GAO-21-198, FINANCIAL ASSISTANCE: Lessons Learned from CARES Act Loan Program for Aviation and Other Eligible Businesses
- Issuer
- Government Accountability Office
- Document type
- Report
- Date
- 2020-12-10
Summary
A Government Accountability Office report to congressional committees, GAO-21-198, dated December 10, 2020, on the Treasury loan program for aviation and other eligible businesses under section 4003 of the CARES Act, which authorized up to $46 billion. GAO reports that of 267 applications, 35 loans providing $21.9 billion were executed, and that Treasury executed loans with seven of the largest passenger air carriers for nearly $20.8 billion. It examines whether Treasury's procedures for evaluating applications were consistent with internal control standards and what affected participation. Lessons listed for Congress and Treasury include offering multiple programs or paths for businesses of varied sizes, setting and communicating clear program goals, and publishing clear timelines.
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United States Government Accountability Office
Report to Congressional Committees
FINANCIAL
December 2020
ASSISTANCE
Lessons Learned from
CARES Act Loan
Program for Aviation
and Other Eligible
Businesses
GAO-21-198
December 2020
FINANCIAL ASSISTANCE
Lessons Learned from CARES Act Loan Program for
Aviation and Other Eligible Businesses
Highlights of GAO-21-198, a report to
congressional committees
Why GAO Did This Study What GAO Found
The COVID-19 pandemic has resulted The CARES Act authorized up to $46 billion for the Department of the Treasury
in catastrophic loss of life and (Treasury) to make loans to aviation and other eligible businesses affected by the
substantial damage to the global COVID-19 pandemic. Of the 267 applications submitted to the loan program, 35
economy, including the aviation sector. loans providing $21.9 billion in assistance were executed. Treasury officials do
U.S. passenger air carriers have lost not expect to make any additional loans before Treasury’s authority to make
almost $20 billion and over 47,000 jobs loans expires.
in 2020, with losses forecast to
continue into 2021. Applications and Loans for CARES Act Loan Program for Aviation and Other
Eligible Businesses, by Category in Statute
In March 2020, Congress passed, and
Type of business Assistance Assistance
the President signed into law, the
Number of sought/available Number provided
CARES Act, which provides over $2
applications (billions of of loans (billions of
trillion in emergency assistance and submitted dollars) executed dollars)
health care response for individuals, Passenger air carrier, 183 35 / 25 23 21.2
families, and businesses affected by repair station operator,
the COVID-19 pandemic, including and ticket agent
businesses in the aviation sector. Cargo air carrier 10 0.8 / 4 1 0.002
The CARES Act contained a provision National security business 74 2.6 / 17 11 0.7
for GAO to review the loans provided Total 267 38.3 / 46 35 21.9
under the Act. This report examines, Source: GAO analysis of Department of the Treasury data | GAO-21-198
among other things, eligible Note: Pub. L. No. 116-136, § 4003(b)(1)-(3).
businesses’ participation in the loan Participation in the loan program varied across business types due to timing of
program and lessons learned from the decisions and other factors, according to stakeholders. Treasury prioritized
program for Congress and Treasury.
applications from the largest passenger air carriers and executed loans with
GAO reviewed Treasury documents seven of them for nearly $20.8 billion. For other applicants, including smaller
and data on applications received and passenger air carriers and ticket agents, the amount of time Treasury took to
loans executed; interviewed Treasury evaluate their applications and other challenges affected the number of loans
officials on the design and executed, according to selected industry associations.
implementation of the program; and
interviewed eight industry associations Treasury’s authority to make new loans under this program is set to expire in
that represent the range of businesses December 2020, and the loan program offers Congress and Treasury lessons for
eligible for loans, eight passenger air designing and implementing programs of this type in the future. For example:
carriers, and other selected applicants
• Multiple programs, or multiple paths within a program, may better
to gather their views on the program.
accommodate businesses of varied types and sizes. It is difficult to
GAO will continue to monitor and implement a program quickly for a wide range of businesses. In addition, a
report on CARES Act assistance to the loan program well suited to large, financially sophisticated applicants will not
aviation industry. This oversight likely be well suited to smaller businesses.
includes the loan program and another
Treasury program—the Payroll • Setting and communicating clear program goals could better align lender and
Support Program—that provided borrower expectations. Treasury viewed itself as a lender of last resort but
assistance to certain aviation did not state this view in published documents. This omission led to some
businesses to continue paying applicants being surprised by parts of the process, such as when Treasury
employee wages, salaries, and encouraged over a third of all applicants to apply to another loan program
benefits. before continuing to pursue a loan from Treasury.
View GAO-21-198. For more information, • Communicating clear timelines for action can also help align lender and
contact Heather Krause at (202) 512-2834 or borrower expectations. The lack of a published timeline resulted in frustration
krauseh@gao.gov. among some applicants when loans were not made more quickly.
United States Government Accountability Office
Contents
Letter 1
Background 5
Treasury’s Policies and Procedures for Evaluating Loan
Applications Were Generally Consistent with Internal Controls 9
Participation in the Loan Program Varied and Stakeholders Said
Timing of Decisions and Availability of Other Financing Options
Affected the Number of Executed Loans 13
Lessons from the Loan Program Include Potential Improvements
to Design and Implementation That Could Inform Similar Loan
Programs in the Future 21
Agency Comments 26
Appendix I Treasury’s Actions Met Selected Statutory Requirements for
Implementing the Program 29
Appendix II Overview of Treasury’s Evaluation Procedures for the Section 4003 Loan
Program 30
Appendix III Contact and Staff Acknowledgments 32
Tables
Table 1: Applications and Loans for the CARES Act Loan Program
for Aviation and Other Eligible Businesses 14
Table 2: The Department of the Treasury’s (Treasury) Actions to
Fulfill Statutory Requirements for Implementing the
Section 4003 Loan Program 29
Figures
Figure 1: Implementation Timeline for the Section 4003 Loan
Program, 2020 7
Figure 2: The Department of the Treasury’s (Treasury) Process for
Evaluating CARES Act Section 4003 Loan Applications 30
Page i GAO-21-198 Aviation and Eligible Business Loans
Abbreviations
COVID-19 Coronavirus Disease 2019
DOD Department of Defense
DOT Department of Transportation
MSLP Main Street Lending Program
Treasury Department of the Treasury
YRC YRC Worldwide
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Page ii GAO-21-198 Aviation and Eligible Business Loans
Letter
441 G St. N.W.
Washington, DC 20548
December 10, 2020
Congressional Committees
The Coronavirus Disease 2019 (COVID-19) pandemic has resulted in
catastrophic loss of life and substantial damage to the global economy.
Within the United States, there have been over 14-million cumulative
reported cases of COVID-19 and over 253,000 reported deaths as of
December 4, 2020, according to federal agencies. International flight
restrictions, local quarantines, and a general fear of contracting and
spreading the virus through air travel had a sudden and profound effect
on passenger air carriers and the many aviation-related businesses that
serve them. Earlier this year, the Federal Aviation Administration
forecasted that the U.S. airline industry would see continued growth and
earnings during 2020 and beyond. However, by April passenger traffic
had fallen 96 percent compared to 2019, based on data reported by U.S.
air carriers to the Department of Transportation (DOT). While traffic has
rebounded somewhat since then, it remained down 64 percent in
September 2020 as compared to the same month last year. U.S.
passenger air carriers incurred operating losses of almost $20 billion
during the first two quarters of 2020 and are forecast to continue these
losses into 2021. They also have lost more than 47,000 jobs, with an
estimated 122,000 jobs lost in the broader air transportation sector,
according to the Bureau of Labor Statistics.
