1. AMERICAN AIRLINES
A Look at Issues of Operating in the International Market
Group #9
PamelaSohal
Garrett Schick
AdamSharpe
Mary Catherine Schoals

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Table of Contents
A Brief History and Introduction of American Airlines………………………..……………2
A Breakdown of Government Intervention……………………………………………….......4
Deregulation……………………………………………………………………………...4
International Open Skies Agreement…………………………………………………….5
Post 911 Intervention………………………………………………………………….....6
A Closer Look at Government Intervention for American Airlines………………………...7
Airport Security………………………………………………………………………….7
Overflight Fees…………………………………………………………………………..9
Emissions……………………………………………………………………………….11
Fuel Prices……………………………………………………………………………....12
How to Handle Government Intervention…………………………………………………...13
Safety…………………………………………………………………………………....15
Profitability……………………………………………………………………………...16
Emissions……………………………………………………………………………….17
Looking Toward the Future…………………………………………………………………..18
Works Cited………………………………………………………………………………...….21

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A Brief History and Introduction of American Airlines
American Airlines is cardinally known for being the world’s largest airline, with services
in 49 countries. The business began in 1930 as an air mail carrier. American Airlines was
originally called American Airways, and it formed from a conglomerate of 82 different airlines.
A few years later, the name was changed, and American Airlines went from being a mail carrier
airline to a passenger carrier airline, flying domestic routes to 72 cities across the Northeast,
Midwest, and Southwest. In 1934, the president of the company, E.L. Cord, hired C.R. Smith and
Donald Douglas. Together, they created the DC-3, a fixed wing, propeller driven airplane. This
aircraft made American Airlines the first airline to operate a route commissioned solely on
passengers (normally, in order for an airline to make enough money to travel on a route, they had
to carry mail along with it).
The creation of the DC-3 completely revolutionized the airline industry. Not only did it
make the industry more commercial, but it also helped significantly during World War II
(American Airlines continued to make history by expanding into the cargo business). In order to
help with the war effort, the airlines turned into a military airline, carrying cargo and soldiers all
over the world, and by doing so, American Airlines accomplished 2 major things: became the
first scheduled air cargo service in the world, and began the first coast-to-coast all cargo flight
(from New York to California). After World War II ended, American Airlines started to
transition into a more powerful airline. With the introduction of American Overseas Airways,
American Airlines continued to expand their global presence. This subsidiary of American
Airlines provided routes to Europe and Mexico, making it the second largest airline in the world.
By entering the international market, American Airlines made a name for itself on a global scale,
therefore increasing their market share. American Airlines continued to thrive in the 1960’s and

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70’s through innovations such as implementing the first electronic booking system (Sabre),
acquiring Caribbean routes, and introducing the Boeing 747 freighter (which holds the capability
of carrying 221,000 pounds of cargo).
When The Airline Deregulation Act of 1978 was enacted, “American Airlines increased
the domestic airports it served from 50 to 173” (Kahn) which enabled their ability to increase
their routes in the Caribbean market, a highly profitable sector of their business. During the late
90’s, American Airlines signed a contract to be a part of OneWorld, a global alliance which
created a partnership between American Airlines, British Airways, Cathay Pacific, and Qantas.
This coalition crystallized the power American Airlines had in the global market by the way the
airline was able to market its name by using routes operated by other airlines. As a decade went
by, more airlines joined this alliance (Iberia, Lan Airlines, Qatar Airways, and many more). This
established a symbiotic relationship between the airlines, where each airlines could now market
each other’s services over the routes predominantly used by their industry partners. People had
the option of starting with American Airlines in North America, but switching to a codeshare
flight to Australia (meaning that it’s marketed as an American Airlines flight number, but Qantas
is actually operating the aircraft). Both airlines made profit out of route and both airlines were
able to get their name across to the customer.
In December of 2013, U.S. Airways merged with American Airlines making American
Airlines the largest airlines in the world to this day. This airline continues to hold and expand
their large presence in the industry internationally, with constant successful strides linked to
innovative management and operations. However, like all modes of transportation, American
Airlines in subject to government intervention, both domestically and internationally.
Government intervention is critical in the functionality and profitability of any company;

