# Appendix — Hughes Tool Co. v. Trans World Airlines, Inc. > Briefs, arguments, decisions, and more. URL: https://www.frixlaw.com/law-library/documents/brief%3Amicro_IA40386414_0039%3A14 ## Record - **Collection:** Supreme Court brief - **Document type:** Appendix - **Published:** January 1, 1973 - **Citation:** 409 U.S. 363 ## Text INDEX Volume AX-I Irem TWA Ex. 2 (Statement of Robert W. Rummel) .. TWA Ex. R-3 (Toolco-Convair Amended Agree- ment—Model 22, 6/4/56) TWA Ex. R-5 (TWA-Toolco Purchase Agree- ment—May 9, 1960) TWA Ex. R-8(80) (FAA Registration Docu- ments—B707-331, No. N771TW) -.0......-:10---0. ra TWA Ex. R-8(81) (FAA Registration Docu- ments—B707-331, No. N772TW) TWA Ex. 3 (Affidavit of J. B. Connelly) 0... TWA Ex. 4(b) (C. & C. Report—Comparative Profit Study) TWA Ex. 4(c)(1) (C. & C. Report—Financial Results from Reconstructed Jet Fleet) ........... TWA Ex. 4(c)(4) (Exhibits B-J to C. & C. Re- port—Financial Results from Reconstructed Jet Fleet) Volume AX-li TWA Ex. 5(a) (Drexel Harriman Ripley, Inc. Report—Parts I & II) TWA Ex. 5(b) (Exhibits to Drexel Harriman Ripley, Inc. Report) AX-1 . ee hes Ire TWA Ex. 7(b) (1) (Price hs braneceocees Study— Volume One) TWA Ex. 7(b)(2) (Price Waterhouse Study— Volume Two) - Velume AX-III TWA Ex. 10 (Letter—Boeing to TWA re 707 Negotiations—12/29/54) TWA Ex. 12 (Toolco-Convair CV-990 Purchase Agreement—11/10/60) TWA Ex. 13 (Holliday Call Sheet—Feb. 20-27, 1961) TWA Ex. 14 (CV-990 Purchase a Amendment of 2/22/61) TWA Ex. 22 (Rummel Call Sheets) 2... TWA Ex. 23 (Letter Agreement—Sale of Six Boeings to Pan American) TWA Ex. 39 (Affidavit of Joseph P. Ripley) .. ‘TWA Ex. 42 (C. & C. Report—Revision of 63, 64, 71 & 72) TWA Ex. 43 (C. & C. Report—Revision of Page 51) TWA Ex. 46 (Jet and Turboprop Aircraft of TWA and Principal Competitors—1958-66) .... TWA Ex. 47 (Boeing Aircraft Employed on Routes Formerly Served by B-720Bs) —........ AX-452 beg. Irem TWA Ex. 50 (Price Waterhouse Report—Sum- mary of Application of Assumptions) AX-744 TWA Ex. 72 (TWA Annual Report—1939) _... AX-745 TWA Ex. 73 (TWA Annual Report—1940) _.._ AX-752 TWA Ex. 74 (TWA Annual Report—1941) .. AX-758 TWA Ex. 75 (TWA Annual Report—1942) .. AX-760 TWA Ex. 76 (TWA Annual Report—1943) TWA Ex. 77 (TWA Annual Report—1944) .... AX-766 TWA Ex. 83 (TWA Annual Report—1950) TWA Ex. 84 (TWA Annual Report—1951) ’ TWA Ex. 86 (TWA Annual Report—1953) ........ TWA Ex. 87 (TWA Annual Report—1954) TWA Ex. 88 (TWA Annual Report—1955) ...... AX-814 TWA Ex. 89 (TWA Annual Report—1956) TWA Ex. 90 (TWA Annual Report—1957) TWA Ex. 91 (TWA Annual Report—1958) ..... TWA Ex. 92 (TWA Annual Report—1959) ...... TWA Ex. 93 (TWA Annual Report—1960) iv Irex TWA Ex. 94(‘TWA Annual Report—1961) TWA Ex. 96 (TWA Annual Report—1963) ___ TWA Ex. 128 (Pan American Annual Report— fog TWA Ex. 132 (Pan American Annual Report— 1963) e . TWA Ex. 155 (AAL Annual Report—1958) _.. TWA Ex. 158 (AAL Annual Report—1961) ....... TWA Ex. 159 (AAL Annual Report—1962) ........ TWA Ex. 184 (UAL Annual Report—1959) .... TWA Ex. 186 (UAL Annual Report—1961) ... TWA Ex. 187 (UAL Annual Report—1962) .... TWA Ex. 192 (TWA Prospectus, vavel & Sup- plement, 6/20/61) TWA Ex. 194 (TWA Prospectus—6/17/57) ........ TWA Ex. 223 (Pan American Prospectus— 7/8/45—Supplement—7 /24/45) TWA Ex. 249 (American Airlines Prospectus— 6/11/46—Supplement—6/24/46) ....-..---. TWA Bx. 257 (TWA-Tooleo Lease Agreements —Boeing Jets) TWA Ex. 264 (Toolco-Lockheed Purchase Agreement—L-1449A—12/23/54) .................... TWA Ex. 266 (Toolco-Lockheed Purchase Agreement—L-1049G—9/26/55) PAGE AX-862 AX-866 AX-868 AX-869 AX-870 AX-871 AX-873 AX-874 AX-875 AX-876 AX-877 AX-883 AX-889 AX-891 AX-893 AX-901 AX-908 Trem TWA Ex. 267A (Letter, TWA to Tooleo—1957 Common Stock Offering) TWA Ex. 267B (Letter, TWA to N.Y. Trust Co.—1957 Common Stock Offering) .............. a TWA Ex. 271 (Letter, Tooleo to SEC—1957 Common Stock Offering) TWA Ex. 275 (TWA Board Minutes—April 26, 1945) TWA Ex. 276 (TWA Finance Committee Min- utes—September 12, 1945) TWA Ex. 277 (Page from Banking Quotation Record) TWA Ex. 278 (TWA Board Minutes—November 8, 1946) TWA Ex. 279 (Special TWA Stockholders Meet- ing—December 23, 1946—Judges’ Report) ...... _ TWA Ex. 280A (Minutes—Adjourned Special TWA Stockholders Meeting—December 28, 1946) TWA Ex. 280B (Adjourned Special TWA Stock- holders Meeting—December 28, 1946—Judges’ Report) TWA Ex. 281A (Minutes—Adjourned Special TWA Stockholders Meeting—December 31, 1946) TWA Ex. 281B (Adjourned Special TWA Stock- holders Meeting—December, 31, 1946—Judges’ Report) : \ Trem TWA Ex. 282 (Minutes & Judges’ Report—Ad- journed Special TWA Stockholders Meeting —January 6, 1947) TWA Ex. 283 (TWA Board Minutes—December 18, 1946) TWA Ex, 284 (TWA Board Minutes—December 27, 1946) TWA Ex. 285 (TWA Board Minutes—December 28, 1946) TWA Ex. 287 (TWA Board Minutes—January 9, 1947) , TWA Ex. 288 (Minutes—Adjourned Special TWA Stockholders Meeting—January 13, 1947) TWA Ex. 290 (TWA Board Minutes—June 15, 1948) TWA Ex. 292 (TWA Proxy Statement—July 15, 1948) TWA Ex. 293 (TWA Prospectus—2/18/49 & Amendments—3/8/49) TWA Ex. 313 (Debt Outstanding & Available to TWA & Competitors—1961-63) TWA Ex. 314 (Weighted Average Interest— TWA & Competitors—1960-63) TWA Ex. 319 (Least Squares Analysis—S.H.E. Avg. Stage Length—B-331s) PAGE AX-945 AX-950 AX-956 AX-962 AX-966 AX-974 AX-980 AX-991 AX-993 AX-1051 AX-1060 AX-1065 - Trem TWA Ex. 320 (Least Squares Analysis—S.H.E. Avg. Stage Length—CV-880s) TWA Ex. 321 (Least Squares Analysis—S.H.E. Avg. Stage Length—B-131s) TWA Ex. 322 (Least Squares Analysis—S.H.E. Avg. Stage Length—B-131Bs) TWA Ex. 328 (S.H.E.