American Airlines – Please Consult These Pages for American Airlines Customer Service Phone Number

Considering the difficult conditions designed for the airline industry by deregulation, that was initiated within the late 1970s, the prosperity of many airline companies was challenging to assess. American Airlines, however, has mastered the deregulation market to become the United States’ number 1 airline. The size of the corporation is, it can maintain a highly flexible and responsive attitude toward the changing conditions in the airline market.

American Airlines is actually a product of your merger of numerous small airline companies. One of these founding enterprises was the Robertson Aircraft Company of Missouri, which employed Charles Lindbergh to pilot its first airmail run in 1926. In April 1927 another of these small companies, Juan Trippe’s Colonial Air Transport, made the first scheduled passenger run between Boston and The Big Apple. The nucleus of the and the 82 other businesses that eventually merged to produce american airlines had been a company called Embry-Riddle, which later evolved into the Aviation Corporation (AVCO), one of many United States’ first airline conglomerates. The conglomerate was headed by a Wall Street group led by Avrell Harriman and Robert Lehman which was not conversant using the new airline business.

In 1930 Charles Coburn formally united the different airlines under the name American Airways Company. American flew various planes, like the Pilgrim 10A. In 1930 the organization was granted control of the Southern airmail corridor from your East Coast to California. In 1934 the us government suspended all private airmail contracts simply to reinstate them a few months later underneath the issues that previous contract holders were disqualified from bidding and companies could not have the same officers and directors. American Airways thus changed its name to American Airlines and, within the leadership of Lester Seymour, resumed its airmail business but due to the damage already due to this interruption, was incapable of maintain a profit.

During this time, a Texan named Cyrus Rowlett Smith was transforming into a popular figure at American. Smith was originally the vice president and treasurer of Southern Air Transport, a division later acquired by American. Seymour recognized Smith’s ability and made him a v . p . of American in control of the Southern Division.

In 1934 new American President Smith persuaded Donald Douglas, an aircraft manufacturer, to formulate a brand new airplane to change the favorite DC-2. The business created a larger 21-passenger airplane, designated the DC-3. Cooperation between your manufacturer and also the airline during the entire project set an illustration for similar joint ventures later on. American was flying the DC-3s by 1936 and, largely due to the successful new plane, proceeded to get the best airline from the close in the decade. The DC-3 turned out to be a hugely popular airplane; its innovative and easy design caused it to be durable as well as simple to service.

During 1937, in reaction to a public scare over airline safety, American ran a printed advertisement that directly asked, “Afraid to Fly?” Citing the statistical improbability of dying in a crash, the copy discussed the situation in a straightforward and reassuring way. “People are frightened of things they do not know about,” the advertisement read, “there is only one strategy to overcome the fear-and that is, to fly.” The promotion succeeded in allaying passenger fears and increasing the airline’s business.

When World War II started American Airlines devoted over 50 % of its resources on the army. American DC-3s shuttled the Signal Corps and supplies to Brazil for that transatlantic ferry. Smith himself volunteered his services on the Air Transport Command. American’s president, Ralph Damon, went along to the Republic Aircraft Company to supervise the property of fighter airplanes. Right after the war American returned to its normal operations, and Smith lay out to completely retool the business with modern equipment. The modernization went smoothly and quickly. In 1949 American’s arch rival, United Airlines, was still flying DC-3s, while American had already sold its last DC-3s.

American Airlines purchased American Export Airlines (AEA) from American Export Steamship Lines. The steamship company was forced to sell AEA when the us Congress decreed that transportation companies could not conduct business in multiple mode. It was actually an attempt to avoid industrial vertical monopolies from forming.

From the late 1940s American suffered another economic crisis, caused mainly by the grounding of your DC-6. The airplanes were experiencing operational things that generated crashes, and the federal government wanted these thoroughly inspected. About 6 weeks later these were in service, although the interruption cost American a lot of money. When banks restricted American’s credit line, Smith joined representatives of TWA and United on Capitol Hill to lobby for fare increases. Subsequently, as an element of a compromise, American was awarded an airmail subsidy.

Still facing financial difficulties, company management tried to raise cash by selling overseas routes served by the Amex flying boats. The sale was blocked by the Civil Aeronautics Board (CAB). American needed the bucks, and Juan Trippe at Pan Am actually planned to get the overseas routes. As a result, they jointly lobbied the administration of President Harry S. Truman to overturn the CAB decision, but the timing was inauspicious. Some time was June 1950, as well as the president was focused entirely on the war in Korea. A couple weeks later, following the Korean situation stabilized, Truman did finally rule in support of the airlines and American was allowed the sale. Thus the company avoided a debilitating financial crisis.