In response to the public health and economic crisis, Congress and the
administration have taken a series of actions. Most notably, in March
2020, Congress passed, and the President signed into law, the CARES
Act, which provides over $2 trillion in emergency assistance and health
care response for individuals, families, and businesses affected by the
COVID-19 pandemic. 1 Section 4003 of the CARES Act authorizes up to
$46 billion for the Department of the Treasury (Treasury) to make loans
and loan guarantees to support aviation and other eligible businesses. 2
The intent of these loans is to provide liquidity to eligible businesses that
incurred losses as a result of the COVID-19 pandemic.
1Pub. L. No. 116-136, 134 Stat. 281 (2020).
2CARES Act, § 4003, 134 Stat. at 470.
Page 1 GAO-21-198 Aviation and Eligible Business Loans
Section 4026(f) of the CARES Act contains a provision for us to review
the loans, loan guarantees, and other investments provided under section
4003 of the act. 3 This report examines:
• the extent to which Treasury put policies and procedures in place to
evaluate applications for the loan program consistent with standards
for internal control;
• the extent to which eligible aviation and other businesses participated
in the loan program, and stakeholders’ views on the factors that
affected participation; and
• lessons learned from the loan program for Congress and Treasury.
We also examined whether Treasury took steps consistent with statutory
requirements for implementing the loan program, such as publishing
procedures within 10 days of the CARES Act’s enactment. This
information is presented in appendix I.
To determine if Treasury put policies and procedures in place to evaluate
applications for the loan program that were consistent with standards for
internal control, we reviewed Treasury documents such as internal
evaluation procedures, financial tests to screen applications, and
documents published on Treasury’s website. We also interviewed
Treasury officials to understand how Treasury designed the loan program
and the application evaluation process. We found that the following
components and principles of federal standards for internal control were
significant to this objective: 4
• Significant to this objective was the risk assessment component of
internal control—specifically the principle that management should
identify, analyze, and respond to risks related to achieving the defined
objectives. We assessed Treasury’s actions in light of this principle by
interviewing Treasury officials about steps taken to identify and
3CARES Act, § 4026(f), 134 Stat. at 496. Section 4003 of the CARES Act also
appropriated $454 billion for Treasury, in addition to any unused amounts appropriated for
the loans to aviation and other eligible businesses, to support the Board of Governors of
the Federal Reserve System in establishing emergency lending programs (or facilities) to
provide liquidity to the financial system that provides lending to states, tribes,
municipalities, and eligible businesses. GAO has also examined this funding, and is
providing that information in a separate report.
4GAO, Standards for Internal Control in the Federal Government, GAO-14-704G
(Washington, D.C.: Sept. 20, 2014).
Page 2 GAO-21-198 Aviation and Eligible Business Loans
respond to risks when designing the program. We also reviewed
documents from Treasury on financial tests, advisors’ roles, and other
aspects of the program related to steps Treasury described taking to
identify and respond to risks.
• The control activities component of internal control was also
significant, in particular the principle that management should design
control activities to achieve objectives and respond to risks. To assess
Treasury’s control activities in light of this principle, we reviewed
internal guidance outlining procedures to evaluate applications and
templates for recording decisions. We also interviewed Treasury
officials responsible for overseeing the loan program’s design to
understand what control activities they developed, when they
developed the activities, and how they documented the activities.
• Finally, the information and communication component of internal
control was significant to this engagement. Specifically, that
management should externally communicate the necessary quality
information to achieve the entity’s objectives. We assessed Treasury’s
published documents for the loan program and examples of
communications to applicants. We interviewed Treasury officials to
learn the methods used to communicate with applicants and external
entities as well as the selected industry associations and applicants
described below.
In addition, we compared the information from Treasury documents and
interviews to four statutory requirements from the CARES Act. This
included examining loan documents to determine whether Treasury
stipulated CARES Act requirements in loan agreements. 5
To assess the extent to which eligible aviation and other businesses
participated in the loan program and identify stakeholders’ views on the
factors that affected their participation, we reviewed Treasury data and
documents and spoke with selected loan applicants and industry
associations that represent businesses eligible for loans. Treasury posted
data and documents on executed loans on its website, which we
analyzed to describe the amount of assistance provided and types of
5For example, under the CARES Act, loan recipients must agree to limit executive
compensation and not pay dividends or make stock buy backs. CARES Act,
§§ 4003(c)(2)(E)-(F), 4004, 134 Stat. at 471, 476.
Page 3 GAO-21-198 Aviation and Eligible Business Loans
businesses receiving loans. 6 In addition, Treasury provided data on the
number and type of loan applications, the amount requested, and
outcome (e.g., executed loan, rejected, withdrawn). We assessed the
reliability of each data source by reviewing documents and interviewing
knowledgeable agency officials, among other things. We determined that
the data sources were sufficiently reliable for our purposes of describing
the number and type of applications and loans.
We also interviewed eight industry associations about their members’
levels of interest in the loan program, experiences working with Treasury,
and any challenges faced applying for a loan. We selected associations
to cover all types of businesses eligible for the loan program. To gather
additional insights and examples from applicants’ experiences with the
loan program, we asked industry associations for recommendations on
applicants to interview. We selected 11 applicants to interview, including
8 of the 10 major air carriers that had signed letters of intent for loans with
Treasury, some of which did not go on to execute those loans. The
information and viewpoints from these interviews cannot be generalized
to all associations or applicants but offer insight into the issues covered in
this report.
To determine lessons learned, we examined the information described
above, including statutes, Treasury documents, and stakeholder
interviews. We reviewed our past work on guiding principles for the
federal government to provide assistance to the private sector, and we
focused on three guiding principles most related to the initial design and
implementation of a program to provide assistance. 7 We compared
information gathered on the loan program to these guiding principles to
identify what lessons warranted mention given the experience of the
current loan program.
We conducted this performance audit from April 2020 to December 2020
in accordance with generally accepted government auditing standards.
6We analyzed information on the 35 loans Treasury executed as of November 13, 2020.
According to Treasury officials, the agency did not anticipate executing any additional
loans before its authority to make new loans expires on December 31, 2020. Therefore,
throughout this report, we treat the 35 loans executed as of November 13, 2020, as the
final number of loans executed through the loan program.
7GAO, Ongoing Challenges and Guiding Principles Related to Government Assistance
For Private Sector Companies, GAO-10-719 (Washington, D.C.: Aug. 3, 2010). These
principles include determining national interests and setting clear goals and objectives,
coordinating actions on a global and comprehensive basis, and ensuring adequate
transparency by establishing an effective communication strategy.
Page 4 GAO-21-198 Aviation and Eligible Business Loans
Those standards require that we plan and perform the audit to obtain
sufficient, appropriate evidence to provide a reasonable basis for our
findings and conclusions based on our audit objectives. We believe that
the evidence obtained provides a reasonable basis for our findings and
conclusions based on our audit objectives.
Under the CARES Act, Treasury is authorized to make loans and loan
Background guarantees to ensure liquidity of eligible businesses. It authorized up to:
• $25 billion for passenger air carriers; businesses certified to perform
inspection, repair, replace, or overhaul services; and ticket agents; 8
• $4 billion for cargo air carriers; and
• $17 billion for businesses critical to maintaining national security. 9
For a borrower to be eligible for assistance, Treasury must determine that
the borrower meets several criteria as specified in statute. Among the key
eligibility criteria, first, is that credit is not reasonably available elsewhere
at the time of the transaction. 10 This criterion is similar to a policy set for
many federal credit programs—that the federal government be a lender of
last resort and should encourage use of private credit markets. 11 Second,
Treasury must determine that the borrower has incurred or is expected to
incur losses due to the pandemic, such that the continued operation of
8Businesses that perform inspections and maintenance on aircraft are commonly referred
to as repair station operators. Independent repairs stations, not owned or affiliated with air
carriers or equipment manufacturers, perform a range of services such as engine repair or
major airframe maintenance and alteration. Ticket agents are persons (except an air
carrier or employee of an air carrier) that as a principal or agent sells, offers for sale,
negotiates for, or holds itself out as selling, providing, or arranging for, air transportation.
