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SECURITIES AND EXCHANGE COMMISSION
Washington, D.C. 20549
FORM 10-K
[X] Annual Report Pursuant to Section 13 or 15(d) of the Securities Exchange
Act of 1934 For fiscal year ended December 31, 1998.
[ ] Transition Report Pursuant to Section 13 or 15(d) of the Securities
Exchange Act of 1934
Commission file number 1-2691.
AMERICAN AIRLINES, INC.
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(Exact name of registrant as specified in its charter)
Delaware 13-1502798
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(State or other jurisdiction (I.R.S. Employer Identification No.)
of incorporation or organization)
4333 Amon Carter Blvd.
Fort Worth, Texas 76155
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(Address of principal executive offices) (Zip Code)
Registrant's telephone number, including area code (817) 963-1234
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Securities registered pursuant to Section 12(b) of the Act:
Title of each class Name of exchange on which registered
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NONE NONE
Securities registered pursuant to Section 12(g) of the Act:
NONE
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(Title of Class)
Indicate by check mark whether the registrant (1) has filed all reports
required to be filed by Section 13 or 15(d) of the Securities Exchange Act of
1934 during the preceding 12 months (or for such shorter period that the
registrant was required to file such reports), and (2) has been subject to such
filing requirements for the past 90 days. Yes No .
X
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Indicate by check mark if disclosure of delinquent filers pursuant to Item 405
of Regulation S-K (ss. 229.405 of this chapter) is not contained herein, and
will not be contained, to the best of the registrant's knowledge, in definitive
proxy or information statements incorporated by reference in Part III of this
Form 10-K or any amendment to this Form 10-K. [X]
American Airlines, Inc. is a wholly-owned subsidiary of AMR Corporation, and
there is no market for the registrant's common stock. As of March 12, 1999,
1,000 shares of the registrant's common stock were outstanding.
The registrant meets the conditions set forth in, and is filing this form with
the reduced disclosure format prescribed by, General Instructions I(1)(a) and
(b) of Form 10-K.
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PART I
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ITEM 1. BUSINESS
American Airlines, Inc. (American or the Company), the principal subsidiary of
AMR Corporation (AMR), was founded in 1934.
On July 2, 1996, AMR completed the reorganization of its information
technology businesses known as The Sabre Group into a separate, wholly-owned
subsidiary of AMR known as The Sabre Group Holdings, Inc. (the Reorganization).
Prior to the Reorganization, most of The Sabre Group's business units were
divisions of American. As part of the Reorganization, all of the businesses of
The Sabre Group, including American's Sabre Travel Information Network, Sabre
Computer Services, Sabre Development Services, and Sabre Interactive divisions
(collectively, the Information Services Group), and certain buildings,
equipment, and American's leasehold interest in certain other buildings used by
The Sabre Group were combined in subsidiaries of American, which were then
dividended to AMR. Following the Reorganization, American operates in only one
business segment.
American is one of the largest scheduled passenger airlines in the world.
At the end of 1998, American provided scheduled jet service to more than 180
destinations throughout North America, the Caribbean, Latin America, Europe and
the Pacific. American is also one of the largest scheduled air freight carriers
in the world, providing a full range of freight and mail services to shippers
throughout its system.
COMPETITION
Most major air carriers have developed hub-and-spoke systems and schedule
patterns in an effort to maximize the revenue potential of their service.
American operates four hubs: Dallas/Fort Worth (DFW), Chicago O'Hare, Miami and
San Juan, Puerto Rico. Delta Air Lines and United Airlines also have hub
operations at Dallas/Fort Worth and Chicago O'Hare, respectively.
The American Eagle carriers, owned by AMR Eagle Holding Corporation, an AMR
subsidiary, increase the number of markets American serves by providing
connections at American's hubs and certain other major airports. The American
Eagle carriers serve smaller markets through Boston, Dallas/Fort Worth, Chicago,
Miami, San Juan, Los Angeles and New York John F. Kennedy International Airport.
American's competitors also own or have marketing agreements with regional
carriers which provide service at their major hubs.
In addition to its extensive domestic service, American provides
international service to the Caribbean, Canada, Latin America, Europe and the
Pacific. American's operating revenues from foreign operations were
approximately $5.1 billion in 1998 and 1997 and $4.7 billion in 1996.
Additional information about the Company's foreign operations is included in
Note 11 to the consolidated financial statements.
Service over almost all of American's routes is highly competitive.
Currently, any carrier deemed fit by the U.S. Department of Transportation
(DOT) is free to operate scheduled passenger service between any two points
within the U.S. and its possessions. On most of its non-stop routes, American
competes with at least one, and sometimes more than one, major domestic airline
including: America West Airlines, Continental Airlines, Delta Air Lines,
Northwest Airlines, Southwest Airlines, Trans World Airlines, United Airlines
and US Airways. Competition is even greater between cities that require a
connection, where as many as nine airlines may compete via their respective
hubs. American also competes with national, regional, all-cargo, and charter
carriers and, particularly on shorter segments, ground transportation.
On all of its routes, pricing decisions are affected by competition from
other airlines, some of which have cost structures significantly lower than
American's and can therefore operate profitably at lower fare levels. As of
December 31, 1998, approximately 48 percent of American's bookings were
impacted by competition from low-cost carriers. American and its principal
competitors use revenue management systems that permit them to vary the number
of discount seats offered on each flight in an effort to maximize revenues, yet
still be price competitive with low-cost carriers.
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In April 1998, American and US Airways announced the creation of a broad
marketing alliance between the two carriers. During 1998, the two carriers
introduced reciprocal benefits to members of both carriers' frequent flyer
programs and access to the carriers' domestic and international airport lounge
facilities. In December 1998, American acquired Reno Air, Inc. (Reno Air). The
Company anticipates that the acquisition of Reno Air will enhance American's
overall network and strengthen American's presence in the western United
States. Also in December 1998, American and Alaska Airlines announced the
creation of a broad marketing alliance between the two carriers. The two
carriers intend to introduce reciprocal benefits to members of both carriers'
frequent flyer programs in April 1999 and initiate code-sharing by Alaska on
American-operated services to and from the West Coast later in 1999.
Competition in many international markets is subject to extensive
government regulation. In these markets, American competes with foreign
investor-owned carriers, state-owned carriers and U.S. airlines that have been
granted authority to provide scheduled passenger and cargo service between the
U.S. and various overseas locations. American's operating authority in these
markets is subject to aviation agreements between the U.S. and the respective
countries, and in some cases, fares and schedules require the approval of the
DOT and/or the relevant foreign governments. Because international air
transportation is governed by bilateral or other agreements between the U.S.
and the foreign country or countries involved, changes in U.S. or foreign
government aviation policies could result in the alteration or termination of
such agreements, diminish the value of such route authorities, or otherwise
adversely affect American's international operations. Bilateral agreements
between the U.S. and various foreign countries served by American are subject
to frequent renegotiation. In addition, at most foreign airports, a carrier
needs slots (landing and take-off authorizations) before the carrier can
introduce new service or increase existing service. The availability of such
slots is not assured and can therefore inhibit a carrier's efforts to compete
in certain markets.
The major U.S. carriers have some advantage over foreign competitors in
their ability to generate traffic from their extensive domestic route systems.
In many cases, however, foreign governments, which own and subsidize some of
American's foreign competitors, limit U.S. carriers' rights to carry passengers
beyond designated gateway cities in foreign countries. To improve access to
each other's markets, various U.S. and foreign carriers -- including American
- -- have established marketing relationships with other airlines. American
currently has code-sharing programs with Aero California, Air Liberte, Air
Pacific, Asiana Airlines, British Midland, Canadian Airlines, China Airlines,
China Eastern Airlines, Finnair, Grupo TACA, Gulf Air, Hawaiian Airlines,
Iberia, Japan Airlines, LOT Polish Airlines, Qantas Airways, Singapore
Airlines, South African Airways and the TAM Group. Certain of these
relationships also include reciprocity between American and the other airlines'
frequent flyer programs. In addition, the Company expects to implement
alliances with other international carriers, including Aeropostal, Avianca,
Aerolineas Argentinas and LanChile, pending regulatory approval. In the coming
years, the Company expects to develop these code-sharing programs further and
to evaluate new alliances with other international carriers.
In September 1998, American, British Airways, Canadian Airlines, Cathay
Pacific Airways and Qantas Airways announced the formation of the global
alliance oneworldTM. The oneworld alliance links the networks of the five
carriers to enhance service and connections to the destinations served by the
oneworld carriers, including linking the five carriers' frequent flyer programs
and access to the carriers' airport lounge facilities. oneworld announced the
addition of Finnair and Iberia to the alliance in December 1998 and February
1999, respectively.
In June 1996, American and British Airways announced plans to create a
worldwide alliance. Among other things, the alliance contemplated extensive
code-sharing across both carriers' networks, the combining of passenger and
cargo services on flights between the United States and Europe, and the sharing
of the resulting profits on these services. Regulatory approval of the alliance
has not been obtained. In the interim, however, the carriers' have introduced a
limited reciprocal frequent flyer program and have joined with other carriers
in the formation of the oneworld alliance.
American believes that it has several advantages relative to its
competition. Its fleet is efficient and quiet and is one of the youngest fleets
in the U.S. airline industry. It has a comprehensive domestic and international
route structure, anchored by efficient hubs, which permit it to take full
advantage of whatever traffic growth occurs. The Company believes American's
AAdvantage frequent flyer program, which is the largest program in the
industry, and its superior service also give it a competitive advantage.
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REGULATION
GENERAL The Airline Deregulation Act of 1978, as amended, eliminated most
domestic economic regulation of passenger and freight transportation. However,
the DOT and the Federal Aviation Administration (FAA) still exercise certain
regulatory authority over air carriers. The DOT maintains jurisdiction over the
approval of international codeshare agreements, international route authorities
and certain consumer protection matters, such as advertising, denied boarding
compensation, baggage liability and computer reservations systems.
The FAA regulates flying operations generally, including establishing
personnel, aircraft and security standards. As part of that oversight, the FAA
has implemented a number of requirements that American is incorporating into
its maintenance program. These matters relate to, among other things,
inspection and maintenance of aging aircraft, corrosion control, the
installation of upgraded digital flight data recorders, enhanced ground
proximity warning systems and cargo compartment smoke detection and fire
suppression systems. Based on its current implementation schedule, American
expects to be in compliance with the applicable requirements within the
required time periods.
The U.S. Department of Justice has jurisdiction over airline antitrust
matters. The U.S. Postal Service has jurisdiction over certain aspects of the
transportation of mail and related services. Labor relations in the air
transportation industry are regulated under the Railway Labor Act, which vests
in the National Mediation Board certain regulatory functions with respect to
disputes between airlines and labor unions relating to union representation and
collective bargaining agreements. To the extent American continues to increase
its alliances with international carriers, American may be subject to certain
regulations of foreign agencies.
Legislation has been introduced in Congress that would, if enacted,
provide financial assistance, in the form of guarantees and/or subsidized
loans, to smaller carriers for aircraft purchases. In addition, the Department
of Justice is investigating the competitive practices of major carriers at
major hub airports, including American's practices at DFW. Also, in April 1998,
the DOT issued proposed pricing and capacity rules that would severely limit
major carriers' ability to compete with new entrant carriers. The outcomes of
the proposed legislation, the investigations and the proposed DOT rules are
unknown. However, to the extent that (i) restrictions are imposed upon
American's ability to respond to a competitor, or (ii) competitors have a
financial advantage in the purchase of aircraft because of federal assistance,
American's business may be adversely impacted.
AIRLINE FARES Airlines are permitted to establish their own domestic fares
without governmental regulation, and the industry is characterized by
substantial price competition. Legislation (sometimes referred to as the
"Passengers' Bill of Rights") has been introduced in Congress, however, that
would, if enacted, (i) place various limitations on airline fares and/or (ii)
affect operating practices such as baggage handling and overbooking. To the
extent legislation is enacted that would inhibit American's flexibility with
respect to fares, its revenue management system or other aspects of its
customer service operations, American's financial results could be adversely
affected. The DOT maintains authority over international fares, rates and
charges. International fares and rates are also subject to the jurisdiction of
the governments of the foreign countries which American serves. While air
carriers are required to file and adhere to international fare and rate
tariffs, substantial commissions, overrides and discounts to travel agents,
brokers and wholesalers characterize many international markets.
Fare discounting by competitors has historically had a negative effect
on American's financial results because American is generally required to match
competitors' fares to maintain passenger traffic. During recent years, a number
of new low-cost airlines have entered the domestic market and several major
airlines, including American, implemented efforts to lower their cost
structures. Further fare reductions, domestic and international, may occur in
the future. If fare reductions are not offset by increases in passenger
traffic, cost reductions or changes in the mix of traffic that improves yields,
American's operating results will be negatively impacted.
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AIRPORT ACCESS In 1968, the FAA issued a rule designating New York John F.
Kennedy, New York LaGuardia, Washington Reagan, Chicago O'Hare and Newark
airports as high density traffic airports. Newark was subsequently removed from
the high density airport classification. The rule limits the number of
Instrument Flight Rule (IFR) operations -take-off and landings - permitted per
hour and requires that a slot support each operation. Recently, the DOT
proposed the elimination of slots at New York John F. Kennedy, New York
LaGuardia and Chicago O'Hare airports. At this time, the probability of such a
proposal becoming effective is unknown and with it, its effect on American.
Currently, the FAA permits the purchasing, selling (except those designated for
international or essential air service), leasing, transferring and trading of
these slots by airlines and others, subject to certain restrictions. Most
foreign airports, including London Heathrow, a major European destination for
American, also have slot allocations. Most foreign authorities do not permit
the purchasing, selling or leasing of slots.
Although American is constrained by slots, it currently has sufficient
slot authorizations to operate its existing flights and has generally been able
to obtain slots to expand its operations and change its schedules. However,
there is no assurance that American will be able to obtain slots for these
purposes in the future because, among other factors, slot allocations are
subject to changes in government policies.
ENVIRONMENTAL MATTERS The Company is subject to various laws and government
regulations concerning environmental matters and employee safety and health in
the U.S. and other countries. U.S. federal laws that have a particular impact
on the Company include the Airport Noise and Capacity Act of 1990 (ANCA), the
Clean Air Act, the Resource Conservation and Recovery Act, the Clean Water Act,
the Safe Drinking Water Act, and the Comprehensive Environmental Response,
Compensation and Liability Act (CERCLA or the Superfund Act). The Company is
also subject to the oversight of the Occupational Safety and Health
Administration (OSHA) concerning employee safety and health matters. The U.S.
Environmental Protection Agency (EPA), OSHA, and other federal agencies have
been authorized to promulgate regulations that have an impact on the Company's
operations. In addition to these federal activities, various states have been
delegated certain authorities under the aforementioned federal statutes. Many
state and local governments have adopted environmental and employee safety and
health laws and regulations, some of which are similar to federal requirements.
As a part of its continuing safety, health and environmental program, the
Company has maintained compliance with such requirements without any material
adverse effect on its business.
For purposes of noise standards, jet aircraft are rated by categories or
"stages." The ANCA requires the phase-out by December 31, 1999, of Stage II
aircraft operations, subject to certain exceptions. Under final regulations
issued by the FAA in 1991, air carriers are required to reduce, by modification
or retirement, the number of Stage II aircraft in their fleets 75 percent by
December 31, 1998 and 100 percent by December 31, 1999. Alternatively, a
carrier may satisfy the regulations by operating a fleet that is at least 75
percent and 100 percent Stage III by the dates set forth in the preceding
sentence, respectively. At December 31, 1998, approximately 89 percent of
American's active fleet was Stage III, the quietest and most fuel efficient
rating category. American expects to achieve Stage III compliance requirements
by the end of 1999 by retiring or modifying its Boeing 727-200 aircraft not
currently Stage III compliant.
The ANCA recognizes the rights of airport operators with noise problems
to implement local noise abatement programs so long as they do not interfere
unreasonably with interstate or foreign commerce or the national air
transportation system. Authorities in several cities have promulgated aircraft
noise reduction programs, including the imposition of nighttime curfews. The
ANCA generally requires FAA approval of local noise restrictions on Stage III
aircraft first effective after October 1990, and establishes a regulatory
notice and review process for local restrictions on Stage II aircraft first
proposed after October 1990. While American has had sufficient scheduling
flexibility to accommodate local noise restrictions imposed to date, American's
operations could be adversely affected if locally-imposed regulations become
more restrictive or widespread.
American has been identified by the EPA as a potentially responsible
party (PRP) at the Operating Industries, Inc. Superfund Site in California.
American has signed a partial consent decree with respect to this site and is
one of several PRPs named. American's alleged waste disposal volumes are minor
compared to the other PRPs. American has also been identified as a PRP at the
Beede Waste Oil Superfund Site in New Hampshire. American has responded to a
104(e) Request for Information regarding interaction with several companies
related to this Site. In 1998, the EPA named American a de minimis PRP at the
Casmalia Waste Disposal Site in
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California. American, along with other tenants at the Luis Munoz Marin
International Airport in San Juan, Puerto Rico has been named as a PRP for
environmental claims at the airport.
American, along with most other tenants at the San Francisco
International Airport (SFIA), has been ordered by the California Regional Water
Quality Control Board to engage in various studies of potential environmental
contamination at the airport and to undertake remedial measures, if necessary.
SFIA is also seeking to recover its past costs related to the contamination
from the tenants.
The Miami International Airport Authority is currently remediating
various environmental conditions at the Miami International Airport (the
Airport) and funding the remediation costs through landing fee revenues. Future
costs of the remediation effort may be borne by carriers operating at the
Airport, including American, through increased landing fees and/or other
charges since certain of the PRPs are no longer in business. The future
increase in landing fees and/or other charges may be material but cannot be
reasonably estimated due to various factors, including the unknown extent of
the remedial actions that may be required, the proportion of the cost that will
ultimately be recovered from the responsible parties, and uncertainties
regarding the environmental agencies that will ultimately supervise the
remedial activities and the nature of that supervision.
American does not expect these matters, individually or collectively, to
have a material impact on its financial position or liquidity.
LABOR
The airline business is labor intensive. Wages, salaries and benefits
represented approximately 38 percent of American's consolidated operating
expenses for the year ended December 31, 1998.
The majority of American's employees are represented by labor unions and
covered by collective bargaining agreements. American's relations with such
labor organizations are governed by the Railway Labor Act. Under this act, the
collective bargaining agreements among American and these organizations do not
expire but instead become amendable as of a stated date. If either party wishes
to modify the terms of any such agreement, it must notify the other party
before the contract becomes amendable. After receipt of such notice, the
parties must meet for direct negotiations, and if no agreement is reached,
either party may request the National Mediation Board (NMB) to appoint a
federal mediator. If no agreement is reached in mediation, the NMB may
determine, at any time, that an impasse exists, and if an impasse is declared,
the NMB proffers binding arbitration to the parties. Either party may decline
to submit to arbitration. If arbitration is rejected, a 30-day "cooling-off"
period commences, following which the labor organization may strike and the
airline may resort to "self-help," including the imposition of its proposed
amendments and the hiring of replacement workers.
In 1995, American reached agreements with the members of the Association
of Professional Flight Attendants (APFA) and the Transport Workers Union (TWU)
on their labor contracts. American's collective bargaining agreement with the
APFA became amendable on November 1, 1998 and the collective bargaining
agreement with the TWU becomes amendable on March 1, 2001. American exchanged
proposals and commenced negotiations with the APFA on September 2, 1998. Direct
negotiations continue. American's current collective bargaining agreement with
the Allied Pilots Association (APA) was ratified by the APA membership on May
5, 1997. That contract becomes amendable August 31, 2001.
