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Jonathan Ornstein

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Jonathan G. Ornstein
NationalityAmerican
EducationUniversity of Pennsylvania (attended; did not graduate)
OccupationAirline executive
CompanyMesa Air Group (Chairman and CEO, 1998 to 2025)
TitleVice Chairman of XTI Aerospace (since October 2026)

Jonathan G. Ornstein is an American airline executive who was chief executive officer of Mesa Air Group, a regional airline holding company based in Phoenix, Arizona, from May 1, 1998 until November 25, 2025, and chairman of its board from 1999 until the same date.[1] His tenure of more than 27 years ended when the company merged with Republic Airways Holdings and he resigned all of his offices at the closing of the transaction.[2] As of October 2026 he is Vice Chairman of the board of XTI Aerospace, a drone and vertical-flight company listed on Nasdaq, and is retained by Republic as a consultant under a two-year agreement.[3][4]

Ornstein left the University of Pennsylvania after his junior year and spent most of the 1980s as a securities broker, a period that ended with disciplinary sanctions from the National Association of Securities Dealers (NASD) and the American Stock Exchange for unauthorized trading in customer accounts.[5][6] He moved into aviation in 1986 with AirLA, a small Los Angeles commuter airline, and then worked for Mesa from 1988 to 1994, ran Continental Express in 1994, and co-founded the Brussels low-fare carrier Virgin Express, which he led as chief executive and chairman from 1995 to 1999.[7]

Ornstein returned to the company in 1998, after an investment partnership he organized had bought about six percent of the company's shares, and took over a carrier that had lost $49 million in its 1997 fiscal year.[5] Over the following quarter-century Ornstein led the company through a turnaround, an unsuccessful hostile bid for Atlantic Coast Airlines, a costly entry into the Hawaiian inter-island market, a Chapter 11 reorganization from 2010 to 2011, an initial public offering in 2018, and a period of heavy losses after 2022 that ended in the merger with Republic.[7][8][9]

His tenure also included the most significant legal setback in the company's history: a 2007 ruling by a federal bankruptcy judge in Hawaii that the company had misused confidential information obtained from Hawaiian Airlines to launch its go! inter-island airline, and an award of $80 million in damages that the company later settled for $52.5 million.[10][11]

Early life and education

Ornstein's birth date is not given in the company filings consulted for this article; the company's proxy statements gave Ornstein's age as 41 in June 1998, 51 in January 2009, 61 in July 2018 and 67 in July 2024.[6][12][7][13] Information about his family and upbringing has not been reported in the sources available.

He attended the University of Pennsylvania.[7] According to a 1999 profile in Forbes Global, he dropped out in 1978 after his junior year, drove to Los Angeles and, at the age of 21, became the youngest broker ever hired by E. F. Hutton.[5] Company filings describe him as having "attended" the university and list no degree.[13]

Career

Securities broker (1978 to 1987)

Ornstein's first career was as a stockbroker. Forbes reported that over nine years he moved between five brokerage firms and was dismissed from some of them, and that his disciplinary record included charges of unauthorized trading, misrepresentation, document alteration and churning.[5] The company's 1998 proxy statement dated Ornstein's work as a securities broker from March 1985 to December 1987 and described the sanctions that followed, which are set out in the controversies section below.[6]

Asked about the record in 1999, Ornstein told Forbes: "I was just too young. My problem was that when a client lost money, I felt so bad that I would do anything to try and make it back for him."[5]

AirLA and WestAir (1986 to 1994)

Company filings state that Ornstein began his aviation career in 1986 with AirLA, a commuter airline in Los Angeles.[7] A profile published by the aviation conference organiser Revolution.aero said he started there as a ramp agent,[14] while Forbes dated his arrival to early 1988 and wrote that the airline was so small that he loaded baggage when he was not planning or trying to raise money.[5]

The AirLA job led Ornstein to Mesa Airlines, then a small carrier based in Farmington, New Mexico, and founded by Larry L. Risley. Forbes reported that Ornstein joined as Risley's assistant in 1989 and that, in the four years that followed, the company bought six other airlines while Ornstein negotiated deals and refinancings.[5] Company filings date Ornstein's first tenure from 1988 to 1994 and give his positions as executive vice president and president of the subsidiary WestAir Holding, Inc.[12] The Revolution.aero profile stated that WestAir had pretax losses of $12 million before its acquisition and recorded a pretax profit of $16 million the following year under Ornstein.[14]