49 U.S.C. § 40102(45).
9The CARES Act did not define these businesses. On April 10, 2020, Treasury defined
businesses critical to maintaining national security as either those that have the highest
priority contract under the Defense Priorities Allocations System regulations or those that
operate under a top-secret facility security clearance under the National Industrial Security
Program regulations. Treasury stated that firms that do not meet either of these definitions
may still be considered for loans, however. We refer to these as national security
businesses.
10CARES Act, § 4003(c)(2)(A), 134 Stat. at 471.
11Office of Management and Budget, Circular No. A-129, Policies for Federal Credit
Programs and Non-tax Receivables (January 2013).
Page 5 GAO-21-198 Aviation and Eligible Business Loans
the business is jeopardized. Third, only U.S.-incorporated businesses are
eligible to receive assistance.
In making the loans, Treasury is required to ensure specific terms and
conditions are agreed to by the borrower in exchange for the loan. Key
terms and conditions include the following: 12
• The loan or loan guarantee is sufficiently secured or is made at a rate
that (i) reflects the risk of the loan or loan guarantee and (ii) to the
extent practicable, is not less than an interest rate based on market
conditions for comparable obligations prevalent before the COVID-19
outbreak.
• The borrower must not pay dividends or make other capital
distributions with respect to its common stock until 12 months after the
date the loan or loan guarantee is no longer outstanding.
• Until September 30, 2020, the borrower must maintain its employment
levels as of March 24, 2020, to the extent practicable and, in any
case, it must not reduce its employment levels by more than 10
percent from the levels as of March 24, 2020.
The CARES Act also requires that Treasury receive certain financial
protections in making the loan. 13
While the CARES Act specified certain eligibility requirements and terms
and conditions, it also gave the Secretary of the Treasury substantial
discretion in designing and implementing certain aspects of the loan
program. For example, in making loans and loan guarantees, Treasury
has the authority to set the form, terms and conditions, and other
requirements that Treasury deems appropriate. Additionally, Treasury
sets the terms and conditions for financial protections to the government,
such as the terms of any warrant or equity interest. The CARES Act
specified that Treasury had to publish application procedures for the
program within 10 days of enactment and issue and publish reports on
approved loans within specified timeframes. Treasury is permitted to
make loans through December 31, 2020.
12CARES Act, § 4003(c)(2)(C), (F)-(G), 134 Stat. at 471.
13CARES Act, § 4003(d), 134 Stat. at 474-75. Specifically, the Secretary must receive a
warrant or equity interest if the borrower is a public company, or a warrant, equity interest,
or senior debt instrument if the borrower is a private company.
Page 6 GAO-21-198 Aviation and Eligible Business Loans
Treasury published initial procedures for the loan program 3 days after
enactment of the CARES Act. The initial procedures outlined basic
eligibility requirements and information Treasury would ask for in an
application. Treasury then took incremental steps to implement the
program such as creating an application (see fig. 1). In March and May
2020, Treasury signed contracts with three financial advisors and three
law firms to help determine terms and conditions and execute loans. It
also extended an existing contract with a consultant to help review
applications for loans. In April 2020, Treasury issued a frequently asked
questions document that defined a business critical to maintaining
national security, among other things. Treasury published additional
information including how it would apply credit standards in July 2020 and
evaluated applications for the loan program through summer and fall
2020.
Figure 1: Implementation Timeline for the Section 4003 Loan Program, 2020
a
Treasury set deadlines of April 27, 2020, and May 1, 2020, for applications from aviation businesses
and national security businesses, respectively, to receive expedited review, according to Treasury.
Treasury said it may consider applications received after these deadlines at its discretion and subject
to availability of funds.
b
The Federal Reserve established the Main Street Lending Program (MSLP) to support lending to
small- and medium-sized businesses and nonprofit organizations that were in sound financial
condition before the onset of the COVID-19 pandemic. The CARES Act appropriated funding to
support this and other lending facilities established by the Federal Reserve.
Page 7 GAO-21-198 Aviation and Eligible Business Loans
In addition to the Section 4003 loan program, Treasury was responsible
for implementing several other programs and activities under the CARES
Act. For example, Treasury implemented a new program—the Payroll
Support Program—that provided financial assistance to air carriers and
certain aviation contractors to continue paying employee wages, salaries,
and benefits. As directed by the CARES Act, Treasury implemented the
Payroll Support Program before the loan program, and Treasury began
disbursing funds through the Payroll Support Program about 3 weeks
after enactment of the CARES Act.
The CARES Act also established and supported other lending programs
for businesses across industries. For example, the Federal Reserve
established the Main Street Lending Program (MSLP) to support lending
to small- and medium-sized businesses and nonprofit organizations that
were in sound financial condition before the onset of the COVID-19
pandemic. 14 Banks and other lenders register to participate in the
program, and the Federal Reserve purchases part of eligible loans
originated by these lenders. The CARES Act also established the
Paycheck Protection Program, which the Small Business Administration
administered through an existing small business loan guarantee
program. 15 Paycheck Protection Program loans are made at 1 percent
interest and will be fully forgiven if certain conditions are met. In general,
small businesses with 500 or fewer employees were eligible. 16
14The CARES Act appropriated funding to support lending facilities established by the
Federal Reserve. The facilities are authorized under section 13(3) of the Federal Reserve
Act and approved by the Secretary of the Treasury. For more information on the
implementation and use of the Federal Reserve’s facilities, see GAO, Federal Reserve
Lending Programs: Use of CARES Act-Supported Programs Has Been Limited and Flow
of Credit Has Generally Improved, GAO-21-180 (Washington, D.C: Dec. 10, 2020).
15The CARES Act and the Paycheck Protection Program and Health Care Enhancement
Act also appropriated a total of $670 billion for this program. Pub. L. No. 116-139, § 101,
134 Stat. 620 (2020) (amending § 1107(a)(1) of the CARES Act).
16Businesses in certain industries with more than 500 employees were eligible for loans.
Page 8 GAO-21-198 Aviation and Eligible Business Loans
Treasury’s Policies
and Procedures for
Evaluating Loan
Applications Were
Generally Consistent
with Internal Controls
Treasury Designed a Two- Treasury designed and developed a two-stage process—consisting of
Stage Process to Evaluate validating eligibility and underwriting—to evaluate loan applications
starting in April 2020. Treasury set out the procedures to be used for each
Loan Applications
stage, including how staff and contractors were to document the
evaluation results, based on Treasury documents we reviewed. This two-
stage process is consistent with guidance for federal credit programs. 17
Treasury’s process included the following procedures, which are
explained in more detail in appendix II.
• Validating eligibility. The first stage sought to review a business’s
eligibility and validate information in an application, such as whether a
business applied for or received loans under other CARES Act
programs. It also set out three financial tests to assess an applicant’s
financial circumstances, and a business seeking an unsecured loan
was to pass at least two of the tests to advance to the second stage.
Contractor staff were to conduct most of the work for this stage, with
DOT and the Department of Defense (DOD) helping to validate
certain business details, such as whether an air carrier held a
certificate to operate.
• Underwriting. The second stage focused on additional financial
analysis of applications and seeking final approval for loans. Treasury
was to conduct additional financial tests and prospective analyses
covering different economic forecasts for each application. Treasury’s
guidance also called for more in-depth analysis of applications that
pose a higher risk to Treasury, such as applications for larger loans.
The procedures for this stage provided fewer specific procedures than
for the first stage, which were more detailed and linear. Treasury’s
financial and legal advisors as well as its staff were to carry out the
work for this stage.
17OMB, Circular No. A-129.