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intervention (such as regulation) can be either fatally disruptive or favorably enabling to
manageability of certain risks. American Airlines is no stranger to government intervention,
especially in the scope of their international market reach. Like all modes of transportation,
American Airlines has had to juggle constant regulation to maintain operations that are both in
compliance and profitable to the company.
A Breakdownof Government Intervention
Government Intervention can be defined as a federal system placing rules and regulations
into sectors of the economy in order to achieve safety, social or economic objectives. The
Department of Transportation and the Federal Aviation Administration oversee all airport and
airline activity in the U.S (most countries in which American Airlines operates have some sort of
governing regulatory body to whom they must comply). The DOT and FAA are responsible for
creating and regulating aviation for safety. Aircraft must be capable of safe flight and meet
numerous standards to operate. The regulations number in the hundreds, but two of the most
important are The Air Transportation Oversight System (ATOS), and the Airport Compliance
Program.1 Although the federal government heavily regulates safety and infrastructure, the
industry today is considered to be deregulated. The federal government once held much more
economic control than they currently do. That all changed in 1978.
-Deregulation
The Airline Deregulation Act in 1978 shifted control over air travel from the government
to the free market. A federal agency, The Civil Aeronautics Board (CAB) used to control entry
and exit of firms into the industry. CAB also controlled pricing, agreements and mergers. Under
CAB, investment and operating decisions were strict. Since the CAB controlled pricing, airlines
1 faa.gov

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struggled to differentiate themselves and were limited to competing in customer service and
flight frequency. As a result, the flights were expensive and frequent. Seating capacity was
abundant and often flights would be half empty. Load factors were about 50% in the 1970s. In
today’s deregulated environment, airlines can compete in pricing and as a result more people fly
and fill seats much more often. Load factors today are around 75%.2 Post 1978 deregulation,
pricing and competition were relinquished to corporations. The CAB was eventually dissolved in
1985.3 The airlines were then allowed to grow and flourish as much as the market saw fit.
Deregulation was the “shot in the arm” that the ailing airline industry needed. Under public
control, the airlines in the U.S. did indeed grow and served as an example to other nations around
the world. Several nations in Asia and Latin America followed the U.S. lead and deregulated
their airlines to great success.4 Deregulation has changed our airline industry dramatically over
the last few decades. Many low cost carriers have sprung up in the market and compete heavily
with all of the legacy airlines that have existed prior to deregulation.
-International Open Skies Agreements
The United States has “Open Skies” agreements with around 115 countries to allow
foreign access to the aviation market and remove barriers to entry. These agreements also open
routes and let airlines decide where they would like to operate in the U.S. In addition, the
agreements allow U.S. firms to have foreign partners and access to international routes. Recently
the 3 remaining legacy carriers in the U.S. have appealed to the DOT.5 They claim that certain
middle-eastern nations and airlines have violated some open skies agreements. Three airlines
2 Smith, Cox
3 Smith, Cox
4 Smith
5 American, Delta, and United

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based in Qatar and United Arab Emirates are receiving subsidies from their governments and
undercutting the big three airlines in America for international flights to and from the middle-
east.6
-Post 911 Intervention
Government regulation can come at a high cost for airlines, as they struggle to maintain
regulatory and legal compliance with the FAA. The classic example in recent history has been
the Aviation and Transportation Security Act of 2001. This act was enacted right after the
September 11 attacks on the World Trade Center, as well as the Pentagon. This act created the
Transportation Security Administration (TSA) with the U.S. Department of Transportation
(DOT) which currently enforces security regulations for airlines and airports. Prior to the act in
2001, passenger screening was outsourced by airlines to third parties. The specific purpose of
this act is to:
“establish procedures for notifying the Administrator of the Federal Aviation
Administration, appropriate State and local law enforcement officials, and airport
or airline security officers of the identity of individuals known to pose, or suspected
of posing, a risk of air piracy or terrorism or a threat to airline or passenger safety;”7
All the newly required funds for the increased security was designed by the Passenger Civil
Aviation Security Service Fee enacted by the 2001 act. The fee is “imposed” through passenger
tickets for flights that originate from the United States, with a maximum charge of $5.00 per one-
way trip. “The Fee offsets a portion of the Transportation Security Administration’s Aviation
Security appropriation, complemented by other revenue-generating fees set forth in the ATSA.”8
6 Lindenberger
7 Aviation and Transportation Act summary; tsa.gov
8 Www.wm.edu