Continental Express (1994 to 1995)

Ornstein left in July 1994 to become president and chief executive officer of Continental Express, the regional affiliate of Continental Airlines. In November 1994 he took on the additional role of senior vice president, airport services, at Continental Airlines itself.[6] Forbes reported that "by drastic cutting and pruning" he moved Continental Express from an annual loss of $40 million to a profit of $25 million; the Revolution.aero profile described the change as an $80 million improvement in operating income, and said he also co-chaired Continental's operational performance committee and led fleet restructuring negotiations with lessors.[5][14]

According to Forbes, Ornstein wanted Continental to spin off Continental Express so that he could run an independent company. When Continental declined, he resigned.[5]

Virgin Express (1995 to 1999)

Ornstein was recruited by Richard Branson to run a new low-fare airline in Europe.[14][5] Company filings describe Ornstein as a co-founder of Virgin Express S.A./N.V., an airline based in Brussels, Belgium.[7] The 1998 proxy statement gave his positions in more detail: chief executive officer of the holding company, Virgin Express Holdings, from 1995 to April 1996, and president, chief executive officer and chairman of the operating company, Virgin Express S.A./N.V., from April 1996 until he returned to Mesa in 1998.[6] His colleague Michael J. Lotz, who later served under Ornstein as Mesa's president, worked with him at Continental Express and then served as chief operating officer of Virgin Express, where, according to a later proxy statement, "the two eventually took the company public."[13]

When Ornstein was named chief executive of Mesa in March 1998, Aviation Week reported that he was simultaneously elevated from chief executive to chairman of Virgin Express Holdings.[15] In June 1998 the company described Ornstein as chairman of Virgin Express Holdings, plc.[6] Company filings state that he remained chairman until 1999.[7]

Return as chief executive and turnaround (1998 to 2003)

While running Virgin Express, Ornstein kept an interest in his former employer. Forbes reported that the company, caught by unprofitable agreements with the major airlines it fed and by new federal safety rules, lost $49 million on revenue of $511 million in its 1997 fiscal year, and that its stock fell below $5.[5] Ornstein organized an investment partnership that, according to Forbes, bought 6.6 percent of its shares on the open market for $9 million.[5] The 1998 proxy statement identified Ornstein's vehicle as Barlow Partners II, L.P., whose general partner, Barlow Management, Inc., was controlled by Ornstein; the partnership owned approximately six percent of the company and approximately eight percent of CCAir, a regional airline in Charlotte, North Carolina.[6]

Ornstein joined the board on January 29, 1998.[6] The crisis deepened when United Airlines, citing poor service, ended the code-share contract that made the WestAir division its feeder in Denver and on the West Coast; Forbes put that contract at 48 percent of the company's revenue.[5] Aviation Week reported on March 27, 1998 that Ornstein had been named to succeed Risley, the founding chief executive, who was retiring at the end of April.[15] Ornstein became president and chief executive officer on May 1, 1998.[6] Ornstein became chairman of the board in 1999 and gave up the title of president in June 2000.[12][7]

He accepted a base salary of $200,000, which the board said was below what a qualified chief executive would otherwise require, in exchange for a large grant of stock options under a new Key Officer Stock Option Plan; the board's stated reason was that options would conserve cash during the restructuring.[6] The annual report for fiscal 1998 shows 1,012,800 options granted to Ornstein in that year, at exercise prices of $6.60 to $8.25.[16]

The turnaround that followed was described by Forbes in detail. Ornstein dismissed 16 of 17 executives, sold or returned 80 of the company's 180 aircraft, and moved the headquarters from Farmington to Phoenix because he judged recruitment would be easier there. He aimed the service more at business travellers, improved on-time performance while raising fares, and strengthened the airline's ties with America West Airlines and US Airways.[5] Aviation Week reported in August 1998 that, after the departures on August 14 of chief operating officer Clark Stevens and chief legal officer Gary Risley, none of the operating officers who had been in place when Ornstein arrived in May remained.[17] Summarising the result in 1999, Ornstein said: "We stopped flying where we lost money."[5]

After two years of losses, the company reported profitable quarters for December 1998 and March 1999, on annual revenue that Forbes put at about $380 million.[5] Ornstein's first expansion move was the purchase of CCAir, discussed below.

