The document provides an executive summary and review of U.S. passenger airlines' financial and operational results for the first half of 2013. Key points include: - Airlines began transitioning from "razor thin" to "paper thin" profits due to a temporary drop in jet fuel prices, though fuel has risen 26 cents since end of June - Modest revenue increase was matched by higher non-fuel costs, keeping margins thin - Consistent profits have enabled airline investments in customer experience and technology - Air travel remains a good value compared to increases in other goods and services

1. A4A Media Briefing
John P. Heimlich, Vice President and Chief Economist
Nancy N. Young, Vice President, Environmental Affairs
August 22, 2013
Review of U.S. Passenger Airlines’ Year-to-Date
2013 Financial and Operational Results and
Performance as a Green Engine of the Economy

2. Executive Summary
airlines.org2
» In first half of 2013, U.S. airline results began to make the transition from ―razor thin‖ to ―paper thin‖
o Biggest driver of YOY gains was temporary drop in the price of jet fuel, which has risen 26 cents per gallon since
the end of June – key because a 20-cent increase in 1H would have wiped out all profits
o Otherwise, a modest increase in operating revenues was matched by an increase in non-fuel expenses
o Despite progress, airline corporate credit ratings highlight significant room for balance-sheet improvement
» Delivering consistent (albeit slim) earnings has enabled airlines to attract new capital (investors),
driving greater airline investments in people and technology to enhance the customer experience
o Restoring seats domestically and continuing to grow in increasingly competitive international markets
o Capital expenditures at highest level in 11 years (in part reflecting several hundred passenger aircraft on order)
o Significant new investment in aircraft, operational spares, premium seating, airport terminals, customer lounges,
ground equipment, mobile technology, customer kiosks, in-flight entertainment and wireless
o Intense focus (and results) on improving baggage handling – equipment, software, staffing, training, internal
reporting and communication, airport/agency partnerships, performance incentives, logistics, etc.
o Improvements in on-time arrival rate, flight completion rate, customer satisfaction
» Air travel remains one of the best bargains in America
» Customers, employees, investors and the U.S. economy are vastly better off with a financially strong
industry that can cover its costs over the course of an entire business cycle and compete globally

3. Modest Fuel-Price Relief Was Critical to Airline Earnings* Improvement in 1H 2013
All Other Operating Expenses Rose Year Over Year, Keeping Margins Thin
* A4A analysis of reports by Alaska, Allegiant, American, Delta, Hawaiian, JetBlue, Southwest, Spirit, United and US Airways
airlines.org3
1H 2013 vs. 1H 2012 % Better/(Worse)
Operating Revenues ($72.8B) 1.7
Operating Expenses (% of ) (1.6)
Fuel (35%) @ average price of $3.17 w/taxes 5.0
Wages & Benefits (24%) (1.7)
Landing Fees & Terminal Rents (5%) (6.9)
Maintenance, Materials & Repairs (6%) (3.6)
Depreciation, Amortization & Rents (7%) (0.7)
Other** (25%) (9.2)
Non-Op Income / (Expenses) and Tax 8.9
Subtotal Expenses ($71.3B) 1.2
Net Profit ($1,551M) 33.6
1.6
2.1
1H12 1H13
Net Profit Margin
Earnings as % of OpRev
** Professional services, food/beverage, insurance, commissions, GDS fees, communications, advertising and promotion, utilities and office supplies, personnel expense

4. Jet Fuel Price Down from 2012 All-Time High But Volatile and on the Rise in 2H 2013
Increase of 20 Cents per Gallon in 1H, Now Observed, Would Have Wiped Out Earnings
2.70
2.75
2.80
2.85
2.90
2.95
3.00
3.05
28-Jun-13
5-Jul-13
12-Jul-13
19-Jul-13
26-Jul-13
2-Aug-13
9-Aug-13
16-Aug-13
23-Aug-13
30-Aug-13
Jet Fuel Up 26¢ Since End of 1H 2013
Source: A4A and Energy Information Administration
airlines.org4
$0.54
$0.58
$1.02
$2.17
$3.00
$3.06
1991-1995
1996-2000
2001-2005
2006-2010
2011
2012
Jet Fuel Spot Price per Gallon
U.S. Gulf Coast Jet Fuel

5. In 1H13, U.S. Airlines1 Earned a Modest 2.1 Pennies per Dollar of Revenue Generated
But Reinvested $5.9 Billion in Operational Improvements and Customer Experience
Thin Margin, Unlike Other Fortune 500s, Shows Revenues Barely Exceeding Costs
airlines.org5
U.S. Airlines1 1H13
Net Income $1,551M
Net Profit Margin 2.1%
Capital Expenditures $5,871M
Apple2 1H13
Net Income $22,625M
Net Profit Margin 23.1%
Capital Expenditures $4,325M
Ford Motor Co.2 1H13
Net Income $2,844M
Net Profit Margin 3.8%
Capital Expenditures $3,077M
Starbucks2 1H13
Net Income $823M
Net Profit Margin 11.2%
Capital Expenditures $485M
1. A4A analysis of reports by Alaska, Allegiant, American, Delta, Hawaiian, JetBlue, Southwest, Spirit, United and US Airways
2. SEC filings for the indicated fiscal period, which for AAPL and SBUX does not coincide with the calendar year