—Passengers Added/ Deleted—Reconstructed TWA) TWA Ex. 331 (TWA Historical Load Factors— CV-880s—1962-1963) TWA Ex. 336 (Comparison TWA Int'l vs. PAA- Atl.—1959) TWA Ex. 345A (Price Waterhouse Comparison —C. & C. and S.H.E. (Revised) ) TWA Ex. 351 (1965 CAB Handbook of Airline Statistics ) TWA Ex. 355 (Comparative Profit Study— TWA with AAL & UAL) TWA Ex. 356 (Comparative Profit Study— TWA with All Other Domestic Trunks) TWA Ex. 399 (Comparison, TWA Actual Jet Load Factors vs. S.H.E. Marginal Passenger Mile Factors) AX-1112 TWA Ex. 401 (TWA B-131 Load Factors— April-July 1959) AX-1113 TWA Ex. 420 (Price Waterhouse Comparison— C. & C. (Revised) and S.H=.) AX-1114 iy Trem TWA Ex. 423 (Late mrning Flights—TWA 1961-1963) TWA Ex. 424 (Cargo v. Passenger Revenue— TWA Late Evening Flights) TWA Ex. 426 (Comparison of Selected A/C Numbers from S.H.E. Appendix A) TWA Ex. 431 (Profitability of TWA A/C by Month—Computer Print-out) TWA Ex. 432 (Profitability of TWA A/C by Month—Chart) . TWA Ex. 435 (Regression —cqcguibommaes Numbers) TWA Ex. 486A (Regression nog oerna Numbers) TWA Ex. 436B (Regression ENED Numbers) TWA Ex. 436C (Regression Analysis—Random Numbers) . TWA Ex. 440 (Graph Illustrating Testimony of Prof. Hare) TWA Ex. 441 (Regression ages 3/23/68) esssseue TWA Ex. 444 (C. & C. Tabulation—Additional TWA Domestic Seat-Miles) . a AX-1129 AX-1133 AX-1134 AX-1135 AX-1145 AX-1146 AX-1154 AX-1157 AX-1160 AX-1163 AX-1164 AX-1177 ix Volume AX-IV ITEM DX4 (Tooleo Order—30 P.&W. JT3C4 Engines, 2/14/56) DX5 (Letter—Tooleo to P.&W. re Jet Engine Orders, 2/14/56) DX6 (Tooleo Order—90 Additional P.&W. JT4A-3 Engines, 2/15/56) DX7 (Amendment—Toolco Order for 300 P.&W. Jet Engines, 9/7/56) DX8 (Letter—P.&W. to Rummel re 300 Jet Engines, 9/7/56) DX10 (Letter—Rummel to Collings re Boeing 707, 1/12/55) DX11 (Notes of Convair Negotiations—March 24, 1955) DX15 (Draft C.&C. Report—TWA Financial Forecast 1959-61) DX19 (Page from Aviation Week, Jan. 10, 1955) DX22 (American Aviation, June 20, 1955, pages 21-23) DX26 (American Aviation, Sept. 12, 1955, pp. 84-85) DX27 (American Aviation, Oct. 10, 1955, p. 68) DX28 (Pages from American Aviation, Oct. 24, 1955) “ Trem | _. * PAGE DX29 (Aviation Week, Oct. 17, 1955, p. 7) ——. AX-1218 DX31 (American Aviation, Nov. 7, 1955, pp. 23-25, 27-28) AX-1219 DX40 (TWA Board Minutes—June 21, 1961)... AX-1224 DX43 (Excerpts from Deposition of Robert W. Rummel) - AX-1229 DX44 (Letter of Damon, Dec. 6, 1955) -............ AX-1369 DX45 (Letter—Leslie to Dietrich, Dee. 19, 1955) AX-1378 DX46 (Letter—Dietrich to Ayers, Dec. 21, 1955) AX-1382 ‘DX47 (Boeing-Tooleo Purchase Agreement— 8 B-131s, 1/10/56) AX-1385 DX48 (Teletype—Boeing to Toolco re B707- 131s, 11/11/56) , AX-1390 DX51 (Boeing Offer of B707-320s to Toolco, 1/6/56) AX-1391 DX53 (Transcript of Telephone Conversation— Rummel & Connelly, 12/20/57) AX-1393 DX54 (TWA Board Minutee—June 26, 1959) ae AX-1402 DX57 (The Huntington Report—1960) ............. AX-1410 DX62 (TWA Fleet Requirements 1961-70, dated 3/1/61) , DX63 (TWA Financial Forecast 1959-61, dated 5/15/59) - AX-1433 DX64 (Letter to Thomas, dated 5/6/59) .......... AX-1438 AX-1420 Irem DX65 (TWA Staff Engineering Report re Jets & Turboprops—4/19/56) DX66 (Toolco-Boeing Contracts—B707-131s, 3/2/56) DX67 (Toolco-Boeing Contracts—B707-331s, 3/19/56) - DX68 (Toolco-Convair Contracts—CV-880s, 9/10/56) DX71 (Rummel Memo re TWA Equipment Pro- gram, 3/15/61) DX72 (Telegram—Bew to Rummel—2/27/61) .... DX73 (Letter—Leslie to Holliday—3/20/61) .... DX74 (Letter—Leslie to Holliday—4/3/61) DX77 (Letters—Tooleo to TWA re Financing Additional Jets, 6/9-10/61) DX78 (Letter—TWA to Holliday re Financing Proposals, 6/16/61) DX79 (Pan American-Boeing Purchase Agree- ment—B707-120s, 10/13/55) DX81 (Pan American-Boeing Purchase Agree- ment—B707-321s, 12/19/55) DX85 (Boeing-AAL Purchase Agreement— B707-123s, 3/1/56) DX95 (Allen Letter Announcing Boeing Jet, Nov. 19, 1954) DX96 (Boeing Offer to Sell Pan American 25 B-120s, 6/23/55) Irem DX97 (Boeing Offer to Sell American 15 B-120s, 6/24/55) DX98 (Boeing Offer to Sell United 15 B-120s, 6/24/55) DX101 (Boeing 707 Delivery Positions) .......... Volume AX-V DX102 (Boeing Memorandum re 707 Over-Ocean Configuration, 11/2/55) DX103 (Boeing Memorandum re TWA Delivery Positions, 12/23/55) DX105 (Boeing Memorandum re Negotiations with TWA, 7/24/56) DX106 (Letter—Rummel to Cook re Boeing Deliveries, 1/28/58) DX107 (Letter—Rummel to Cook re Boeing Deliveries, 3/17/58) DX108 (Letter—Price to Allen re Boeing Deliveries, 3/30/58) DX109 (Letter—Tooleo to Allen re Boeing Deliveries, 5/8/58) DX116 (Rourke Memo to Rummel re CV-880 Deliveries, 1/15/60) DX120 (TWA Memorandum re CV-880 Deliv- eries, 10/2/59) DX122 (Bew Memorandum to Cannady re CV- 880 Deliveries, 12/18/59) Irem DX124 (Parmet Memorandum to Rourke re CV- 880 Deliveries, 1/13/60) DX125 (TWA Memorandum re CV-880 Deliv- eries, 1/22/60) DX127 (Rummel Memorandum to Rourke re — Integration of CV-880s, 2/8/60) DX128 (Letter—Rourke to Digges re Specifica- tion Modifications, 4/7/60) DX130 (Bew Wire to Rourke re Convair Delays, 5/27/60) DX135 (Letter—Convair to Bew re CV-880 De- livery, 1/6/61) DX137 (Telegram—Bew to Rummel re Convair Delays, 2/16/61) DX139 (Letter—Convair to Bew re Convair Delays, 3/16/61) DX142 (Letter—Convair to Rourke re CV-880 Deliveries, 7/11/61) DX143 (Letter—Rourke to Convair re CV-880 Deliveries, 8/2/61) DX146 (Letter—Convair to Toolco re Model 30 Delivery Positions, 5/6/60) DX148 (Tooleo—General Dynamics Letter Agreement re 6 Model 30s, 7/14/60) ................ DX152 (Toolco—General Dynamics Letter Agreement re Additional Model 308, 9/6/60) PAGE AX-1627 AX-1629 AX-1630 AX-1638 AX-1640 AX-1641 AX-1643 AX-1644 AX-1647 AX-1650 AX-1652 AX-1654) | AX-1655 xiv Trem DX156 (Telegram—Beall to Allen, et al. re PAA Negotiations, 9/28/55) DX168 (Boeing Memorandum re Conversations with Howard R. Hughes, 9/23/55) DX169 (Boeing Memorandum re Conversation with Howard R. Hughes, 10/31/55) DX170 (‘Telegram—Boeing to Tooleo re B707- 331s, 7/21/59) DX218 (C.&C. Letter to Leslie re TWA Finan- cial Forecast, March 13, 1959) DX219 (TWA Financial Forecast 1958-1962, dated 12/1/58) DX237 (Aviation Week & Space Technology, 11/13/61, pages 42-43) DX239 (Airlift, May 1962, p. 46) DX254 (TWA Board Meeting, Aug. 16, 1961— Report of System General Manager) DX255 (Statement of CAB Chairman Boyd, Jan. 29, 1960) DX257 (Aviation Week, 1/30/61, pp. 36-37) DX258 (Report to Directors of TWA—Oct. 13, 1961) DX259 (CAB Order of Investigation—Dec. ‘28, 1961) DX260 (Letter—Tillinghast to CAB, Jan. 29, 1962) _ PAGE AX-1657 AX-1658 AX-1660 AX-1661 AX-1664 AX-1666 AX-1671 AX-1673 AX-1674 AX-1677 AX-1681 AX-1683 | AX-1694 AX-1703 Irem DX262 (Revised Pages 70-73 of TWA Ex. _ 4(c)(1)) AX-1708 DX270 (Report of Loeb, Rhoades & Co.) ............ AX-1712 DX271A (S.H.E. Report (Revised)—Volume One) AX-1789 DX271B (8.H.E. Report (Revised)—Volume Two) AX-1859 DX284 (TWA ‘Prospectus—Nov. 20, 1952) ........ AX-1961 DX286 (TWA Board Minutes—Jan. 13, 1955) ..... AX-1967 DX287 (TWA Board Minutes—Dec. 13, 1955) .... AX-1970 DX289 (TWA Board Minutes—April 26, 1956) .. AX-1974 DX290 (Tooleco-TWA Conditional Sale Con- __tract—L-1049Gs, 6/6/56) | V4 . Volume AX-VI / DX292 (Toolco-TWA Conditional Sale Con- \ tract—L-1649As, 4/19/57) AX-1995 DX321 id. (CAB Orders & Documents) .............. AX-2012 DX322 id. (CAB Orders & Documents) .............. AX-2191 DX323 id. (CAB Orders & Documents) .............. Volume AX-VII DX334 (Correlation Coefficients—Substituted S.H.E. Table G-VII) AX-2427 DX339 (B-120s Available to AAL, Actual vs. ~ Reconstructed—1959) Irem DX341 (Domestic Carriers—Jets Assigned to Service, 1959-63) DX342 (TWA’s Share of Jets Assigned to Do- mestic Service, 1959-63) DX348 (Revised Summary—Categories of Dif- ferences—Wemple vs. Simat) DX358B id. (CAB Form 41 Reports—Northeast Airlines, 1957-1966) DX358C id. (CAB Form 41 Reports—PAA, 1957-1966) DX359A (Supplemental S.H.E. Report—Volume A) DX364 id. (Excerpts from Deposition of Emmett 0. Cocke) DX367 (Combined Non-Stop Scheduled Fre- quencies Per Week—Aug. 1958-63) —........... DX368 (Combined Non-Stop Scheduled Fre- quencies Per Week—Aug. 1958-63) DX371 (Summary—Categories of Differences— Wemple vs. Simat (Supplemental)) —......... DX379 (Domestic Jet Seat Miles—Wemple vs. Historical) AX-2429 AX-2430 AX-2431 AX-2452 AX-2454 AX-2458 AX-2843 AX-2851 AX-2853 AX-2856 AX-2867 i DX 334 — pepelation Coefficients-Substituted S.H.E. Table G-VII) / c fable G--VII : CORRELATTON COLFFICIENTS PRODUCED BY TESi's TO DETERMINE