Atlantic Coast bid and growth (2003 to 2007)

On October 6, 2003, Ornstein's company made an unsolicited all-stock offer for Atlantic Coast Airlines Holdings, which flew as United Express, offering 0.9 of its own shares for each ACA share. It said the offer represented a 25 percent premium to ACA's closing price of October 3, 2003.[8] ACA's management planned instead to convert the company into an independent low-fare carrier, and Ornstein sought to replace its board through a consent solicitation. In November 2003 the company signed a non-binding memorandum of understanding with United on the terms under which both carriers would continue to fly as United Express. Ornstein said at the time: "If ACA goes forward with its plan to convert to a low-fare airline it will be doing a disservice to its shareholders, customers and employees. We believe ACA's plan is a risky and unproven strategy."[8] The bid did not succeed.

By November 2003 the company operated 150 aircraft with 938 daily departures to 163 cities and had about 4,000 employees, flying under the America West Express, US Airways Express, United Express, Frontier JetExpress and Midwest Express brands.[8] By its 2006 fiscal year the company reported 191 aircraft in operation and 5,200 employees.[11] In this period it also operated Freedom Airlines as a Delta Connection carrier for Delta Air Lines, and formed a joint venture in China, Kunpeng Airlines, with Shenzhen Airlines.[11]

Hawaii and go! (2006 to 2009)

In June 2006, under Ornstein, the company launched go!, an independent inter-island airline in Hawaii flying regional jets, which competed with the incumbent carriers Hawaiian Airlines and Aloha Airlines.[11] The venture reported operating losses from its start.[11] It also led to lawsuits from both incumbents, which alleged that the company had used confidential information obtained when it considered investing in them during their bankruptcies; the cases are described in the controversies section below.[18]

After the October 2007 judgment, Ornstein said the company "remains committed to the (Hawaii) market" and "feels an obligation" to stay.[10] The 2008 annual report noted that go! had carried its one millionth passenger after 17 months of operation.[11] At the time of the 2010 bankruptcy filing go! was operating as a joint venture, go!-Mokulele.[19]

Contract disputes and Chapter 11 (2008 to 2011)

The 2008 fiscal year brought Ornstein a series of disputes with partners. On March 28, 2008, Delta gave notice that it intended to terminate the Freedom Airlines Delta Connection agreement, citing a missed flight completion rate. The company sued in federal court in Georgia and won a preliminary injunction blocking the termination; Delta appealed. In August 2008 Delta terminated a second agreement, and the two companies also litigated over seven aircraft engines that Delta had retained.[11] It also sued its Hawaiian code-share partner Mokulele Air Group in October 2008.[11] In fiscal 2008 the company closed the turboprop operations of its Air Midwest subsidiary and recorded impairments on aircraft and on its investment in Kunpeng.[11] Its workforce fell from 4,800 in fiscal 2007 to 4,113 in fiscal 2008.[11]

On January 5, 2010, the company and its subsidiaries filed for Chapter 11 protection in the United States Bankruptcy Court for the Southern District of New York.[19] Ornstein said the company faced "an untenable financial situation resulting primarily from our continued lease obligations on aircraft excess to our current requirements", and that over the previous two years the company had already eliminated more than $160 million of debt obligations. He added that the filing would help bring the Delta litigation, in which it was seeking more than $70 million, to "a more timely conclusion".[19] The company later explained that the filing was mainly intended to deal with surplus 50-seat CRJ-200 jets whose leases ran four or more years beyond the code-share contracts they had served.[7]