Page 9 GAO-21-198 Aviation and Eligible Business Loans
A credit committee mostly composed of senior Treasury officials was to
review the outcomes of the underwriting stage and determine whether to
recommend that Treasury approve loans. Ultimately, the Secretary of the
Treasury was to approve loans greater than $300 million, and the Under
Secretary of International Affairs was to approve all other loans.
Treasury’s Policies and In actions to design the loan program, Treasury aimed to meet applicable
Procedures to Evaluate internal control standards in creating policies and procedures to evaluate
loan applications, but it was not fully successful. It must be noted that
Loan Applications Were
Treasury had to design the loan program quickly, under challenging
Generally Consistent with circumstances. Typically, a federal agency would have many months to
Selected Standards for develop regulations and other policies and procedures for a new loan
Internal Control program. In this case, Treasury had to establish program infrastructure,
develop credit standards, and draft loan documents in a much shorter
timeframe. Many of Treasury’s actions to design the program aligned with
selected components of internal control standards, based on our review
of Treasury documents and interviews with officials. However, our
analysis found that Treasury’s design for the program could have been
improved. Treasury’s authority to make loans ends in December 2020,
and we are therefore not making any recommendations. Instead, we
identify lessons learned from this program and our past work later in this
report.
Identify and respond to risks. 18 Treasury officials said they reviewed
prior programs, leveraged advisors, and interacted with applicants to
identify and address program risks. 19 For example, Treasury researched
practices used for federal credit programs to inform some decisions on
how to identify potential risks, such as creating a credit committee to
review proposed loans. According to Treasury officials, they also
established careful credit underwriting procedures to conduct extensive
financial analyses of each potential borrower to respond to potential risks.
Based on discussions with Treasury officials, Treasury focused primarily
on credit risk—that is, minimizing the financial risk to the government from
18GAO-14-704G. Management should identify, analyze, and respond to risks related to
achieving the defined objectives.
19Following the 9/11 attacks, the Air Transportation Safety and System Stabilization Act
provided up to $15 billion in assistance to air carriers. Pub. L. No. 107-42, § 101, 115 Stat.
230 (2001). $10 billion of this aid was used to guarantee loans to provide longer-term
stability to air carriers. The board created to review and decide on loan guarantees, which
included the Secretary of the Treasury, received 16 applications and closed six loan
guarantees.
Page 10 GAO-21-198 Aviation and Eligible Business Loans
a borrower not repaying a loan. 20 Based on discussions with Treasury
officials, there was less focus on other programmatic risks, such as not
providing assistance in a timely fashion. This may have affected
participation in the program. As noted below, some stakeholders
identified challenges with the program related to its timeline and
requirements.
Design control activities. 21 Treasury developed and documented
procedures for evaluating loan applications. Treasury used an
incremental approach to develop and document procedures. This
approach meant that guidance was evolving as Treasury completed
designing the program. Treasury had to take this approach to quickly
implement the program against the backdrop of the COVID-19 pandemic,
according to Treasury officials. We observed that Treasury documented
its policies and procedures for evaluating applications, including outlining
staff roles and how staff should record results. According to Treasury, it
had complete drafts of internal guidance that outlined procedures to
evaluate loan applications on June 1, 2020. We also observed that this
internal guidance was still in draft form, and subject to change, when
Treasury began evaluating some applications and executing some loans.
For instance, Treasury began validating information in applications in
May, and Treasury executed a loan with a national security business—
YRC Worldwide (YRC)—on July 8, 2020. Treasury did not finalize
procedures for the first-stage of evaluating loan applications until mid-July
2020, and as of October 2020, Treasury had not finalized procedures for
the second-stage of evaluating applications. Treasury officials said that to
implement the program quickly, it was necessary to develop guidance
incrementally as it was not possible to anticipate all the circumstances
that could arise when reviewing applications. Treasury officials said they
began training staff on procedures and sharing draft templates for memos
to record decisions in mid-April while it was drafting its guidance. A lack of
documented policies and procedures may have weakened the
20In August 2010, we reported that protecting the government’s and taxpayers’ interest is
an essential objective when creating large-scale financial assistance programs that put
government funds and taxpayer dollars at risk of loss. Actions to protect these interests
can include placing controls over management, obtaining collateral when feasible, and
being compensated for risk, several of which were required by statute or implemented by
Treasury for this loan program. GAO-10-719.
21GAO-14-704G. Management should design control activities to achieve objectives and
respond to risks. Examples of control activities include appropriate documentation of
transactions and procedures and accurate and timely recording of transactions.
Page 11 GAO-21-198 Aviation and Eligible Business Loans
consistency with which Treasury reviewed and analyzed loan
applications.
Communicate externally. 22 Treasury published and communicated
externally loan application procedures and requirements on its website,
but industry associations we spoke with said their members sometimes
had difficulty getting answers or understanding program requirements.
Treasury developed an approach to communicate externally. Specifically,
Treasury published initial loan application procedures on its website,
which officials said was to ensure a wide reach to possible applicants.
After the applicant pool was known, Treasury then primarily provided
information directly to applicants by email and phone. Treasury also
developed procedures to outline how staff and contractors were to
contact applicants to request information to complete an application or
resolve conflicting information, and Treasury established an email
address that applicants could use to ask questions. However, we found
Treasury did not engage consistently in two-way communication and that
the communication was not always clear, as described in further detail
below. Furthermore, Treasury’s published procedures and other written
documents for the loan program provided very little explanation on certain
items. For example, Treasury’s July frequently asked questions document
outlined the financial tests an applicant had to meet to be eligible for an
unsecured loan but did not outline other conditions, namely the maximum
amount available, for an unsecured loan. Treasury officials pointed out
that its staff or advisors had countless communications with loan
applicants on the program over the summer and fall of 2020 as they
worked to implement the program. We further discuss external
communication later in the report.
22GAO-14-704G. Management should externally communicate the necessary quality
information to achieve the entity’s objectives.
Page 12 GAO-21-198 Aviation and Eligible Business Loans
Participation in the
Loan Program Varied
and Stakeholders
Said Timing of
Decisions and
Availability of Other
Financing Options
Affected the Number
of Executed Loans
Interest in the Loan Of the three categories through which eligible businesses could apply for
Program Varied by loans, interest in the loan program was the highest from businesses in the
passenger air carrier, repair station operator, and ticket agent category,
Business Type
based on the number of applications and amount of loan assistance
sought (see table 1). Industry associations representing smaller
passenger air carriers, repair station operators, and ticket agents said
their members viewed the loan program as a critical resource to weather
the effects of the pandemic, especially as some were not eligible for other
CARES Act assistance. For example, passenger air carriers were eligible
for the Payroll Support Program, but ticket agents were not.
Page 13 GAO-21-198 Aviation and Eligible Business Loans
Table 1: Applications and Loans for the CARES Act Loan Program for Aviation and Other Eligible Businesses
Loan Category Number of Number of Assistance soughtb Assistance Assistance
applications loans (billions of dollars) available provided
submitteda executed (billions of (billions of dollars)
dollars)
Passenger air carrier, repair station 183 23 35.0 25 21.2
operator, ticket agent
Passenger air carrier 92 16 26.9 n/ac 21.2
Repair station operator 41 5 1.5 n/ac 0.02
Ticket agent 50 2 6.6 n/ac 0.02
Cargo air carrier 10 1 0.8 4 0.002
National security business 74 11 2.6 17 0.7
Total 267 35 38.3 46 21.9
Source: GAO analysis of Department of the Treasury data. | GAO-21-198
a
We removed four applications that we identified as duplicates.
b
These totals represent all submitted applications, though some businesses later withdrew
applications.
c
Section 4003 authorized maximum assistance available through loans in three categories. Pub. L.
