

ALC has a balanced fleet with the most modern aircraft on order

Single-Aisle, 76%

Twin-Aisle, 24%

ALC Owned Fleet268 aircraft

A320/321/321LR/NEO

737-7/8/9 MAX

A330-900NEO

787-9/10

A350-900/1000

143on order

202on order1

29on order

41on order

19on order2

ALC Order Book434 aircraft*

3.8 years weighted avg. fleet age3

6.8 years weighted avg. remaining lease term3

Owned Fleet by Aircraft

Size4

Owned Fleet by

Manufacturer4 Boeing, 57%

Airbus, 42%

Embraer,

Air Lease represents 14% of lessor orders for Boeing and Airbus aircraft

25

17%

15%

14%

54%

14%

12%

14%

60%

Total Aircraft on Order by Lessors: 2,828Total Lessors: 31

Total Aircraft on Order by Lessors: 1,806Total Lessors: 29

20131 20182

Source: FlightGlobal. Includes all Boeing and Airbus commercial aircraft.1As of September 30, 20132As of October 3, 2018

61%

$17.6 billion Total Assets

26

Air Lease snapshot

762Aircraft owned, managed & on order

82%Orderbook placed through 2020

$24.1 billionTotal committed minimum future fleet rentals

15.6%Pre-tax return on equity1

Large unencumbered asset base & significant liquidity

Scale

Visibility

Stability

Returns

Data as of September 30, 2018; 762 aircraft owned, managed and on order includes 268 owned aircraft, 60 managed aircraft, 384 aircraft on order and 50 aircraft purchase options; $24.1 billion total committed future rentals includes $11.4 billion in contracted minimum rental payments on the aircraft in our existing fleet and $12.7 billion in minimum future rental payments related to aircraft which will deliver between 2018 and 2022; (1) TTM as of September 30, 2018.

Questions?

Appendix Non-GAAP reconciliations

28

(in thousands, except share and per share data) 2018 2017 2017 2016 2015 2014 2013

Reconciliation of net income to adjusted net incomebefore income taxes:

Net income 146,574$ 99,188$ 756,152$ 374,925$ 253,391$ 255,998$ 190,411$

Amortization of debt discounts and issuance costs 8,199 6,959 29,454 30,942 30,507 27,772 23,627

Stock-based compensation 4,848 5,358 19,804 16,941 17,022 16,048 21,614

Settlement - - - - 72,000 - -

Insurance recovery on settlement - - (950) (5,250) (4,500) - -

Provision for income taxes 32,808 54,931 (146,622) 205,313 139,562 138,778 103,031

Adjusted net income before income taxes 192,429$ 166,436$ 657,838$ 622,871$ 507,982$ 438,596$ 338,683$

Year Ended December 31,Three Months Ended September 30,

Sheet1

Air Lease Corporation and Subsidiaries

QUARTERLY CONSOLIDATED STATEMENTS OF INCOME

(In thousands, except share amounts)

Three Months Ended September 30,Year Ended December 31,

(in thousands, except share and per share data)2018201720172016201520142013

Reconciliation of net income to adjusted net incomebefore income taxes:

Net income$ 146,574$ 99,188$ 756,152$ 374,925$ 253,391$ 255,998$ 190,411

Amortization of debt discounts and issuance costs8,1996,95929,45430,94230,50727,77223,627

Stock-based compensation4,8485,35819,80416,94117,02216,04821,614

Settlement----72,000--

Insurance recovery on settlement--(950)(5,250)(4,500)--

Provision for income taxes32,80854,931(146,622)205,313139,562138,778103,031

Adjusted net income before income taxes$ 192,429$ 166,436$ 657,838$ 622,871$ 507,982$ 438,596$ 338,683

Adjusted net income (LTM)$ 192,429$ 166,436$ 657,838$ 622,871$ 507,982$ 438,596$ 338,683

Assumed conversion of convertible senior notes1,8231,4265,8425,7805,8065,8115,783

Adjusted net income before income taxes plus assumed conversions$ 194,252$ 167,862$ 663,680$ 628,651$ 513,788$ 444,407$ 344,466

Reconciliation of denominator of adjusted margin before income taxes:

Total revenues$ 450,698$ 376,765$ 1,516,380$ 1,419,055$ 1,222,840$ 1,050,493$ 858,675

Insurance recovery on settlement$ - 0$ - 0$ (950)$ (5,250)$ (4,500)$ - 0$ - 0

Total revenues, excluding insurance recovery on settlement$ 450,698$ 376,765$ 1,515,430$ 1,413,805$ 1,218,340$ 1,050,493$ 858,675

Adjusted margin before income taxes142.7%44.2%43.4%44.1%41.7%41.8%39.4%

Weighted-average diluted shares outstanding112,509,612111,709,545111,657,564110,798,727110,628,865110,192,771108,963,550

Adjusted diluted earnings per share before income taxes2$ 1.73$ 1.50$ 5.94$ 5.67$ 4.64$ 4.03$ 3.16

Beginning shareholders' equity$ 2,785,184$ 2,772,062$ 2,523,434$ 2,332,621ERROR:#REF!

Ending shareholders' equity$ 3,104,403$ 3,019,912$ 2,772,062$ 2,523,434$ 2,332,621

Average shareholders' equity$ 2,944,794$ 2,895,987$ 2,647,748$ 2,428,028ERROR:#REF!

Adjusted net income return on average equity (LTM)22.3%21.5%19.2%18.1%ERROR:#REF!

43%44%43%44%42%42%39%

Sheet2

Sheet3

2019 �Defense Outlook & Commercial Aerospace ForumForward Looking Statements & Non-GAAP MeasuresAir travel has proven to be resilientAircraft demand remains strong largely due to passenger traffic growthWhat’s driving passenger traffic growth?Shifting consumer spending habitsA rapidly expanding middle classAir travel is increasingly accessibleAir travel has increasingly become a “bargain”Low cost carriers have taken share and lowered pricesQuantifying the size of expected passenger growthMarket expected to need 42,730 new airplanes by 2037 – valued at ~$6.3 trillionReplacement demand is also extremely importantLessors have gained share of the world’s fleetFunding requirements for aircraft deliveries put into contextWhy do airlines lease?Differentiators of the aircraft leasing modelBreaking down the aircraft lessor market by strategyThere have been various macro events and industry concerns over the yearsLessors are less impacted by aviation cycles than airlinesConsistency of ALC’s key metricsChinaGrowth and stability of ALC’s businessALC has a balanced fleet with the most modern aircraft on orderAir Lease represents 14% of lessor orders for Boeing and Airbus aircraft Air Lease snapshotSlide Number 27Appendix �Non-GAAP reconciliations