In early February 1999, some members of the APA engaged in certain
activities (increased sick time and declining to fly additional trips) that
resulted in numerous cancellations across American's system. These actions were
taken in response to the acquisition of Reno Air in December 1998. On February
10, 1999, American obtained a temporary restraining order prohibiting the union
from unilaterally taking actions outside the terms allowed under the collective
bargaining agreement. Because of certain actions by the APA and its leaders,
American filed a motion to have the APA and its leaders held in contempt of the
court's temporary restraining order. The court granted that motion on February
13, 1999, and the airline's operations thereafter returned to normal. In an
attempt to resolve the dispute, the Company and the APA have agreed to
non-binding mediation.
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The Communications Workers of America (CWA) filed a petition with the
NMB on October 8, 1998, seeking to represent American's passenger service
employees, who currently are not unionized. The mail ballots in the election
conducted by the NMB were counted on December 15, 1998. Forty-one percent of
the employees voted to unionize, short of the 50 percent plus one needed for
unionization to occur. The CWA has challenged the results, claiming that
certain of American's actions during the campaign interfered with the
employees' ability to make a free choice. The CWA has asked that a new election
be held. Both sides have submitted papers in support of their respective
positions to the NMB and are awaiting further action by that agency.
FUEL
American's operations are significantly affected by the availability and price
of jet fuel. American's fuel costs and consumption for the years 1996 through
1998 were:
<TABLE>
<CAPTION>
Average
Price Per
Average Gallon, Percent of
Gallons Price Per Excluding American's
Consumed Total Cost Gallon Fuel Tax Operating
Year (in millions) (in millions) (in cents) (in cents) Expenses
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<S> <C> <C> <C> <C> <C>
1996 2,734 1,866 68.2 63.3 13.5
1997 2,773 1,860 67.1 62.1 12.9
1998 2,826 1,551 54.9 50.1 10.7
</TABLE>
The impact of fuel price changes on the Company and its competitors is
dependent upon various factors, including hedging strategies. The benefit of
lower fuel prices may be offset by increased fare competition and lower
revenues for all air carriers. However, due to the competitive nature of the
airline industry, in the event of any increase in the price of jet fuel, there
can be no assurance that American would be able to pass on increased fuel
prices to its customers by increasing fares.
While American does not anticipate a significant reduction in fuel
availability, dependency on foreign imports of crude oil and the possibility of
changes in government policy on jet fuel production, transportation and
marketing make it impossible to predict the future availability of jet fuel. If
there were major reductions in the availability of jet fuel, American's
business would be adversely affected.
FREQUENT FLYER PROGRAM
American established the AAdvantage frequent flyer program (AAdvantage) to
develop passenger loyalty by offering awards to travelers for their continued
patronage. AAdvantage members earn mileage credits for flights on American,
American Eagle and certain other participating airlines, or by utilizing
services of other program participants, including hotels, car rental companies
and bank credit card issuers. American sells mileage credits and related
services to the other companies participating in the program. American reserves
the right to change the AAdvantage program rules, regulations, travel awards
and special offers at any time without notice. American may initiate changes
impacting, for example, participant affiliations, rules for earning mileage
credit, mileage levels and awards, blackout dates and limited seating for
travel awards, and the features of special offers. American reserves the right
to end the AAdvantage program with six months notice.
Mileage credits can be redeemed for free, discounted or upgraded travel
on American, American Eagle or participating airlines, or for other travel
industry awards. Once a member accrues sufficient mileage for an award, the
member may request an award certificate from American. Award certificates may
be redeemed up to one year after issuance. Most travel awards are subject to
blackout dates and capacity controlled seating. Most miles earned after July
1989 must be redeemed within three years or they expire.
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American accounts for its frequent flyer obligation on an accrual basis
using the incremental cost method. American's frequent flyer liability is
accrued each time a member accumulates sufficient mileage in his or her account
to claim the lowest level of free travel award (25,000 miles) and such award is
expected to be used for free travel. American includes fuel, food, and
reservations/ticketing costs, but not a contribution to overhead or profit, in
the calculation of incremental cost. The cost for fuel is estimated based on
total fuel consumption tracked by various categories of markets, with an amount
allocated to each passenger. Food costs are tracked by market category, with an
amount allocated to each passenger. Reservation/ticketing costs are based on
the total number of passengers, including those traveling on free awards,
divided into American's total expense for these costs. American defers the
portion of revenues received from companies participating in the AAdvantage
program related to the sale of mileage credits and recognizes such revenues
over a period approximating the period during which the mileage credits are
used.
At December 31, 1998 and 1997, American estimated that approximately 4.9
million and 4.8 million free travel awards, respectively, were expected to be
redeemed for free travel. In making this estimate of free travel awards,
American has excluded mileage in inactive accounts, mileage related to accounts
that has not yet reached the lowest level of free travel award, and mileage in
active accounts that has reached the lowest level of free travel award but
which is not expected to ever be redeemed for free travel. The liability for
the program mileage that has reached the lowest level of free travel award and
is expected to be redeemed for free travel and deferred revenues for mileage
credits sold to others participating in the program was $695 million and $628
million, representing 13.0 percent and 11.7 percent of American's total current
liabilities at December 31, 1998 and 1997, respectively.
The number of free travel awards used for travel on American was 2.3
million in 1998 and 2.2 million in 1997 and 1996, respectively, representing
8.8 percent of total revenue passenger miles in 1998, 8.6 percent in 1997, and
8.4 percent in 1996. American believes displacement of revenue passengers is
minimal given American's load factors, its ability to manage frequent flyer
seat inventory, and the relatively low ratio of free award usage to revenue
passenger miles.
OTHER MATTERS
SEASONALITY AND OTHER FACTORS American's results of operations for any interim
period are not necessarily indicative of those for the entire year, since the
air transportation business is subject to seasonal fluctuations. Higher demand
for air travel has traditionally resulted in more favorable operating results
for the second and third quarters of the year than for the first and fourth
quarters.
The results of operations in the air transportation business have also
significantly fluctuated in the past in response to general economic
conditions. In addition, fare initiatives, fluctuations in fuel prices, labor
actions and other factors could impact this seasonal pattern. Unaudited
quarterly financial data for the two-year period ended December 31, 1998, is
included in Note 12 to the consolidated financial statements.
No material part of the business of American is dependent upon a single
customer or very few customers. Consequently, the loss of the Company's largest
few customers would not have a materially adverse effect upon American.
INSURANCE American carries insurance for public liability, passenger liability,
property damage and all-risk coverage for damage to its aircraft, in amounts
which, in the opinion of management, are adequate.
OTHER GOVERNMENT MATTERS In time of war or during an unlimited national
emergency or civil defense emergency, American and other major air carriers may
be required to provide airlift services to the Military Airlift Command under
the Civil Reserve Air Fleet program.
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ITEM 2. PROPERTIES
FLIGHT EQUIPMENT
Owned and leased aircraft operated by American at December 31, 1998, included:
<TABLE>
<CAPTION>
Current Weighted-
Seating Capital Operating Average
Equipment Type Capacity Owned Leased Leased Total Age (Years)
- ---------------------------------- ------------ ---------- ---------- ---------- ---------- -----------
<S> <C> <C> <C> <C> <C> <C>
Airbus A300-600R 192/266/267 10 - 25 35 9
Boeing 727-200 150 64 14 - 78 22
Boeing 757-200 188 51 14 31 96 6
Boeing 767-200 172 8 - - 8 16
Boeing 767-200 Extended Range 165 9 13 - 22 13
Boeing 767-300 Extended Range 207 20 15 10 45 7
Fokker 100 97 66 5 4 75 6
McDonnell Douglas DC-10-10 237/290/297 13 - - 13 21
McDonnell Douglas DC-10-30 271/282 4 - 1 5 24
McDonnell Douglas MD-11 238/255 11 - - 11 6
McDonnell Douglas MD-80 133/139 119 25 116 260 11
------- ------- ------- ------- -----
Total 375 86 187 648 11
======= ======= ======= ======= =====
</TABLE>
For information concerning the estimated useful lives and residual
values for owned aircraft, lease terms for leased aircraft and amortization
relating to aircraft under capital leases, see Notes 1 and 5 to the
consolidated financial statements.
In April 1995, American announced an agreement to sell 12 of its
McDonnell Douglas MD-11 aircraft to Federal Express Corporation (FedEx). In
addition, in March 1998, the Company exercised its option to sell its remaining
seven MD-11 aircraft to FedEx. Eight aircraft had been delivered as of December
31, 1998. The remaining 11 aircraft will be delivered between 2000 and 2002.
Lease expirations for the leased aircraft included in the above table as
of December 31, 1998, were:
<TABLE>
<CAPTION>
2004
and
Equipment Type 1999 2000 2001 2002 2003 Thereafter
- ---------------------------------- ---------- ---------- ---------- ---------- ---------- ----------
<S> <C> <C> <C> <C> <C> <C>
Airbus A300-600R - - - - - 25
Boeing 727-200 2 4 8 - - -
Boeing 757-200 - 2 2 2 - 39
Boeing 767-200 Extended Range - - - - - 13
Boeing 767-300 Extended Range - 8 - 1 - 16
Fokker 100 - - 2 3 - 4
McDonnell Douglas DC-10-30 - - 1 - - -
McDonnell Douglas MD-80 - 3 9 14 - 115
------ ------ ------ ------ ------ ------
2 17 22 20 - 212
====== ====== ====== ====== ====== ======
</TABLE>
Substantially all of American's aircraft leases include an option to
purchase the aircraft or to extend the lease term, or both, with the purchase
price or renewal rental to be based essentially on the market value of the
aircraft at the end of the term of the lease or at a predetermined fixed
amount.
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<PAGE> 10
GROUND PROPERTIES
American leases, or has built as leasehold improvements on leased property,
most of its airport and terminal facilities; certain corporate office,
maintenance and training facilities in Fort Worth, Texas; its principal
overhaul and maintenance base at Tulsa International Airport, Tulsa, Oklahoma;
its regional reservation offices; and local ticket and administration offices
throughout the system. American has entered into agreements with the Tulsa
Municipal Airport Trust; the Alliance Airport Authority, Fort Worth, Texas; and
the Dallas/Fort Worth, Chicago O'Hare, Raleigh/Durham, Nashville, San Juan, New
York, and Los Angeles airport authorities to provide funds for constructing,
improving and modifying facilities and acquiring equipment which are or will be
leased to American. American also utilizes public airports for its flight
operations under lease or use arrangements with the municipalities or
governmental agencies owning or controlling them and leases certain other
ground equipment for use at its facilities. In January 1999, the Company
announced its plans to construct a new terminal facility at New York's John F.
Kennedy International Airport, which is expected to cost approximately $1
billion. The Company expects to begin construction on this facility in the
latter half of 1999.
For information concerning the estimated lives and residual values for
owned ground properties, lease terms and amortization relating to ground
properties under capital leases, and acquisitions of ground properties, see
Notes 1, 4 and 5 to the consolidated financial statements.
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<PAGE> 11
ITEM 3. LEGAL PROCEEDINGS
In January 1985, American announced a new fare category, the "Ultimate
SuperSaver," a discount, advance purchase fare that carried a 25 percent
penalty upon cancellation. On December 30, 1985, a class action lawsuit was
filed in Circuit Court, Cook County, Illinois entitled Johnson vs. American
Airlines, Inc. The Johnson plaintiff alleges that the 10 percent federal excise
transportation tax should have been excluded from the "fare" upon which the 25
percent penalty was assessed. Summary judgment was granted in favor of American
but subsequently reversed and vacated by the Illinois Appellate Court. In
August 1997, the Court denied the plaintiffs' motion for class certification.
American is vigorously defending the lawsuit.
In connection with its frequent flyer program, American was sued in two
purported class action cases (Wolens et al v. American Airlines, Inc. and
Tucker v. American Airlines, Inc.) that were consolidated and are currently
pending in the Circuit Court of Cook County, Illinois. The litigation arises
from certain changes made to American's AAdvantage frequent flyer program in
May 1988 which limited the number of seats available to participants traveling
on certain awards. In the consolidated action, the plaintiffs seek to represent
all persons who joined the AAdvantage program before May 1988 and accrued
mileage credits before the seat limitations were introduced and allege that
these changes breached American's contract with AAdvantage members. Plaintiffs
seek money damages and attorney's fees. The complaint originally asserted
several state law claims, however only the plaintiffs' breach of contract claim
remains after the U. S. Supreme Court ruled that the Airline Deregulation Act
preempted the other claims. Although the case has been pending for numerous
years, it still is in its preliminary stages. The court has not ruled on the
plaintiffs' motion for class certification. American is vigorously defending
the lawsuit.
Gutterman et al. v. American Airlines, Inc. is also pending in the
Circuit Court of Cook County, Illinois. In December 1993, American announced
that the number of miles required to claim a certain travel award under
American's AAdvantage frequent flyer program would be increased effective
February 1, 1995, giving rise to the Gutterman litigation filed on that same
date. The Gutterman plaintiffs claim that the increase in award mileage level
violated the terms and conditions of the agreement between American and
AAdvantage members. On June 23, 1998, the Court certified the case as a class
action, although to date no notice has been sent to the class. The class
consists of all members who earned miles between January 1, 1992 and February
1, 1995 (the date the change became effective). On July 13, 1998, the Court
denied American's motion for summary judgment as to the claims brought by
plaintiff Steven Gutterman. On July 30, 1998, the plaintiffs filed a motion for
summary judgment as to liability, which motion has not been ruled upon.
American is vigorously defending the lawsuit.
A federal grand jury in Miami is investigating whether American and
American Eagle handled hazardous materials and processed courier shipments,
cargo and excess baggage in accordance with applicable laws and regulations. In
connection with this investigation, federal agents executed a search warrant at
American's Miami facilities on October 22, 1997. Since that time, a number of
employees have testified before the grand jury. In addition, American has been
served with three subpoenas calling for the production of documents relating to
the handling of courier shipments, cargo, excess baggage and hazardous
materials handling and spills. American produced documents responsive to the
first two subpoenas and is in the process of responding to the third subpoena.
American intends to cooperate fully with the government's investigation.
On August 7, 1998, a purported class action was filed against American
Airlines in state court in Travis County, Texas (Boon Ins. Agency v. American
Airlines, Inc., et al.) claiming that the $75 reissuance fee for changes to
non-refundable tickets is an unenforceable liquidated damages clause and
seeking a refund of the fee on behalf of all passengers who paid it, as well as
interest and attorneys' fees. On September 23, 1998, Continental, Delta and
America West were added as defendants to the lawsuit. On February 2, 1999,
prior to any discovery being taken and a class being certified, the court
granted the defendants' motion for summary judgment holding that Plaintiff's
claims are preempted by the Airline Deregulation Act. Plaintiff has filed an
appeal of the dismissal of the lawsuit. American intends to vigorously defend
the granting of the summary judgment on appeal.
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<PAGE> 12
ITEM 4. SUBMISSION OF MATTERS TO A VOTE OF SECURITY HOLDERS
Omitted under the reduced disclosure format pursuant to General Instruction
I(2)(c) of Form 10-K.
PART II
- -------------------------------------------------------------------------------
ITEM 5. MARKET FOR REGISTRANT'S COMMON STOCK AND RELATED STOCKHOLDER
MATTERS
American is a wholly-owned subsidiary of AMR Corporation and there is no market
for the Registrant's Common Stock.
ITEM 6. SELECTED CONSOLIDATED FINANCIAL DATA
Omitted under the reduced disclosure format pursuant to General Instruction
I(2)(a) of Form 10-K.
ITEM 7. MANAGEMENT'S DISCUSSION AND ANALYSIS OF
FINANCIAL CONDITION AND RESULTS OF OPERATIONS
(Abbreviated pursuant to General Instruction I(2)(a) of Form
10-K).
RESULTS OF OPERATIONS
American recorded net earnings in 1998 of $1.1 billion. These earnings
represent the strongest net earnings ever reported by American for a fiscal
year. American's net earnings in 1997 were $780 million. The Company's 1997
results were adversely affected by (i) a brief strike and the strike threat
from members of the Allied Pilots Association (APA) during the first quarter of
1997, which negatively impacted the Company's net earnings by an estimated $70
million, and (ii) the reinstatement of the airline transportation tax in March
of 1997.
REVENUES
1998 COMPARED TO 1997 American's operating revenues of $16.3 billion in 1998
were up $443 million, or 2.8 percent, versus 1997. American's passenger
revenues increased 2.7 percent, or $385 million. The increase in passenger
revenues resulted from a 0.9 percent increase in passenger yield (the average
amount one passenger pays to fly one mile) from 13.37 to 13.49 cents, and a 1.8
percent increase in passenger traffic. For the year, domestic yields increased
3.1 percent while Latin American, Pacific and European yields decreased 5.8
percent, 3.9 percent and 1.0 percent, respectively. The decrease in
international yields was due primarily to an increase in industry capacity and
a decline in economic conditions. In 1998, American derived approximately 70
percent of its passenger revenues from domestic operations and approximately 30
percent from international operations.
American's domestic traffic increased 0.7 percent to 74.9 billion
revenue passenger miles (RPMs), while domestic capacity, as measured by
available seat miles (ASMs), decreased 1.4 percent. International traffic grew
4.3 percent to 34.1 billion RPMs on a capacity increase of 6.4 percent. The
increase in international traffic was led by a 17.1 percent increase in the
Pacific on capacity growth of 29.3 percent, a 4.9 percent increase in Latin
America on capacity growth of 6.6 percent and a 1.8 increase in Europe on
capacity growth of 2.7 percent.
American's other revenues increased $87 million, or 10.0 percent,
primarily as a result of increased administrative service charges, higher
employee travel service charges and increased service contracts, primarily
related to ramp and consulting services.
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<PAGE> 13
OPERATING EXPENSES
1998 COMPARED TO 1997 American's operating expenses of $14.5 billion in 1998
were up $122 million, or 0.8 percent, versus 1997. American's cost per ASM
decreased 0.2 percent to 9.25 cents. Wages, salaries and benefits increased
$262 million, or 5.0 percent, due primarily to an increase in the average
number of equivalent employees, contractual wage rate and seniority increases
that are built into the Company's labor contracts and an increase in the
provision for profit sharing. Fuel expense decreased $309 million, or 16.6
percent, due to a 18.2 percent decrease in American's average price per gallon,
including taxes, partially offset by a 1.9 percent increase in American's fuel
consumption. Commissions to agents decreased 4.4 percent, or $53 million,
despite a 2.7 percent increase in passenger revenues, due to the continued
benefit from the commission rate reduction initiated during September 1997.
Maintenance materials and repairs expense increased 9.1 percent, or $67
million, due to an increase in airframe and engine maintenance volumes at
American's maintenance bases as a result of the maturing of its fleet. Other
operating expenses increased $173 million, or 7.1 percent, due primarily to
spending on the Company's Year 2000 readiness program, an increase in
outsourced services and higher costs, such as credit card fees, resulting from
higher passenger revenues.
OTHER INCOME (EXPENSE)
1998 COMPARED TO 1997 Interest capitalized increased $78 million, to $97
million, due primarily to the increase in the average balance during the year
of purchase deposits for flight equipment. Related party interest - net
decreased $73 million, or 86.9 percent, due primarily to the decline in the
American's intercompany balance with affiliates.
OTHER INFORMATION
STRATEGIC PLAN During 1998, AMR created and began implementing a new strategic
plan. American's objectives as they relate to this new strategic plan are (i)
to invest in and grow the Company - consistent with market conditions - to
preserve and enhance the Company's leadership in the U.S. airline industry; (ii)
to offer the Company's customers the world's most comprehensive and powerful
airline network through a combination of the industry's strongest domestic route
system, increased international flying and the broadest and best-executed set of
airline alliances; and (iii) to create a corporate culture within the Company
that involves and excites every employee. During 1999, American will continue to
focus on the objectives of the new strategic plan.