No. 116-136, § 4003, 134 Stat. 281, 470. The statute did not further allocate assistance within the
category for passenger air carrier, repair station operator, and ticket agent businesses. However,
because this category was initially oversubscribed, Treasury elected to assign the $25 billion in funds
in this category to subcategories in a manner consistent with the statutory allocation of funds under
the Payroll Support Program. Treasury thus initially allocated $22 billion to passenger air carriers and
$3 billion to repair station operators and ticket agents.
For businesses applying through the other two loan categories—cargo air
carriers and national security businesses—interest, as measured by the
amount of loan assistance sought, was substantially lower than available
assistance. Industry associations representing businesses in these two
categories told us their members were able to get support through other
programs, were well positioned to access financing through private
markets, or were not interested in the loan program due to the statutory
requirements. For example, according to an industry association
representing companies in the aerospace and defense sector, many of
their members received assistance under other programs for government
contractors. According to one industry association representing cargo air
carriers, while the air cargo industry has faced operational and financial
challenges, demand for air cargo services has been high. For example,
domestic air cargo transportation, as measured by amount of cargo, was
up 10 percent in 2020 through July as compared to 2019, according to
data reported to DOT. In addition, in both categories, several large
businesses eligible to apply did not. For example, two major U.S. cargo
air carriers did not apply to the loan program. According to Treasury
Page 14 GAO-21-198 Aviation and Eligible Business Loans
officials, low participation by some businesses was likely due to the loan
program’s credit standards that were designed to protect taxpayers.
When compared to the number of applications to the loan program, the
number of executed loans to date is small. Of 267 applications submitted,
35 have resulted in executed loans. For the remaining applications
submitted, 161 applications were withdrawn or rejected, which includes
businesses that decided to seek financing elsewhere, did not meet
Treasury’s credit standards, or did not respond to Treasury’s requests for
additional information. 23 Forty-one applications were deemed ineligible,
including 38 applications from businesses that did not meet Treasury’s
definition of or were not certified as a business critical to maintaining
national security. The remaining 30 applications represent businesses
that Treasury referred to the MSLP and did not return to the loan
program. 24
According to Treasury officials, Treasury has completed its review of
applications, and all loan applicants have been informed of Treasury’s
decisions on applications submitted. Based on current information,
Treasury does not expect to make loans beyond the 35 loans already
executed before its lending authority expires on December 31, 2020.
Factors, Including the
Program’s Timeline,
Resulted in Fewer Loans
Being Made to Smaller
Passenger Carriers and
Other Businesses,
According to Selected
Stakeholders
23These figures are based on information on application outcomes provided by Treasury
officials.
24In the application status outcome information provided by Treasury officials, some
applications under the national security category also were encouraged by Treasury to
apply to MSLP and did not return to Treasury’s loan program. However, Treasury did not
provide an exact number of applications in this category.
Page 15 GAO-21-198 Aviation and Eligible Business Loans
Passenger Air Carriers, Repair Major passenger air carriers—a sub-group of the loan category of
Station Operators, and Ticket passenger air carriers, repair station operators, and ticket agents—
Agents generally reported an application evaluation process that was responsive
and flexible enough to address their financial needs. 25 In contrast, other
businesses in this category felt the application evaluation process was
difficult and overall designed for the major passenger air carriers,
according to industry associations we interviewed. This perception led
some to not apply to the program, withdraw from the program, or not
execute loans offered by Treasury.
Major passenger air carriers. According to Treasury officials, Treasury
prioritized applications from the 10 largest major passenger air carriers,
and according to carriers we interviewed, the CARES Act loan program
and Treasury’s actions to implement it contributed to making private
financing more available to these carriers. Treasury officials said they
prioritized the applications from major passenger air carriers because
these carriers employ the most people in the aviation and travel industries
and are important to maintaining employment among other businesses in
these industries. In April and May 2020, Treasury and these carriers
began discussing loan terms such as possible collateral, according to
Treasury and some air carriers we interviewed. Treasury provided major
passenger air carriers with allocations for loan amounts and initial terms
in April and May 2020, and publicly announced in early July that it had
signed letters of intent for loans with these 10 major passenger air
carriers. The letters of intent set out the tentative terms on which Treasury
was prepared to extend loans. According to Treasury officials, the
companies were able to quickly and comprehensively respond to the
agency’s requests for information. Of the 10 major passenger air carriers
that signed letters of intent with Treasury, seven have executed loans
with Treasury for nearly $20.8 billion.
Smaller passenger air carriers, repair station operators, and ticket
agents. Of the 173 that applied, 16 smaller passenger air carriers, repair
station operators, and ticket agents have executed loans with Treasury.
The amount of time Treasury took to review applications and ultimately
25According to Treasury documents, the top 10 passenger air carriers were identified
based on global available seat miles in 2019, which measures how many seats on a plane
on a given route are actually available for purchase. For this report, when referring to
major passenger air carriers, we are referring to Alaska Airlines, American Airlines, Delta
Air Lines, Frontier Airlines, Hawaiian Airlines, JetBlue Airways, SkyWest Airlines, Spirit
Airlines, Southwest Airlines, and United Airlines.
Page 16 GAO-21-198 Aviation and Eligible Business Loans
make loan offers, along with other challenges, resulted in relatively few
executed loans in this category, based on interviews with industry
associations representing these businesses and selected applicants. 26
According to industry associations, while some of these companies were
able to access other CARES Act financial assistance, without loan
program support some of these companies are laying off employees and
some are entering bankruptcy or ceasing operations. Challenges related
to the loan application process cited by those we interviewed are listed
below.
• Timeline to process and evaluate applications. Industry
associations (6) we interviewed said it took too long to process and
evaluate applications given the urgent need by some applicants for
financial assistance, particularly smaller passenger air carriers and
ticket agents. For example, these businesses applied to the loan
program in April 2020 but Treasury did not sign a loan agreement with
a company in this group until October 2020. According to Treasury
officials, standard loan agreements with terms were not shared with
these businesses until mid-August. One association we interviewed
said that given the extreme conditions its members faced, they
needed a quick response from Treasury on whether a loan would be
executed. In fact, during our review two smaller passenger air carriers
that applied for loans filed for bankruptcy and in one case began
liquidating assets given the effect of the pandemic on their
businesses.
Treasury officials said it was very difficult to set up a loan program on
such a short timeline. For instance, the loan program required
extensive analysis by Treasury to create appropriate lending terms
and extensive business-specific analysis to underwrite loans. This is a
contrast to the Payroll Support Program, for which the statute set out
the certain material terms including the amount of assistance for every
participant, according to Treasury. Another challenge Treasury
reported was obtaining needed financial information from smaller
businesses in a standard format. Treasury officials said contractor and
Treasury staff worked from May through July to help applicants
properly complete their applications. Treasury also sought financial
information in a standard format from applicants to allow it to evaluate
the information more quickly.
26We interviewed six industry associations whose members included passenger air
carriers, repair station operators, or ticket agents.
Page 17 GAO-21-198 Aviation and Eligible Business Loans
• Limited or unclear communication. Industry associations (6) we
spoke with said Treasury’s communication with applicants was a
challenge. Many of these associations described Treasury’s approach
to communicating as “frustrating” and said that there was a general
lack of communication from Treasury to applicants. For example, one
association said many of its members reported that they did not hear
from Treasury for long periods of time after submitting applications
and had no person to call or way to go online to see where an
application was in the process. Another association said Treasury
would often respond to questions by saying they would get back to an
applicant. One applicant told us they repeatedly asked Treasury to
clarify how it interpreted the requirement to retain employees; after
being told by Treasury to wait for clarification, the applicant was
ultimately told it was not eligible for a loan as it had not met this
requirement. Treasury officials acknowledged that the department did
not have answers on some issues until summer, but said that their
staff and advisors had countless communications with loan applicants
throughout summer and fall.