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The remainder of the funds needed to operate and manage this new security system, are left up to
the respective airlines, which has proven a hindrance in cost of profitability for years after 2001.
The federal government believes that it can handle safety better than a public firm. The
overwhelming opinion of the American public is that these two agencies have changed the
airlines for the worse. Whether one of these beliefs is true will only be demonstrated through
time.
A CloserLook at Government Intervention for American Airlines:
-Airport Security
On September 11, 2001 American Airlines Flight 11 (passenger flight) was hijacked by
five al-Qaeda affiliates. Mohammed Atta, the al-Qaeda who forcibly took control of the cockpit,
intentionally crashed the Boeing 767-223ER in the North Tower of the World Trade Center at
8:46 a.m. local time. All 92 passengers abroad the plane were killed, along with thousands of
people in the tower itself. This terrorist attack shocked the nation, and the world. The ability for

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this degree of hijacking inside the United States cracked open the whole nation’s security
system, especially for air transportation. Vulnerabilities in the system where sought out with a
vigor that could only exist during times of war and fear. The TSA was created, and The
Department of Homeland Security acted as the police for the nation’s borders. Although many
airlines during this time did more than cooperate with the new disruptive environment, many
companies suffered in both demand and profitability, including American Airlines.
After the 9/11 attacks, Congress granted $10 billion to struggling airlines as loans to
implement the new security measures. These loans were not enough to stop several airlines
(including United Airlines and US Airways) from declaring bankruptcy. The attacks spurred a
time of canceled flights, increased expenditures, and decline of passenger demand. The
establishment of the TSA is currently viewed as one of the largest overhauls, of airport security
processes and also one of the most immediate/long-term implementations after the 9/11 attacks.
Although, in many cases this added feature of security does not directly affect airlines, the
complexity and time-consuming activity does divert a significant amount of passenger traffic to
alternative routes. A study from Cornell University in 2007 reported “a 6 percent reduction in
passenger volume across the board, with a 9 percent reduction in the nation’s busiest airports,
totaling a nearly $1 billion loss for the airline industry.”9 In the ten years before 2010, American
Airlines has lost $11.5 billion, and is expected to continue to do so. AMR Corp. (American
Airline’s parent company), is projected to lose money in 2011 and 2012, even though its major
U.S. competitors are expected to make profit.10
9 http://traveltips.usatoday.com/effects-911-airline-industry-63890.html
10 http://articles.latimes.com/2011/jul/01/business/la-fi-american-20110701-19

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Business Insider magazine highlighted the 13 ways that the airlines have changed since
the 9/11 attacks; airlines have lost around $55 billion since 2001, they have cut about 160,000
jobs, the number of seats on flights have been cut to certain destinations, of course security
practices have been completely reformed, some of the world’s oldest airlines went bankrupt,
many companies ended up merging to save their airlines, many “extra” fees have been added to
make up for the loss incurred by airlines, major cuts in food and customer service were made,
and the percentage of fuel surcharges have sky-rocketed due to the increase in prices. According
to IATA, “the greatest legacy of 9/11 is its impact on airport security and passenger experience .
. . among its conclusion: governments have to foot the bill for security threats. Right now,
airlines and their passengers are spending billions on security, a total of $7.4 billion last year.”11
-Overflight Fees
The Federal Aviation Administration charges “overflight fees” to air flight patterns
utilizing U.S. air space without taking off or landing in the country. Although these fees have not
been updated for a decade and still are based on the 1999 cost activity accounting. This fee is
justified by the increased cost of operations in the current airline market. The set of rights
defining these fees and other charges as well is known as the “Freedoms of the Air”. These
standard sets of “rights” contains nine sets of freedoms outlining the different international trade
transactions between regions and established partners. The United States is far from the only one
the charges these fees for permission to “fly over”, in fact, most countries has some variation of
this fee enacted in their regulations. For example, Cameroon uses a set rate for pass-overs,
Canada uses 3.6 cents (Canadian) times the distance of flight and weight of craft, and the U.S.
11 http://www.travelpulse.com/news/features/iata-analyzes-longterm-impact-of-911-on-aviation-industry.html

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uses tax fees paid by the passenger to the airlines, which are then paid into a trust fund. With no
standard method of charge, coordinating all these fees across international destinations and
layovers add up to an intense cost to airlines and passengers. The International Air Transport
Association (IATA) “estimates that the world’s carriers spend more than $20 billion a year on
such navigation user fees”.12 Overflight fees, because of their costly nature, have become a target
area for attempts to minimize costs. These fees have been known to cause bankruptcy in the past
if not carefully monitored. Currently, American Airlines is looking into switching to new
software on its route network to balance the costs between overflight fees and distance traveled.
According to AirCanada "In the operating world of an airline, the flight-planning system is
absolutely critical to cost control.”13
12 www.wsj.com
13 http://www.wsj.com/articles/SB117314795095227844