THE PROPER COSTING UNT'T FOR ‘MIE AIRCRAPY SERVICING EXPENSE Wergitved ~~ AVaLTebie pf wa‘ ~~ Aircraft Ton Miles Costing Source of. Information Departures Flown |: (+) . (2) (3) Domestic Cross-Section Experience - All Carriers 2959 _ £950 1951 1863 Domestic Time..Series Experience - All Carriers International Cross-Section Experience - All Carricrs ° 59 1960 Va Internetional Time Series Experience ~ Al}. Carriers Leeesdmeti U “—~ TWA Domestic Time Series Expericnce ow MA Internationel Tine Series Experj.ence AX-2428 Tabuliction: DX 339 3 (B-120s Available to AAL, Actual vs. Reconstructed-1959) Awerican AirJines Boeing 707-120 aircraft available, actual versus reconstructed dolivery - 1959 Aircraft Actual Days Avail-. B 707-120 Receipt able - 1959 Aircraft Dates (Actual (I) (2) (3) # 1 10-23-58 365 2 12-31-58 365 ; 1-23-59 343 1-31-59 335 5 2-13-59 322 “ee 2-27-59 308 is -27-59 280 -9-59 267 9 4-23-59 253 10 5-4-59 eke il 5-12-59 234 12 5-21-59 22 1 5-28-59 21 1 6-5-59 210 15 6-24-59 191 16 6-29-59 186 1 7-27-59 158 1 £3272? 1 19 -12-59 142 20 8-24-59 130 21 9-15-59 108 22 10-5-59 2 10-14-59 79 2 10-28-59 65 25 11-20-59 he Total Aircraft Days Available 2310 5310 days + 365 days = 14.55 aircrart available (actual - 1959) Aircraft Rummel 's Days Avai) Reconstructed able - 19 Receipt Dates ( reconstru (4) (5) 10-23-58 365 10-30-58 365 1-29-59 337 2-13-59 322 p727 299 280 -9-59 267 4-23-59 253 4-29-59 247 5-44-59 eho 5-12-59 234 5-21-59 22 5-28-59 21 6-5-59 210 6-24-58 191 7-1-59 1 7-14-59 171 -31-59 1 -1-59 153 8-12-59 142 8-24-59 130 9-15-59 108 10-5-59 » 10-14-59 9 10-28-59 5 11-20-59 ho Total Aircraft - Days Available 2072 5072 days + 365 days = yi. 13.90 aircraft available (reconstructed - 1959) . Difference between B 707-120 availability to | American of ual versus reconstructed, 1959) = 14.55 A/c - 13. ve = .65 A/C pees A EA | Sourceh: Coln. 2 end 4, TWA -Cols. 3 and 5, by'c Ex. 2, Annex D. onpu ation. ook 4 DX 341 dahl (Domestic Carriers-Jets Assigned to Service, 1959-63) r a $ 2 qnes tr © i 9 ree) Wester: Northwest Northeast Braniff Continental Delta National TILES AND - '. WS PASSEXGER F C.A.3. - Air Carrier Analytical Chorts 2:7 fice Ymo nw or AGRE . se Ye WMO % ORR RS g & 8 g - E = 8 3 iy 8 (beck JET AIRCSAFT ASSIGNED TO SERVICE —_9 if Weeee | Bornma agave 4agasa ¢ , . q Ehioss ”~¢ Wages Dio mt S835 OnaS h AVERAGE NUMBER OF TAA 4 af PERCE? OF DOMESTIC SCiISDULFI HE AVAILASLE SEAT MILES Mer DO “ide Eastern Ro e102 ™ AD A a IVSRS tod Azerican Sage, Cord, J die le Ww i- sizned to se Suxtcr- of Jet cratt A - corvice ATA - Comsarative Staterent of Air Carricrs' Aircraft Oner +1959 and 1960 figures exclude Capital Airlines alse air eyenue Pacscaver Miles ources: D {ee Se il "a? “2 SS eae AX-2430 os “N 4 We (TWA's Share of Jets seasened’ ta Domestic Service, 1959-63) TWA's SHARE OF BIG THREE JET AIRCRAFT ASSIGNED TO SERVICE Domestic Division - Carrier's Equipment Years 1959 - 1963 _ Number of Jet Aircraft Assiaqned to Service Carrier 1959 1960 1961 1962 1963 TWA $0: ite 34.7 48.3 57.4 American 13.7 26.6 39.1 56.8 62.3 United 1.8 26.0 52.7 80.3 82.1 Total Big Three 24.5 76.3 -126:5 185.4 201.8 - Percent of Big Three Jet Aircraft Assigned to Service ~-_--- TWA 36.7% 25.1% 27.4% 26.1% 28.4% American 55.9 37.9. 