YEAR 2000 READINESS
STATE OF READINESS In 1995, the Company, in conjunction with The Sabre Group, a
majority owned subsidiary of AMR which operates and maintains substantially all
of the computer systems and applications utilized by the Company, implemented a
project (the Year 2000 Project) intended to ensure that hardware and software
systems operated by the Company are designed to operate and properly manage
dates beyond December 31, 1999 (Year 2000 Readiness). The Company has assessed
(i) the Company's over 1,000 information technology and operating systems that
will be utilized after December 31, 1999 (IT Systems); (ii) non-information
technology systems, including embedded technology, facilities, and other systems
(Non-IT Systems); and (iii) the Year 2000 Readiness of its critical third party
service providers. The Year 2000 Project consists of six phases: (i) awareness,
(ii) assessment, (iii) analysis, design and remediation, (iv) testing and
validation, (v) quality assurance review (to ensure consistency throughout the
Year 2000 Project) and (vi) creation of business continuity strategy, including
plans in the event of Year 2000 failures. In developing the Company's
proprietary software analysis, remediation and testing methodology for Year 2000
Readiness, it studied the best practices of the Institute of Electrical and
Electronics Engineers and the British Standards Institution.
IT Systems The Company has completed the first three phases of the Year 2000
Project for all of its IT Systems. The Company has completed the testing and
validation phase and quality assurance review phase for 99 percent of its IT
Systems, including its computer reservations and flight operating systems that
perform such "mission critical" functions as passenger bookings, ticketing,
passenger check-in, aircraft weight and balance, flight planning and baggage and
cargo processing. As of February 28, 1999, approximately 33 percent of the IT
Systems (including the computer reservations systems) are already processing
Year 2000 dates correctly.
12
<PAGE> 14
Using dedicated testing environments and applying rigorous test standards,
the Company is actively testing its other IT Systems to determine if they are
Year 2000 ready or if further remediation is necessary. The Company expects to
complete the testing and validation phase and quality assurance review phase for
its remaining IT Systems, and the upgrading of certain hardware and software
that supports its IT Systems by June 30, 1999.
Non-IT Systems The Company has substantially completed the testing and
validation of its critical Non-IT Systems, such as aircraft avionics and flight
simulators, and expects to complete the remainder of the testing and validation
phase and the quality assurance review phase by June 30, 1999. In addition, the
Company expects to complete the quality assurance review phase for substantially
all of its other Non-IT Systems by June 30, 1999. The Company believes that its
business, financial condition, and results of operations would not be materially
adversely affected, and that it has adequate contingency plans to ensure
business continuity if its other Non-IT Systems are not Year 2000 ready.
Third Party Services The Company relies on third party service providers for
many items, such as the Federal Aviation Administration, the Department of
Transportation, airport authorities, telecommunications, electrical power, and
data and credit card transaction processing. Those service providers depend on
their hardware and software systems and on interfaces with the Company's IT
Systems. The Company has polled its critical service providers regarding their
Year 2000 plans and state of readiness. The Company has received responses from
approximately 68 percent of its critical service providers, other than providers
of discretionary services that will not materially adversely affect the
Company's business, financial condition, and results of operations. Most of the
respondees assured the Company that their software and hardware is or will be
Year 2000 ready. To the extent practical, the Company intends to seek
alternatives for third party service providers that have not responded to their
Year 2000 Readiness by June 30, 1999.
COSTS OF YEAR 2000 PROJECT The Company expects to incur significant hardware,
software and labor costs, as well as consulting and other expenses, in its Year
2000 Project. The Company's total estimated cost of the project is approximately
$125 to $160 million, of which approximately $108 million was incurred as of
December 31, 1998. Costs associated with the Year 2000 Project are expensed as
incurred, other than capitalized hardware costs, and have been funded through
cash from operations.
RISKS OF YEAR 2000 NON-READINESS The economy in general, and the travel and
transportation industries in particular, may be adversely affected by risks
associated with the Year 2000. The Company's business, financial condition, and
results of operations could be materially adversely affected if systems that it
operates or systems that are operated by third party service providers upon
which the Company relies are not Year 2000 ready in time. There can be no
assurance that these systems will continue to properly function and interface
and will otherwise be Year 2000 ready. Management believes that its most likely
Year 2000 risks relate to the failure of third parties with whom it has
material relationships to be Year 2000 ready.
BUSINESS CONTINUITY PLANS To the extent practical, the Company is identifying
the most likely Year 2000 failures in an effort to develop and refine plans to
continue its business in the event of failures of the Company's or third
parties' systems to be Year 2000 ready. These plans include performing certain
processes manually; maintaining dedicated staff to be available at crucial
dates to remedy unforeseen problems; installing defensive code to protect
real-time systems from improperly formatted date data supplied by third
parties; repairing or obtaining replacement systems; and reducing or suspending
certain aspects of the Company's services or operations. Because of the
pervasiveness and complexity of the Year 2000 issue, and in particular the
uncertainty concerning the efforts and success of third parties to be Year 2000
ready, the Company will continue to refine its contingency plans during 1999.
The costs of the project and the date on which the Company plans to
complete the Year 2000 Readiness program are based on management's best
estimates, which were derived utilizing numerous assumptions of future events
including the continued availability of certain resources, third party
modification plans and other factors. However, there can be no guarantee that
these estimates will be achieved, and actual results could differ materially
from these estimates. Specific factors that might cause such material
differences include, but are not limited to, the availability and cost of
personnel trained in this area, the ability to locate and correct all relevant
computer codes, the failure of third parties to be Year 2000 ready and similar
uncertainties.
13
<PAGE> 15
NEW EUROPEAN CURRENCY In January 1999, certain European countries established
fixed conversion rates between their currencies and a new common currency unit
called the "euro". The transition period for the introduction of the euro is
between January 1, 1999 and June 30, 2002. In 1997, the Company implemented a
project intended to ensure that software systems operated by the Company's
businesses are designed to properly handle the euro. The Sabre Group, which
operates and maintains substantially all of the software systems utilized by
the Company, also implemented a euro project. The Company and The Sabre Group
completed the project in 1998.
DALLAS LOVE FIELD In 1968, as part of an agreement between the cities of Fort
Worth and Dallas to build and operate Dallas/Fort Worth Airport (DFW), a bond
ordinance was enacted by both cities (the Bond Ordinance). The Bond Ordinance
required both cities to direct all scheduled interstate passenger operations to
DFW and was an integral part of the bonds issued for the construction and
operation of DFW. In 1979, as part of a settlement to resolve litigation with
Southwest Airlines, the cities agreed to expand the scope of operations allowed
under the Bond Ordinance at Dallas' Love Field. Congress enacted the Wright
Amendment to prevent the federal government from acting inconsistent with this
agreement. The Wright Amendment limited interstate operations at Love Field to
the four states contiguous to Texas (New Mexico, Oklahoma, Arkansas and
Louisiana) and prohibited through ticketing to any destination outside that
perimeter. In 1997, without the consent of either city, Congress amended the
Wright Amendment by (i) adding three states (Kansas, Mississippi and Alabama)
to the perimeter and (ii) removing some federal restrictions on large aircraft
configured with 56 seats or less (the 1997 Amendment). In October 1997, the
City of Fort Worth filed suit in state district court against the City of
Dallas and others seeking to enforce the Bond Ordinance. Fort Worth contends
that the 1997 Amendment does not preclude the City of Dallas from exercising
its proprietary rights to restrict traffic at Love Field in a manner consistent
with the Bond Ordinance and, moreover, that Dallas has an obligation to do so.
American joined in this litigation. On October 15, 1998, the state district
court granted summary judgment in favor of Fort Worth and American, which
summary judgment is being appealed to the Fort Worth Court of Appeals. In the
same lawsuit, DFW filed claims alleging that irrespective of whether the Bond
Ordinance is enforceable, the DFW Use Agreement prohibits American and other
DFW signatory airlines from moving any interstate operations to Love Field.
These claims remain unresolved. Dallas filed a separate declaratory judgment
action in federal district court seeking to have the court declare that, as a
matter of law, the 1997 Amendment precludes Dallas from exercising any
restrictions on operations at Love Field. Further, in May 1998, Continental
Airlines and Continental Express filed a lawsuit in federal court seeking a
judicial declaration that the Bond Ordinance cannot be enforced to prevent them
from operating flights from Love Field to Cleveland using regional jets. In
December 1998, the Department of Transportation (DOT) issued an order on the
federal law questions concerning the Bond Ordinance, local proprietary powers,
DFW's Use Agreement with DFW carriers such as American, and the Wright and 1997
Amendments, and concluded that the Bond Ordinance was preempted by federal law
and was therefore, not enforceable. The DOT also found that the DFW Use
Agreement did not preclude American from conducting interstate operations at
Love Field. Fort Worth and American have appealed the DOT's order to the Fifth
Circuit Court of Appeals.
As a result of the foregoing, the future of interstate flight operations
at Love Field and American's DFW hub are uncertain. An increase in operations
at Love Field to new interstate destinations could adversely impact American's
business.
In the second half of 1998, American initiated limited intrastate jet
service to Austin from Love Field.
ENVIRONMENTAL MATTERS American has been notified of potential liability with
regard to several environmental cleanup sites and certain airport locations. At
sites where remedial litigation has commenced, potential liability is joint and
several. American's alleged volumetric contributions at these sites are
minimal. American does not expect these matters, individually or collectively,
to have a significant impact on its results of operations, financial position
or liquidity. Additional information is included in Note 4 to the consolidated
financial statements.
WORKING CAPITAL American historically operates with a working capital deficit
as do most other airline companies. The existence of such a deficit has not in
the past impaired the Company's ability to meet its obligations as they become
due and is not expected to do so in the future.
14
<PAGE> 16
CREDIT FACILITIES American has a $1.0 billion credit facility agreement which
expires December 19, 2001. At American's option, interest on the agreement can
be calculated on one of several different bases. For most borrowings, American
would anticipate choosing a floating rate based upon the London Interbank
Offered Rate (LIBOR). At December 31, 1998, no borrowings were outstanding under
the agreement. On March 17, 1999, the Company and The Sabre Group Holdings, Inc.
entered into a short-term Credit Agreement pursuant to which American may borrow
from The Sabre Group Holdings, Inc. up to a maximum of $300 million. The
interest rate to be charged to American is The Sabre Group's average portfolio
rate for each month in which the borrowing is outstanding plus an additional
spread based upon American's credit risk. The Sabre Group Holdings, Inc. has the
option to call the note with ten-business day's notice to American. The
principal amount is due no later than June 30, 1999. On March 18, 1999, American
borrowed $200 million from The Sabre Group Holdings, Inc. Upon entering into
this short-term Credit Agreement with The Sabre Group Holdings, Inc., American's
ability to borrow up to $100 million from The Sabre Group under a separate
credit agreement entered into on July 1, 1996 was terminated.
AIRCRAFT COMMITMENTS At December 31, 1998, the Company had commitments to
acquire the following aircraft: 100 Boeing 737-800s, 34 Boeing 777-200IGWs, six
Boeing 757-200s and four Boeing 767-300ERs. Deliveries of these aircraft
commence in 1999 and will continue through 2004. Future payments, including
estimated amounts for price escalation through anticipated delivery dates for
these aircraft and related equipment, will approximate $2.2 billion in 1999,
$1.7 billion in 2000, $1.1 billion in 2001 and an aggregate of approximately
$750 million in 2002 through 2004.
CHANGE IN ESTIMATE Effective January 1, 1999, in order to more accurately
reflect the expected useful life of its aircraft, the Company changed its
estimate of the depreciable lives of certain aircraft types from 20 to 25 years
and increased the residual value from five to 10 percent. The impact of the
aircraft depreciation changes is expected to result in an approximate $165
million decrease in 1999 depreciation expense. In addition, the Company will
depreciate its new Boeing 737-800s and Boeing 777-200IGWs over a period of 25
and 30 years, respectively, with a 10 percent residual value.
APA ACTIONS In early February 1999, some members of the APA engaged in certain
activities (increased sick time and declining to fly additional trips) that
resulted in numerous cancellations across American's system. These actions were
taken in response to the acquisition of Reno Air in December 1998. On February
10, 1999, American obtained a temporary restraining order prohibiting the union
from unilaterally taking actions outside the terms allowed under the collective
bargaining agreement. Because of certain actions by the APA and its leaders,
American filed a motion to have the APA and its leaders held in contempt of the
court's temporary restraining order. The court granted that motion on February
13, 1999, and the airline's operations thereafter returned to normal. In an
attempt to resolve the dispute, the Company and the APA have agreed to
non-binding mediation. The Company estimates that the illegal pilot job action
resulted in a pre-tax earnings impact of approximately $200 to $225 million
during the first quarter of 1999.
FORWARD-LOOKING INFORMATION
The preceding discussions under Business and Management's Discussion and
Analysis of Financial Condition and Results of Operations contain various
forward-looking statements within the meaning of Section 27A of the Securities
Act of 1933, as amended, and Section 21E of the Securities Exchange Act of
1934, as amended, which represent the Company's expectations or beliefs
concerning future events. When used in this document and in documents
incorporated herein by reference, the words "expects," "plans," "anticipates,"
and similar expressions are intended to identify forward-looking statements.
Forward-looking statements include, without limitation, projections relating to
results of operations and financial condition, including changes in capacity,
revenues and unit costs, Year 2000 and euro readiness, overall economic
projections and the Company's plans and objectives for future operations,
including plans to develop future code-sharing programs and to evaluate new
alliances. All forward-looking statements in this report are based upon
information available to the Company on the date of this report. The Company
undertakes no obligation to publicly update or revise any forward-looking
statement, whether as a result of new information, future events or otherwise.
Forward-looking statements are subject to a number of factors that could cause
actual results to differ materially from our expectations. The following
factors, in addition to other possible factors not listed, could cause the
Company's actual results to differ materially from those expressed in
forward-looking statements:
15
<PAGE> 17
UNCERTAINTY OF FUTURE COLLECTIVE BARGAINING AGREEMENTS AND EVENTS The Company's
operations could be adversely affected by failure of the Company to reach
agreement with any labor union representing the Company's employees or by an
agreement with a labor union representing the Company's employees that contains
terms which prevent the Company from competing effectively with other airlines.
In addition, a dispute between the Company and an employee work group (outside
the confines of a collective bargaining agreement) could adversely impact the
Company's operations.
ECONOMIC AND OTHER CONDITIONS The airline industry is affected by changes in
national, regional and local economic conditions, inflation, war or political
instability (or the threat thereof), consumer preferences and spending
patterns, demographic trends, consumer perceptions of airline safety, costs of
safety and security measures, and weather.
COMMODITY PRICES Due to the competitive nature of the airline industry, in the
event of any increase in the price of jet fuel, there can be no assurance that
American would be able to pass on increased fuel prices to its customers by
increasing fares.
COMPETITION IN THE AIRLINE INDUSTRY Service over almost all of American's
routes is highly competitive. On most of its non-stop routes, American competes
with at least one, and usually more than one, major domestic airline, as well
as low-cost carriers. American also competes with national, regional, all-cargo
and charter carriers and, particularly on shorter segments, ground
transportation. Pricing decisions are affected by competition from other
airlines. Fare discounting by competitors has historically had a negative
effect on American's financial results because American is generally required
to match competitors' fares to maintain passenger traffic. No assurance can be
given that any future fare reduction would be offset by increases in passenger
traffic, cost reductions or changes in the mix of traffic that improves yields.
CHANGING BUSINESS STRATEGY Although it has no current plan to do so, the
Company may change its business strategy in the future and may not pursue some
of the goals stated herein.
GOVERNMENT REGULATION Future results of the Company's operations may vary based
upon any actions which the governmental agencies with jurisdiction over the
Company's operations may take, including the granting and timing of certain
governmental approvals needed for code-sharing alliances and other arrangements
with other airlines, restrictions on competitive practices (e.g., new
regulations which would curtail an airline's ability to respond to a
competitor), the adoption of regulations that impact customer service
standards, and the adoption of more restrictive locally-imposed noise
restrictions.
UNCERTAINTY IN INTERNATIONAL OPERATIONS The Company's current international
activities and prospects could be adversely affected by factors such as
reversals or delays in the opening of foreign markets, exchange controls,
currency and political risks, taxation and changes in international government
regulation of the Company's operations.
YEAR 2000 READINESS The Company's operations could be adversely affected to the
extent its systems or the systems of third parties fail to process Year 2000
dates correctly.
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<PAGE> 18
ITEM 7(A). QUANTITATIVE AND QUALITATIVE DISCLOSURES ABOUT MARKET RISK
MARKET RISK SENSITIVE INSTRUMENTS AND POSITIONS
The risk inherent in the Company's market risk sensitive instruments and
positions is the potential loss arising from adverse changes in the price of
fuel, foreign currency exchange rates and interest rates as discussed below.
The sensitivity analyses presented do not consider the effects that such
adverse changes may have on overall economic activity, nor do they consider
additional actions management may take to mitigate its exposure to such
changes. Actual results may differ. See Note 7 to the consolidated financial
statements for accounting policies and additional information.
AIRCRAFT FUEL The Company's earnings are affected by changes in the price and
availability of aircraft fuel. In order to provide a measure of control over
price and supply, the Company trades and ships fuel and maintains fuel storage
facilities to support its flight operations. The Company also manages the price
risk of fuel costs primarily utilizing fuel swap and fuel option contracts.
Market risk is estimated as a hypothetical 10 percent increase in the December
31, 1998 cost per gallon of fuel. Based on projected 1999 fuel usage, such an
increase would result in an increase to aircraft fuel expense of approximately
$73 million in 1999, net of fuel hedge instruments outstanding at December 31,
1998. As of December 31, 1998, the Company had hedged approximately 48 percent
of its 1999 fuel requirements and approximately 19 percent of its 2000 fuel
requirements.
FOREIGN CURRENCY The Company is exposed to the effect of foreign exchange rate
fluctuations on the U.S. dollar value of foreign currency-denominated operating
revenues and expenses. The Company's largest exposure comes from the British
pound, Japanese yen, and various Latin and South American currencies. The
Company uses options to hedge a portion of its anticipated foreign
currency-denominated net cash flows. The result of a uniform 10 percent
strengthening in the value of the U.S. dollar from December 31, 1998 levels
relative to each of the currencies in which the Company has foreign currency
exposure would result in a decrease in operating income of approximately $22
million for the year ending December 31, 1999, net of hedge instruments
outstanding at December 31, 1998, due to the Company's foreign-denominated
revenues exceeding its foreign-denominated expenses. This sensitivity analysis
was prepared based upon projected 1999 foreign currency-denominated revenues
and expenses as of December 31, 1998. Furthermore, this calculation assumes
that each exchange rate would change in the same direction relative to the U.S.
dollar.
INTEREST The Company's earnings are also affected by changes in interest rates
due to the impact those changes have on its interest income from cash and
short-term investments and its interest expense from variable-rate debt
instruments. The Company has variable-rate debt instruments representing
approximately 15 percent of its total long-term debt, and interest rate swaps
on notional amounts of approximately $1.1 billion at December 31, 1998. If
interest rates average 10 percent more in 1999 than they did during 1998, the
Company's interest expense would increase by approximately $6 million and
interest income from cash and short-term investments would increase by
approximately $9 million. These amounts are determined by considering the
impact of the hypothetical interest rates on the Company's variable-rate
long-term debt, interest rate swap agreements, and cash and short-term
investment balances at December 31, 1998.
Market risk for fixed-rate long-term debt is estimated as the potential
increase in fair value resulting from a hypothetical 10 percent decrease in
interest rates, and amounts to approximately $34 million as of December 31,
1998. The fair values of the Company's long-term debt were estimated using
quoted market prices or discounted future cash flows based on the Company's
incremental borrowing rates for similar types of borrowing arrangements.
17
<PAGE> 19
ITEM 8. CONSOLIDATED FINANCIAL STATEMENTS
<TABLE>
<CAPTION>
Page
---------
<S> <C>
Report of Independent Auditors 19
Consolidated Statements of Operations 20
Consolidated Balance Sheets 21
Consolidated Statements of Cash Flows 23
Consolidated Statements of Stockholder's Equity 24
Notes to Consolidated Financial Statements 25
</TABLE>
18
<PAGE> 20
REPORT OF INDEPENDENT AUDITORS
The Board of Directors and Stockholder
American Airlines, Inc.