6. International Air Travel to/from USA Rose 3.8 Percent in the First Half of 2013
Including 5.1 Percent Growth in June, Consistent with A4A Summer Travel Forecast
airlines.org6
Source: Department of Commerce and DHS Advance Passenger Information System (APIS)
0.8
4.4 4.1
6.9
1.2
8.9
4.9
10.0
7.9
(0.7)
Europe
Asia
Canada
Mexico
Caribbean
S.America
C.America
MiddleEast
Oceania
Africa
YOY Change (%) by Gateway to/from USA
U.S. Citizens 2.4%
Non-U.S. Citizens 5.0%
YOY Change by Traveler Citizenship
U.S. Carriers 2.6%
Non-U.S. Carriers 5.3%
YOY Change by Airline Citizenship

7. U.S. Airlines Helping to Grow U.S. Exports, Reduce U.S. Trade Deficit, Boost GDP
Visitor Spending on U.S. Airlines Helps Drive Additional $67B on U.S. Goods & Services*
Source: Bureau of Economic Analysis, U.S. International Transactions, Passenger Fares
7 airlines.org
―The economic contributions of
international travel and tourism
continue to be a bright spot, with
the sector leading services
exports both on a monthly basis
and year-to-date. The increase in
U.S. travel and tourism-related
exports, which is supporting the
president‘s National Travel and
Tourism Strategy, is crucial to
supporting and creating jobs and
boosting our nation‘s economy.‖
(Under Secretary of Commerce
for International Trade Francisco
Sánchez, August 8, 2013)
56.3
61.6
67.0
1H11 1H12 1H13
U.S. Travel and Tourism-Related
Goods and Services*
* Food, lodging, recreation, gifts, entertainment, local transportation in the United States, and other items incidental to foreign travel
-------------- International Visitor Spending ($Billions) --------------
17.3 19.7 20.1
1H11 1H12 1H13
U.S. Airlines
3.3x

8. Given Growing Demand for International Air Travel to/from USA and the Associated
Economic Benefits, U.S. Resources Should Be Dedicated to Optimizing U.S. Airports
airlines.org8
Source: Department of Commerce, DHS Advance Passenger Information System (APIS) and Customs and Border Protection (http://apps.cbp.gov/awt/index.asp)
Each of Top 10 U.S. Gateways Shows YOY
Growth in Average Daily International Arrivals
1,853
1,299
599
277
514
592
431
401
429
994
JFK
MIA
LAX
E…
O…
ATL
SFO
IAH
IAD
D…
177
186
118
107
126
88
132
116
101
162
JFK
MIA
LAX
EWR
ORD
ATL
SFO
IAH
IAD
DFW
YTD 2013 Maximum Wait Times (in Minutes)
Exceed Two Hours at 5 of Top 10 U.S. Gateways

9. airlines.org9
During the First Six Months of 2013, U.S. Airlines Faced Significant Weather Events
and the Operational Consequences of Sequestration . . .
Month Analysis of Operating Environment (www.masFlight.com)
Jan ―Ground delay programs related to snow, low visibility and low ceilings were prevalent in the New
York area (LGA, JFK and EWR on 5 separate days, notably January 28) and PHL on 8 days.‖
Feb ―Weather was primary driver of decreased performance…with an abnormally snowy February in
Chicago…and in New York (with measurable snow on 5 days including Nemo, a prolonged
northeaster that hit the east coast from Philadelphia to Boston on Feb. 8-9.‖
Mar Snow events continued in BOS and NYC on 5 days; a few thunderstorms in ATL and DFW
compared to ―abnormally favorable weather in March 2012.‖
Apr ―Sequestration was the primary impact on performance… Ground delay programs and volume
management related to sequestration hit most major U.S. hubs…The highest impact was felt for
flights into LAX… The eastern seaboard was hit with strong storms on April 10, 18 and 19.‖
May ―There were delays related to thunderstorms at most major U.S. hubs during the month.
Secondary impact from runway/taxiway construction at SFO and PHX.‖
Jun ―Poor weather impacted the industry with intense thunderstorm activity. Chicago impacted by a
prolonged period of thunderstorms from June 21-29, including a derecho event that caused
significant cancellations.‖

