Cessnababe From United States of America, joined Jan 2004, 39 posts, RR: 0
Reply 5, posted (11 years 1 week 2 days ago) and read 3348 times:
TWA Struggled for more than a decade to stay in business, losing money year after year. They were about to go under for good, filing for a bankruptcy in January 2001, when AA announced plans to buy its assets. It was a buyout of a bankrupt TWA.
As we know now, half of those TWA workers have lost their jobs.
Thrust From United States of America, joined Sep 2003, 2691 posts, RR: 10
Reply 6, posted (11 years 1 week 2 days ago) and read 3347 times:
They still operate under American Airlines as TWA LLC, a subsidiary of American Airlines. Though I don't think anybody really thinks of them as still alive today. The routes they had, like STL-LGW, STL-HNL, etc., are gone. However their Boeing 757s and MD-80s live on in American Airlines.
AA737-823 From United States of America, joined Mar 2000, 5977 posts, RR: 12
Reply 7, posted (11 years 1 week 2 days ago) and read 3283 times:
Aaah, but the 757s are each returned to their lessors as leases end (wrong engies). Some of the MD-80s, however, went into storage, but are now coming back online as AA's Fokker 100s are retired. ALL TWA flight attendants have been layed off. What other assets did they have??? Uh... oh, STL just got the shaft about a month ago. The 717s left after September 11. The DC-9s wer put to pasture immediately following the takeover. The 767s are all gone, too.
Atrude777 From United States of America, joined Aug 2003, 5712 posts, RR: 52
Reply 8, posted (11 years 1 week 2 days ago) and read 3270 times:
The spirits of TWA are very much alive in our hearts..bvut the physical features f TWA is in fact gone. TWA'S 762 have been retired by AA, alot of MD80 has been retired or left out..but some have bene fitted into AA's fleet.
Good things come to those who wait, better things come to those who go AFTER it!
Iflyatldl From United States of America, joined Nov 2003, 1936 posts, RR: 3
Reply 11, posted (11 years 1 week 1 day 23 hours ago) and read 3182 times:
I miss them myself, but TWA will always be alive in our hearts and memories. I grew up with TWA and for my dad, when he traveled for business, TWA was his first choice. My mom was a stewardess for TWA and flew a lot of 404's and Connies. Talk about "Glamour Days" !
Ah, Summer, Fenway Park, Boston Red Sox and Beer.....
Cessnababe From United States of America, joined Jan 2004, 39 posts, RR: 0
Reply 12, posted (11 years 1 week 1 day 23 hours ago) and read 3163 times:
TWA is gone. American Airlines created a new subsidiary, TWA, LLC to manage TWA's operations while working to combine the two cariers' operations. American Airlines, most likely, for public relations purposes, wanted to retain the TWA name. Just my speculation. For labor purposes, a National Mediation Board has determined that American Airlines and TWA, LLC constiture a single transportation system.
Texan From New Zealand, joined Dec 2003, 4290 posts, RR: 52
Reply 13, posted (11 years 1 week 1 day 23 hours ago) and read 3132 times:
TWA, LLC continues to operate today. The last official TWA, LLC flight will occur in July 2004. Some of the interiors of the TWA DC-9-80s still have the blue carpet on the partitions with the golden and red world outline. The TWA pilots who are being retained by AA are going through training on AA's aircraft to learn AA's way of flying them. TWA pilots will never be allowed to operate the 777 or flights to Latin America or Japan under the agreement reached between the pilots unions. The pilots will be allowed to fly the 767-300s to Hawaii, but AA's pilots are not happy about that at all.
"I have always imagined that Paradise will be a kind of library."
TWAMD-80 From United States of America, joined Oct 2001, 1006 posts, RR: 3
Reply 14, posted (11 years 1 week 1 day 23 hours ago) and read 3121 times:
A man by the name of Carl Icahn happened to TWA Anyways, a lot of TW's planes still fly for AA. AA did get rid of the TW 767's. It is too bad that they are no longer flying, I sure miss seeing their jets in their new paint scheme.
Two A-4's, left ten o'clock level continue left turn!
DesertJets From United States of America, joined Feb 2000, 7812 posts, RR: 16
Reply 15, posted (11 years 1 week 1 day 23 hours ago) and read 3086 times:
For much of the 1990s TWA struggled to reach profitability. Only a handful of quarters were they available to do so. Several factors contributed to their death. Decades of poor management, Carl Ichan included (though certainly not alone), I believe TWA had already filed Ch.11 bankruptcy twice and as a result their credit was pretty poor. The finance and lease deals available to them were quite pricey. They, until the last few years, operated a pretty ancient fleet... though they managed to do a major renewal program in the last few years, which probably cost them in the end. TWA 800 certainly had a negative effect as well.
In 2000 the spike in fuel prices pushed TWA into Ch.7 bankruptcy, liquidation. There were several competeing offers and ultimately AA won out. At the time all the majors were quite keen on market share, by absorbing TWA and the STL hub AA became the largest airline and picked up considerable market share.