The company emerged from bankruptcy on March 1, 2011, as a private company. It said it had shed 100 excess aircraft, about $700 million in capitalized leases and $50 million in debt, and extended its US Airways code-share agreement through September 2015.[20] Ornstein said that through the restructuring "Mesa is among the first regional airlines to address the risks associated with fifty-seat regional jet aircraft which have increasingly fallen out of favor with mainline carriers."[20] He signed a new employment agreement on February 23, 2011, effective March 1, 2011, to continue as chairman and chief executive.[7]

Private company and initial public offering (2011 to 2019)

After reorganization Ornstein rebuilt the business around long-term capacity purchase agreements with American Airlines and United, under which the major carriers paid fixed fees per aircraft and per block hour and set routes and fares.[7] In its 2018 registration statement the company said that, measured by fleet growth, it had been the fastest-growing regional airline in the United States over the previous five fiscal years, with a cumulative increase in aircraft of 137 percent. By March 31, 2018 it operated 145 aircraft, about 610 daily departures, 64 CRJ-900s for American and 20 CRJ-700s and 60 Embraer 175s for United, serving 110 cities.[7]

The company filed for an initial public offering in July 2018, with Ornstein signing the registration statement as chairman and chief executive.[7] The offering of 9,630,000 shares was priced at $12.00 per share, and the stock was listed on the Nasdaq Global Select Market under the symbol MESA.[21] The prospectus named Ornstein and Lotz as the executives on whom the business particularly depended.[7]

Pilot shortage, losses and the United relationship (2020 to 2024)

During the COVID-19 pandemic the company took financing under the federal Coronavirus Aid, Relief, and Economic Security (CARES) Act, which limited executive pay; Ornstein's bonuses for fiscal 2023, 2024 and 2025 were each reduced by $300,000 as a result.[4]

The industry-wide pilot shortage hit the airline hard in its 2022 fiscal year, when it reported revenue of $531.0 million and a net loss of $182.7 million, including $171.8 million in impairments on its CRJ fleet.[22] In response, the company introduced a new pilot pay agreement effective September 15, 2022, wound down its American Eagle flying, and turned to United. Under a capacity purchase agreement dated December 27, 2022, United agreed to add up to 38 CRJ-900 aircraft to its United Express flying and to raise rates to cover the pilot pay increases; in return the company granted United the right to appoint a director and agreed to issue United shares equal to 10 percent of its stock.[22][23] Ornstein called the agreements "a transformational step for our business" and said that, after the transition, "Mesa will be the only exclusive regional carrier for United operating large regional jets."[22] United's designee, Jonathan Ireland, joined the board on May 2, 2023.[13]

The losses continued. The company reported a net loss of $120.1 million in fiscal 2023 and $91.0 million in fiscal 2024, when revenue was $476.4 million, and its annual report said the losses had raised concerns about its ability to continue to fund operations and meet its debt obligations.[24] At September 30, 2024 the company employed 1,838 people, including 596 pilots.[24]

Merger with Republic and departure (2025)

On April 4, 2025, Ornstein's company signed an agreement to merge with Republic Airways Holdings, a regional airline based in Carmel, Indiana, in an all-stock transaction in which Republic would merge into Mesa Air Group and the combined company would take Republic's name.[25] Under the terms announced on April 7, 2025, Republic's shareholders would own 88 percent of the combined company and Mesa Air Group's shareholders between six and 12 percent, and only one of its directors would join the combined board.[9] Ornstein said the deal represented "the best outcome for our shareholders, employees, and all of our stakeholders."[9]

The merger closed on November 25, 2025. Immediately before it, Ornstein resigned from the board and from all of his offices with the company and its subsidiaries; the filing stated that the resignations were not the result of any disagreement with the company. David Grizzle became chief executive of the combined Republic Airways Holdings.[2] Republic's 2026 proxy statement records that Ornstein "separated from the Company upon the closing of the Merger on November 25, 2025" and that he had been the company's sole principal executive officer from 2021 to 2024.[4]

XTI Aerospace (2026 to present)

XTI Aerospace, a Nasdaq-listed company that sells drones through its Drone Nerds subsidiary and is developing a vertical takeoff and landing aircraft, appointed Ornstein to its board as an independent Class I director effective February 1, 2026. He became chair of the nominating and corporate governance committee and a member of the audit and compensation committees.[1] XTI's announcement said that Ornstein's company had made an investment in XTI, announced in 2024. Ornstein said: "XTI is building a serious drone and aerospace platform at a time when dominance in unmanned systems is becoming a strategic imperative."[26]