10. 2007 2008 2009 2010 2011 2012 1H13
On-Time Arrival Rate
(% of domestic flights within 00:15)
73.4 76.0 79.5 79.8 79.6 81.9 78.1
Involuntary Denied Boardings
(per 10,000 passengers)
1.12 1.10 1.19 1.09 0.82 0.99 1.03
Mishandled Bags
(per 1,000 domestic passengers)
7.05 5.26 3.91 3.57 3.39 3.09 3.23
Flight Cancellations
(% of scheduled domestic departures)
2.16 1.96 1.39 1.76 1.91 1.29 1.68
Customer Complaints
(per 100,000 systemwide passengers)
1.37 1.13 0.97 1.20 1.18 1.42 1.13
Sources: NTSB, BTS and DOT Air Travel Consumer Report (http://www.dot.gov/airconsumer/air-travel-consumer-reports)
airlines.org10
. . . But Despite These Operational Challenges Delivered Solid Results for Customers
Improvements Enabled Principally by Reinvesting Modest Profits Back into the Business

11. Product (Unit) 2000 2012 Change (%)
College Tuition: Public (Annual) $3,508 $8,655 146.7
Gasoline (Gallon, Unleaded) $1.51 $3.64 141.3
Walt Disney World® (One Day Pass, Adult) $46 $89 93.5
MLB Baseball Game (Nonpremium Ticket) $16.22 $26.98 66.3
Prescription Drugs (BLS Index) 285.4 440.2 54.2
Disposable Personal Income per Capita (Annual) $26,206 $38,965 48.7
Movie Ticket $5.39 $7.96 47.7
Single-Family Home $169,000 245,200 45.1
Postage (First-Class Stamp) $0.33 $0.45 36.4
Whole Milk (BLS Index) 156.9 211.3 34.7
U.S. Consumer Price Index (CPI-U)1 172.2 229.594 33.3
Apartment (Monthly Rental Payment per Unit) $842 $1,048 24.5
Vehicle (New) $24,923 $30,910 24.0
Air Travel (R/T Domestic Fare + Ancillary)2 $316.96 $378.62 19.5
Air Travel (R/T Domestic Fare Only)2 $314.46 $355.75 13.1
Apparel: Clothing/Shoes/Jewelry (BLS Index) 129.6 126.3 (2.6)
Television (BLS Index) 49.9 5.4 (89.1)
Relative to Most Goods/Services (and Airlines’ Costs), Air Travel Remains a Bargain
U.S. Inflation, U.S. Incomes and Airline Costs Have Sharply Outpaced the Price of Air Travel
1. Bureau of Labor Statistics ―measure of the average change over time in the prices paid by urban consumers for a market basket of consumer goods and services.‖
2. A4A analysis of data collected by BTS – excludes taxes; ―ancillary‖ includes revenue from reservation changes and baggage
airlines.org11
Real
Increase
Real
Decrease

12. From 2000 to 2012, in Addition to the Average Price of U.S. Consumer Goods and
Services Outpacing the Price of Air Travel, Disposable Personal Incomes Rose 49%
Accordingly, Americans‘ Ability to Purchase Air Travel Increased Over This Period
Source: A4A, Bureau of Economic Analysis (DPI) – NIPA Table 2.1, Line 38, Bureau of Labor Statistics (CPI), Bureau of Transportation Statistics
airlines.org12
48.7
33.3
19.5
13.1
Disposable Personal Income per Capita
U.S. Consumer Price Index (CPI)
Domestic Air Travel (Fare + Ancillary)
Domestic Air Travel (Fare Only)
Percent Change: 2012 vs. 2000
2000 2012 Change
Disposable Personal Income per Capita $26,206 $38,965 48.7%
Domestic Air Travel (Fare Only) $314.46 $355.75 13.1%
Domestic Air Travel (Fare + Anc.) $316.96 $378.62 19.5%
Potential Domestic Air Trips (Fare Only) 83.3 109.5 31.4%
Potential Domestic Air Trips (Fare + Anc.) 82.7 102.9 24.5%

13. During an Extraordinarily Challenging Time Period, Amid Volatile Economic
Conditions, Surging Input Costs and Increasing Regulation and Taxation . . .
airlines.org13
Sources: A4A analysis of data from the Bureau of Transportation Statistics and from carrier SEC filings
Financial Inputs and Results 2000 2007 2012
Special Federal Taxes Collected from Commercial Aviation $11.9B $18.0B $18.9B
U.S. Gulf Coast Jet Fuel Price per Gallon $0.85 $2.13 $3.06
Passenger Revenue per Passenger-Mile Flown 13.53¢ 13.12¢ 14.24¢
Operating Revenue per Passenger-Mile Flown 15.11¢ 16.76¢ 19.06¢
Fuel Expense per Passenger-Mile Flown 2.02¢ 4.11¢ 5.35¢
Portion of Airfare Needed to Cover Fuel Expense 15.0% 31.3% 37.6%
Average Breakeven Load Factor 69.4% 77.8% 80.9%
U.S. Airline Net Profit Margin 2.1% 4.6% 0.2%