We have audited the accompanying consolidated balance sheets of American
Airlines, Inc. as of December 31, 1998 and 1997, and the related consolidated
statements of operations, stockholder's equity, and cash flows for each of the
three years in the period ended December 31, 1998. These financial statements
are the responsibility of the Company's management. Our responsibility is to
express an opinion on these financial statements based on our audits.
We conducted our audits in accordance with generally accepted auditing
standards. Those standards require that we plan and perform the audit to obtain
reasonable assurance about whether the financial statements are free of
material misstatement. An audit includes examining, on a test basis, evidence
supporting the amounts and disclosures in the financial statements. An audit
also includes assessing the accounting principles used and significant
estimates made by management, as well as evaluating the overall financial
statement presentation. We believe that our audits provide a reasonable basis
for our opinion.
In our opinion, the financial statements referred to above present
fairly, in all material respects, the consolidated financial position of
American Airlines, Inc. at December 31, 1998 and 1997, and the consolidated
results of its operations and its cash flows for each of the three years in the
period ended December 31, 1998, in conformity with generally accepted
accounting principles.
ERNST & YOUNG LLP
2121 San Jacinto
Dallas, Texas 75201
January 18, 1999, except for the last
paragraph of Note 3 and the
last paragraph of Note 4,
for which the date is February 22, 1999.
19
<PAGE> 21
AMERICAN AIRLINES, INC.
CONSOLIDATED STATEMENTS OF OPERATIONS
(in millions)
- -------------------------------------------------------------------------------
<TABLE>
<CAPTION>
Year Ended December 31,
----------------------------------------
1998 1997 1996
---------- ---------- ----------
<S> <C> <C> <C>
REVENUES
Passenger $ 14,695 $ 14,310 $ 13,645
Cargo 649 678 672
Other 955 868 819
---------- ---------- ----------
Total operating revenues 16,299 15,856 15,136
---------- ---------- ----------
EXPENSES
Wages, salaries and benefits 5,482 5,220 4,934
Aircraft fuel 1,551 1,860 1,866
Commissions to agents 1,159 1,212 1,182
Depreciation and amortization 941 950 930
Maintenance, materials and repairs 803 736 560
Other rentals and landing fees 778 787 762
Food service 671 672 667
Aircraft rentals 532 531 562
Other operating expenses 2,614 2,441 2,342
---------- ---------- ----------
Total operating expenses 14,531 14,409 13,805
---------- ---------- ----------
OPERATING INCOME 1,768 1,447 1,331
OTHER INCOME (EXPENSE)
Interest income 109 109 4
Interest expense (197) (213) (213)
Interest capitalized 97 19 10
Related party interest - net (11) (84) (157)
Miscellaneous - net (22) 9 (19)
---------- ---------- ----------
(24) (160) (375)
---------- ---------- ----------
INCOME FROM CONTINUING OPERATIONS
BEFORE INCOME TAXES 1,744 1,287 956
Income tax provision 681 507 387
---------- ---------- ----------
INCOME FROM CONTINUING OPERATIONS 1,063 780 569
INCOME FROM DISCONTINUED OPERATIONS, NET OF
APPLICABLE INCOME TAXES OF $82 -- -- 136
---------- ---------- ----------
NET EARNINGS $ 1,063 $ 780 $ 705
========== ========== ==========
</TABLE>
- -------------------------------------------------------------------------------
The accompanying notes are an integral part of these financial statements.
20
<PAGE> 22
AMERICAN AIRLINES, INC.
CONSOLIDATED BALANCE SHEETS
(in millions)
- -------------------------------------------------------------------------------
<TABLE>
<CAPTION>
December 31,
------------------------
1998 1997
---------- ----------
<S> <C> <C>
ASSETS
CURRENT ASSETS
Cash $ 85 $ 47
Short-term investments 1,398 1,762
Receivables, less allowance for uncollectible
accounts (1998- $17; 1997 - $8) 1,152 1,057
Receivable from affiliates 884 --
Inventories, less allowance for obsolescence
(1998 - $196; 1997 - $189) 520 555
Deferred income taxes 426 360
Other current assets 167 201
---------- ----------
Total current assets 4,632 3,982
EQUIPMENT AND PROPERTY
Flight equipment, at cost 12,389 11,981
Less accumulated depreciation 4,691 4,191
---------- ----------
7,698 7,790
Purchase deposits for flight equipment 1,536 695
Other equipment and property, at cost 2,898 2,729
Less accumulated depreciation 1,605 1,497
---------- ----------
1,293 1,232
---------- ----------
10,527 9,717
EQUIPMENT AND PROPERTY UNDER CAPITAL LEASES
Flight equipment 2,750 2,570
Other equipment and property 146 139
---------- ----------
2,896 2,709
Less accumulated amortization 1,070 965
---------- ----------
1,826 1,744
OTHER ASSETS
Route acquisition costs, less accumulated amortization
(1998 - $240; 1997 - $211) 916 945
Airport operating and gate lease rights, less accumulated amortization
(1998 - $139; 1997 - $123) 278 289
Prepaid pension cost 304 382
Other 741 694
---------- ----------
2,239 2,310
---------- ----------
TOTAL ASSETS $ 19,224 $ 17,753
========== ==========
</TABLE>
- -------------------------------------------------------------------------------
The accompanying notes are an integral part of these financial statements.
21
<PAGE> 23
AMERICAN AIRLINES, INC.
CONSOLIDATED BALANCE SHEETS
(in millions, except shares and par value)
- -------------------------------------------------------------------------------
<TABLE>
<CAPTION>
December 31,
-------------------------
1998 1997
---------- ----------
<S> <C> <C>
LIABILITIES AND STOCKHOLDER'S EQUITY
CURRENT LIABILITIES
Accounts payable $ 940 $ 855
Payables to affiliates -- 595
Accrued salaries and wages 892 805
Accrued liabilities 1,178 915
Air traffic liability 2,163 2,044
Current maturities of long-term debt 23 21
Current obligations under capital leases 129 112
---------- ----------
Total current liabilities 5,325 5,347
LONG-TERM DEBT, LESS CURRENT MATURITIES 920 937
OBLIGATIONS UNDER CAPITAL LEASES,
LESS CURRENT OBLIGATIONS 1,542 1,382
OTHER LIABILITIES AND CREDITS
Deferred income taxes 1,301 999
Deferred gains 573 610
Postretirement benefits 1,598 1,524
Other liabilities and deferred credits 1,537 1,600
---------- ----------
5,009 4,733
COMMITMENTS AND CONTINGENCIES
STOCKHOLDER'S EQUITY
Common stock - $1 par value;
1,000 shares authorized, issued and outstanding -- --
Additional paid-in capital 1,743 1,732
Accumulated other comprehensive income (3) (3)
Retained earnings 4,688 3,625
---------- ----------
6,428 5,354
---------- ----------
TOTAL LIABILITIES AND STOCKHOLDER'S EQUITY $ 19,224 $ 17,753
========== ==========
</TABLE>
- -------------------------------------------------------------------------------
The accompanying notes are an integral part of these financial statements.
22
<PAGE> 24
AMERICAN AIRLINES, INC.
CONSOLIDATED STATEMENTS OF CASH FLOWS
(in millions)
- -------------------------------------------------------------------------------
<TABLE>
<CAPTION>
Year Ended December 31,
----------------------------------------
1998 1997 1996
---------- ---------- ----------
<S> <C> <C> <C>
CASH FLOW FROM OPERATING ACTIVITIES:
Net earnings $ 1,063 $ 780 $ 705
Adjustments to reconcile net earnings to net cash
provided by operating activities:
Depreciation 722 744 815
Amortization 219 206 198
Deferred income taxes 243 286 215
Gain on disposition of equipment and property (18) (24) --
Change in assets and liabilities:
Decrease (increase) in receivables (95) 30 (354)
Increase in inventories (24) (30) (61)
Increase in accounts payable
and accrued liabilities 525 60 174
Increase in air traffic liability 119 155 422
Other, net 89 35 25
---------- ---------- ----------
Net cash provided by operating activities 2,843 2,242 2,139
CASH FLOW FROM INVESTING ACTIVITIES:
Capital expenditures, including purchase deposits (1,942) (973) (409)
Net decrease (increase) in short-term investments 364 (450) (496)
Proceeds from sale of equipment and property 225 282 268
Acquisition of Reno Air (110) -- --
---------- ---------- ----------
Net cash used for investing activities (1,463) (1,141) (637)
CASH FLOW FROM FINANCING ACTIVITIES:
Funds transferred to affiliates, net (1,479) (933) (399)
Sale-leaseback transactions 270 -- --
Payments on long-term debt and capital lease obligations (133) (158) (1,136)
---------- ---------- ----------
Net cash used for financing activities (1,342) (1,091) (1,535)
---------- ---------- ----------
Net increase (decrease) in cash 38 10 (33)
Cash at beginning of year 47 37 70
---------- ---------- ----------
Cash at end of year $ 85 $ 47 $ 37
========== ========== ==========
FINANCING ACTIVITIES NOT AFFECTING CASH
Capital lease obligations incurred $ 270 $ -- $ --
========== ========== ==========
</TABLE>
- -------------------------------------------------------------------------------
The accompanying notes are an integral part of these financial statements.
23
<PAGE> 25
AMERICAN AIRLINES, INC.
CONSOLIDATED STATEMENTS OF STOCKHOLDER'S EQUITY
(in millions)
- -------------------------------------------------------------------------------
<TABLE>
<CAPTION>
Accumulated
Additional Other
Common Paid-in Comprehensive Retained
Stock Capital Income Earnings Total
---------- ---------- ---------- ---------- ----------
<S> <C> <C> <C> <C> <C>
Balance at January 1, 1996 $ -- $ 1,699 $ (1) $ 1,948 $ 3,646
Net earnings -- -- -- 705 705
Adjustment for minimum pension
liability, net of tax benefit
of $13 -- -- (21) -- (21)
----------
Total comprehensive income 684
----------
Reorganization of The Sabre
Group:
Dividend of assets of The
Sabre Group to Parent -- 18 -- (669) (651)
Transfer of debenture to
Parent -- -- -- 850 850
Other -- -- -- (1) (1)
---------- ---------- ---------- ---------- ----------
Balance at December 31, 1996 -- 1,717 (22) 2,833 4,528
Net earnings -- -- -- 780 780
Adjustment for minimum pension
liability, net of tax expense
of $13 -- -- 19 -- 19
----------
Total comprehensive income 799
----------
Transfer of net pension
obligation of The Sabre
Group to Parent -- -- -- 12 12
Other -- 15 -- -- 15
---------- ---------- ---------- ---------- ----------
Balance at December 31, 1997 -- 1,732 (3) 3,625 5,354
Net earnings and total comprehensive
income -- -- -- 1,063 1,063
Other -- 11 -- -- 11
---------- ---------- ---------- ---------- ----------
Balance at December 31, 1998 $ -- $ 1,743 $ (3) $ 4,688 $ 6,428
========== ========== ========== ========== ==========
</TABLE>
- -------------------------------------------------------------------------------
The accompanying notes are an integral part of these financial statements.
24
<PAGE> 26
NOTES TO CONSOLIDATED FINANCIAL STATEMENTS
- -------------------------------------------------------------------------------
1. SUMMARY OF ACCOUNTING POLICIES
BASIS OF PRESENTATION American Airlines, Inc. (American or the Company) is a
wholly-owned subsidiary of AMR Corporation (AMR). The consolidated financial
statements include the accounts of American and its wholly-owned subsidiaries.
All significant intercompany transactions have been eliminated. Certain amounts
from prior years have been reclassified to conform with the 1998 presentation.
USE OF ESTIMATES The preparation of financial statements in conformity with
generally accepted accounting principles requires management to make estimates
and assumptions that affect the amounts reported in the consolidated financial
statements and accompanying notes. Actual results could differ from those
estimates.
INVENTORIES Spare parts, materials and supplies relating to flight equipment
are carried at average acquisition cost and are expensed when incurred in
operations. Allowances for obsolescence are provided, over the estimated useful
life of the related aircraft and engines, for spare parts expected to be on
hand at the date aircraft are retired from service, plus allowances for spare
parts currently identified as excess. These allowances are based on management
estimates, which are subject to change.
EQUIPMENT AND PROPERTY The provision for depreciation of operating equipment
and property is computed on the straight-line method applied to each unit of
property, except major rotable parts, avionics and assemblies are depreciated
on a group basis. The depreciable lives and residual values used for the
principal depreciable asset classifications are:
<TABLE>
<CAPTION>
Residual
Depreciable Life Value
----------------------------------- -------------
<S> <C> <C>
Boeing 727-200 (Stage II) December 31, 19991 None
Boeing 727-200 (to be converted to Stage III) December 31, 20031 None
DC-10 December 31, 20021 None
Other aircraft 20 years 5%
Major rotable parts, avionics and assemblies Life of equipment to which 0-10%
applicable
Improvements to leased flight equipment Term of lease None
Buildings and improvements (principally on 10-30 years or term of lease None
leased land)
Furniture, fixtures and other equipment 3-20 years None
Capitalized software 3-10 years None
</TABLE>
(1) Approximate common retirement date.
Effective January 1, 1999, in order to more accurately reflect the
expected useful life of its aircraft, the Company changed its estimate of the
depreciable lives of certain American aircraft types from 20 to 25 years and
increased the residual value from five to 10 percent. In addition, the Company
will depreciate its new Boeing 737-800s and Boeing 777-200IGWs over a period of
25 and 30 years, respectively, with a 10 percent residual value.
Equipment and property under capital leases are amortized over the term
of the leases or, in the case of certain aircraft, over their expected useful
lives, and such amortization is included in depreciation and amortization.
Lease terms vary but are generally 10 to 25 years for aircraft and seven to 40
years for other leased equipment and property.
25
<PAGE> 27
1. SUMMARY OF ACCOUNTING POLICIES (CONTINUED)
MAINTENANCE AND REPAIR COSTS Maintenance and repair costs for owned and leased
flight equipment are charged to operating expense as incurred.
INTANGIBLE ASSETS Route acquisition costs and airport operating and gate lease
rights represent the purchase price attributable to route authorities, airport
take-off and landing slots and airport gate leasehold rights acquired. These
assets are being amortized on a straight-line basis over 40 years for route
authorities, 25 years for airport take-off and landing slots, and over the term
of the lease for airport gate leasehold rights.
CAPITALIZED SOFTWARE In March 1998, the American Institute of Certified Public
Accountants issued Statement of Position No. 98-1, "Accounting for the Costs of
Computer Software Developed or Obtained for Internal Use" (SOP 98-1), effective
for fiscal years beginning after December 15, 1998. SOP 98-1 requires the
capitalization of certain costs incurred during an internal-use development
project. The adoption of SOP 98-1 is not expected to have a material impact on
the Company's financial position or results of operations.
PASSENGER REVENUES Passenger ticket sales are initially recorded as a component
of air traffic liability. Revenue derived from ticket sales is recognized at
the time transportation is provided. However, due to various factors, including
the complex pricing structure and interline agreements throughout the industry,
certain amounts are recognized in revenue using estimates regarding both the
timing of the revenue recognition and the amount of revenue to be recognized.
Actual results could differ from those estimates.
ADVERTISING COSTS The Company expenses the costs of advertising as incurred.
Advertising expense was $191 million, $178 million, and $183 million for the
years ended December 31, 1998, 1997, and 1996, respectively.
FREQUENT FLYER PROGRAM The estimated incremental cost of providing free travel
awards is accrued when such award levels are reached. American sells mileage
credits and related services to companies participating in its frequent flyer
program. The portion of the revenue related to the sale of mileage credits is
deferred and recognized over a period approximating the period during which the
mileage credits are used.
STATEMENTS OF CASH FLOWS Short-term investments, without regard to remaining
maturity at acquisition, are not considered as cash equivalents for purposes of
the statements of cash flows.
2. REORGANIZATION OF THE SABRE GROUP AND TRANSACTIONS WITH RELATED PARTIES
On July 2, 1996, AMR completed the reorganization of its information
technology businesses known as The Sabre Group into a separate, wholly-owned
subsidiary of AMR known as The Sabre Group Holdings, Inc. (the Reorganization).
Prior to the Reorganization, most of The Sabre Group's business units were
divisions of American. As part of the Reorganization, all of the businesses of
The Sabre Group, including American's Sabre Travel Information Network, Sabre
Computer Services, Sabre Development Services, and Sabre Interactive divisions
(collectively, the Information Services Group), and certain buildings,
equipment, and American's leasehold interest in certain other buildings used by
The Sabre Group were combined in subsidiaries of American, which were then
dividended to AMR. Also as part of the Reorganization, $850 million of
American's long-term debt owed to AMR was repaid through the transfer by
American to AMR of an $850 million debenture issued by The Sabre Group
Holdings, Inc. to American. Thus, the results of operations of American's
Information Services Group have been reflected in the 1996 consolidated
statement of operations as income from discontinued operations. Revenues from
the operations of the Information Services Group were $754 million for the
period January 1, 1996 through July 1, 1996.
In connection with the Reorganization, the Company entered into various
agreements with The Sabre Group, the primary ones of which are discussed below.
The parties agreed to apply the financial terms of such agreements as of
January 1, 1996.
26
<PAGE> 28
2. REORGANIZATION OF THE SABRE GROUP AND TRANSACTIONS WITH RELATED PARTIES
(CONTINUED)
INFORMATION TECHNOLOGY SERVICES AGREEMENT The Company is party to the
Information Technology Services Agreement with The Sabre Group dated July 1,
1996 (the Technology Services Agreement), whereby The Sabre Group provides
American with certain information technology services, including data center
and data network services, services relating to client server operations and
distributed systems and voice network services. The base term of the Technology
Services Agreement expires June 30, 2006; however, the terms of the specific
services to be provided by The Sabre Group to American expire at various dates
beginning in June 2001. The Technology Services Agreement provides for annual
price adjustments. For certain prices, adjustments are made according to
formulas which, commencing in 1998, are reset every two years and which may
take into account the market for similar services provided by other companies.
The resulting rates may reflect an increase or decrease over the previous
rates.
With limited exceptions, under the Technology Services Agreement, The
Sabre Group will continue to be the exclusive provider of all information
technology services that were provided by The Sabre Group to American
immediately prior to the execution of the Technology Services Agreement. Any
new information technology services, including most new application development
services, requested by the Company can be outsourced pursuant to competitive
bidding by the Company or performed by the Company on its own behalf.
American paid The Sabre Group approximately $523 million, $499 million
and $458 million in 1998, 1997 and 1996, respectively, for services
contemplated under the Technology Services Agreement, as well as airline
booking fees, for which American is billed by The Sabre Group at rates similar
to those charged to other carriers.
MARKETING COOPERATION AGREEMENT The Sabre Group and American are parties to the
Marketing Cooperation Agreement dated as of July 1, 1996 (the Marketing
Cooperation Agreement), pursuant to which American will provide marketing
support for The Sabre Group's products targeted to travel agencies until June
30, 2006. For such support, The Sabre Group will pay American a fee based upon
booking volumes. That fee was approximately $17 million, $22 million and $20
million in 1998, 1997 and 1996, respectively. Additionally, American will
support The Sabre Group's promotion of certain other products until 2001, for
which The Sabre Group will pay American a marketing fee based upon booking
volume. With limited exceptions, the Marketing Cooperation Agreement does not
restrict American from distributing its airline products and services directly
to corporate or individual consumers. Additionally, The Sabre Group has
guaranteed to American certain cost savings in the fifth year of the Marketing
Cooperation Agreement. If American does not achieve those savings, The Sabre
Group will pay American any shortfall, up to a maximum of $50 million.