On August 17, 2026, after chairman and chief executive Scott Pomeroy resigned and the board set up a committee of independent directors to conduct an internal review of matters relating to him, the board elected Ornstein interim chairman and appointed Drone Nerds chief executive Jeremy Schneiderman as interim chief executive.[27][28] On October 14, 2026, XTI appointed Allan Evans, chief executive of Unusual Machines, as chairman, and designated Ornstein as vice chairman.[3][29]

Leadership and management style

The clearest documented example of Ornstein's approach is the 1998 turnaround. Within months of arriving he had replaced almost the entire senior team, with only one of 17 executives kept, according to Forbes, and with no operating officer from the previous regime left by August 1998, according to Aviation Week.[5][17] He shrank the company before trying to grow it: Forbes wrote that he "wanted to make Mesa bigger someday, but he had to shrink it first."[5]

He tied his own pay closely to the share price. In 1998 he accepted a salary of $200,000 and took most of his compensation in options, and the compensation committee capped his salary and limited his bonus to percentages of base salary linked to growth in earnings per share.[6][16] His later employment agreements, from 2011 onward, combined a base salary with quarterly cash bonuses tied to benchmarks agreed with the board and an annual equity award.[7]

Ornstein also had a long working relationship with a small group of colleagues. Michael Lotz worked with him at Continental Express and Virgin Express before joining Ornstein's management team in 1998, and served as president from 2000 until the 2025 merger.[13][2] The board kept the roles of chairman and chief executive combined in Ornstein, explaining in 2024 that the structure allowed the company "to benefit from Mr. Ornstein's extensive executive leadership and operational experience". In 2019 the board created the post of presiding independent director.[13]

In public he could be combative. After the Hawaiian Airlines ruling he said he was "concerned that the judge put the interest of Hawaiian ahead of that of Hawaii", and accused the incumbent carriers of seeking to maintain a duopoly.[10] During the Atlantic Coast bid he publicly called the target's strategy "risky and unproven".[8]

Major deals and strategic decisions

  • CCAir (1998 to 1999). In early August 1998, Ornstein approached Kenneth W. Gann, chief executive of CCAir, about a combination. A draft letter of intent proposed $5.40 per share; in January 1999 Ornstein told Gann that he was lowering the offer to $4.35 per share, citing CCAir's recent performance and the fall in its share price. Ornstein and fellow director James Swigart abstained from the board vote because of their interests in Barlow Partners, which held CCAir stock.[30] Forbes put the value of the stock deal at $53 million.[5]
  • Atlantic Coast Airlines (2003). An unsolicited all-stock offer of 0.9 shares per ACA share, pursued through a consent solicitation; it was not completed.[8]
  • go! (2006). The launch of an independent inter-island airline in Hawaii, which produced operating losses and the litigation described below.[11]
  • Chapter 11 (2010 to 2011). A reorganization that removed 100 surplus aircraft and about $750 million in lease and debt obligations.[20]
  • Initial public offering (2018). 9,630,000 shares sold at $12.00.[21]
  • United Airlines realignment (2022). The shift of the airline's flying to United in return for rate increases, a 10 percent equity stake and a board seat for United.[23]
  • Merger with Republic Airways (2025). An all-stock merger in which Republic's shareholders took 88 percent of the combined company.[9]

Financial and market performance

Selected company figures during Ornstein's tenure
Fiscal year Figure Source
1997 (before his arrival) Revenue $511 million; net loss $49 million [5]
2003 150 aircraft; about 4,000 employees [8]
2006 191 aircraft in operation; 5,200 employees [11]
2008 159 aircraft in operation; 4,113 employees [11]
2013 Operating revenue $415.2 million [7]
2017 Operating revenue $643.6 million [7]
2022 Revenue $531.0 million; net loss $182.7 million [22]
2023 Net loss $120.1 million [24]
2024 Revenue $476.4 million; net loss $91.0 million; 1,838 employees [24]