14. . . . U.S. Airlines Have Built a Foundation for the Future, Delivering a Better
Experience for Customers, Employees, Investors and the U.S. Economy
airlines.org14
Sources: A4A analysis of data from the Bureau of Transportation Statistics and from carrier SEC filings
Competitiveness and Service Delivery 2000 2007 2012
Low Cost Carrier Share of Domestic Passengers 24.1% 31.3% 37.0%
Average Domestic R/T Airfare (in Constant CY2000 $) $314.46 $247.56 $266.82
Average Domestic R/T Airfare + Fees (in Constant CY2000 $) $316.96 $251.60 $283.97
U.S. Passenger Airlines‘ Capital Expenditures (Reinvestment) $16.3B $7.8B $9.8B
Average U.S. Passenger Airline Employee Wage ($ per Year) $50,291 $56,228 $66,787
Flight Completion Factor (Percent of Flights Scheduled) 96.7% 97.8% 98.7%
On-Time Arrival Rate (Percent of Domestic Arrivals) 72.6% 73.4% 81.9%
Mishandled Bag Rate (per Thousand Domestic Passengers) 5.29 7.05 3.09

15. For Every Mile Flown by Paying Passengers, from 2000 to 2007 and Again from 2007
to 2012, Increases in Industry Fuel Expense Dwarfed Increases in Operating Revenue
airlines.org15
Sources: A4A analysis of data from the Bureau of Transportation Statistics; fuel expense reflects both price and consumption
-3.1%
8.6%
5.2%
10.9%
13.7%
26.1%
103.0%
30.3%
164.5%
2000-2007
2007-2012
2000-2012
Passenger Revenue per Mile
Operating Revenue per Mile
Fuel Expense per Mile

16. In a Fragmented Airline Industry, Many U.S. Brands Could Not Cope with Volatile
Economic Conditions, Namely Surging Fuel Costs and the Great Recession
airlines.org16

17. Investment Grade1 (>= BBB-)
Source: Standard and Poor‘s as of August 5, 2013; ―Guide to Credit Rating Essentials: What are credit ratings and how do they work?‖
airlines.org17
ExxonMobil, Microsoft AAA
GE AA+
Wal-Mart AA
Toyota AA-
UPS A+
BP, eBay A
Amtrak, Starbucks A-
FedEx, Marriott, Starwood BBB
Lufthansa, Qantas, Southwest BBB-
Ford Motor Co. BB+
Alaska, British Airways, Latam BB
Allegiant BB-
Avis, Delta, Hertz B+
Gol, Hawaiian, United B
Air Canada, JetBlue, SAS, US Airways B-
American D
Speculative2 Grade (< BBB-)
1 Describes issuers with relatively high levels of creditworthiness and credit quality
2 Describes issuers with ability to repay but facing significant uncertainties, such as adverse business or financial circumstances that could affect credit risk
Passenger Airline
The Airlines’ Financial Condition Has Improved But Remains Far from Stellar
Per S&P, Only One U.S. Passenger Airline Has Investment-Grade Credit

18. Financial Pressures Have Generally Translated to Cuts in Domestic Air Service
Relative to Pre-Recession Levels, the USA Continues to See a Smaller Airline Industry
Source: Innovata (via Diio Mi) published schedules as of August 16, 2013; an available seat mile (ASM) is one seat flown one mile
airlines.org18
(15.6)
(11.5)
(7.6)
0.3
1.3
2.0
Domestic Flights
Domestic Seats
Domestic ASMs
% Change: 4Q13 vs. 4Q07
% Change: 4Q13 vs. 4Q12
―We‘ve lost a lot of markets that were served only with the 50-seat (aircraft). We‘d like more flights.
But you‘re not going to have any flights if the airlines don‘t make money, so we understand their
predicament.‖ (Larry Cox, president and CEO of the Memphis-Shelby County Airport Authority)
─ ―Regional airlines face closings, bankruptcy,‖ USA Today (Aug. 20, 2012)

19. 1.3
(10.0)
(8.0)
(6.0)
(4.0)
(2.0)
0.0
2.0
4.0
1Q08
2Q08
3Q08
4Q08
1Q09
2Q09
3Q09
4Q09
1Q10
2Q10
3Q10
4Q10
1Q11
2Q11
3Q11
4Q11
1Q12
2Q12
3Q12
4Q12
1Q13
2Q13
3Q13
4Q13
As the Economic Climate Improves and Airlines Begin to Generate Modest Returns
on Capital, Seats Are Returning to the Marketplace — Including Throughout 2013
airlines.org
%ChangeYOYinDailyDomesticSeats
19
Source: Innovata (via Diio Mi) published schedules as of August 16, 2013

20. Improving Balance Sheets Enabling Reinvestment in Product, Customer Experience
2012 Airline Capital Expenditures Highest Since 2001, on Track to Surpass in 2013
airlines.org20
$16.27
$13.92
$7.75
$6.61
$6.12
$5.39
$6.07
$7.83
$8.27
$5.88
$5.16
$6.61
$9.77
$5.87
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 1H13 2H13
Source: Cash flow statements of AirTran, Alaska, Allegiant, America West, American, Continental, Delta, Hawaiian, JetBlue, Northwest, Southwest, Spirit, United, US Airways
» Aircraft, engines, winglets, spare parts
» Ground equipment, loading bridges
» Airport facilities, aircraft hangars
» Premium seats, new aircraft interiors
» Maintenance facilities and machinery
» Bag carousels, carts, scanners
» In-flight entertainment systems, wireless
» Computers, kiosks, mobile technology
$ Billions invested
?