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-Emissions
Aircraft engines emit heat, noise and gases that affect climate change. With the rapid
growth of air travel and the population, steps are being taken to reduce the increase of all these
contributions. According to the European Union, “greenhouse gas emissions from aviation
increased by 87% between 1990 and 2006.”14 Agencies such as the EPA in the U.S. and the
European Union are looking to place restrictions, or taxes on emissions from aircrafts, which
could end up hurting both the airlines and the passengers (a 2012 decision by a district court
ruled that the Clean Air Act compelled the EPA to evaluate whether airplane emissions are a
danger). Currently there is no timeline set for when these regulations will be enacted, however
there is an anticipation of a potential “endangerment proposal”, which would declare greenhouse
gas emission as a danger to public health or welfare. Although a final determination is not
expected until spring of 2016, it is believed that the EPA will find proposed danger, and major
restructuring of operations for compliance will affect the airlines in cost and in efficiency. Like
overflight fees, each imposed regulation would differ by country and by government authority.
Compliance with all these different regulations will be costly, and time-consuming, which will
affect the airlines directly, especially internationally. Since 2012, American Airlines has been
included in the European Union’s Emissions Trading Scheme (EU ETS). The ETS is a “cap and
trade system that requires companies within specific industries to submit allowances to cover
certain emissions from their operations.”15 Although American Airlines states on their website
that they are complying with the applicable requirements, they are doing so “under protest”.
They continue on by explaining how much of the airline industry throughout the world views the
14 http://en.wikipedia.org/wiki/Environmental_impact_of_aviation
15 http://www.aa.com/i18n/aboutUs/corporateResponsibility/profile/public-policy.jsp

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regulation of greenhouse gas emissions as a global approach, and not an individual effort of
certain governmental bodies.
-Fuel Prices.
There is one common constraint that affects airlines across all countries: high fuel prices.
When looking at the average profit margin of the more than 200 carriers, IATA reports around a

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net of 2.4%, or $6 per passenger. “Margins are so thin that the airline industry expects to make
less money than the oil industry will make from selling all the fuel it consumes.”16 In most cases,
fuel prices end up contributing to almost 30% of total operating costs for airlines. Some of the
steps certain airlines have taken to deal with rising fuel prices range anywhere from cutting the
number of domestic seats offered, improved aerodynamics, and reconfigured fleets to be more
fuel efficient. These measures tend to have the effect of a band-aid fix, subject to the volatility of
the fossil fuel market.
How to Handle Government Intervention
Given the extent of government regulation which airlines such as American Airlines is
forced to adhere to in the business of air transportation, their ability to conform and adapt to
continuously evolving regulations is paramount. Currently, American’s ability to operate in
international markets is subject to aviation agreements between the U.S. and the other countries
or governments in which it chooses to operate. Agreements between the U.S. and various
16 http://blogs.wsj.com/corporate-intelligence/2014/06/02/jet-fuel-price-lowers-ceiling-on-airline-profit/

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governments, are periodically subject to renegotiation. This makes the adaptability of American
Airlines, in various countries, vital to the ability to operate successfully. Open skies regulations
continue to be a hurdle for the company. Even though the U.S. has worked to increase the
amount of countries with which it has an open skies agreements, there are still a number of
important markets which do not, such as China, Hong Kong and Mexico. As stated in the
American Airlines 10-k:
“If we are unable to obtain and maintain adequate facilities and infrastructure
throughout our system and, at some airports, adequate Slots, we may be unable to
operate our existing flight schedule and to expand or change our route network in
the future, which may have a material adverse impact on our operations”17
The ability to operate fluidly and efficiently in foreign environments, greatly affects the
company’s capability of conducting profitable international service. It is important the airline
collaborates with U.S. government to reduce the barriers in serving the needs and benefits in
these important markets. Through American’s Political Action Committee, which was founded
in 1985, these issues can be addressed. The participation in industry associations such as,
Airlines for America, the International Air Transport Association and the Regional Airline
Association will continue to be important while moving into the future.
It is also important to note the many other DOT and FAA regulations which affect
company operations including: lost baggage fees, tarmac delays, flight bumping and pilot work
restrictions. As with all of these regulations, it is the airline who is able to best adapt and work
within the given constraints which can produce a competitive advantage; leading to increased
17
http://phx.corporate-ir.net/phoenix.zhtml?c=117098&p=IROL-
secToc&TOC=aHR0cDovL2FwaS50ZW5rd2l6YXJkLmNvbS9vdXRsaW5lLnhtbD9yZXBvPXRlbmsmaXBhZ2U9MTAwOTkxOTUmc3Vic
2lkPTU3&ListAll=1&sXBRL=1