When Forbes profiled Ornstein in 1999, the shares had not moved much since he joined; the magazine calculated that his options would be worth $13 million if the stock reached $20.[5] In 1998 he beneficially owned 681,997 shares and exercisable options, or 2.4 percent of the company.[16] The company returned to the public markets in 2018 at $12.00 a share.[21] At the end of 2024 the company's shares were valued at $17.40 as adjusted for a later reverse stock split.[4]

Ornstein's reported total compensation was $1,942,293 in fiscal 2017, $1,868,406 in fiscal 2023 and $1,825,942 in fiscal 2024.[7][4] In 2025 it was $5,498,461, of which $3,704,615 was severance.[4] Under his separation and consulting agreement with Republic, he received a severance payment of $3.7 million and is paid consulting fees of $90,000 a month for two years from the closing, followed by a lump sum of $1.56 million subject to his compliance with non-competition, non-solicitation and non-disparagement covenants.[4] Republic's 2026 proxy statement listed him as the beneficial owner of 111,588 shares.[4]

Board memberships and outside roles

  • Mesa Air Group: director from January 29, 1998, and chairman from 1999, until November 25, 2025.[6][2]
  • Virgin Express Holdings: chairman, until 1999.[6][7]
  • Barlow Management, Inc.: controlling shareholder of the general partner of the investment partnership Barlow Partners II, L.P., as of 1998.[6]
  • Republic Airways Holdings: consultant from November 2025, under a two-year agreement.[4]
  • XTI Aerospace: director from February 1, 2026; interim chairman from August 17, 2026; vice chairman from October 14, 2026.[1][27][3]

The 2024 proxy statement listed no other public company directorships for him.[13]

Controversies

Securities industry sanctions

The company's 1998 proxy statement disclosed that, in separate proceedings in 1991 and 1992, Ornstein was sanctioned by the NASD and the American Stock Exchange for violations of the NASD's Rules of Fair Practice, the exchange's rules and constitution, and the Securities Exchange Act of 1934. The conduct took place between March 1985 and December 1987 and included unauthorized trades in customers' option accounts. He was censured by both bodies, fined a total of $30,000, suspended from association with members of the NASD for two years and of the exchange for three years, and placed under one year of increased supervision by the exchange. The company said he had told it that he had complied fully with the sanctions.[6] Forbes described a disciplinary record that also included charges of misrepresentation, document alteration and churning, and gave the penalty as a $20,000 fine and a three-year suspension.[5]

Hawaiian Airlines litigation

Hawaiian Airlines sued Ornstein's company in February 2006, alleging that it had breached a confidentiality agreement and used proprietary information it received as a potential investor during Hawaiian's bankruptcy to plan go!.[18] On October 30, 2007, Bankruptcy Judge Robert Faris found that the company had breached the agreement by failing to return or destroy the material and had used it to gain a competitive advantage entering Hawaii. He awarded Hawaiian $80 million, plus interest of 3.97 percent a year and attorneys' fees, against a claim of $173 million, but refused Hawaiian's request for an injunction that would have stopped go! selling tickets for a year.[10] In a written order, the judge also found that the company's chief financial officer, Peter Murnane, acting alone, had deliberately destroyed electronic evidence that the company had a duty to preserve.[10]

The company had placed Murnane on administrative leave on September 21, 2007, saying that the alleged misconduct did not involve its financial controls, financial statements or operations, and dismissed him in early November 2007.[31] Ornstein called the award "exorbitant", said "the finding far outweighs any damages that they received", and argued that the size of the award was in effect an attempt to penalize the company and create a de facto injunction.[10] Hawaiian's chief executive, Mark Dunkerley, said the ruling was "a triumph for fair competition and ethics over dishonesty and illegal behavior."[10]

The court required the company to post a $90 million bond pending appeal; Ornstein said meeting the obligation "will not be an issue."[32] The company recorded an $86.9 million charge in its 2007 fiscal year. On April 29, 2008, it settled with Hawaiian, agreeing to pay $52.5 million without admitting fault, and recovered $37.5 million from the bond.[11]