21. Recap
airlines.org21
» Delivering consistent (albeit slim) earnings has enabled airlines to attract new
capital (investors), allowing them to make greater investments in people and
technology to enhance the customer experience
o The industry remains highly susceptible to the volatile nature of jet fuel prices, on the rise again
» Airline workers, too – and the millions of additional American workers whose jobs
depend on a financially secure airline industry – are major beneficiaries
» Air travel remains one of the best bargains in America
» Consumers, employees, investors and the U.S. economy all are vastly better off
with a financially strong industry that can cover its costs over the course of an entire
business cycle and compete effectively on the global stage

22. APPENDIX
Perspectives on Airline Industry Restructuring and Right-Sizing
airlines.org22
“We see no significant change to our broader industry investment
thesis, i.e. management teams focused on: 1) achieving sustainable
profitability; 2) improving product/service; 3) deleveraging; and 4)
enhancing shareholder returns.”
-- Michael Linenberg, Managing Director, Deutsche Bank,
“Takeaways from read-through of DOJ complaint blocking AA-US,” Aug. 14, 2013

23. U.S. Antitrust Authorities: Recent Airline Mergers Found to Benefit Consumers
Democratic and Republican Administrations Have Reached Similar Conclusions
23
Transaction Excerpt from U.S. Department of Justice Antitrust Division Statement
Amer. West
US Airways
(6/23/2005)
The…proposed merger…would not reduce competition… [I]ntegration of airlines with
complementary, end-to-end networks…can achieve efficiencies that benefit consumers. The
consolidation of America West and US Airways…will enable the merged airline to offer U.S.
consumers more and better service to more destinations throughout the country.
Delta
Northwest
(10/29/2008)
[T]he proposed merger…is likely to produce substantial and credible efficiencies that will benefit
U.S. consumers and is not likely to substantially lessen competition. The two airlines currently
compete with a number of other legacy and low cost airlines in the provision of scheduled air
passenger service on the vast majority of nonstop and connecting routes… In addition, the
merger likely will result in efficiencies such as cost savings in airport operations, information
technology, supply chain economics, and fleet optimization that will benefit consumers.
Consumers are also likely to benefit from improved service made possible by combining under
single ownership the complementary aspects of the airlines‘ networks.
United
Continental
(8/27/2010)
The proposed merger would combine the airlines‘ largely complementary networks… The
transfer of slots and other assets…resolves the…principal competition concerns and will likely
significantly benefit consumers on overlap routes as well as on many other routes.
Southwest
AirTran
(4/26/2011)
The merged firm will be able to offer new service on routes that neither serves today, including
new connecting service through Atlanta…from cities currently served by Southwest to cities
currently served by AirTran. Although there are overlaps on certain nonstop routes, the division
did not challenge the acquisition after considering the consumer benefits from the new service...
airlines.org

24. Thoughts on Airline Restructuring from a Leading Scholar of Deregulation
Cliff Winston, Senior Fellow in the Brookings Institution‘s Economic Studies Program
airlines.org24
―[R]etrospective empirical assessments of airline mergers have generally found that the
presence of a merged air carrier in a market does not lead to higher fares. At the same time,
travelers benefit from the merged carrier‘s more extensive network and from more
opportunities to use frequent flier miles… [R]eal yields have been consistently below the
Standard Industry Fare Level (SIFL) that was used by the Civil Aeronautics Board to
determine regulated fares…‖ (Testimony, Subcommittee on Regulatory Reform, Commercial
and Antitrust Law, Committee on the Judiciary, House of Representatives, Feb. 26, 2013)
―There‘s really very little evidence, historically, that mergers have done anything to raise fares
[overall because competition remains] very intense.‖ (Wall Street Journal, Feb. 10, 2013)
―An inevitable outcome of deregulation (is) the reallocation of capital to its most efficient uses.
Those people who owned capital — planes and routes — and managed employees, and weren‘t
good at it, had to be driven out of the industry. The only question is the mechanism by which that
is done… It could have been through liquidation…‖ (Chicago Tribune, Feb. 13, 2013)
Brookings.edu: Clifford Winston… is an applied microeconomist who specializes in the analysis of industrial
organization, regulation, and transportation.
―What we‘re seeing in airlines is what we‘ve seen in railroads, telecom, and trucking... You‘ll have fewer
crises, fewer bankruptcies, more predictability, more stability.‖ (Christian Science Monitor, Feb. 14, 2013)