• Statutory requirements. Industry associations (4) we interviewed
said meeting some of the statutory requirements—in particular to
provide financial protection to the federal government, such as equity
interest in a company—posed a challenge. Overall, several
associations said the requirements were burdensome, with one of
these associations saying it was easier for a business to lay off
employees than apply for and work to meet the requirements of a
loan. Another association said requirements related to maintaining
employment levels were unclear.
• Encouraging applicants to seek loans through another program.
Industry associations (6) raised concerns that Treasury had directed
many of their members to the Main Street Lending Program (MSLP),
rather than continuing to evaluate their applications. 27 According to
Treasury, as it was conducting is first stage review, 114 applicants
were encouraged to apply to the MSLP starting in mid-July. Treasury
officials told us these applicants met two criteria—had a loan request
under $300 million and passed Treasury’s financial tests, which
indicated they could be a good candidate for MSLP. Treasury officials
said applicants were encouraged to apply to MSLP because the
program could offer loans with more favorable terms and conditions
27Treasury’s written internal guidance stated that applicants that passed specific financial
tests were eligible for and should apply for MSLP, but it did not list how the loan amount
requested by an applicant or other criteria would determine whether the applicant should
apply for MSLP.
Page 18 GAO-21-198 Aviation and Eligible Business Loans
more quickly. In addition, Treasury officials said that a business that
applied for but did not receive a MSLP loan could use that rejection to
demonstrate that credit was not available to them elsewhere, one
requirement in statute for the Treasury loan program. Two
associations said that, from its members’ perspective, Treasury had
not advanced its own loan program enough for them to know how
terms for the two programs would compare.
While certain terms for MSLP loans were more favorable compared to
loans from Treasury, such as a lower interest rate, several industry
associations pointed to the difficulty their members had even finding a
bank willing to consider their MSLP applications. This occurred, in
part, because lenders participating in MSLP use their own
underwriting standards when considering loan applications, and bank
underwriting standards have tightened as perceived economic risk
increased during 2020. 28 As of mid-October, 602 lenders had
registered to participate in MSLP but only 191 of these lenders had
publicized that they are accepting loan applications from new for-profit
customers. 29 Based on our comparison of MSLP loan recipients and
Treasury loan program applicants, as of November 13, 2020, at least
two loan program applicants had secured loans through MSLP.
Treasury stated that it allowed any applicant that was encouraged to
apply to MSLP to resume its application for a loan from Treasury if it
produced evidence that it sought and was unable to obtain an MSLP
loan. According to Treasury officials, a number of applicants that
ultimately received direct loans from Treasury followed this path.
However, based on interviews with industry associations and selected
applicants, applying for a different loan program and the associated
logistical burdens—such as learning about a new loan program, trying
to form new banking relationships in order to apply to this new loan
program, being rejected from this new loan program, and then
reapplying to Treasury’s loan program—was a costly exercise. One
association said that while Treasury may have had good intentions,
their members interpreted Treasury’s encouragement to apply to
28We reported in December 2020 that banks have tightened underwriting standards,
based on results from the Federal Reserve’s Senior Loan Officer Opinion Survey. See
GAO-21-180.
29Congressional Oversight Commission, The Sixth Report of the Congressional Oversight
Commission (Oct. 29, 2020). The CARES Act established the Congressional Oversight
Commission to conduct oversight of the implementation of the Coronavirus Economic
Stabilization Act of 2020 (enacted as part of the CARES Act) by the Department of the
Treasury and the Board of Governors of the Federal Reserve System. CARES Act,
§ 4020, 134 Stat. at 486-87.
Page 19 GAO-21-198 Aviation and Eligible Business Loans
MSLP as essentially kicking them out of Treasury’s loan program.
Cargo Air Carriers Ten cargo air carriers applied to the loan program, and one small cargo
carrier executed a loan with Treasury. One association with cargo air
carrier members that applied to the loan program told us about concerns
related to the response time on loans and communication with Treasury,
similar to those that were raised by smaller passenger carriers, repair
station operators, and ticket agents.
National Security Businesses Of the 74 national security businesses that applied to the loan program,
Treasury executed 11 loans with businesses critical to maintaining
national security. The first loan Treasury executed through the loan
program was a business in this category—YRC Worldwide, a trucking
company. Based on interviews with Treasury, our review of loan
documents, and reports by the Congressional Oversight Commission,
YRC’s experience with the loan program does not represent the
experience of other national security businesses that applied. 30
Treasury executed a loan with YRC in July 2020, almost 3 months before
it executed any other loans. Treasury officials acknowledged the agency
did not follow the standard process established for evaluating applications
for the YRC loan but said YRC’s application required approval by the
credit committee and had to meet requirements set for all applications,
such as passing financial tests. The YRC loan also differed in that
Treasury staff not otherwise involved in the loan program helped
negotiate and execute the loan. According to Treasury, it accelerated
evaluating YRC’s application due to the urgency of the business’s
financial circumstances, including the possibility of YRC filing for
bankruptcy if it did not receive aid. Treasury did not fast track any other
applications from specific businesses based on financial need, though
other businesses faced similar circumstances. As of the date of this
report, the Congressional Oversight Commission’s work to examine the
loan to YRC is ongoing.
For other businesses in this category that applied for loans, an industry
association we interviewed representing these businesses said they had
concerns similar to those raised by smaller passenger air carriers, repair
30The Congressional Oversight Commission raised concerns about the loan to YRC,
including YRC’s financial condition prior to executing the loan. The Commission has
requested and reported on documents from Treasury on how Treasury evaluated YRC’s
application. See, for example, Congressional Oversight Commission, The Fourth Report
of the Congressional Oversight Commission (Aug. 21, 2020).
Page 20 GAO-21-198 Aviation and Eligible Business Loans
station operators, and ticket agents—including the response time on loan
applications and limited communication.
The ongoing effects of the pandemic on the aviation industry have led the
Lessons from the administration and Congress to consider additional forms of assistance
Loan Program either in standalone legislation or as part of a broader stimulus package.
Our evaluation of Treasury’s application evaluation procedures for the
Include Potential loan program, along with challenges highlighted by industry associations
Improvements to and applicants, offer possible areas of improvement and lessons for
emergency-lending programs in the future. Industry associations and
Design and applicants we contacted reported that while the CARES Act loan program
Implementation That resulted in some positive outcomes, in particular to help reopen private
markets for large passenger air carriers, it fell short of providing
Could Inform Similar assistance to some applicants, especially smaller aviation businesses.
Loan Programs in the Congress and Treasury can consider these experiences and lessons in
designing future assistance packages—not only in response to the
Future current pandemic but also in response to future events—to provide
businesses with timely financial support, while affording taxpayers
adequate protections.
Regardless of whether new assistance is provided, as Treasury finishes
making loans at the end of December 2020, Treasury’s responsibilities
will shift to overseeing the loans it was able to extend. Such oversight will
include monitoring and enforcing compliance with various stipulations in
the loan agreements, such as that borrowers adhere to financial ratios,
limit executive compensation, and make interest and principal payments
on time. With respect to Treasury’s oversight of another program
established under the CARES Act—the Payroll Support Program—we
recommended in November that Treasury develop and implement a
compliance monitoring plan that identifies and responds to identified
program risks and addresses potential fraud. 31 We intend to continue our
oversight activities of the loan program to ensure, among other things,
that Treasury has a robust oversight program that includes compliance
monitoring.
31Treasury neither agreed nor disagreed with our recommendation but committed to
reviewing additional measures that may further enhance its compliance monitoring. See
GAO, COVID-19: Urgent Actions Needed to Better Ensure an Effective Federal
Response, GAO-21-191 (Washington, D.C.: Nov. 30, 2020).