Aloha Airlines litigation

Aloha Airlines filed a similar lawsuit in October 2006. It also alleged that the company offered unrealistically low fares to drive competitors out, relying on emails between Murnane and a consultant; in one, Murnane wrote that the only way the company's entry into Hawaii made sense was to give Aloha, then in bankruptcy, "the last push". The company said the email had been taken out of context.[18] Affiliates of the Yucaipa Companies later acquired Aloha's claims in Aloha's bankruptcy case. In November 2008 the company settled, without admitting wrongdoing, by agreeing to issue about 2.7 million shares and pay $2 million in cash to Yucaipa, to make revenue and profit-sharing payments from its Hawaii operations, and to license the Aloha name.[11]

Personal life

Little about Ornstein's private life has been reported. Forbes noted in 1999 that he and Larry Risley, whom he succeeded as chief executive, remained friends.[5] Ornstein's employment agreements from 2011 provided that he could not be required to relocate more than 50 miles from Phoenix, Arizona, without his consent.[7]

See also

References

  1. ↑ 1.0 1.1 1.2 <ref>"Form 8-K: Current report".U.S. Securities and Exchange Commission.February 4, 2026.Retrieved October 29, 2026.</ref>
  2. ↑ 2.0 2.1 2.2 2.3 <ref>"Form 8-K: Current report (completion of merger)".U.S. Securities and Exchange Commission.December 1, 2025.Retrieved October 29, 2026.</ref>
  3. ↑ 3.0 3.1 3.2 <ref>"Form 8-K: Current report".U.S. Securities and Exchange Commission.October 14, 2026.Retrieved October 29, 2026.</ref>
  4. ↑ 4.0 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 <ref>"Definitive proxy statement (Schedule 14A)".U.S. Securities and Exchange Commission.April 10, 2026.Retrieved October 29, 2026.</ref>
  5. ↑ 5.00 5.01 5.02 5.03 5.04 5.05 5.06 5.07 5.08 5.09 5.10 5.11 5.12 5.13 5.14 5.15 5.16 5.17 5.18 5.19 5.20 5.21 5.22 <ref>Barrett, William P.."Second act".August 9, 1999.Retrieved October 29, 2026.</ref>
  6. ↑ 6.00 6.01 6.02 6.03 6.04 6.05 6.06 6.07 6.08 6.09 6.10 6.11 6.12 6.13 6.14 <ref>"Definitive proxy statement (Schedule 14A)".U.S. Securities and Exchange Commission.June 17, 1998.Retrieved October 29, 2026.</ref>
  7. ↑ 7.00 7.01 7.02 7.03 7.04 7.05 7.06 7.07 7.08 7.09 7.10 7.11 7.12 7.13 7.14 7.15 7.16 7.17 7.18 7.19 <ref>"Form S-1 registration statement".U.S. Securities and Exchange Commission.July 13, 2018.Retrieved October 29, 2026.</ref>
  8. ↑ 8.0 8.1 8.2 8.3 8.4 8.5 8.6 <ref>"Mesa Air Group Reaches Agreement with United Airlines".U.S. Securities and Exchange Commission.November 12, 2003.Retrieved October 29, 2026.</ref>
  9. ↑ 9.0 9.1 9.2 9.3 <ref>"Republic Airways and Mesa Air Group to Combine, Creating America's Regional Airline of Choice".U.S. Securities and Exchange Commission.April 7, 2025.Retrieved October 29, 2026.</ref>
  10. ↑ 10.0 10.1 10.2 10.3 10.4 10.5 10.6 <ref>Segal, Dave."Mesa to pay $80M".October 31, 2007.Retrieved October 29, 2026.</ref>
  11. ↑ 11.00 11.01 11.02 11.03 11.04 11.05 11.06 11.07 11.08 11.09 11.10 11.11 11.12 11.13 11.14 <ref>"Form 10-K annual report for the fiscal year ended September 30, 2008".U.S. Securities and Exchange Commission.January 13, 2009.Retrieved October 29, 2026.</ref>