25. Perspectives on Restructuring (Cont’d)
airlines.org25
―We view the merger as a very positive development… Regarding the DOJ process, the anticipated
level of concentration of the US airline industry post-merger would still be less than what it is for other
major transportation/travel sectors such as air cargo, car rentals, and railroads… We think the news
will be a catalyst to bring new investors to the space.‖
-- Michael Linenberg, Deutsche Bank, ―Airlines Alert - Introducing the new American Airlines,‖ Feb. 14, 2013
―The recent wave of consolidation has meant higher profits and more stability for the industry, which
has led airlines to invest in technology, new airplanes and better customer service… ‗A healthy airline
industry means a better flying experience overall.‘‖ (Rick Seaney, chief executive, FareCompare.com)
-- Jack Nicas, ―AMR Stands to Gain Vast Route Network,‖ Wall Street Journal, Feb. 7, 2013

26. Perspectives on Restructuring (Cont’d)
airlines.org26
―From our read-through of the [DOJ] complaint, it appeared that the authors took a ‗guilty until proven innocent approach,‘
ignored the macroeconomic backdrop of the past several years, and told only one side of the story in order to make their case.
For example, why does the DOJ complaint fail to highlight the fact that the U.S. airline industry has produced one of the worst
financial track records of any industry and has resorted to ‗self help‘ via alliances, code shares, and mergers, among other
initiatives, as a means to address its financial predicament? Why does the DOJ complaint fail to mention that the past round of
airline consolidation from 2005-2010 coincided with an almost 400% rise in the price of jet fuel prices? With fuel representing
close to one-third of total costs, airlines had no choice but to engage in capacity discipline and raise fares/fees in order to offset
the significantly higher cost of doing business. Not responding would have resulted in massive losses and potential bankruptcies
(and, indeed, AMR did file for Chapter 11 bankruptcy). Why does the complaint fail to consider U.S. airline consolidation within
the context of a global airline industry? Foreign competitors have become much stronger, and in some cases, are supported by
their states. Other DOJ/FTC merger approvals for other industries have not only recognized the evolution of predominantly
domestic sectors into global ones, but they have been willing to accept higher HHI levels in some markets given the overall
consumer benefits achieved by having a stronger, more global competitor. In that regard, how will US Airways fare as a global
competitor? Furthermore, does the DOJ complaint overstate the impact of an AA-US merger? For example, the majority of the
1,000 city-pairs where the ‗merger is presumptively illegal‘ are miniscule (some generate less than one passenger per day).
It appears to us that the DOJ is making a much broader philosophical call on industry consolidation. And investors/consumers
are already feeling the pain with $4 billion in equity value destruction on yesterday‘s news. We see no significant change to our
broader industry investment thesis, i.e. management teams focused on: 1) achieving sustainable profitability; 2) improving
product/service; 3) deleveraging; and 4) enhancing shareholder returns.‖
-- Michael Linenberg, Deutsche Bank, ―Take-aways from read-through of DOJ complaint blocking AA-US,‖ Aug. 14, 2013

27. Perspectives on Restructuring (Cont’d)
airlines.org27
―Personally, this lawsuit bothers me a lot. Why is that? Because when I see the government delve into
something that I actually know about, and I see how absolutely amateurish and inaccurate the arguments are,
it makes me lose faith in our government‘s ability to do anything…
It really does appear that DOJ has gone off the rails. The best way to sum up the argument is that airlines
should all be punished for trying to be successful enterprises. The complaint is filled with talk about how
capacity has shrunk and fares have risen. They think this merger will result in more of the same. But what
they‘ve failed to recognize is that the airline industry of the past was a sickly mess. You had too many cooks in
the kitchen and some of them had the cooking skills of a 12-year-old. So airlines pushed in too much capacity
just to gain market share, then they had to discount fares and nobody made money. It was a mess.
Apparently the DOJ likes that plan. It‘s sad to think this is how the government looks at private industry. If you
want to decide that the airline industry is a public utility, then go all-in and fully regulate it. (Fares will rise, but I
would respect the argument.) Otherwise, this nanny-state-style semi-regulation will keep the industry from ever
becoming truly healthy…
Regardless of the motivation, what the DOJ has done is shameful. It has put together some half-assed
arguments that are not supported by fact… [W]hen the government decides to cut and paste screenshots from
a specific flight search on a single day as evidence that fares are lower on one airline, it‘s not even trying. (And
it‘s way worse than that, since the truth is the complete opposite when you look at DOT fare data.)‖
-- The Cranky Flier, ―US Department of Justice Gets a Cranky Jackass Award
for Its Lawsuit to Stop the US Airways/American Merger,‖ Aug. 14, 2013