American made the first scheduled non-stop transcontinental flights in 1953 using the 80-passenger DC-7. In 1955 American ordered its first jetliners, Boeing 707s, which were delivered in 1959. With larger and faster aircraft about the drawing boards, American became interested in, and eventually purchased, jumbo B-747s inside the late 1960s. The company also ordered numerous supersonic transports, but was required to cancel these orders when Congress halted funding to Boeing for their development.

C. R. Smith left American in 1968 for a position in the Lyndon B. Johnson Administration, serving the president as secretary of commerce. Smith was succeeded at American with a lawyer named George A. Spater, who changed the company’s marketing plan and tried to have the airline more desirable to vacationers as an alternative to for the traditional business traveler, a plan that ultimately failed. Spater’s presidency lasted only until 1973, when he admitted to earning an illegal $55,000 corporate contribution to the former President Richard Nixon’s re-election campaign. Some believe the gift was designed to dexbpky23 favorable treatment through the Civil Aeronautics Board for American. For that reason, American’s board of directors chosen to fire Spater and draft Smith out from retirement at age of 74 to head the corporation again.

Smith retired after only seven months once the board of directors persuaded Albert V. Casey to leave the days-Mirror Company in L . A . to sign up for American. Since the new chief executive officer, Casey reversed the company’s fortunes from the deficit of $20 million in 1975 into a record profit of $134 million in 1978. To everyone’s surprise Casey chosen to move the airline’s headquarters from New York to Dallas/Fort Worth. Though some said Casey was unhappy regarding his lack of ability to gain acceptance in New York’s social circles, Casey reasoned a domestic airline ought to be based involving the coasts. Believing the business would have to be shaken from its lethargy, he felt that American would enjoy the relocation.

Soon afterward, American introduced “Super Saver” fares during 1977 in an innovative try to fill passenger seats on coast-to-coast flights. TWA and United followed suit when they failed to persuade the CAB to intervene.

Also in 1977 American was made to rehire 300 flight attendants who were fired between 1965 and 1970 because they had conceive. The award also included $2.7 million in back pay. Compounding these setbacks, on May 25, 1979, an American DC-10 crashed at Chicago’s O’Hare airport. Later blamed on inadequate maintenance procedures, the crash contributed to 273 deaths plus a fine of $500,000 from the Federal Aviation Administration (FAA). While the company collected $24.3 million in insurance benefits, this has been made to pay wrongful death settlements averaging $475,000 per passenger.

The Airline Deregulation Act of 1978 had the effect of creating the airline industry suddenly volatile and competitive. American could adapt to deregulation in a of various ways. First, it could possibly sell its jetliners as soon as they were written down, and move into other, more promising businesses. Second, it may scale down only partially, leaving a more efficient operation to contest with new airlines like New York Air and People Express. Still another option would be to ask employees to accept salary reductions as well as other concessions as Frank Borman did at Eastern. In the long run, American had not been forced to take these measures. The organization secured a two-tier wage contract having its employees and also this new agreement reduced labor costs by up to $ten thousand per year per new employee. Additionally, workers received a nice gain sharing interest in the organization.

Robert Crandall, formerly with Eastman Kodak, Hallmark, TWA, and Bloomingdale’s, joined American in 1973 and became its president in 1980. On October 1, 1982, Crandall oversaw the development of a holding company, the AMR Corporation. In accordance with the company’s 1982 annual report, this move would not affect daily business, but would “provide the business with access to causes of financing that otherwise could be unavailable.” Renowned for his impatient and aggressive manner, Crandall might be credited with American’s successful, however, not completely painless, readjustment on the post-deregulation era. Crandall fired approximately 7000 employees within an austerity drive, a choice that severely damaged his standing together with the unions.

American updated its jetliner fleet to fulfill the newest conditions in the market during the 1980s by phasing in B-767s and MD-80s. The MD-80s have two major advantages over other aircraft: a two-person cockpit crew and fuel efficiency. Crandall noted that American was developing a new, inexpensive airline inside of the old one.

Furthermore, the Sabre computer reservations system dominates the organization which is widely viewed as the very best in the industry. The Sabre system allows agents to assign seats, reserve tickets for Broadway plays, book lodgings, and even arrange to send flowers to passengers. Extremely successful in filling space on American flights efficiently and inexpensively, the Sabre system eventually expanded by beginning operations in Europe.