Page 21 GAO-21-198 Aviation and Eligible Business Loans
Multiple Programs or The Section 4003 loan program authorized assistance to a variety of
Multiple Paths within a aviation and other businesses that are not routinely grouped together for
federal oversight or assistance. A wide range of businesses—from major
Program May Better
air carriers with tens of thousands of employees to ticket agents and
Accommodate Businesses small air carriers with a handful of employees—were eligible for loans.
of Varied Types and Sizes
Treasury officials said it was a challenge to create a lending program
where the applicants offered very different types of collateral for secured
loans. Treasury officials also noted that many small businesses that
applied were unfamiliar with government programs or the underwriting
process. Given these circumstances, Treasury had to process a variety of
information from many different types of businesses. For example,
according to Treasury officials, some smaller businesses did not have
current audited financial statements to include in their loan applications.
Four industry associations we interviewed said that Treasury’s process
for the loan program appeared to be designed for the circumstances and
operations of major passenger air carriers. One association said, for
example, that Treasury approached the program with large businesses in
mind and expected a level of sophistication in the application process
from smaller businesses that did not exist. Based on such experiences,
several associations said the loan program could have been improved if it
had two paths for loans. 32 Such an approach could potentially allow
applicants of different sizes and types to follow processes more suited to
their needs and resources.
The CARES Act established programs to assist a range of businesses,
such as the Paycheck Protection Program for small businesses across
industries—generally for those with less than 500 employees. According
to several industry associations we interviewed, some larger businesses
were often able to find private financing or equity, and actions by the
Federal Reserve likely also helped support the financial markets and
restore the confidence of market participants that, in turn, could aid the
availability of private financing. With these options at the ends of the
spectrum, several industry associations representing some aviation-
related businesses we interviewed said some mid-sized member
businesses fell in the gap between these programs and assistance. As a
32For example, for the Payroll Support Program, Treasury required passenger carriers
receiving payroll support of more than $100 million, cargo air carriers receiving more than
$50 million, and contractors receiving more than $37.5 million to provide financial
instruments as appropriate compensation to the U.S. government. Recipients that
received lower amounts of payroll support did not have to provide such compensation.
Page 22 GAO-21-198 Aviation and Eligible Business Loans
result, these businesses focused on the Treasury loan program, where
they encountered challenges, as described above.
Setting and When designing and implementing the loan program, Treasury viewed
Communicating Clear itself as a lender of last resort, according to Treasury officials. The federal
government typically takes this position for federal credit programs as it
Program Goals or a seeks to supplement, rather than replace, private markets. 33
Primary Program Goal
Could Help to Better Align This view was not stated in published information on Treasury’s website,
Lender and Borrower and many businesses expected Treasury to make loans more quickly not
Expectations knowing Treasury’s view of its role. This difference in expectations also
meant many of the applicants Treasury encouraged to apply to another
lending program were surprised by this advice, as discussed above.
Treasury executed loans with seven major passenger air carriers in
September 2020, although private markets had reopened to these
carriers during the summer. For example, the four largest passenger air
carriers in the U.S. had raised almost $100 billion in funding to ensure
liquidity since the start of the pandemic, according to figures reported by
one air carrier. Treasury officials said they offered general terms and
allocations for loans to major air carriers in April 2020 to in part allow the
carriers to assess such loans against other available options for financing.
Three major passenger air carriers did not execute Treasury loans,
although they worked with Treasury over the summer to understand and
negotiate loan terms. These three carriers all opted to seek and received
only private financing.
Clear program goals, whether set in legislation or articulated by the
agency, could have also helped Treasury make and communicate its
decisions on prioritizing applications. Treasury officials said they
prioritized applications for major passenger air carriers because they
employ the most people among eligible businesses. A couple industry
associations we interviewed that represent smaller carriers understood
why Treasury would choose to prioritize major employers. Yet, some of
these carriers had access to private financing in the markets. Two
associations felt other considerations, namely the urgency of applicants’
financial need, could have been a useful way to prioritize applications.
33OMB, Circular No. A-129.
Page 23 GAO-21-198 Aviation and Eligible Business Loans
In August 2010, we reported on lessons learned for the federal
government when providing assistance to the private market during
financial crises, and one lesson was that the government should set clear
goals and objectives when providing assistance. 34 We reiterate this
principle here, in the context of implementing a program in response to a
public health and economic crisis. Clearly articulating goals can help align
expectations across entities.
Setting and Treasury worked to publish initial application procedures for the loan
Communicating Timelines program immediately after enactment of the CARES Act. Treasury
published procedures and frequently asked question documents for the
for a Program Is Important
loan program in March, April, and July. However, the published
for Businesses Facing documents did not communicate a timeline for evaluating applications
Dire Financial and making loans. As noted above, Treasury worked to incrementally
Circumstances implement the loan program, generally after implementing the Payroll
Support Program. Outside the YRC loan, Treasury did not execute any
loans until the end of September 2020, 6 months after the CARES Act
was enacted.
As a result of this lack of transparency over timeframes, some businesses
that applied for loans were unsure when Treasury aimed to execute
loans, as noted above. Not knowing overall timelines for the loan program
complicated some business’s decision-making, based on our interviews
with industry associations and applicants. For example, one statutory
requirement for a business to receive a loan was to retain at least 90
percent of employees on board as of March 24, 2020, through September
30, 2020. Many businesses eligible for a loan had substantial drops in
revenue—in some cases drops greater than 95 percent—following the
onset of the pandemic and faced difficult tradeoffs regarding their
employees. As described by one association, the lack of a clear timeline
complicated its members’ decision-making since a loan, in many cases,
could provide liquidity to continue paying employees. In addition, while
some loan program applicants, such as air carriers, accessed the Payroll
Support Program to help pay their employees, other loan program
applicants did not as they were not eligible for this assistance. Therefore,
the financial implications of maintaining employment levels while awaiting
loan decisions varied dramatically for loan program applicants and points
to the need to clearly communicate timelines.
34GAO-10-719.
Page 24 GAO-21-198 Aviation and Eligible Business Loans
We found in August 2010 that the government should ensure adequate
transparency by establishing an effective communication strategy. The
report states that transparency means more than simply reporting
available information to interested parties; it involves concerted action,
which could include sharing timelines, to help ensure an understanding of
the matters at hand. 35 Ensuring such transparency would create
additional tasks for an agency busy establishing a new program. Yet,
investing time in such tasks could help avoid problems caused by a lack
of communication, such as confusion about the motivations behind
program actions and decisions.
Leveraging Resources In August 2010, we reported that the federal government should
from Other Agencies and coordinate actions on a comprehensive basis when providing financial
assistance. Specifically, a crisis requires interventions that must be
External Parties Is Critical
closely coordinated to help ensure that limited resources are used
effectively. 36 Treasury was tasked to create a new program—along with
other responsibilities set out for it in the CARES Act—to support a specific
industry facing economic distress. Under such resource strains, effective
collaboration across agencies and other entities could help ensure
program goals are met.
Treasury drew on its experience managing credit programs and providing
financial assistance during times of crisis to the private sector to stand up
the new loan program. Treasury also enlisted external advisors with
expertise in lending and detailed staff from across the Department to help
with the program. And, as noted above, Treasury coordinated with DOT
and DOD to validate some information in applications. Several industry
associations and applicants we spoke with appreciated the work Treasury
did to try to implement the program as quickly as it could. According to
DOT officials, Treasury also sought input from DOT as it implemented the
loan program, and DOT provided information in response to these
inquiries.
However, experiences from this program reinforce the need to collaborate
to, in part, ensure the right people with the right skills are in place to carry
out an agency’s work. Treasury could have made greater use of expertise
at DOT, DOD, or other entities on the aviation and national security
industries to design the program and help communicate with eligible
businesses, based on the experiences of industry associations we
35GAO-10-719.
36GAO-10-719.