I will not speculate whether some of the other investment groups could have made TWA a viable operation, but the fact of the matter is that jobs were saved in the short-term.... if nobody had bought TWA, all TWA employees would have been on the unemployment lines.
Stop drop and roll will not save you in hell. --- seen on a church marque in rural Virginia
Ual727222 From United States of America, joined Dec 2003, 61 posts, RR: 0
Reply 18, posted (11 years 1 week 1 day 22 hours ago) and read 2988 times:
TWA was a great airline at one time. They had a dominant role in international routes and had a strong employee base. I worked at TWA as a pilot for a year before moving to the friendly skies. Its pilots, flight attendants, baggage handlers, etc. were a committed and proud bunch. I kept in touch with many of my friends after I left, and they maintained their commitment to the carrier through it all. They endured endless headaches with Icahn's asset stripping and the failed direction of management to address fleet issues and to maintain focus on growing the airline to compete with its peers in a wide range of locations worldwide. To me, TWA is the Kmart of aviation. Airlines cannot survive on asset sales, especially since such sales always mean the loss of lucrative routes and aircraft, otherwise, no one would buy them. Airlines also cannot survive on the network level if they are unable to feed passengers through their hubs if they depend on other airlines to provide so much of the feeding. STL and JFK were good hubs for TWA, but they needed to build their presence in other venues to compete with the multiple hubs of the other majors. The re-invention of TWA should have happened more than twenty years ago when the carrier had the revenue and cash to re-build; yet, when the asset sales began, it was really the beginning of the end. The company had lost so much cash and needed the cash from the sales, and then with a fleet of aging aircraft, it was forced to limp along, though with an uncompetitive product. Now to the credit of Bill Compton, who started as a TWA pilot just as I was leaving for United, he brought about some much needed changes as CEO; he modernized the fleet, but quite frankly, his efforts were over-shadowed by years of losses, both in profits and passengers. It could not take back all that it sold, and TWA was unable to revivify its image as a class airline. Flight 800 might have pushed them further to the brink, but years and years of mismanagement had more to do with it. Nonetheless, TWA pilots remained very faithful to their airline, were the lowest paid in the industry. Back when TWA operated 747s, their captains made barely $100,000 compared to the more than $200,000 I made as a 741 pilot in the mid 90s. TWA's employees, time and time again, forfeited pay increases for their airline, and I salute them for their years of service. Of all the airline deaths we have endured over the past twenty years, TWA's is in my judgment, the most serious.
Av8rDAL From United States of America, joined Jan 2004, 463 posts, RR: 1
Reply 19, posted (11 years 1 week 1 day 22 hours ago) and read 2932 times:
Ual727222, nice post. You really summed it up pretty well. My Uncle was a captain for TWA on L1011s back in the 1980s and really loved his job back then, flying mostly transatlantic routes to Europe. He ended up retiring at age 58 or so in January of 2000 or 2001 (not sure exactly) as a captain on 727's. I don't think he was even making a six figure income when he retired, and he had been flying all his life, ever since he got out of the Air Force in the late 1950's. He never really could talk about his job in his later years with me without getting angry and all steamed up; all he could say was how much he utterly abhorred Carl Icahn. Today, he's happy to be free from the industry, but still manages to have a little fun every now and again, flying anything from an AT-6 to a Citation.
I'm sure everyone has their eyes on USAirways at the moment, waiting for that fateful decision to begin selling assets.
Maintain thine airspeed, lest the Earth rise up and smite thee.
B747-437B From , joined Dec 1969, posts, RR:
Reply 20, posted (11 years 1 week 1 day 22 hours ago) and read 2890 times:
The finance and lease deals available to them were quite pricey. They, until the last few years, operated a pretty ancient fleet... though they managed to do a major renewal program in the last few years, which probably cost them in the end.... In 2000 the spike in fuel prices pushed TWA into Ch.7 bankruptcy, liquidation. There were several competeing offers and ultimately AA won out.
Many misconceptions here that should be put to rest. TWA had one of the youngest fleets of any of the majors at the time of their final shutdown.
TWA never filed for Chapter 7. They filed Chapter 11 and negotiated a sale of "substantially all assets" to AMR as part of their pre-packaged Chapter 11 emergence.
Fuel prices had nothing to do with the final bankruptcy filing. Compton and Palumbo had been shopping the airline for months and finally decided to accept Carty's offer when faced with having to refinance a bunch of lease deals due in January 2001 on even more unfavorable terms.
As for the viability of other potential TWA suitors, well I won't get into that right now.
Srbmod From , joined Dec 1969, posts, RR:
Reply 23, posted (11 years 1 week 1 day 21 hours ago) and read 2756 times:
The CH. 11 filing in 2000 set into place the D.I.P. financing by AMR, which lead to the eventual integration and disappearance of TWA into AMR. AirTran looked at buying TWA in mid-2000 but dropped the merger proposal when they saw how severe TWA's financial state really was. In a way, it was good that AirTran did not merge with TWA; as 9/11 probably would have killed the combined airline.