American runs a major hub at Dallas/Fort Worth and O’Hare in Chicago. Secondary hubs in Nashville and Raleigh-Durham usually are meant to more firmly establish the airline in the Southeast. Together with a multi-hub system as well as the reservations database, American contracts with smaller regional carriers.

American owned several subsidiaries whenever it came up with AMR holding company. An airline catering business called Sky Chefs was started in 1942 and served American and plenty of other air carriers. In 1977 American created AA Development Corporation and AA Energy Corporation. These subsidiaries-merged in 1984 to create AMR Energy Corporation-participated in the exploration and progression of oil and natural gas resources, a few of which were successful. The American Airlines Training Corporation, created in 1979, serviced military and commercial contracts that provided training for pilots and mechanics. All three subsidiaries were available in 1986.

In 1985 American surpassed United in passenger traffic and regained after 2 decades the title of number 1 airline in the United States. While the company has dealt reasonably well with disruptions in the market, and despite its stated intention to increase internally, American announced in November 1986 which it would acquire ACI Holdings, Inc., the parent company of AirCal, for $225 million in response to announcements by American’s competitors Delta and Northwest, that had entered into cooperation agreements with western air carriers. The addition of AirCaPs western routes significantly increased American’s exposure around the West Coast and would possibly lead to American services throughout the Pacific Ocean.

As the decade of the 1980s ended, the airline industry was challenged by a weakening economy and the like costly arises since the fuel price spike a result of the Persian Gulf war, which led to industry losses of $2.4 billion in 1990. American pursued a method of acquiring key overseas routes from troubled or failed airlines, cutting costs, and making use of its leading position to harry its opponents in price wars. In 1989 it purchased TWA’s Chicago operations and London routes, in which it added, in 1991, six more TWA London routes at a price of $445 million. Additionally that year, American purchased from failed Eastern Airlines the routes to 20 Latin American sites. With the close of your 1980s American was purchasing planes for a price of one every five days; its fleet stands amongst the world’s newest. At the same time, Crandall has cut executive perks and flight expenses inside a general program of internal belt-tightening. The main executive officer once ordered the removal of olives from all salads served on, saving $100,000 a year.

Through the entire late 1980s and early 1990s, Crandall’s ruthless-and effective-competitive strategies have already been the focus of industry controversy. Smaller airlines, along with such larger and financially troubled airlines as TWA, have accused Crandall of making use of unfair, “cannibalistic” tactics to create a situation wherein a few major carriers, having eliminated their competitors, can agree to maintain high costs without fear of being undercut. Crandall has countered, however, as outlined by Business Week, that American’s strategies are perfectly within reason in a “intensely, vigorously, bitterly, savagely competitive” industry. Any shifts within the industry, such as the removal of some weaker companies, he has argued, certainly are a necessary if painful component of restructuring a niche having a surplus of carriers. Further, he contends, several of American’s ailing competitors have brought their woes upon themselves by initiating fare wars, which force all carriers to sell seats at losses that this smaller carriers ultimately cannot afford. The airline industry, Crandall commented in an interview with Time, “is always from the grip of their dumbest competitors.”

In April 1992, American introduced a new air fare system, built to r implify rates that was made complicated over time by myriad restricted, cut-rate fare specials. The new system includes only four fares: first-class, coach, 7-day advance purchase, and 21-day advance purchase. Each price represented a cut within the fare for the category-up to 50 % for first-class tickets-but the new system also eliminated the promotions that enabled vacation travelers to purchase coach tickets at bargain rates. American held the old discount fares were damaging the market and that the new rates could be fairer to consumers. Detractors charged that this fares would benefit business travelers way over tourists, and this the pricing system was designed to operate a vehicle financially weak carriers out of business by forcing those to make fare cuts they can not afford. American’s competitors soon matched its prices, then countered with a new wave of restricted, reduced fares. In October of 1992, however, Crandall speculated the company might drop this software because of industry price cuts.

American has entered the uncertain airline market from the 1990s by using a history of innovation and fierce and effective competitiveness. Having pioneered such now-widespread business and marketing practices as two-tiered wage systems, frequent flyer programs, and computerized reservation services, American is acknowledged as a pace-setter within a volatile industry. As deregulation appears increasingly to favor the consolidation of domestic-and maybe even international-airline business into the hands of some major airlines, American is poised to retain a position of prominence.

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