TRAVEL AGREEMENTS American and The Sabre Group are parties to travel agreements
dated July 1, 1996, pursuant to which The Sabre Group is entitled to purchase
personal travel for its employees and retirees at reduced fares, and business
travel at a discount for certain flights on American. The Travel Privileges
Agreement expires on June 30, 2008 and the Corporate Travel Agreement expired on
June 30, 1998. On July 1, 1998, the Company and The Sabre Group entered into a
new Corporate Travel Agreement, which expires on June 30, 2001, with
substantially the same terms as the original Corporate Travel Agreement. The
Sabre Group paid American approximately $45 million, $48 million and $43 million
in 1998, 1997 and 1996, respectively, pursuant to these agreements.
27
<PAGE> 29
2. REORGANIZATION OF THE SABRE GROUP AND TRANSACTIONS WITH RELATED PARTIES
(CONTINUED)
CREDIT AGREEMENT On July 1, 1996, The Sabre Group and American entered into a
Credit Agreement pursuant to which The Sabre Group is required to borrow from
American, and American is required to lend to The Sabre Group, amounts required
by The Sabre Group to fund its daily cash requirements. In addition, American
may, but is not required to, borrow from The Sabre Group to fund its daily cash
requirements. The maximum amount The Sabre Group may borrow at any time from
American under the Credit Agreement is $300 million. The maximum amount that
American may borrow at any time from The Sabre Group under the Credit Agreement
is $100 million. The interest rate to be charged to The Sabre Group is a
function of American's cost of capital and The Sabre Group's credit rating. The
interest rate to be charged to American is The Sabre Group's average portfolio
rate for the months in which borrowing occurred plus an additional spread based
upon American's credit risk. At the end of each quarter, American must pay all
amounts owed under the Credit Agreement to The Sabre Group. No borrowings
occurred by either The Sabre Group or American during 1998, 1997 or 1996.
INDEMNIFICATION AGREEMENTS Airline Management Services Holdings, Inc. (AMS), a
subsidiary of AMR, and Canadian Airlines International Limited (Canadian) have
entered into an agreement pursuant to which AMR and American supply to Canadian
various services, including technology services. American has subsequently
entered into the Canadian Technical Services Subcontract (the Canadian
Subcontract), which expires in 2006, with The Sabre Group to provide data
processing and network distributed systems services to Canadian. Under the
terms of the Canadian Subcontract, American has guaranteed full payment for
services actually performed by The Sabre Group and deferred costs associated
with the installation and implementation of certain systems. Additionally, AMS
has guaranteed full payment to American for any services actually performed by
American in connection with the Canadian services agreement, certain deferred
costs incurred by American, and any amounts paid by American to The Sabre Group
under the indemnification provisions of the Canadian Subcontract. In connection
with these guarantees, AMS reimbursed American $40 million for amounts paid by
American to The Sabre Group in December 1996 and $5 million in 1996 for certain
deferred costs previously incurred by American.
OTHER AGREEMENTS WITH THE SABRE GROUP American and The Sabre Group are also
parties to a Management Services Agreement dated July 1, 1996, pursuant to
which American performs various management services for The Sabre Group,
including treasury, risk management and other administrative services that
American has historically provided to The Sabre Group, for a fee approximating
American's cost of providing the services plus a margin. The Sabre Group paid
American approximately $10 million, $11 million and $17 million in 1998, 1997
and 1996, respectively, pursuant to the Management Services Agreement.
AMR, American and The Sabre Group have also entered into a
Non-Competition Agreement dated July 1, 1996, pursuant to which AMR and
American, on behalf of themselves and certain of their subsidiaries, have
agreed to limit their competition with The Sabre Group's businesses of (i)
electronic travel distribution; (ii) development, maintenance, marketing and
licensing of software for travel agency, travel, transportation and logistics
management; (iii) computer system integration; (iv) development, maintenance
and operation of a data processing center providing data processing services to
third parties; and (v) travel industry, transportation and logistics consulting
services relating primarily to computer technology and automation. The
Non-Competition Agreement expires on December 31, 2001.
OTHER RELATED PARTY TRANSACTIONS American invests funds, including funds of
certain affiliates, in a combined short-term investment portfolio and passes
through interest income on such funds at the average rate earned on the
portfolio. To the extent funds transferred to American exceed the invested
portfolio, such amounts are converted from Payables to Affiliates to Long-Term
Debt Due to Parent under a subordinated note agreement with AMR. The
subordinated promissory note bears interest based on the weighted-average rate
on AMR's long-term debt, the interest rate is reset every six months, and is
due September 30, 2004, unless extended. American may prepay the note without
penalty at any time. No amounts were outstanding under the subordinated note to
AMR as of December 31, 1998 or 1997.
28
<PAGE> 30
2. REORGANIZATION OF THE SABRE GROUP AND TRANSACTIONS WITH RELATED PARTIES
(CONTINUED)
American issues tickets for flights on its American Eagle affiliate
regional carriers, owned by AMR Eagle Holding Corporation, a subsidiary of AMR.
As a result, the revenue collected for such tickets is prorated between
American and the AMR Eagle carriers based on the segments flown by the
respective carriers. The aggregate amount prorated for the segments flown by
the AMR Eagle carriers was approximately $956 million, $853 million and $851
million for 1998, 1997 and 1996, respectively. In 1998, 1997 and 1996, American
paid fees of $165 million, $164 million and $196 million, respectively,
recorded as a reduction in passenger revenues, to AMR Eagle primarily for
passengers connecting with American flights. In addition, American provides
each of the regional carriers, among other things, communication and
reservation services and other services, including yield management and
participation in American's frequent flyer program. In consideration for
certain services provided, each regional carrier pays American a service
charge, based primarily on passengers boarded, which approximated $66 million
for 1998 and $63 million for 1997 and 1996.
American paid subsidiaries of AMR approximately $113 million, $121
million and $120 million in 1998, 1997 and 1996, respectively, for ground
handling services provided at selected airports, consulting services and
investment management and advisory services with respect to short-term
investments and the assets of its retirement benefit plans.
American recognizes compensation expense associated with certain AMR
common stock-based awards for employees of American (See Note 9).
3. INVESTMENTS
Short-term investments consisted of (in millions):
<TABLE>
<CAPTION>
December 31,
------------------------
1998 1997
---------- ----------
<S> <C> <C>
Overnight investments and time deposits $ 133 $ 322
Corporate notes 705 678
Asset backed securities 353 320
U. S. Government agency mortgages 102 232
Other 105 210
---------- ----------
$ 1,398 $ 1,762
========== ==========
</TABLE>
Short-term investments at December 31, 1998, by contractual maturity
included (in millions):
<TABLE>
<S> <C>
Due in one year or less $ 296
Due after one year through three years 1,087
Due after three years 15
----------
$ 1,398
==========
</TABLE>
All short-term investments are classified as available-for-sale and
stated at fair value. Net unrealized gains and losses, net of deferred taxes,
are reflected as an adjustment to stockholder's equity.
At December 31, 1998, the Company owned approximately 3.1 million
depository certificates convertible, subject to certain restrictions, into the
common stock of Equant N.V. (Equant), which completed an initial public
offering in July 1998. Approximately 1.7 million of the certificates are held
for the benefit of The Sabre Group. As of December 31, 1998, the estimated fair
value of the depository certificates, excluding the value of the certificates
held for the benefit of The Sabre Group, was approximately $100 million, based
upon the publicly-traded market value of Equant common stock. The estimated
fair value of the certificates was not readily determinable as of December 31,
1997. The carrying value (cost basis) of the Company's investment in the
depository certificates as of December 31, 1998 and 1997 was de minimis.
29
<PAGE> 31
3. INVESTMENTS (CONTINUED)
In connection with a secondary offering of Equant, the Company sold
approximately 410,000 depository certificates in February 1999 for net proceeds
of $31 million, excluding sales made on behalf of The Sabre Group. The
remaining depository certificates are subject to a final reallocation between
the owners of the certificates during 1999 and thus, the number of certificates
owned by the Company is subject to change.
4. COMMITMENTS AND CONTINGENCIES
At December 31, 1998, the Company had commitments to acquire the
following aircraft: 100 Boeing 737-800s, 34 Boeing 777-200IGWs, six Boeing
757-200s and four Boeing 767-300ERs. Deliveries of these aircraft commence in
1999 and will continue through 2004. Future payments, including estimated
amounts for price escalation through anticipated delivery dates for these
aircraft and related equipment, will approximate $2.2 billion in 1999, $1.7
billion in 2000, $1.1 billion in 2001 and an aggregate of approximately $750
million in 2002 through 2004. In addition to these commitments for aircraft,
the Company's Board of Directors has authorized expenditures of approximately
$1.6 billion over the next five years related to modifications to aircraft,
renovations of, and additions to, airport and office facilities, and the
acquisition of various other equipment and assets. American expects to spend
approximately $400 million of this authorized amount in 1999.
The Miami International Airport Authority is currently remediating
various environmental conditions at the Miami International Airport (the
Airport) and funding the remediation costs through landing fee revenues. Future
costs of the remediation effort may be borne by carriers operating at the
Airport, including American, through increased landing fees and/or other
charges since certain of the potentially responsible parties are no longer in
business. The future increase in landing fees and/or other charges may be
material but cannot be reasonably estimated due to various factors, including
the unknown extent of the remedial actions that may be required, the proportion
of the cost that will ultimately be recovered from the responsible parties, and
uncertainties regarding the environmental agencies that will ultimately
supervise the remedial activities and the nature of that supervision.
In April 1995, American announced an agreement to sell 12 of its
McDonnell Douglas MD-11 aircraft to Federal Express Corporation (FedEx). In
addition, in March 1998, the Company exercised its option to sell its remaining
seven MD-11 aircraft to FedEx. No gain or loss is expected to be recognized as
a result of these transactions. Eight aircraft had been delivered as of
December 31, 1998. The remaining 11 aircraft will be delivered between 2000 and
2002. The carrying value of the 11 remaining aircraft American has committed to
sell was approximately $711 million as of December 31, 1998.
American has included an event risk covenant in approximately $2.8
billion of debt and lease agreements. The covenant permits the holders of such
instruments to receive a higher rate of return (between 50 and 700 basis points
above the stated rate) if a designated event, as defined, should occur and the
credit rating of the debentures or the debt obligations underlying the lease
agreements is downgraded below certain levels.
Special facility revenue bonds have been issued by certain
municipalities, primarily to purchase equipment and improve airport facilities
which are leased by American. In certain cases, the bond issue proceeds were
loaned to American and are included in long-term debt. Certain bonds have rates
that are periodically reset and are remarketed by various agents. In certain
circumstances, American may be required to purchase up to $437 million of the
special facility revenue bonds prior to scheduled maturity, in which case
American has the right to resell the bonds or to use the bonds to offset its
lease or debt obligations. American may borrow the purchase price of these
bonds under standby letter of credit agreements. At American's option, these
letters of credit are secured by funds held by bond trustees and by
approximately $519 million of short-term investments.
30
<PAGE> 32
4. COMMITMENTS AND CONTINGENCIES (CONTINUED)
In early February 1999, some members of the APA engaged in certain
activities (increased sick time and declining to fly additional trips) that
resulted in numerous cancellations across American's system. These actions were
taken in response to the acquisition of Reno Air in December 1998. In an attempt
to resolve the dispute, the Company and the APA have agreed to non-binding
mediation. These actions adversely impacted the Company's first quarter 1999 net
earnings.
5. LEASES
American leases various types of equipment and property, including
aircraft, passenger terminals, equipment and various other facilities. The
future minimum lease payments required under capital leases, together with the
present value of net minimum lease payments, and future minimum lease payments
required under operating leases that have initial or remaining non-cancelable
lease terms in excess of one year as of December 31, 1998, were (in millions):
<TABLE>
<CAPTION>
Capital Operating
Year Ending December 31, Leases Leases
--------- ---------
<S> <C> <C>
1999 $ 228 $ 942
2000 298 896
2001 280 907
2002 231 871
2003 149 888
2004 and subsequent 1,140 12,358
--------- ---------
2,326(1) $ 16,862(2)
=========
Less amount representing interest 655
---------
Present value of net minimum lease payments $ 1,671
=========
</TABLE>
(1) Future minimum payments required under capital leases include $192
million guaranteed by AMR relating to special facility revenue bonds
issued by municipalities.
(2) Future minimum payments required under operating leases include $6.1
billion guaranteed by AMR relating to special facility revenue bonds
issued by municipalities.
At December 31, 1998, the Company had 187 aircraft under operating
leases and 86 aircraft under capital leases. The aircraft leases can generally
be renewed at rates based on fair market value at the end of the lease term for
one to five years. Most aircraft leases have purchase options at or near the
end of the lease term at fair market value, but generally not to exceed a
stated percentage of the defined lessor's cost of the aircraft or at a
predetermined fixed amount.
Rent expense, excluding landing fees, was $1.1 billion in 1998, 1997 and
1996.
31
<PAGE> 33
6. INDEBTEDNESS
Long-term debt (excluding amounts maturing within one year) consisted of
(in millions):
<TABLE>
<CAPTION>
December 31,
------------------------
1998 1997
---------- ----------
<S> <C> <C>
Secured debt due through 2015
(6.317% - 9.957% at December 31, 1998) $ 626 $ 645
6.0% - 7.1% bonds due through 2031 176 176
Variable rate indebtedness due through 2024
(3.55% at December 31, 1998) 86 86
Other 32 30
---------- ----------
Long-term debt, less current maturities $ 920 $ 937
========== ==========
</TABLE>
Maturities of long-term debt (including sinking fund requirements) for
the next five years are: 1999 - $23 million; 2000 - $26 million; 2001 - $31
million; 2002 - $26 million; 2003 - $29 million.
American has a $1.0 billion credit facility agreement which expires
December 19, 2001. At American's option, interest on the agreement can be
calculated on one of several different bases. For most borrowings, American
would anticipate choosing a floating rate based upon the London Interbank
Offered Rate (LIBOR). At December 31, 1998, no borrowings were outstanding
under the agreement.
Certain debt is secured by aircraft, engines, equipment and other assets
having a net book value of approximately $687 million. In addition, certain of
American's debt and credit facility agreements contain restrictive covenants,
including a minimum net worth requirement, which could limit American's ability
to pay dividends. At December 31, 1998, under the most restrictive provisions
of those debt and credit facility agreements, approximately $2.6 billion of the
retained earnings of American were available for payment of dividends to AMR.
Cash payments for interest, net of capitalized interest, were $145
million, $300 million and $367 million for 1998, 1997 and 1996, respectively.
7. FINANCIAL INSTRUMENTS AND RISK MANAGEMENT
As part of the Company's risk management program, American uses a
variety of financial instruments, including interest rate swaps, fuel swap and
option contracts and currency exchange agreements. The Company does not hold or
issue derivative financial instruments for trading purposes.
NOTIONAL AMOUNTS AND CREDIT EXPOSURES OF DERIVATIVES
The notional amounts of derivative financial instruments summarized in
the tables which follow do not represent amounts exchanged between the parties
and, therefore, are not a measure of the Company's exposure resulting from its
use of derivatives. The amounts exchanged are calculated based on the notional
amounts and other terms of the instruments, which relate to interest rates,
exchange rates or other indices.
The Company is exposed to credit losses in the event of non-performance
by counterparties to these financial instruments, but it does not expect any of
the counterparties to fail to meet its obligations. The credit exposure related
to these financial instruments is represented by the fair value of contracts
with a positive fair value at the reporting date, reduced by the effects of
master netting agreements. To manage credit risks, the Company selects
counterparties based on credit ratings, limits its exposure to a single
counterparty under defined guidelines, and monitors the market position of the
program and its relative market position with each counterparty. The Company
also maintains industry-standard security agreements with the majority of its
counterparties which may require the Company or the counterparty to post
collateral if the value of these instruments falls below certain mark-to-market
thresholds. As of December 31, 1998, no collateral was required under these
agreements, and the Company does not expect to post collateral in the near
future.
32
<PAGE> 34
7. FINANCIAL INSTRUMENTS AND RISK MANAGEMENT (CONTINUED)
INTEREST RATE RISK MANAGEMENT
American enters into interest rate swap contracts to effectively convert
a portion of its fixed-rate obligations to floating-rate obligations. These
agreements involve the exchange of amounts based on a floating interest rate
for amounts based on fixed interest rates over the life of the agreement
without an exchange of the notional amount upon which the payments are based.
The differential to be paid or received as interest rates change is accrued and
recognized as an adjustment of interest expense related to the obligation. The
related amount payable to or receivable from counterparties is included in
current liabilities or assets. The fair values of the swap agreements are not
recognized in the financial statements. Gains and losses on terminations of
interest rate swap agreements are deferred as an adjustment to the carrying
amount of the outstanding obligation and amortized as an adjustment to interest
expense related to the obligation over the remaining term of the original
contract life of the terminated swap agreement. In the event of the early
extinguishment of a designated obligation, any realized or unrealized gain or
loss from the swap would be recognized in income coincident with the
extinguishment.
The following table indicates the notional amounts and fair values of
the Company's interest rate swap agreements (in millions):
<TABLE>
<CAPTION>
December 31,
----------------------------------------------------
1998 1997
------------------------ ------------------------
Notional Notional
Amount Fair Value Amount Fair Value
---------- ---------- ---------- ----------
<S> <C> <C> <C> <C>
Interest rate swap agreements $ 1,054 $ 38 $ 1,410 $ 12
</TABLE>
The fair values represent the amount the Company would receive if the
agreements were terminated at December 31, 1998 and 1997, respectively.
At December 31, 1998, the weighted-average remaining duration of the
interest rate swap agreements in effect was 4.2 years. The weighted-average
floating rates and fixed rates on the contracts outstanding were:
<TABLE>
<CAPTION>
December 31,
-----------------------
1998 1997
---------- ---------
<S> <C> <C>
Average floating rate 5.599% 5.844%
Average fixed rate 6.277% 5.901%
</TABLE>
Floating rates are primarily based on LIBOR and may change
significantly, affecting future cash flows.
FUEL PRICE RISK MANAGEMENT
American enters into fuel swap and option contracts to protect against
increases in jet fuel prices. Under the fuel swap agreements, American receives
or makes payments based on the difference between a fixed price and a variable
price for certain fuel commodities. Under the fuel option agreements, American
pays a premium to cap prices at a fixed level. The changes in market value of
such agreements have a high correlation to the price changes of the fuel being
hedged. Gains or losses on fuel hedging agreements are recognized as a
component of fuel expense when the underlying fuel being hedged is used. Any
premiums paid to enter into option contracts are recorded as a prepaid expense
and amortized to fuel expense over the respective contract periods. Gains and
losses on fuel hedging agreements would be recognized immediately should the
changes in the market value of the agreements cease to have a high correlation
to the price changes of the fuel being hedged. At December 31, 1998, American
had fuel hedging agreements with broker-dealers on approximately two billion
gallons of fuel products, which represents approximately 48 percent of its
expected 1999 fuel needs and approximately 19 percent of its expected 2000 fuel
needs. The fair value of the Company's fuel hedging agreements at December 31,
1998, representing the amount the Company would pay to terminate the
agreements, totaled $108 million.
33
<PAGE> 35
7. FINANCIAL INSTRUMENTS AND RISK MANAGEMENT (CONTINUED)
FOREIGN EXCHANGE RISK MANAGEMENT
To hedge against the risk of future exchange rate fluctuations on a
portion of American's foreign cash flows, the Company enters into various
currency put option agreements on a number of foreign currencies. The option
contracts are denominated in the same foreign currency in which the projected
foreign cash flows are expected to occur. These contracts are designated and
effective as hedges of probable quarterly foreign cash flows for various
periods through December 31, 1999, which otherwise would expose the Company to
foreign currency risk. Realized gains on the currency put option agreements are
recognized as a component of passenger revenues. At December 31, 1998, the
notional amount related to these options totaled approximately $597 million and
the fair value, representing the amount American would receive to terminate the
agreements, totaled approximately $10 million.
