Airline Deregulation and Laissez-Faire Mythology by Stephen Paul Dempsey, Andrew R. Goetz

By Stephen Paul Dempsey, Andrew R. Goetz

Airline deregulation is a failure, finish Professors Dempsey and Goetz. They attack the traditional knowledge during this provocative ebook, discovering that the Airline Deregulation Act of 1978, championed via a profound political stream which additionally endorsed the deregulation of the bus, trucking, rail, and pipeline industries, did not in achieving the guarantees of its proponents. merely now's the entire impression of deregulation being felt. Airline deregulation has ended in remarkable focus, depressing provider, a deterioration in labor-management family, a narrower margin of safeguard, and better costs for the shopper. This complete booklet starts off through exploring the tactic, strategies, and egos of the main airline robber barons, together with Frank Lorenzo and Carl Icahn. In separate chapters, the strengths, weaknesses, and company cultures of every of the foremost airways are evaluated. half assesses the political, financial, and social justifications for brand spanking new Deal legislation of aviation, and its deregulation within the past due Nineteen Seventies. half 3 then addresses the main outcomes of deregulation in chapters on focus, pricing, provider, and defense, and half 4 advances a legislative time table for fixing the issues that experience emerged. Professors Dempsey and Goetz suggest a center process in charge executive supervision among the "dead hand of rules" of the Nineteen Thirties and the modern evil of marketplace Darwinism. The ebook could be of specific curiosity to airline and airport executives, executive officers, and scholars and students in public coverage, economics, company, political technological know-how, and transportation.

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87 Nov. A. A. = not applicable Source: "Airlines Restructure," WALL STREET JOURNAL, (Oct. 6, 1989), at A3. capital expenditures between 1991 and 1994 were estimated to be $15 billion per year. 7-billion order for 370 Boeing 737s and 757s (180 firm orders and 190 on option). 83 Texas Air placed an order for 100 jets in early 1989—50 firm and 50 on option—and then a second order, on behalf of Continental in November 1989, for 40 Airbus medium- and long-range jets—20 firm and 20 on order. 2-billion contract with Boeing for 80 757s (half of which are options) and 10 747-400s (4 of which are options).

168 TWA flies the oldest fleet of aircraft in the industry. Icahn's failure to reinvest TWA's capital in the airline led the pilots union to charge that Icahn had betrayed them at TWA's acquisition when he had assured them that he would not dismember the airline. But until the spring of 1989, TWA had placed no orders for new aircraft. TWA President Joseph Corr resigned when he became convinced that Icahn would not buy the planes the airline needed. ) 170 To stem the criticism, TWA ordered a few Airbus A-330 widebodies.

In the mid-1980s, Frank Lorenzo gobbled up Continental and Eastern while Carl Icahn grabbed TWA and Ozark. Both added millions in indebtedness to these once proud airlines while stripping them of assets. 5 billion 12 The Deregulated Airline Industry in long-term debt; its debt service was a crushing $575 million. 4 billion in debt and lease obligations and has a negative net worth of $30 million. Checchi may load Northwest with more than $3 billion in debt. United would have carried more than $6 billion in debt had its LBO been successful.

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