  12. ↑ 12.0 12.1 12.2 <ref>"Definitive proxy statement (Schedule 14A)".U.S. Securities and Exchange Commission.January 28, 2009.Retrieved October 29, 2026.</ref>
  13. ↑ 13.0 13.1 13.2 13.3 13.4 13.5 13.6 <ref>"Definitive proxy statement (Schedule 14A)".U.S. Securities and Exchange Commission.July 2, 2024.Retrieved October 29, 2026.</ref>
  14. ↑ 14.0 14.1 14.2 14.3 <ref>"Jonathan Ornstein".Revolution.aero.Retrieved October 29, 2026.</ref>
  15. ↑ 15.0 15.1 <ref>"Ornstein To Take Command Of Mesa".March 27, 1998.Retrieved October 29, 2026.</ref>
  16. ↑ 16.0 16.1 16.2 <ref>"Form 10-K annual report for the fiscal year ended September 30, 1998".U.S. Securities and Exchange Commission.January 12, 1999.Retrieved October 29, 2026.</ref>
  17. ↑ 17.0 17.1 <ref>"Mesa Air Group Chief Executive overhauls top management".August 21, 1998.Retrieved October 29, 2026.</ref>
  18. ↑ 18.0 18.1 18.2 <ref>Segal, Dave."Airline suit headed for trial".July 28, 2007.Retrieved October 29, 2026.</ref>
  19. ↑ 19.0 19.1 19.2 <ref>"Mesa Air Group Commences Restructuring".U.S. Securities and Exchange Commission.January 5, 2010.Retrieved October 29, 2026.</ref>
  20. ↑ 20.0 20.1 20.2 <ref>"Mesa Air Group Exits Chapter 11 As A Strong, Competitive Airline".U.S. Securities and Exchange Commission.March 1, 2011.Retrieved October 29, 2026.</ref>
  21. ↑ 21.0 21.1 21.2 <ref>"Prospectus (Form 424B4)".U.S. Securities and Exchange Commission.August 10, 2018.Retrieved October 29, 2026.</ref>
  22. ↑ 22.0 22.1 22.2 22.3 <ref>"Mesa Air Group Reports Fourth Quarter and Fiscal Full-Year 2022 Results".U.S. Securities and Exchange Commission.December 29, 2022.Retrieved October 29, 2026.</ref>
  23. ↑ 23.0 23.1 <ref>"Form 8-K: Current report (United capacity purchase agreement)".U.S. Securities and Exchange Commission.December 29, 2022.Retrieved October 29, 2026.</ref>
  24. ↑ 24.0 24.1 24.2 24.3 <ref>"Form 10-K annual report for the fiscal year ended September 30, 2024".U.S. Securities and Exchange Commission.May 14, 2025.Retrieved October 29, 2026.</ref>
  25. ↑ <ref>"Form 8-K: Current report (merger agreement)".U.S. Securities and Exchange Commission.April 8, 2025.Retrieved October 29, 2026.</ref>
  26. ↑ <ref>"XTI Aerospace Appoints Prominent Aviation Industry Insider Jonathan G. Ornstein to its Board of Directors".U.S. Securities and Exchange Commission.February 4, 2026.Retrieved October 29, 2026.</ref>
  27. ↑ 27.0 27.1 <ref>"Form 8-K: Current report".U.S. Securities and Exchange Commission.August 18, 2026.Retrieved October 29, 2026.</ref>
  28. ↑ <ref>"XTI Aerospace Announces Executive Leadership Transition".U.S. Securities and Exchange Commission.August 18, 2026.Retrieved October 29, 2026.</ref>
  29. ↑ <ref>"XTI Aerospace Appoints Unusual Machines CEO Dr. Allan Evans to Serve as Chairman of its Board of Directors".U.S. Securities and Exchange Commission.October 14, 2026.Retrieved October 29, 2026.</ref>
  30. ↑ <ref>"Joint proxy statement/prospectus, Mesa Air Group, Inc. and CCAIR, Inc.".U.S. Securities and Exchange Commission.May 6, 1999.Retrieved October 29, 2026.</ref>
  31. ↑ <ref>Taub, Stephen."Mesa Air Jettisons CFO After Court Ruling".November 5, 2007.Retrieved October 29, 2026.</ref>
  32. ↑ <ref>Segal, Dave."Mesa's bond set at $90M".November 20, 2007.Retrieved October 29, 2026.</ref>
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