The Company has entered into Japanese yen currency exchange agreements
to effectively convert certain lease obligations into dollar-based obligations.
Changes in the value of the agreements due to exchange rate fluctuations are
offset by changes in the value of the yen-denominated lease obligations
translated at the current exchange rate. Discounts or premiums are accreted or
amortized as an adjustment to interest expense over the lives of the underlying
lease obligations. The related amounts due to or from counterparties are
included in other liabilities or other assets. The net fair values of the
Company's currency exchange agreements, representing the amount American would
pay to terminate the agreements, were (in millions):
<TABLE>
<CAPTION>
December 31,
-------------------------------------------------------------
1998 1997
---------------------------- ----------------------------
Notional Notional
Amount Fair Value Amount Fair Value
------------ ------------ ------------ ------------
<S> <C> <C> <C> <C>
Japanese yen 33.7 billion $ (5) 24.5 billion $ (15)
</TABLE>
The exchange rates on the Japanese yen agreements range from 66.50 to
118.35 yen per U.S. dollar.
FAIR VALUES OF FINANCIAL INSTRUMENTS
The fair values of the Company's long-term debt were estimated using
quoted market prices where available. For long-term debt not actively traded,
fair values were estimated using discounted cash flow analyses, based on the
Company's current incremental borrowing rates for similar types of borrowing
arrangements. The carrying amounts and fair values of the Company's long-term
debt, including current maturities, were (in millions):
<TABLE>
<CAPTION>
December 31,
----------------------------------------------------
1998 1997
------------------------ ------------------------
Carrying Fair Carrying Fair
Value Value Value Value
---------- ---------- ---------- ----------
<S> <C> <C> <C> <C>
Secured debt 645 751 661 766
6.0% - 7.1 % bonds 176 189 176 194
Variable rate indebtedness 86 86 86 86
Other 36 36 35 36
---------- ---------- ---------- ----------
$ 943 $ 1,062 $ 958 $ 1,082
========== ========== ========== ==========
</TABLE>
All other financial instruments, except for the investment in Equant,
are either carried at fair value or their carrying value approximates fair
value.
34
<PAGE> 36
7. FINANCIAL INSTRUMENTS AND RISK MANAGEMENT (CONTINUED)
In June 1998, the Financial Accounting Standards Board (FASB) issued
Statement of Financial Accounting Standards No. 133, "Accounting for Derivative
Instruments and Hedging Activities" (SFAS 133), which is required to be adopted
in years beginning after June 15, 1999. SFAS 133 permits early adoption as of
the beginning of any fiscal quarter after its issuance. SFAS 133 will require
the Company to recognize all derivatives on the balance sheet at fair value.
Derivatives that are not hedges must be adjusted to fair value through income.
If the derivative is a hedge, depending on the nature of the hedge, changes in
the fair value of derivatives will either be offset against the change in fair
value of the hedged assets, liabilities, or firm commitments through earnings
or recognized in other comprehensive income until the hedged item is recognized
in earnings. The ineffective portion of a derivative's change in fair value
will be immediately recognized in earnings. The Company is currently evaluating
the impact of SFAS 133 to the Company's financial condition or results of
operations.
8. INCOME TAXES
American, as a wholly-owned subsidiary, is included in AMR's
consolidated tax return. Under the terms of American's tax sharing agreement
with AMR, American's provision for income taxes has been computed on the basis
that American files separate consolidated income tax returns with its
subsidiaries.
The significant components of the income tax provision were (in
millions):
<TABLE>
<CAPTION>
Year Ended December 31,
--------------------------------------
1998 1997 1996
---------- ---------- ----------
<S> <C> <C> <C>
Current $ 438 $ 221 $ 208
Deferred 243 286 179
---------- ---------- ----------
$ 681 $ 507 $ 387
========== ========== ==========
</TABLE>
The income tax provision includes a federal income tax provision of $602
million, $447 million and $342 million and a state income tax provision of $73
million, $54 million and $41 million for the years ended December 31, 1998,
1997 and 1996, respectively.
The income tax provision differed from amounts computed at the statutory
federal income tax rate as follows (in millions):
<TABLE>
<CAPTION>
Year Ended December 31,
--------------------------------------
1998 1997 1996
---------- ---------- ----------
<S> <C> <C> <C>
Statutory income tax provision $ 611 $ 451 $ 335
State income tax provision, net 47 35 27
Meal expense 16 18 16
Change in valuation allowance 3 -- --
Other, net 4 3 9
---------- ---------- ----------
Income tax provision $ 681 $ 507 $ 387
========== ========== ==========
</TABLE>
The change in the valuation allowance relates to the use of foreign tax
credits.
35
<PAGE> 37
8. INCOME TAXES (CONTINUED)
The components of American's deferred tax assets and liabilities were
(in millions):
<TABLE>
<CAPTION>
December 31,
-------------------------
1998 1997
---------- ----------
<S> <C> <C>
Deferred tax assets:
Postretirement benefits other than pensions $ 594 $ 561
Alternative minimum tax credit carryforwards 437 732
Rent expense 315 271
Frequent flyer obligation 258 232
Gains from lease transactions 223 235
Other 340 319
Valuation allowance -- (3)
---------- ----------
Total deferred tax assets 2,167 2,347
---------- ----------
Deferred tax liabilities:
Accelerated depreciation and amortization (2,757) (2,665)
Pensions (68) (91)
Other (217) (230)
---------- ----------
Total deferred tax liabilities (3,042) (2,986)
---------- ----------
Net deferred tax liability $ (875) $ (639)
========== ==========
</TABLE>
At December 31, 1998, American had available under the terms of its tax
sharing agreement with AMR approximately $437 million of alternative minimum
tax credit carryforwards which are available for an indefinite period.
Cash payments for income taxes were $434 million, $350 million and $191
million for 1998, 1997 and 1996, respectively.
9. STOCK AWARDS AND OPTIONS
The Company participates in AMR's 1998 and 1988 Long Term Incentive
Plans, as amended, (collectively, the Plans) whereby officers and key employees
of AMR and its subsidiaries may be granted stock options, stock appreciation
rights, restricted stock, deferred stock, stock purchase rights, other
stock-based awards and/or performance-related awards, including cash bonuses.
The Company also participates in AMR's Pilot Stock Option Plan (The Pilot
Plan). The Pilot Plan granted members of the APA the option to purchase 11.5
million shares of AMR stock at $41.69 per share, $5 less than the average fair
market value of the stock on the date of grant, May 5, 1997. These shares were
exercisable immediately.
The Company accounts for participation in AMR's stock-based compensation
plans in accordance with Accounting Principles Board Opinion No. 25,
"Accounting for Stock Issued to Employees" and related Interpretations. In
1998, 1997 and 1996, the total charge for stock compensation expense included
in wages, salaries and benefits expense was $51 million, $66 million and $46
million, respectively. No compensation expense was recognized for stock option
grants under the Plans since the exercise price was the fair market value of
the underlying stock on the date of grant.
The Company has adopted the pro forma disclosure features of Statement
of Financial Accounting Standards No. 123, "Accounting for Stock-Based
Compensation" (SFAS 123). As required by SFAS 123, pro forma information
regarding net earnings has been determined as if the Company had accounted for
employee stock options and awards granted by AMR subsequent to December 31,
1994 using the fair value method prescribed by SFAS 123. The fair value for the
stock options was estimated at the date of grant using a Black-Scholes option
pricing model with the following weighted-average assumptions for 1998, 1997
and 1996: risk-free interest rates of 5.01% to 6.31%; dividend yields of 0%;
expected stock volatility ranging from 25.4% to 29.9%; and a weighted-average
expected life of the options of 4.5 years, with the exception of The Pilot Plan
which was 1.5 years.
36
<PAGE> 38
9. STOCK AWARDS AND OPTIONS (CONTINUED)
The Black-Scholes option valuation model was developed for use in
estimating the fair value of traded options which have no vesting restrictions
and are fully transferable. In addition, option valuation models require the
input of highly subjective assumptions including the expected stock price
volatility. Because the Company's employee stock options have characteristics
significantly different from those of traded options, and because changes in
the subjective input assumptions can materially affect the fair value estimate,
in management's opinion the existing models do not necessarily provide a
reliable single measure of the fair value of its employee stock options. In
addition, because SFAS 123 is applicable only to options and stock-based awards
granted subsequent to December 31, 1994, its pro forma effect will not be fully
reflected until 1999.
The Company's pro forma net earnings assuming the Company had accounted
for employee stock options issued by AMR to employees of American using the
fair value method would have resulted in 1998, 1997 and 1996 net earnings of
$1,063 million, $755 million and $706 million, respectively.
10. RETIREMENT BENEFITS
Substantially all employees of American and employees of certain other
subsidiaries are eligible to participate in pension plans. The defined benefit
plans provide benefits for participating employees based on years of service
and average compensation for a specified period of time before retirement.
Airline pilots and flight engineers also participate in defined contribution
plans for which Company contributions are determined as a percentage of
participant compensation.
In October 1997, the portion of American's defined benefit pension plan
applicable to employees of The Sabre Group was spun-off to The Sabre Group. At
the date of the spin-off, the net obligation attributable to The Sabre Group
employees participating in American's plan of approximately $20 million, net of
deferred taxes of approximately $8 million, was credited to retained earnings.
In addition to pension benefits, other postretirement benefits,
including certain health care and life insurance benefits, are also provided to
retired employees. The amount of health care benefits is limited to lifetime
maximums as outlined in the plan. Substantially all employees of American and
employees of certain other subsidiaries may become eligible for these benefits
if they satisfy eligibility requirements during their working lives.
Certain employee groups make contributions toward funding a portion of
their retiree health care benefits during their working lives. AMR funds
benefits as incurred and makes contributions to match employee prefunding.
37
<PAGE> 39
10. RETIREMENT BENEFITS (CONTINUED)
The following table provides a reconciliation of the changes in the
plans' benefit obligations and fair value of assets for the years ended
December 31, 1998 and 1997, and a statement of funded status as of December 31,
1998 and 1997 (in millions):
<TABLE>
<CAPTION>
Pension Benefits Other Benefits
------------------------- -------------------------
1998 1997 1998 1997
---------- ---------- ---------- ----------
<S> <C> <C> <C> <C>
Reconciliation of benefit obligation
Obligation at January 1 $ 5,666 $ 5,046 $ 1,355 $ 1,178
Service cost 179 159 48 42
Interest cost 352 350 91 88
Actuarial loss 400 519 97 114
Benefit payments (464) (408) (65) (67)
Settlements (16) -- -- --
---------- ---------- ---------- ----------
Obligation at December 31 $ 6,117 $ 5,666 $ 1,526 $ 1,355
========== ========== ========== ==========
Reconciliation of fair value of plan assets
Fair value of plan assets at January 1 $ 5,127 $ 4,539 $ 49 $ 35
Actual return on plan assets 850 963 4 7
Employer contributions 70 34 74 74
Benefit payments (464) (408) (65) (67)
Settlements (16) -- -- --
Transfer to affiliates (3) (1) -- --
---------- ---------- ---------- ----------
Fair value of plan assets at December 31 $ 5,564 $ 5,127 $ 62 $ 49
========== ========== ========== ==========
Funded status
Accumulated benefit obligation (ABO) $ 5,073 $ 4,790 $ 1,526 $ 1,355
Projected benefit obligation (PBO) 6,117 5,666 -- --
Fair value of assets 5,564 5,127 62 49
Funded status at December 31 (553) (539) (1,464) (1,306)
Unrecognized loss (gain) 651 755 (89) (170)
Unrecognized prior service cost 68 63 (45) (48)
Unrecognized transition asset (11) (20) -- --
---------- ---------- ---------- ----------
Prepaid (accrued) benefit cost $ 155 $ 259 $ (1,598) $ (1,524)
========== ========== ========== ==========
</TABLE>
38
<PAGE> 40
10. RETIREMENT BENEFITS (CONTINUED)
The following tables provide the components of net periodic benefit
cost for the years ended December 31, 1998, 1997 and 1996 (in millions):
<TABLE>
<CAPTION>
Pension Benefits
----------------------------------------
1998 1997 1996
---------- ---------- ----------
<S> <C> <C> <C>
Components of net periodic benefit cost
Defined benefit plans:
Service cost $ 179 $ 159 $ 193
Interest cost 352 350 356
Expected return on assets (403) (375) (400)
Amortization of:
Transition asset (11) (12) (12)
Prior service cost 4 4 4
Unrecognized net loss 20 25 16
Settlement loss 6 -- --
---------- ---------- ----------
Net periodic benefit cost for defined
benefit plans 147 151 157
Defined contribution plans 158 142 132
---------- ---------- ----------
Total $ 305 $ 293 $ 289
========== ========== ==========
</TABLE>
<TABLE>
<CAPTION>
Other Benefits
----------------------------------------
1998 1997 1996
---------- ---------- ----------
<S> <C> <C> <C>
Components of net periodic benefit cost
Service cost $ 48 $ 42 $ 55
Interest cost 91 88 98
Expected return on assets (5) (4) (3)
Amortization of:
Prior service cost (5) (5) (5)
Unrecognized net gain (2) (8) --
========== ========== ==========
Net periodic benefit cost $ 127 $ 113 $ 145
========== ========== ==========
</TABLE>
The following table provides the amounts recognized in the consolidated
balance sheets as of December 31, 1998 and 1997 (in millions):
<TABLE>
<CAPTION>
Pension Benefits Other Benefits
------------------------- -------------------------
1998 1997 1998 1997
---------- ---------- ---------- ----------
<S> <C> <C> <C> <C>
Prepaid benefit cost $ 297 $ 377 $ -- $ --
Accrued benefit liability (142) (118) (1,598) (1,524)
Additional minimum liability (13) (11) -- --
Intangible asset 7 5 -- --
Accumulated other comprehensive income
6 6 -- --
---------- ---------- ---------- ----------
Net amount recognized $ 155 $ 259 $ (1,598) $ (1,524)
========== ========== ========== ==========
</TABLE>
39
<PAGE> 41
10. RETIREMENT BENEFITS (CONTINUED)
The following assumptions were used by the Company in the
measurement of the benefit obligation as of December 31:
<TABLE>
<CAPTION>
Pension Benefits Other Benefits
------------------------- -------------------------
1998 1997 1998 1997
---------- ---------- ---------- ----------
<S> <C> <C> <C> <C>
Weighted-average assumptions
Discount rate 7.00% 7.25% 7.00% 7.25%
Salary scale 4.26 4.20 -- --
Expected return on plan assets 9.50 9.50 9.50 9.50
</TABLE>
The assumed health care cost trend rate was five percent in 1998 and
1997, decreasing gradually to an ultimate rate of four percent by 2001.
A one percentage point change in the assumed health care cost trend
rates would have the following effects (in millions):
<TABLE>
<CAPTION>
One percent One percent
increase decrease
----------- -----------
<S> <C> <C>
Impact on 1998 service and interest cost $ 22 $ (23)
Impact on postretirement benefit obligation
as of December 31, 1998 $ 134 $ (140)
</TABLE>
11. SEGMENT REPORTING
American is one of the largest scheduled passenger airlines in the
world. At the end of 1998, American provided scheduled jet service to more than
180 destinations throughout North America, the Caribbean, Latin America, Europe
and the Pacific. American is also one of the largest scheduled air freight
carriers in the world, providing a full range of freight and mail services to
shippers throughout its system.
In 1998, American adopted Statement of Financial Accounting Standards
No. 131, "Disclosures about Segments of an Enterprise and Related Information"
(SFAS 131). SFAS 131 supersedes SFAS 14, "Financial Reporting for Segments of a
Business Enterprise," and requires that a public company report annual and
interim financial and descriptive information about its reportable operating
segments pursuant to criteria that differ from current accounting practice.
Operating segments, as defined, are components of an enterprise about which
separate financial information is available that is evaluated regularly by the
chief operating decision maker in deciding how to allocate resources and in
assessing performance. American has one reportable segment.
American's operating revenues by geographic region are summarized below
(in millions):
<TABLE>
<CAPTION>
Year Ended December 31,
--------------------------------------
1998 1997 1996
---------- ---------- ----------
<S> <C> <C> <C>
Domestic $ 11,166 $ 10,749 $ 10,395
Latin America 2,709 2,716 2,438
Europe 2,039 2,035 1,967
Pacific 385 356 336
---------- ---------- ----------
Total operating revenues $ 16,299 $ 15,856 $ 15,136
========== ========== ==========
</TABLE>
The Company attributes operating revenues by geographic region based
upon the origin and destination of each flight segment.
The Company's tangible assets consist primarily of flight equipment
which is mobile across geographic markets and, therefore, has not been
allocated.
40
<PAGE> 42
12. QUARTERLY FINANCIAL DATA (UNAUDITED)
Unaudited summarized financial data by quarter for 1998 and 1997 (in
millions):
<TABLE>
<CAPTION>
First Second Third Fourth
Quarter Quarter Quarter Quarter
-------- -------- -------- --------
<S> <C> <C> <C> <C>
1998
Operating revenues $ 3,960 $ 4,193 $ 4,272 $ 3,874
Operating income 396 550 558 264
Net earnings 221 331 346 165
1997
Operating revenues $ 3,750 $ 4,029 $ 4,107 $ 3,970
Operating income 199 444 469 335
Net earnings 74 240 266 200
</TABLE>
41
<PAGE> 43
ITEM 9. DISAGREEMENTS WITH ACCOUNTANTS ON ACCOUNTING AND FINANCIAL
DISCLOSURE
None.
PART III
- -------------------------------------------------------------------------------
ITEM 10. DIRECTORS AND EXECUTIVE OFFICERS OF THE REGISTRANT
Omitted under the reduced disclosure format pursuant to General Instruction
I(2)(c) of Form 10-K.
ITEM 11. EXECUTIVE COMPENSATION
Omitted under the reduced disclosure format pursuant to General Instruction
I(2)(c) of Form 10-K.
ITEM 12. SECURITY OWNERSHIP OF CERTAIN BENEFICIAL OWNERS AND MANAGEMENT
Omitted under the reduced disclosure format pursuant to General Instruction
I(2)(c) of Form 10-K.
ITEM 13. CERTAIN RELATIONSHIPS AND RELATED TRANSACTIONS
Omitted under the reduced disclosure format pursuant to General Instruction
I(2)(c) of Form 10-K.
PART IV
- -------------------------------------------------------------------------------
ITEM 14. EXHIBITS, FINANCIAL STATEMENT SCHEDULES AND REPORTS ON FORM 8-K
(a) (1) The following financial statements and Independent Auditors'
Report are filed as part of this report:
<TABLE>
<CAPTION>
Page
--------------
<S> <C>
Report of Independent Auditors 19
Consolidated Statements of Operations for the Years Ended
December 31, 1998, 1997 and 1996 20
Consolidated Balance Sheets at December 31, 1998 and 1997 21-22
Consolidated Statements of Cash Flows for the Years Ended
December 31, 1998, 1997 and 1996 23
Consolidated Statements of Stockholder's Equity for the Years Ended
December 31, 1998, 1997 and 1996 24
Notes to Consolidated Financial Statements 25-41
(2) The following financial statement schedule and Independent
Auditors' Report are filed as part of this report:
</TABLE>
<TABLE>
<CAPTION>
Page
--------------
<S> <C>
Report of Independent Auditors 45
Schedule II Valuation and Qualifying Accounts and Reserves 46
</TABLE>
42
<PAGE> 44
Schedules not included have been omitted because they are not
applicable or because the required information is included in the
consolidated financial statements or notes thereto.
(3) Exhibits required to be filed by Item 601 of Regulation S-K.
(Where the amount of securities authorized to be issued under any
of American's long-term debt agreements does not exceed 10
percent of American's assets, pursuant to paragraph (b)(4) of
Item 601 of Regulation S-K, in lieu of filing such as an exhibit,
American hereby agrees to furnish to the Commission upon request
a copy of any agreement with respect to such long-term debt.)