28. Perspectives on Restructuring (Cont’d)
airlines.org28
―This has not been skyway robbery. Airlines are still making pitiful profits compared with other
industries.‖
-- George Hobica, president of AirfareWatchdog,
―Analysis: Merged American Airlines-US Airways would offer more, could charge more,‖ Reuters, Aug. 16, 2013
―Our work shows that legacy mergers don‘t generate large fare effects. The benefits of mergers -
larger networks, greater ease in going places - probably dominate in determining the outcome. I was
looking forward to my airline being the world‘s biggest and getting me to more places that I need to
go, especially overseas.‖
-- Jan Brueckner, professor of economics at the University of California-Irvine,
―Analysis: Merged American Airlines-US Airways would offer more, could charge more,‖ Reuters, Aug. 16, 2013

30. U.S. Airlines: Key Contributors to Sustainability
Three Synergistic Elements
airlines.org30
Economic
Good
Social Good
Environmental
Good
Significant Social Contributions through
Passenger & Cargo Mobility
Critical Enabler of Commerce
See The Case for a National Airline Policy
Focus for
Today‘s
Briefing

31. Environmental Objectives: Critical to Sustainability
Interwoven with the Business & within the National Airline Policy
31
» Strong Environmental Record . . .
• 2% of man-made CO2, while 5% of the GDP
• 95% reduction in significant noise exposures 1975 to
2012, while enplanements rose 259%
• Newly initiated voluntary program for aircraft deicing
• Carbon monoxide and smoke virtually eliminated, and
oxides of nitrogen from aircraft continually reduced
• Extensive recycling initiatives
» And We Are Focused on Continuing
and Improving on that Record . . .
Focus for
today‘s
briefing

32. Fuel Efficiency = Emissions Efficiency
Airlines‘ Excellent Fuel Efficiency Record
airlines.org32
» US Airlines Improved Fuel Efficiency ~120%
Between 1978 and 2012*
• 3.4 billion metric tons of CO2 savings = taking ~22 million cars off the
road each of those years*
• From 2000 to 2012
• Reduced absolute fuel burn and emissions ~ 10%*
• Increased passengers and cargo 16%*
» Committed to Even More
• Must be able to invest *Fuel/savings/traffic source: U.S. DOT Form 41; automobile equivalent calculations from
www.epa.gov/cleanenergy/energy-resources/calculator.html

33. Means of Enhancing Fuel/Emissions Efficiency
33
» Technology
• Invest in newer aircraft/fleet enhancements (e.g., winglets)
• R&D for breakthroughs in engines and airframes
• Sustainable alternative aviation fuels
» Operations
• Weight reduction; maintenance (e.g., engine wash)
• Operational procedures within existing ATM
» Infrastructure
• ATM modernization/NextGen
Economic & Environmental Interests in Pursuing These Measures Align
Fuel is airlines‘ #1 cost center
airlines.org

34. Positive Incentives Can Help . . .
airlines.org34
» By Stimulating Research, Development and
Technology Deployment
» But Harmful, Punitive Economic Measures Have
Been Proliferating . . .
• Proliferation of taxes and charges
• European Union Emissions Trading Scheme (EU ETS)

35. Aviation Has a Better Way Forward
Global Sector-Specific Approach Framework
airlines.org35
» Collective Aviation-Specific Emissions Targets
• Premised on government investment and airline ability to invest so
technology, operations & infrastructure improvements flourish
» Rules on a Market-Based Measure (MBMs) to
Serve as a ―Gap-Filler‖ if Needed
» Agreement at the International Civil Aviation
Organization (ICAO)
See http://www.airlines.org/Pages/A4A-Climate-Change-Commitment---A-Global,-Sectoral-Approach.aspx

36. Our Targets Are Aggressive
And Address the Key Concern: Potential Growth in Emissions
airlines.org36
2010 2020 2050
1.5% annual
fuel efficiency
improvement
(average)
Working
towards CNG
Carbon Neutral
Growth (CNG)
from 2020
50% reduction in
net CO2
emissions over
2005 levels

37. How Do We Meet Our Targets?
Technology & Alternative Fuels, Operations & Infrastructure
airlines.org37
Notional Example
Potential Role for Carbon Credits to Bridge
Potential role for carbon credits

38. The 2013 ICAO Assembly: What We Aim to Achieve
Agreement Building on the 2010 ICAO Assembly Resolution
» Reconfirm Emissions Goals: Fuel Efficiency through
2020; CNG2020+
» Confirm and Advance Pieces of ICAO Work on
Technology, Operations & Infrastructure
• Developing CO2 Standard for New Aircraft (to be finalized in 2016)
• Air Traffic Management – Aviation System Block Upgrades (ASBUs)
• Sustainable Alternative Aviation Fuels – ICAO ―SUSTAF‖ Group
» Expand Country-Specific Action Plans
» Commitment to Reach Full Agreement on MBMs
• Commitment to develop a single, global measure
• Confirm and apply principles on MBMs in the meantime (in 2010 Resolution)
38 airlines.org