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profitability and added market share. In the future, American Airlines will need to stay diligent
in their ability to constantly be evolving and reacting to government regulations. The ability to be
flexible with their operation, as well as a continuous approach to process improvements within
regulatory constraints, will serve the company best in the future.
-Safety
In regards to safety issues, in 2011, American updated their Safety Management System
(SMS) which included improved processes for in-flight safety procedures, data collection, as
well as safety and security training. Since 2011, the Federal Aviation Administration (FAA) has
been a vital partner in helping to identify safety and security issues. In 2011, American Airlines,
among other airlines, participated in a SMS pilot project by the FAA which encourages
collaboration in identifying industry best practices for SMS implementation. It is important that
American Airlines continues to work collaboratively with the FAA in the future in an effort to
provide a safe environment for its customers and employees.
In the passing of the Aviation Transportation Security Act and the forming of the
Transportation Security and Administration (TSA), there have been many increased fees and
costs associated with implementing compliance requirements. The increased fees and costs
associated with these requirements have been passed on to the airlines and customers alike; this
will continue to be the case as time progresses. In the future, continuing competitive pressures
could result in American Airlines, among others, being unable to recover the costs of additional
security requirements through increased fares to passengers. With the inability to forecast new
security and safety requirements or related costs of compliance with such requirements; the only
recommendation that can be given would be to continue a close partnership with homeland
security, continuously improving screening procedures, resulting in a higher level of efficiency.

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-Profitability
Currently, American Airlines’ single largest expense affecting profitability is aircraft
fuel, which for most airlines represents about 30% of total expenses.18 Changes in availability,
price volatility and cost of aircraft fuel can greatly affect American’s operating results.
“American attempts to control the price and supply of fuel, by participating in the trading and
shipping of fuel while maintaining fuel storage facilities to support flight operations.” This
allows them to better absorb the volatile nature of the commodity and we will continue to see
them do this in the future.
Prior to 2014, American has participated in fuel hedging which has provided some safety
from the volatile nature of fuel cost. Shifting to a new strategy, in 2014 American ended its
contracts in fuel hedging. This bold and risky move has allowed American Airlines to take
advantage of plunging fuel costs and report a net income of $4.2 billion compared to $1.2 billion
in 2013. It is estimated; this change in strategy has resulted in a savings of $600 million.19 While
this strategy is risky, it has resulted in a competitive advantage for American, with other airlines
taking a more conservative approach, participating in fuel hedging resulting in the inability to
capitalize on the steep price drops in fuel. Currently, American Airlines has no plans to shift its
current strategy in non-participation of fuel hedging in the near future.20 With the volatile nature
18
http://www.latimes.com/business/la-fi-airlines-fuel-hedging-20150128-story.htm
19
http://www.latimes.com/business/la-fi-airlines-fuel-hedging-20150128-story.htm
20 http://phx.corporate-ir.net/phoenix.zhtml?c=117098&p=IROL-
secToc&TOC=aHR0cDovL2FwaS50ZW5rd2l6YXJkLmNvbS9vdXRsaW5lLnhtbD9yZXBvPXRlbmsmaXBhZ2U9MTAwOTkxOTUmc3Vic
2lkPTU3&ListAll=1&sXBRL=1

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of fuel, this strategy could back fire at any given time. It is recommended that American remain
diligent in their awareness of market trends and producing accurate economic forecasts. Fuel
costs will continue to be the single most important factor in company profitability.
-Emissions
Leading to today, American Airlines has had to work within, and adjust to, many guidelines such
as U.S. federal laws, as well as European Union regulations regulating greenhouse gas emissions
(GHG) and aircraft noise level constraints. As public awareness to this subject matter continues
to grow, so will the regulations. According to the American Airlines website, the company has
taken a proactive approach in reducing their “footprint” with a number of measures. As of 2013,
American Airlines and US Airways took delivery of 75 new aircraft. These newer models have