Page 25 GAO-21-198 Aviation and Eligible Business Loans
interviewed. For example, Treasury could have sought to further include
DOT and DOD in the application evaluation process or loan program, as
many eligible businesses have established relationships with these other
agencies. Four associations and three applicants said Treasury’s external
advisors were not familiar with or knowledgeable about parts of the
aviation industry or air carrier finance. One applicant we interviewed said
Treasury officials and their advisors were not experts in aviation but were
receptive to feedback from applicants, and the advisors came up to speed
quickly on their business’s circumstances.
We provided a copy of this report to Treasury and DOT for review and
Agency Comments comment. Treasury provided technical comments, which we incorporated
as appropriate. DOT told us that it had no comments on the draft report.
We are sending copies of this report to the appropriate congressional
committees, the Secretary of the Treasury, the Secretary of
Transportation, and other interested parties. In addition, the report is
available at no charge on the GAO website at http://www.gao.gov.
If you or your staff have any questions about this report, please contact
Heather Krause at (202) 512-2834 or krauseh@gao.gov. Contact points
for our Offices of Congressional Relations and Public Affairs may be
found on the last page of this report. GAO staff who made key
contributions to this report are list in appendix III.
Heather Krause
Director, Physical Infrastructure Issues
Page 26 GAO-21-198 Aviation and Eligible Business Loans
List of Committees
The Honorable Richard Shelby
Chairman
The Honorable Patrick Leahy
Ranking Member
Committee on Appropriations
United States Senate
The Honorable Mike Crapo
Chairman
The Honorable Sherrod Brown
Ranking Member
Committee on Banking, Housing, and Urban Affairs
United States Senate
The Honorable Mike Enzi
Chairman
The Honorable Bernie Sanders
Ranking Member
Committee on the Budget
United States Senate
The Honorable Roger Wicker
Chairman
The Honorable Maria Cantwell
Ranking Member
Committee on Commerce, Science, and Transportation
United States Senate
The Honorable Nita M. Lowey
Chairwoman
The Honorable Kay Granger
Ranking Member
Committee on Appropriations
House of Representatives
The Honorable John Yarmuth
Chairman
The Honorable Steve Womack
Ranking Member
Committee on the Budget
House of Representatives
Page 27 GAO-21-198 Aviation and Eligible Business Loans
The Honorable Maxine Waters
Chairwoman
The Honorable Patrick McHenry
Ranking Member
Committee on Financial Services
House of Representatives
The Honorable Peter A. DeFazio
Chairman
The Honorable Sam Graves
Ranking Member
Committee on Transportation and Infrastructure
House of Representatives
Page 28 GAO-21-198 Aviation and Eligible Business Loans
Appendix I: Treasury’s Actions Met Selected Appendix I: Treasury’s Actions Met Selected
Statutory Requirements for Implementing the
Statutory Requirements for Implementing the
Program
Program
The CARES Act set out requirements for the Department of the Treasury
(Treasury) related to the loan program. 1 Based on our review of Treasury
documents, Treasury took actions to implement the program that were
consistent with these requirements as summarized in table 2.
Table 2: The Department of the Treasury’s (Treasury) Actions to Fulfill Statutory Requirements for Implementing the Section
4003 Loan Program
Requirement Treasury actions
Publish procedures for the program within 10 Treasury published a document with procedures and minimum requirements a
days of enactment business had to meet to apply for a loan on March 30, 2020, 3 days after the CARES
Act was enacted.
Coordinate with the Department of Treasury sought information from DOT, and DOT provided information in response to
Transportation (DOT) to carry out requirements these inquiries. Treasury created procedures to collect information from DOT to
with respect to air carriers including continuing confirm the eligibility of air carriers and repair station operators that applied for loans.
air service obligationsa
Issue and publish reports on approved loans Treasury has posted loan documents and summaries, as well as monthly reports on
its CARES Act website.
Include certain provisions in agreements to Loan documents, for all executed loansb included provisions for borrowers to limit
make loans or loan guarantees to eligible compensation for certain employees and meet other requirements for the loan
businesses program.
Source: GAO analysis of CARES Act and Treasury documents. | GAO-21-198
a
As authorized by the CARES Act, DOT required scheduled passenger air carriers receiving financial
assistance to maintain minimum scheduled passenger service through September 30, 2020. During
this time, carriers had to serve points in the United States that they served before March 1, 2020, with
some exemptions, in accordance with section 4114(b) of the CARES Act.
b
Treasury executed 35 loans as of November 13, 2020. According to Treasury officials, the agency
did not anticipate executing any additional loans before its authority to make new loans expires on
December 31, 2020. Therefore, we treat the 35 loans executed as of November 13, 2020, as the final
number of loans executed through the loan program.
1CARES Act, Pub. L. No. 116-136, 124 Stat. 281.
Page 29 GAO-21-198 Aviation and Eligible Business Loans
Appendix II: Overview of Treasury’s Appendix II: Overview of Treasury’s Evaluation
Procedures for the Section 4003 Loan Program
Evaluation Procedures for the Section 4003
Loan Program
Figure 2 describes the Department of the Treasury’s (Treasury) two-stage
process to evaluate loan applications. For the first-stage review,
contracted staff largely consisted of consultant staff who processed,
collected, and validated information on applications. For the second-stage
review, contracted staff included financial and legal advisors as well as
consultant staff.
Figure 2: The Department of the Treasury’s (Treasury) Process for Evaluating CARES Act Section 4003 Loan Applications
Notes: The credit committee was composed of the Under Secretary for International Affairs (chair),
Deputy Assistant Secretary for Public Finance (vice chair), Assistant Secretary for International
Markets, Senior Advisor to the Assistant Secretary for International Markets, and Deputy Chief Policy
Officer of the Pension Benefit Guaranty Corporation. The sub-committee was composed of three of
the full credit committee’s members: Deputy Assistant Secretary for Public Finance (chair), Assistant
Secretary for International Markets, and Senior Advisor to the Assistant Secretary for International
Affairs.
a
For intake and evaluation, Treasury outlined a process to contact applicants for additional
information, which uses the process for the Payroll Support Program. Contractors were to identify
information missing or needing clarification, and Treasury staff were to contact applicants.
Page 30 GAO-21-198 Aviation and Eligible Business Loans
Appendix II: Overview of Treasury’s Evaluation
Procedures for the Section 4003 Loan Program
b
Procedures outlining how Treasury was to coordinate with other agencies for national security
businesses is not outlined in Treasury’s written guidance.
c
The three financial tests were a leverage test, coverage test, and collateral test. A business seeking
an unsecured loan had to pass the leverage test and either the coverage or collateral test to advance
to the second stage of review.
d
The credit evaluation memo for a business covers, among other things, financial strengths before the
pandemic and effects of the pandemic. It also summarizes how a business meets specific statutory
requirements for the loan program—lack of credit elsewhere, prudent incurrence of debt, extent of
covered losses, and how the interest rate reflects risk.
Page 31 GAO-21-198 Aviation and Eligible Business Loans
Appendix III: Contact and Staff
Appendix III: Contact and Staff
Acknowledgments
Acknowledgments
Heather Krause, (202) 512-2834 or krauseh@gao.gov
GAO Contact
In addition to the contact named above, Heather MacLeod (Assistant
Staff Director), Joanie Lofgren (Analyst-in-Charge), Amy Abramowitz, Sarah
Acknowledgments Arnett, Paul Aussendorf, Marcia Carlson, Mikey Erb, Camilo Flores, Ted
Hu, Delwen Jones, K.F. Lee, Maureen Luna-Long, Tarek Mahmassani,
Joshua Ormond, Christie A. Pugnetti, Stephanie Purcell, Alexandra
Rouse, Farrah Stone, Janet Temko-Blinder, Patrick Tierney, Karen
Tremba, and Susan Zimmerman made key contributions to this report.
(104450) Page 32 GAO-21-198 Aviation and Eligible Business Loans
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