39. Industry Support for Development of a Global MBM
Properly Designed, to Serve as a Gap Filler
39
» The 38th ICAO Assembly Should Agree . . .
• A roadmap for developing an offsetting mechanism to be agreed at
the next Assembly in 2016, for implementation from 2020;
• To the principles on which the mechanism will be based;
• A work program for monitoring, reporting & verification and offset
quality;
• Means for ensuring the MBM is in a package with
technology, operations and infrastructure improvements and
government and industry partnership
airlines.org

40. We Have the Ingredients for Global Agreement
38th ICAO Assembly: September 24-October 4, 2013
airlines.org40
 Unity across the aviation industry
 We‘re building on pieces in place
 Governments have stated their
commitment to working this through ICAO
See www.atag.org
 Shuttle diplomacy on potential
agreement terms underway

41. www.airlines.org
If You Want to Feel Good
About the Future, Look Up!

42. ADDITIONAL/BACKUP SLIDES ON INDUSTRY
CLIMATE CHANGE & ENERGY INITIATIVES

43. U.S. Airline Greenhouse Gas Emissions
Less than Two Percent of the U.S. Inventory
airlines.org43
Non-Aviation
Transportation
25.1%
Commercial
Aircraft 1.7%
General Aviation
0.3%
Military
0.2%
Electric Power
Industry
32.8%
Industry
19.9%Agriculture
8.2%
Commercial
5.6%
Residential
5.3%
U.S. Territories
0.9%
Source: U.S. EPA Inventory (April 12, 2013)

44. Examples of U.S. Airline Fuel Efficiency/Emissions
Savings Measures – All A4A Carriers
airlines.org44
» Technology
• Working with manufacturers toward ever more fuel-
efficient aircraft
• Purchase of new aircraft
• Investing in winglets to reduce aircraft drag
• Adopting airplane paint schemes that minimize heat
absorption (which requires additional cooling)
• Sustainable alternative aviation fuels (see later slides)
Public & Private R&D Investment
Continues to Be Critical!
See http://www.airlines.org/Pages/21st-Century-Aviation---A-
Commitment-to-Technology,-Energy-and-Climate-
Solutions.aspx

45. Examples (continued)
airlines.org45
» Operations – On the Ground/Taxiing
• Single-engine taxi procedures
• Selective engine shutdown during ground delays
• Employing self-imposed ground delays to reduce airborne holding
• Implementing weight-reduction programs (lighter-weight materials)
• Aircraft engine wash programs
• Optimizing fuel loads to reduce the cost of carrying extra fuel
• Minimizing the use of auxiliary power units (APUs) on the ground by
using airport electrical power

46. Examples (continued)
airlines.org46
» Operations – In Flight
• Optimizing flight planning for the most efficient routes and altitudes
• Minimizing inefficient low-altitude maneuvering
• Working with FAA to change enroute fuel-reserve requirements to
reflect state-of-the-art navigation, communication, surveillance and
wind forecast systems
• Pioneering fuel-saving departure & arrival procedures
(e.g., continuous descent arrivals; performance-based navigation)
• Key participants in ASPIRE & AIRE with FAA & other countries
NOTE: Limits to What Can Be Achieved in Today’s Air Traffic System; Need
Business-Case Based Implementation of NextGen

47. Examples (continued)
airlines.org47
» Infrastructure
• Working with FAA on business-case based NextGen implementation
• Redesigning hubs and schedules to minimize congestion
• Advocating expanded and improved airfield capacity
• Installation of airport gate power for aircraft

48. A4A & Sustainable Alternative Aviation Fuels
Working Within Coalitions to Achieve Success
airlines.org48
» Co-Founded and Co-Lead the
Commercial Aviation Alternative Fuels
Initiative® (CAAFI)
• Four Teams Aimed at Addressing Key
Questions – Over 300 Participants
• Certification/Qualification (e.g., jet fuel specs)
• Research and Development (e.g., suitable fuels)
• Environment (e.g., methodologies and case studies)
• Business & Economics (e.g., finance/commercial
terms)

49. A4A Initiatives/Coalitions (continued)
airlines.org49
» Strategic Alliance with the U.S. Military (Defense
Logistics Agency)
• Combining experience and potential demand (market
signals)
» Farm to Fly with the U.S. Department of
Agriculture and Boeing (and other partners)
• Primary focus on linking feedstock supply chain with fuel
production and end users; leverage agricultural programs
• Regional initiatives (Pacific Northwest, Hawaii, Midwest)

50. Why Aviation Is the Ideal Candidate
airlines.org50
» We Are Organized & Committed & Have a Strong
Track Record of Accomplishments in Developing
& Deploying Sustainable Alternative Fuels
» Concentrated Demand
» Drop-In Fuels Require No New Infrastructure
» Unlike Other Modes of Transport, Aviation Does
Not Have Alternatives Beyond Liquid Fuels
• e.g., automobiles can plug in