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resulted in a reduction of overall emissions and noise levels. As stated on their website,
American’s fuel reduction programs have saved more than 1 billion gallons of fuel and reduced
emissions by 10.5 million tons of CO2. It is also stated, since American Airlines’ pilots now
carry iPad’s instead of paper manuals, the weight reduction has resulted in the savings of
400,000 gallons of jet fuel annually. Although, American Airlines has taken measures to reduce
their environmental impact of today, it will be important to continually address these issues in
the future.
Looking Towardthe Future
When American Airlines initially announced the merger with U.S. Airways, major
complications ensued internally with the employees and externally with the customers. This
news even sparked a law suit against both airlines from the federal government. They were under
the impression that the airlines were creating a monopoly within the airline industry (the lawsuit
never went to trial and was dropped in December of 2013). This merger has opened major
windows for American Airlines; ever since the merger closed, American Airlines has officially
become the largest airline in the world.
There are many complications involved during the merger between American Airlines
and U.S. Airways, primarily, the routes operated between the two. U.S. Airways has major hubs
in Philadelphia, Phoenix, and Charlotte whereas American Airlines has hubs located in Chicago
O’Hare, Dallas Fort Worth, New York’s JFK, Miami, and Los Angeles. Each airline has separate
routes to these cities, but now the merger has created overlap between the routes. Both airlines
had to reduce the amount of direct routes they did in their hub cities, which meant that passenger
cargo and airline reservations had to be switched. Another complication present is the fact that
people were under the impression that since the airlines were merging, double the amount of

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aircrafts would be available for transportation. The DOT will only allow the airlines to operate a
certain amount of planes. On the cargo side of things, it creates less room to store goods, for the
passenger side, it creates major complications with their seat reservations. The airlines added
more seats to their plane which creates less legroom and less room for their suitcases, a change in
the reservations booked in advance (before any of the changes were implemented). Lastly, both
airlines use two different reservation systems which must be on-boarded into one. This is most
challenging due to “American and US Airways each hav(ing) about 700 systems, or 1,400 in
all”.21 The goal is to condense the systems back down to 700, for cleaner integration. The plan is
to have this reservation system properly combined by the end of 2015. The training sessions are
conducted at home for the employees and they are encouraged to reach out to their supervisors if
they need help.
The best recommendation to make the future of the merger between American Airlines
and U.S. Airways is to adequately inform customers about the future changes and to properly
train the employees on how to handle these situations. For instance, with the merger in place,
several flight reservations are changing without receiving proper notice. This causes customers
to get angry due to travel plans being disrupted. Rather than just changing the route to comply
with the merger, the airlines should keep the same routes for now and gradually discontinue their
own routes to where they can add future (merger approved), routes that the customer can choose
from during the time of booking. That way, there’s no major changes involved and the customer
actually gets to choose the route they feel more comfortable with rather than simply dealing with
the change. A far as the reservation system implementation goes, the airlines should create
professional training classes for employees rather than the at-home training. This would create a
21 http://www.dallasnews.com/business/airline-industry/20141206-a-year-into-its-merger-with-us-airways-american-airlines-is-flying-high.ece

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stronger environment for them to learn from, and to be better prepared to assist customers.
Furthermore, since the reservation system will be applied in the office first, they should have
employees come in to work at the office throughout the implementation so that they can get used
to the new system.

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"Airline Deregulation." , by Alfred E. Kahn: The Concise Encyclopedia of Economics. N.p., n.d. Web.
30 Apr. 2015.
"Calculating Costs in the Clouds." WSJ. N.p., n.d. Web. 30 Apr. 2015.
"The Effects of 9/11 on the Airline Industry." Travel Tips. N.p., n.d. Web. 30 Apr. 2015.
Goldschein, Eric. "13 Ways The U.S. Airline Industry Has Changed Since 9/11." Business Insider.
Business Insider, Inc, 08 Sept. 2011. Web. 30 Apr. 2015.
Maxon, Terry. "A Year into Its Merger with US Airways, American Airlines Is Flying High." N.p., n.d.
Web. 30 Apr. 2015.
19, 2001 Public Law 107–71—Nov., and 115 Stat. 49 USC 40101 Note. TITLE I—AVIATION
SECURITY (n.d.): n. pag. Web.
N.p., n.d. Web.
"Overflight Fee Contacts." Overflight Fee Contacts. N.p., n.d. Web. 30 Apr. 2015.
F. Smith, B. Cox, Airline Deregulation Web. 26 Apr. 2015 www.econlib.org
M. Lindenberger, U.S. airlines say they’re at a disadvantage The Dallas Morning News. Web 26 April
2015. www.dallasnews.com