EXHIBIT
3.1 Composite of the Certificate of Incorporation of
American, incorporated by reference to Exhibit 3(a) to
American's report on Form 10-K for the year ended
December 31, 1982.
10.3 Bylaws of American Airlines, Inc., amended November 18,
1998.
10.1 Aircraft Sales Agreement by and between American
Airlines, Inc. and Federal Express Corporation, dated
April 7, 1995, incorporated by reference to Exhibit
10(ee) to American's report on Form 10-K for the year
ended December 31, 1995. Confidential treatment was
granted as to a portion of this document.
10.2 Information Technology Services Agreement, dated July 1,
1996, between American and The Sabre Group, Inc.,
incorporated by reference to Exhibit 10.6 to The Sabre
Group Holdings, Inc.'s Registration Statement on Form
S-1, file number 333-09747. Confidential treatment was
granted as to a portion of this document.
10.3 Aircraft Purchase Agreement by and between American
Airlines, Inc. and The Boeing Company, dated October 31,
1997, incorporated by reference to Exhibit 10.48 to AMR
Corporation's report on Form 10-K for the year ended
December 31, 1997. Confidential treatment was granted as
to a portion of this document.
12 Computation of ratio of earnings to fixed charges for the
years ended December 31, 1994, 1995, 1996, 1997 and 1998.
23 Consent of Independent Auditors.
27 Financial Data Schedule.
(b) Reports on Form 8-K:
On November 19, 1998, American Airlines, Inc. filed a report on Form 8-K
relative to a press release issued by American Airlines, Inc. to announce that
American Airlines, Inc. has signed a definitive merger agreement with Reno Air,
Inc. to acquire Reno Air, Inc. for a total cash consideration of $124 million.
On February 18, 1999, American filed a report on Form 8-K relative to a
press release issued by American Airlines, Inc. to report certain of the
estimated damages it had suffered as a consequence of the illegal job actions
of the Allied Pilots Association.
On February 24, 1999, American filed a report on Form 8-K to announce
the completion of the merger of American Airlines, Inc. and Reno Air, Inc.
On March 18, 1999, American filed a report on Form 8-K relative to a
press release issued by AMR Corporation to report the estimated pre-tax earnings
impact of the Allied Pilots Association illegal job action during the first
quarter of 1999.
43
<PAGE> 45
SIGNATURES
Pursuant to the requirements of Section 13 or 15(d) of the Securities Exchange
Act of 1934, the registrant has duly caused this report to be signed on its
behalf by the undersigned, thereunto duly authorized.
AMERICAN AIRLINES, INC.
/s/ Donald J. Carty
- -----------------------------------------------
Donald J. Carty
Chairman, President and Chief Executive Officer
(Principal Executive Officer)
/s/ Gerard J. Arpey
- -----------------------------------------------
Gerard J. Arpey
Senior Vice President - Finance and Planning and Chief
Financial Officer
(Principal Financial and Accounting Officer)
Date: March 19, 1999
Pursuant to the requirements of the Securities Exchange Act of 1934, this
report has been signed below by the following persons on behalf of the
registrant and in the capacities and on the dates noted:
Directors:
/s/ David L. Boren /s/ Ann D. McLaughlin
- ------------------------------ ------------------------------
David L. Boren Ann D. McLaughlin
/s/ Edward A. Brennan /s/ Charles H. Pistor, Jr.
- ------------------------------ ------------------------------
Edward A. Brennan Charles H. Pistor, Jr.
/s/ Armando M. Codina /s/ Joe M. Rodgers
- ------------------------------ ------------------------------
Armando M. Codina Joe M. Rodgers
/s/ Earl G. Graves /s/ Judith Rodin
- ------------------------------ ------------------------------
Earl G. Graves Judith Rodin
/s/ Dee J. Kelly /s/ Maurice Segall
- ------------------------------ ------------------------------
Dee J. Kelly Maurice Segall
Date: March 19, 1999
44
<PAGE> 46
REPORT OF INDEPENDENT AUDITORS
The Board of Directors and Stockholder
American Airlines, Inc.
We have audited the consolidated financial statements of American
Airlines, Inc. as of December 31, 1998 and 1997, and for each of the three
years in the period ended December 31, 1998, and have issued our report thereon
dated January 18, 1999, except for the last paragraph of Note 3 and the last
paragraph of Note 4, for which the date is February 22, 1999. Our audits also
included Schedule II - Valuation and Qualifying Accounts and Reserves. This
schedule is the responsibility of the Company's management. Our responsibility
is to express an opinion on this schedule based on our audits.
In our opinion, the financial statement schedule referred to above, when
considered in relation to the basic financial statements taken as a whole,
presents fairly in all material respects the information set forth therein.
ERNST & YOUNG LLP
2121 San Jacinto
Dallas, Texas 75201
January 18, 1999, except for the last
paragraph of Note 3 and the
last paragraph of Note 4, for
which the date is February 22, 1999.
45
<PAGE> 47
AMERICAN AIRLINES, INC.
SCHEDULE II - VALUATION AND QUALIFYING ACCOUNTS AND RESERVES
(IN MILLIONS)
<TABLE>
<CAPTION>
INCREASES SALES,
BALANCE CHARGED TO RETIRE- BALANCE
AT INCOME MENTS AT
BEGINNING STATEMENT WRITE-OFFS AND END OF
OF YEAR ACCOUNTS PAYMENTS (NET OF RECOVERIES) TRANSFERS YEAR
---------- ---------- ---------- ----------- ----------- -----------
<S> <C> <C> <C> <C> <C> <C>
YEAR ENDED DECEMBER 31, 1998
Allowance for
uncollectible accounts $ 8 $ 12 $ -- $ (3) $ -- $ 17
Allowance for
obsolescence of inventories 189 35 -- -- (28) 196
Reserves for environmental
remediation costs 14 12 (3) -- -- 23
YEAR ENDED DECEMBER 31, 1997
Allowance for
uncollectible accounts 6 11 -- (9) -- 8
Allowance for
obsolescence of inventories 197 33 -- -- (41) 189
Reserves for environmental
remediation costs 18 -- (4) -- -- 14
YEAR ENDED DECEMBER 31, 1996
Allowance for
uncollectible accounts 13 10 -- (14) (3) 6
Allowance for
obsolescence of inventories 228 20 -- -- (51) 197
Reserves for environmental
remediation costs 21 3 (6) -- -- 18
</TABLE>
46
<PAGE> 48
EXHIBIT INDEX
<TABLE>
<CAPTION>
Exhibit
Number Description
- ------ -----------
<S> <C>
10.3 Bylaws of American Airlines, Inc., amended November 18, 1998.
12 Computation of ratio of earnings to fixed charges for the years
ended December 31, 1994, 1995, 1996, 1997 and 1998.
23 Consent of Independent Auditors.
27 Financial Data Schedule.
</TABLE>
<PAGE> 1
EXHIBIT 10.3
AMERICAN AIRLINES, INC.
BYLAWS
(As amended November 18, 1998)
ARTICLE I
Offices
The registered office of the corporation in the State of Delaware is to
be located in the City of Wilmington, County of New Castle. The corporation may
have other offices within and without the State of Delaware.
ARTICLE II
Meetings of Stockholders
Section l. Annual Meetings. An annual meeting of stockholders to elect
directors and to take action upon such other matters as may properly come before
the meeting shall be held on the third Wednesday in May of each year, or on such
other day, and at such time and at such place, within or without the State of
Delaware, as the board of directors or the chairman of the board may from time
to time fix.
Any stockholder wishing to bring a matter before an annual meeting must
notify the secretary of the corporation of such fact not less than sixty nor
more than ninety days before the date of the meeting. Such notice shall be in
writing and shall set forth the business proposed to be brought before the
meeting, shall identify
<PAGE> 2
the stockholder and shall disclose the stockholder's interest in the proposed
business.
Section 2. Special Meetings. A special meeting of stockholders shall be
called by the secretary upon receipt of a request in writing of the board of
directors, the chairman of the board or the president. Any such meeting shall be
held at the principal business office of the corporation unless the board shall
name another place therefor, at the time specified by the body or persons
calling such meeting.
Section 3. Nominees For Election As Director. Nominations for election
as director, other than those made by or at the direction of the board of
directors, must be made by timely notice to the secretary, setting forth as to
each nominee the information required to be included in a proxy statement under
the proxy rules of the Securities and Exchange Commission. If such election is
to occur at an annual meeting of stockholders, notice shall be timely if it
meets the requirements of such proxy rules for proposals of security holders to
be presented at an annual meeting. If such election is to occur at a special
meeting of stockholders, notice shall be timely if received not less than ninety
days prior to such meeting.
Section 4. Notice of Meetings. Written notice of each meeting of
stockholders shall be given which shall state the place, date and hour of the
meeting, and, in the case of a special meeting, the purpose or purposes for
which the meeting is called. Unless
2
<PAGE> 3
otherwise provided by law, such notice shall be mailed, postage prepaid, to each
stockholder entitled to vote at such meeting, at his address as it appears on
the records of the corporation, not less than ten nor more than sixty days
before the date of the meeting. When a meeting is adjourned to another time or
place, notice need not be given of the adjourned meeting if the time and place
thereof are announced at the meeting at which the adjournment is taken, unless
the adjournment is for more than thirty days or a new record date is fixed for
the adjourned meeting, in which case a notice of the adjourned meeting shall be
given to each stockholder of record entitled to vote at the meeting.
Section 5. Chairman and Secretary at Meetings. At any meeting of
stockholders the chairman of the board, or in his absence, the president, or if
neither such person is available, then a person designated by the board of
directors, shall preside at and act as chairman of the meeting. The secretary,
or in his absence a person designated by the chairman of the meeting, shall act
as secretary of the meeting.
Section 6. Proxies. Each stockholder entitled to vote at a meeting of
stockholders may authorize another person or persons to act for him by proxy,
but no such proxy shall be voted or acted upon after three years from its date,
unless the proxy provides for a longer period.
Section 7. Quorum. At all meetings of the stockholders the holders of
one-third of the number of shares of the
3
<PAGE> 4
stock issued and outstanding and entitled to vote thereat, present in person or
represented by proxy, shall constitute a quorum requisite for the election of
directors and the transaction of other business, except as otherwise provided by
law or by the certificate of incorporation or by any resolution of the board of
directors creating any series of Preferred Stock.
If holders of the requisite number of shares to constitute a quorum
shall not be present in person or represented by proxy at any meeting of
stockholders, the stockholders entitled to vote thereat, present in person or
represented by proxy, shall have the power to adjourn the meeting from time to
time until a quorum shall be present or represented. At any such adjourned
meeting at which a quorum shall be present or represented, any business may be
transacted which might have been transacted at the meeting as originally
notified.
Section 8. Voting. At any meeting of stockholders, except as otherwise
provided by law or by the certificate of incorporation or by any resolution of
the board of directors creating any series of Preferred Stock:
(a) Each holder of record of a share or shares of stock on the record
date for determining stockholders entitled to vote at such meeting shall be
entitled to one vote in person or by proxy for each share of stock so held.
(b) Directors shall be elected by a plurality of the votes cast by the
holders of Common Stock, present in person or by proxy.
4
<PAGE> 5
(c) Each other question properly presented to any meeting of
stockholders shall be decided by a majority of the votes cast on the question
entitled to vote thereon.
(d) Elections of directors shall be by ballot but the vote upon any
other question shall be by ballot only if so ordered by the chairman of the
meeting or if so requested by stockholders, present in person or represented by
proxy, entitled to vote on the question and holding at least l0% of the shares
so entitled to vote.
Section 9. Action By Written Consent. Any stockholder seeking to act by
written consent of stockholders shall notify the secretary in writing of such
intent and shall request the board of directors to fix a record date for
determining the stockholders entitled to vote by consent. The notice shall
specify the actions sought to be taken and, if the election of one or more
individuals as director is sought, shall include as to each nominee the
information required to be included in a proxy statement under the proxy rules
of the Securities and Exchange Commission. Such record date shall be the
fifteenth day following receipt of such request or such later date as may be
specified by the requesting stockholder.
The date for determining whether an action has been consented to by the
required number of stockholders shall be the thirty-first day after written
consent forms were mailed to stockholders or, if no such material is required to
be mailed, the thirty-first day following the record date.
5
<PAGE> 6
Section l0. List of Stockholders. At least ten days before every
meeting of stockholders, a complete list of the stockholders entitled to vote at
the meeting, arranged in alphabetical order, and showing the address of each
stockholder and the number of shares registered in the name of each stockholder
shall be prepared. Such list shall be open to the examination of any
stockholder, for any purpose germane to the meeting, during ordinary business
hours for a period of at least ten days prior to the meeting, either at a place
within the city where the meeting is to be held, which place shall be specified
in the notice of the meeting, or, if not so specified, at the place where the
meeting is to be held. The list shall also be produced and kept at the time and
place of the meeting during the whole time thereof, and may be inspected by any
stockholder who is present.
Section ll. Judges of Election. Whenever a vote at a meeting of
stockholders shall be by ballot, or whenever written consent to action is
sought, the proxies and ballots or consents shall be received and taken charge
of, and all questions touching on the qualification of voters and the validity
of proxies and consents and the acceptance and rejection of votes shall be
decided by two judges of election. In the case of a meeting of stockholders,
such judges of election shall be appointed by the board of directors before or
at the meeting, and if no such appointment shall have been made, then by the
stockholders at the meeting. In the case of a solicitation of consents, such
judges of election shall be appointed
6
<PAGE> 7
by the board of directors on or before the record date for determining the
stockholders entitled to vote by consent, and if no such appointment shall have
been made, then by the chairman of the board or the president. If for any reason
either of the judges of election previously appointed shall fail to attend or
refuse or be unable to serve, a judge of election in place of any so failing to
attend or refusing or unable to serve, shall be appointed by the board of
directors, the stockholders at the meeting, the chairman of the board or the
president.
ARTICLE III
Directors: Number, Election, Etc.
Section l. Number. The board of directors shall consist of such number
of members, not less than three, as the board of directors may from time to time
determine by resolution, plus such additional persons as the holders of the
Preferred Stock may be entitled from time to time, pursuant to the provisions of
any resolution of the board of directors creating any series of Preferred Stock,
to elect to the board of directors.
Section 2. Election, Term, Vacancies. Directors shall be elected each
year at the annual meeting of stockholders, except as hereinafter provided,
and shall hold office until the next annual election and until their successors
are duly elected and qualified. Vacancies and newly created directorships
resulting from any increase in the authorized number of directors may be filled
by a majority of the directors then in office, although less than a quorum.
7
<PAGE> 8
Section 3. Resignation. Any director may resign at any time by giving
written notice of such resignation to the board of directors, the chairman of
the board, the president or the secretary. Any such resignation shall take
effect at the time specified therein or, if no time be specified, upon the
receipt thereof by the board of directors or one of the above-named officers
and, unless specified therein, the acceptance of such resignation shall not be
necessary to make it effective.
Section 4. Removal. Any director may be removed from office at any
time, with or without cause, by a vote of a majority of a quorum of the
stockholders entitled to vote at any regular meeting or at any special meeting
called for the purpose.
Section 5. Fees and Expenses. Directors shall receive such fees and
expenses as the board of directors shall from time to time prescribe.
8
<PAGE> 9
ARTICLE IV
Meetings of Directors
Section l. Regular Meetings. Regular meetings of the board of directors
shall be held at the principal office of the corporation, or at such other place
(within or without the State of Delaware), and at such time, as may from time to
time be prescribed by the board of directors or stockholders. A regular annual
meeting of the board of directors for the election of officers and the
transaction of other business shall be held on the same day as the annual
meeting of the stockholders or on such other day and at such time and place as
the board of directors shall determine. No notice need be given of any regular
meeting.
Section 2. Special Meetings. Special meetings of the board of directors
may be held at such place (within or without the State of Delaware) and at such
time as may from time to time be determined by the board of directors or as may
be specified in the call and notice of any meeting. Any such meeting shall be
held at the call of the chairman of the board, the president, a vice president,
the secretary, or two or more directors. Notice of a special meeting of
directors shall be mailed to each director at least three days prior to the
meeting date, provided that in lieu thereof, notice may be given to each
director personally or by telephone, or dispatched by telegraph, at least one
day prior to the meeting date.
9
<PAGE> 10
Section 3. Waiver of Notice. In lieu of notice of meeting, a waiver
thereof in writing, signed by the person or persons entitled to said notice
whether before or after the time stated therein, shall be deemed equivalent
thereto. Any director present in person at a meeting of the board of directors
shall be deemed to have waived notice of the time and place of meeting.
Section 4. Action Without Meeting. Unless otherwise restricted by the
certificate of incorporation, any action required or permitted to be taken at
any meeting of the board of directors or of any committee thereof may be taken
without a meeting if all members of the board of directors or of such committee,
as the case may be, consent thereto in writing, and the writing or writings are
filed with the minutes of the proceedings of the board of directors or of such
committee.
Section 5. Quorum. At all meetings of the board, one-third of the total
number of directors shall constitute a quorum for the transaction of business.
The act of a majority of the directors present at any meeting at which there is
a quorum shall be the act of the board of directors, except as may be otherwise
specifically provided by law.
If at any meeting there is less than a quorum present, a majority of
those present (or if only one be present, then that one), may adjourn the
meeting from time to time without further notice other than announced at the
meeting until a quorum is present. At such adjourned meeting at which a quorum
is present, any business may be transacted which might have been transacted at
the meeting as originally scheduled.
10
<PAGE> 11
Section 6. Business Transacted. Unless otherwise indicated in the
notice of meeting or required by law, the certificate of incorporation or bylaws
of the corporation, any and all business may be transacted at any directors'
meeting.
ARTICLE V
Powers of the Board of Directors
The management of all the property and business of the corporation and
the regulation and government of its affairs shall be vested in the board of
directors. In addition to the powers and authorities by these bylaws and the
certificate of incorporation expressly conferred on them, the board of directors
may exercise all such powers of the corporation and do all such lawful acts and
things as are not by law, or by the certificate of incorporation or by these
bylaws directed or required to be exercised or done by the stockholders.
ARTICLE VI
Committees
Section l. Executive Committee. The board of directors may, by
resolution passed by a majority of the whole board, designate an executive
committee, to consist of five or more members. The chief executive officer plus
three other members of the executive committee shall constitute a quorum.
11
<PAGE> 12
The executive committee shall have and may exercise all the powers and
authority of the board of directors in the management of the business and
affairs of the corporation, with the exception of such powers and authority as
may be specifically reserved to the board of directors by law or by resolution
adopted by the board of directors.
Section 2. Audit Committee. The board of directors may, by resolution
passed by a majority of the whole board, designate an audit committee, to
consist of two or more members, none of the members of which shall be employees
or officers of the corporation. A majority of the members of the audit committee
shall constitute a quorum.
The audit committee shall from time to time review and make
recommendations to the board of directors with respect to the selection of
independent auditors, the fees to be paid such auditors, the adequacy of the
audit and accounting procedures of the corporation, and such other matters as
may be specifically delegated to the committee by the board of directors. In
this connection the audit committee shall, at its request, meet with
representatives of the independent auditors and with the financial officers of
the corporation separately or jointly.
Section 3. Compensation/Nominating Committee. The board of directors
may, by resolution passed by a majority of the whole board, designate a
compensation/nominating committee, to consist of each member of the board of
directors, except that no member of the compensation/nominating committee may be
an employee
12
<PAGE> 13
or officer of the corporation. A majority of the members of the
compensation/nominating committee shall constitute a quorum.
The compensation/nominating committee shall from time to time review
and make recommendations to the board of directors with respect to the
management remuneration policies of the corporation including but not limited to
salary rates and fringe benefits of elected officers, other remuneration plans
such as incentive compensation, deferred compensation and stock option plans,
directors' compensation and benefits and such other matters as may be
specifically delegated to the committee by the board of directors.
In addition, the compensation/nominating committee shall make
recommendations to the board of directors (i) concerning suitable candidates for
election to the board, (ii) with respect to assignments to board committees, and
(iii) with respect to promotions, changes and succession among the senior
management of the corporation, and shall perform such other duties as may be
specifically delegated to the committee by the board of directors.
Section 4. Committee Procedure, Seal.
(a) The executive, compensation/nominating, and audit committees shall
keep regular minutes of their meetings, which shall be reported to the board of
directors, and shall fix their own rules of procedures.
(b) The executive, compensation/nominating, and audit committees may
each authorize the seal of the corporation to be affixed to all papers which may
require it.
13
<PAGE> 14
(c) In the absence or disqualification of a member of any committee,
the members of that committee present at any meeting and not disqualified from
voting, whether or not constituting a quorum, may unanimously appoint another
member of the board of directors to act at the meeting in the place of such
absent or disqualified member.
Section 5. Special Committees. The board of directors may, from time to
time, by resolution passed by a majority of the whole board, designate one or
more special committees. Each such committee shall have such duties and may
exercise such powers as are granted to it in the resolution designating the
members thereof. Each such committee shall fix its own rules of procedure.
ARTICLE VII
Indemnification
Section l. Nature of Indemnity. The corporation shall indemnify any
person who was or is a party or is threatened to be made a party to any
threatened, pending or completed action, suit or proceeding, whether civil,
criminal, administrative or investigative by reason of the fact that he is or
was or has agreed to become a director or officer of the corporation, or is or
was serving or has agreed to serve at the request of the corporation as a
director or officer, of another corporation, partnership, joint venture, trust
14
<PAGE> 15
or other enterprise, or by reason of any action alleged to have been taken or
omitted in such capacity, and may indemnify any person who was or is a party or
is threatened to be made a party to such an action by reason of the fact that he
is or was or has agreed to become an employee or agent of the corporation, or is
or was serving or has agreed to serve at the request of the corporation as an
employee or agent of another corporation, partnership, joint venture, trust or
other enterprise, against expenses (including attorneys' fees), judgments, fines
and amounts paid in settlement actually and reasonably incurred by him or on his
behalf in connection with such action, suit or proceeding and any appeal
therefrom, if he acted in good faith and in a manner he reasonably believed to
be in or not opposed to the best interests of the corporation, and, with respect
to any criminal action or proceeding had no reasonable cause to believe his
conduct was unlawful; except that in the case of an action or suit by or in the
right of the corporation to procure a judgment in its favor (l) such
indemnification shall be limited to expenses (including attorneys' fees)
actually and reasonably incurred by such person in the defense or settlement of
such action or suit, and (2) no indemnification shall be made in respect of any
claim, issue or matter as to which such person shall have been adjudged to be
liable to the corporation unless and only to the extent that the Delaware Court
of Chancery or the court in which such action or suit was brought shall
determine upon application that, despite the adjudication of liability but in
15
<PAGE> 16
view of all the circumstances of the case, such person is fairly and reasonably
entitled to indemnity for such expenses which the Delaware Court of Chancery or
such other court shall deem proper.
The termination of any action, suit or proceeding by judgment, order,
settlement, conviction, or upon a plea of nolo contendere or its equivalent,
shall not, of itself, create a presumption that the person did not act in good
faith and in a manner which he reasonably believed to be in or not opposed to
the best interests of the corporation, and, with respect to any criminal action
or proceeding, had reasonable cause to believe that his conduct was unlawful.
Section 2. Successful Defense. To the extent that a director, officer,
employee or agent of the corporation has been successful on the merits or
otherwise in defense of any action, suit or proceeding referred to in Section l
hereof or in defense of any claim, issue or matter therein, he shall be
indemnified against expenses (including attorneys' fees) actually and reasonably
incurred by him in connection therewith.
Section 3. Determination That Indemnification Is Proper.
(a) Any indemnification of a director or officer of the corporation
under Section l hereof (unless ordered by a court) shall be made by the
corporation unless a determination is made that indemnification of the director
or officer is not proper in the circumstances because he has not met the
applicable standard of
16
<PAGE> 17
conduct set forth in Section l hereof. Such determination shall be made, with
respect to a director or officer, (1) by a majority vote of the directors who
are not parties to such action, suit or proceeding, even though less than a
quorum, or (2) by a committee of such directors designated by a majority vote of
such directors, even though less than a quorum, or (3) if there are no such
directors, or if such directors so direct, by independent legal counsel in a
written opinion, or (4) by the stockholders.
(b) Any indemnification of an employee or agent of the corporation (who
is not also a director or officer of the corporation) under Section l hereof
(unless ordered by a court) may be made by the corporation upon a determination
that indemnification of the employee or agent is proper in the circumstances
because such person has met the applicable standard of conduct set forth in
Section l hereof. Such determination, in the case of an employee or agent, may
be made (1) in accordance with the procedures outlined in the second sentence of
Section 3(a), or (2) by an officer of the corporation, upon delegation of such
authority by a majority of the Board of Directors.
Section 4. Advance Payment of Expenses. Expenses (including attorneys'
fees) incurred by a director or officer in defending any civil, criminal,
administrative or investigative action, suit or proceeding shall be paid by the
corporation in advance of the final disposition of such action, suit or
proceeding upon receipt of an undertaking by or on behalf of the director or
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<PAGE> 18
officer to repay such amount if it shall ultimately be determined that he is not
entitled to be indemnified by the corporation as authorized in this Article.
Such expenses (including attorneys' fees) incurred by other employees and agents
may be so paid upon such terms and conditions, if any, as the corporation deems
appropriate. The board of directors may authorize the corporation's counsel to
represent a director, officer, employee or agent in any action, suit or
proceeding, whether or not the corporation is a party to such action, suit or
proceeding.
Section 5. Procedure for Indemnification of Directors or Officers. Any
indemnification of a director or officer of the corporation under Sections l and
2, or advance of costs, charges and expenses of a director or officer under
Section 4 of this Article, shall be made promptly, and in any event within 60
days, upon the written request of the director or officer. If the corporation
fails to respond within 60 days, then the request for indemnification shall be
deemed to be approved. The right to indemnification or advances as granted by
this Article shall be enforceable by the director or officer in any court of
competent jurisdiction if the corporation denies such request, in whole or in
part. Such person's costs and expenses incurred in connection with successfully
establishing his right to indemnification, in whole or in part, in any such
action shall also be indemnified by the corporation. It shall be a defense to
any such action (other than
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<PAGE> 19
an action brought to enforce a claim for the advance of costs, charges and
expenses under Section 4 of this Article where the required undertaking, if any,
has been received by the corporation) that the claimant has not met the standard
of conduct set forth in Section l of this Article, but the burden of proving
such defense shall be on the corporation. Neither the failure of the corporation
(including its board of directors or a committee thereof, its independent legal
counsel, and its stockholders) to have made a determination prior to the
commencement of such action that indemnification of the claimant is proper in
the circumstances because he has met the applicable standard of conduct set
forth in Section l of this Article, nor the fact that there has been an actual
determination by the corporation (including its board of directors or a
committee thereof, its independent legal counsel, and its stockholders) that the
claimant has not met such applicable standard of conduct, shall be a defense to
the action or create a presumption that the claimant has not met the applicable
standard of conduct.
Section 6. Survival; Preservation of Other Rights.
The foregoing indemnification provisions shall be deemed to be a
contract between the corporation and each director, officer, employee and agent
who serves in such capacity at any time while these provisions as well as the
relevant provisions of the Delaware Corporation Law are in effect and any repeal
or modification thereof shall not affect any right or obligation then existing
with respect
19
<PAGE> 20
to any state of facts then or previously existing or any action, suit, or
proceeding previously or thereafter brought or threatened based in whole or in
part upon any such state of facts. Such a "contract right" may not be modified
retroactively without the consent of such director, officer, employee or agent.
The indemnification provided by this Article VII shall not be deemed
exclusive of any other rights to which those indemnified may be entitled under
any bylaw, agreement, vote of stockholders or disinterested directors or
otherwise, both as to action in his official capacity and as to action in
another capacity while holding such office, and shall continue as to a person
who has ceased to be a director, officer, employee or agent and shall inure to
the benefit of the heirs, executors and administrators of such a person.
Section 7. Insurance. The corporation shall purchase and maintain
insurance on behalf of any person who is or was or has agreed to become a
director or officer of the corporation, or is or was serving at the request of
the corporation as a director or officer of another corporation, partnership,
joint venture, trust or other enterprise against any liability asserted against
him and incurred by him or on his behalf in any such capacity, or arising out of
his status as such, whether or not the corporation would have the power to
indemnify him against such liability under the provisions of this Article,
provided that such insurance is available on acceptable terms, which
determination shall be made by a vote of a majority of the entire board of
directors.
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<PAGE> 21
Section 8. Savings Clause. If this Article or any portion hereof shall
be invalidated on any ground by any court of competent jurisdiction, then the
corporation shall nevertheless indemnify each director or officer and may
indemnify each employee or agent of the corporation as to costs, charges and
expenses (including attorneys' fees), judgments, fines and amounts paid in
settlement with respect to any action, suit or proceeding, whether civil,
criminal, administrative or investigative, including an action by or in the
right of the corporation, to the full extent permitted by any applicable portion
of this Article that shall not have been invalidated and to the full extent
permitted by applicable law.
ARTICLE VIII
Officers
Section l. General. The officers of the corporation shall be the
chairman of the board, president, one or more vice presidents (including
executive vice presidents and senior vice presidents), a secretary, a
controller, a treasurer, and such other subordinate officers as may from time to
time be designated and elected by the board of directors.
Section 2. Other Offices. The chairman of the board shall be chosen by
the board of directors from among their own number. The other officers of the
corporation may or may not be directors.
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<PAGE> 22
Section 3. Term. Officers of the corporation shall be elected by the
board of directors and shall hold their respective offices during the pleasure
of the board and any officer may be removed at any time, with or without cause,
by a vote of the majority of the directors. Each officer shall hold office from
the time of his appointment and qualification until the next annual election of
officers or until his earlier resignation or removal except that upon election
thereof a shorter term may be designated by the board of directors. Any officer
may resign at any time upon written notice to the corporation.
Section 4. Compensation. The compensation of officers of the
corporation shall be fixed, from time to time, by the board of directors.
Section 5. Vacancy. In case any office becomes vacant by death,
resignation, retirement, disqualification, removal from office, or any other
cause, the board of directors may abolish the office (except that of president,
secretary and treasurer) or elect an officer to fill such vacancy.
ARTICLE IX
Duties of Officers
Section l. Chairman of the Board, President. The chairman of the board
shall be the chief executive officer of the corporation. He shall have general
supervisory powers over all other officers, employees and agents of the
corporation for the proper performance of their duties and shall otherwise have
the general powers and duties of supervision and management usually
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<PAGE> 23
vested in the chief executive officer of a corporation. The president shall have
the general powers and duties of supervision and management of the corporation
as the chairman shall assign. The chairman of the board shall preside at and act
as chairman of all meetings of the board of directors. The president shall
preside at any meeting of the board of directors in the event of the absence of
the chairman of the board. The offices of chairman of the board and president
may be filled by the same individual.
Section 2. Vice Presidents. Each vice president shall perform such
duties as shall be assigned to him by the board of directors, the chairman of
the board or the president.
Section 3. Secretary. The secretary shall record all proceedings of the
meetings of the corporation, its stockholders and the board of directors and
shall perform such other duties as shall be assigned to him by the board of
directors, the chairman of the board, or the president. Any part or all of the
duties of the secretary may be delegated to one or more assistant secretaries.
Section 4. Controller. The controller shall perform such duties as
shall be assigned to him by the chairman of the board, the president or such
vice president as may be responsible for financial matters. Any or all of the
duties of the controller may be delegated to one or more assistant controllers.
Section 5. Treasurer. The treasurer shall, under the direction of the
chairman of the board, the president or such vice president as may be
responsible for financial matters, have the
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<PAGE> 24
custody of the funds and securities of the corporation, subject to such
regulations as may be imposed by the board of directors. He shall deposit, or
have deposited, all monies and other valuable effects in the name and to the
credit of the corporation in such depositories as may be designated by the board
of directors or as may be designated by the appropriate officers pursuant to a
resolution of the board of directors. He shall disburse, or have disbursed, the
funds of the corporation as may be ordered by the board of directors or properly
authorized officers, taking proper vouchers therefor. If required by the board
of directors he shall give the corporation bond in such sum and in such form and
with such security as may be satisfactory to the board of directors, for the
faithful performance of the duties of his office. He shall perform such other
duties as shall be assigned to him by the board of directors, the chairman of
the board, the president or such vice president as may be responsible for
financial matters. Any or all of the duties of the treasurer may be delegated to
one or more assistant treasurers.
Section 6. Other Officers' Duties. Each other officer shall perform
such duties and have such responsibilities as may be delegated to him by the
superior officer to whom he is made responsible by designation of the chairman
of the board or the president.
Section 7. Absence or Disability. The board of directors or the
chairman of the board may delegate the powers and
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<PAGE> 25
duties of any absent or disabled officer to any other officer or to any director
for the time being. In the event of the absence or temporary disability of the
chairman of the board, the president shall assume his powers and duties while he
is absent or so disabled.
ARTICLE X
Stock
Section l. Certificates. Certificates of stock of the corporation shall
be signed by, or in the name of the corporation by, the chairman of the board,
the president or a vice president, and by the treasurer or an assistant
treasurer, or the secretary or an assistant secretary of the corporation. If
such certificate is countersigned, (l) by a transfer agent other than the
corporation or its employee, or (2) by a registrar other than the corporation or
its employee, then any other signature on the certificate may be a facsimile. In
case any officer, transfer agent, or registrar who has signed or whose facsimile
signature has been placed upon a certificate shall have ceased to be such
officer, transfer agent, or registrar before such certificate is issued, it may
be issued by the corporation with the same effect as if he were such officer,
transfer agent, or registrar at the date of issue.
Section 2. Transfers. Shares of stock shall be transferable on the
books of the corporation by the holder of record thereof in person or by his
attorney upon surrender of such
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<PAGE> 26
certificate with an assignment endorsed thereon or attached thereto duly
executed and with such proof of authenticity of signatures as the corporation
may reasonably require. The board of directors may from time to time appoint
such transfer agents or registrars as it may deem advisable and may define their
powers and duties. Any such transfer agent or registrar need not be an employee
of the corporation.
Section 3. Record Holder. The corporation may treat the holder of
record of any shares of stock as the complete owner thereof entitled to receive
dividends and vote such shares, and accordingly shall not be bound to recognize
any interest in such shares on the part of any other person, whether or not it
shall have notice thereof.
Section 4. Lost and Damaged Certificates. The corporation may issue a
new certificate of stock to replace a certificate alleged to have been lost,
stolen, destroyed or mutilated upon such terms and conditions as the board of
directors may from time to time prescribe.
Section 5. Fixing Record Date. In order that the corporation may
determine the stockholders entitled to notice of or to vote at any meeting of
stockholders or any adjournment thereof, or to express consent to corporate
action in writing without a meeting, or entitled to receive payment of any
dividend or other distribution or allotment of any rights, or entitled to
exercise any rights in respect of any change, conversion or exchange of stock or
26
<PAGE> 27
for the purpose of any other lawful action, the board of directors may fix, in
advance, a record date, which shall not be more than sixty nor less than ten
days before the date of such meeting, nor more than sixty days prior to any
other action.
ARTICLE XI
Miscellaneous
Section l. Fiscal Year. The fiscal year of the corporation shall begin
upon the first day of January and terminate upon the 3lst day of December, in
each year.
Section 2. Stockholder Inspection of Books and Records. The board of
directors from time to time shall determine whether and to what extent and at
what times and places and under what conditions and regulations the accounts and
books of the corporation, or any of them, shall be open to the inspection of a
stockholder and no stockholder shall have any right to inspect any account, book
or document of the corporation except as conferred by statute or authorized by
resolution of the board of directors.
Section 3. Seal. The corporate seal shall be circular in form and have
inscribed thereon the name of the corporation and the words "Corporate Seal,
Delaware."
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<PAGE> 28
ARTICLE XII
Amendments to Bylaws
Subject to the provisions of any resolution of the board of directors
creating any series of Preferred Stock, the board of directors shall have power
from time to time to make, alter or repeal bylaws, but any bylaws made by the
board of directors may be altered, amended or repealed by the stockholders at
any annual meeting of stockholders, or at any special meeting provided that
notice of such proposed alteration, amendment or repeal is included in the
notice of such special meeting.
28
<PAGE> 1
EXHIBIT 12
AMERICAN AIRLINES, INC.
COMPUTATION OF RATIO OF EARNINGS TO FIXED CHARGES
(IN MILLIONS)
<TABLE>
<CAPTION>
1994 1995 1996 1997 1998
---------- ---------- ---------- ---------- ----------
<S> <C> <C> <C> <C> <C>
Earnings:
Earnings from continuing operations before
income taxes and extraordinary loss $ 100 $ 20 $ 956 $ 1,287 $ 1,744
Add: Total fixed charges (per below) 1,181 1,282 1,075 995 906
Less: Interest capitalized 21 14 10 19 97
---------- ---------- ---------- ---------- ----------
Total earnings $ 1,260 $ 1,288 $ 2,021 $ 2,263 $ 2,553
========== ========== ========== ========== ==========
Fixed charges:
Interest $ 441 $ 546 $ 370 $ 297 $ 208
Portion on rental expense representative
of the interest factor 736 733 704 697 697
Amortization of debt expense 4 3 1 1 1
---------- ---------- ---------- ---------- ----------
Total fixed charges $ 1,181 $ 1,282 $ 1,075 $ 995 $ 906
========== ========== ========== ========== ==========
Ratio of earnings to fixed charges 1.07 1.00 1.88 2.27 2.82
========== ========== ========== ========== ==========
</TABLE>
<PAGE> 1
Exhibit 23
CONSENT OF INDEPENDENT AUDITORS
We consent to the incorporation by reference in Post Effective Amendment No. 2
to the Registration Statement (Form S-3 No. 33-42998) of American Airlines,
Inc., and in the related Prospectus, of our reports dated January 18, 1999,
except for the last paragraph of Note 3 and the last paragraph of Note 4, for
which the date is February 22, 1999, with respect to the consolidated financial
statements and schedule of American Airlines, Inc.
included in this Annual Report (Form 10-K) for the year ended December 31,
1998.
ERNST & YOUNG LLP
Dallas, Texas
March 17, 1999
<TABLE> <S> <C>
<ARTICLE> 5
<MULTIPLIER> 1,000,000
<S> <C>
<PERIOD-TYPE> YEAR
<FISCAL-YEAR-END> DEC-31-1998
<PERIOD-START> JAN-01-1998
<PERIOD-END> DEC-31-1998
<CASH> 85
<SECURITIES> 1,398
<RECEIVABLES> 1,169
<ALLOWANCES> 17
<INVENTORY> 520
<CURRENT-ASSETS> 4,632
<PP&E> 19,719
<DEPRECIATION> 7,366
<TOTAL-ASSETS> 19,224
<CURRENT-LIABILITIES> 5,325
<BONDS> 2,462
0
0
<COMMON> 1,743
<OTHER-SE> 4,685
<TOTAL-LIABILITY-AND-EQUITY> 19,224
<SALES> 0
<TOTAL-REVENUES> 16,299
<CGS> 0
<TOTAL-COSTS> 14,531
<OTHER-EXPENSES> 0
<LOSS-PROVISION> 0
<INTEREST-EXPENSE> 197
<INCOME-PRETAX> 1,744
<INCOME-TAX> 681
<INCOME-CONTINUING> 1,063
<DISCONTINUED> 0
<EXTRAORDINARY> 0
<CHANGES> 0
<NET-INCOME> 1,063
<EPS-PRIMARY> 0
<EPS-DILUTED> 0
</TABLE>