30.9 30.6 30.9 ‘United 7.4 37.0 41.7 43.3 40.7 100.0% 100.0% 100.0% 100.0% 100.0% Source: Air Carrier Analytical Charts and Summaries, C.A.B. Pea ae ee AX-2431 Be: DX 348, page 1 “(Revised Summary-Categories of Differences-Wemple vs. Simat) ‘REVISED SUMMARY OF CATEGORIES OF DIFFERENCE BETWEEN ESTIMATES OF MR, WEMPLI: AND MR. SIMAT This revised memorandum is submitted by defendants in response to the wish expressed by the Special Master (Tr. 7898) for a summary of the "categories of difference" between the estimates made by plaintiff's expert, Mr. Wemple, and defendants‘ expert, Mr, Simat, of the changes in plaintiff's operating profits that would have resulted from certain assumed changes in plaintiff's jet aircraft fleet during the period 1959-1963. It is intended as an objective comparison. Mr. Simat's estimates in this memorandum have been revised to reflect (1) the deletion of B-331B costs and (2) the application of revised marginal load factors based upon Mr. Simat's corrected method of adjusting for economic growth. 1. Overall Comparisons , ¥ The overall difference in the estimate of changes in operating profits (excluding changes related to the issue oft leasing versus ownership of B-13ls and B-331s in 1959 and 1960) is, approximately $91.8 million. Mr.’ Wemple has estimated ear t that operating profits would have been imp) oved by $51.5 million, ¥ have deteriorated Lite Mr. Simat has estimated that they wo a 0.3 million. AX-2432 sais ae ae 7 DX 348, page 2 a (Revised Summary-Categories of Differences-Wemple vs. § at) These figures are not entirely comparable, howeve: Although Mr. Wemple's figures provide for an increase in é preciation costs of jet aircraft of $44.1 million, a figure supplied to him by Price Waterhouse, and an increase in ip. surance costs of $5.5 million, both of which figures are adopted by Mr. Simat 2 they make no provision for reductiog in the costs of depreciation and insurance attributable to piston aircraft removed from operations. The latter are estimated by Mr. Simat at $14.6 ussei If the savings in piston aircraft depreciation and insurance expense are not considered, the difference between the two estimates would be increased by $14.6 million to $106.4 million. Each of these estimates represents a combination of estimates, by year and by Division, for increased jet operations and for decreased piston operations. The yearly estimates for the entire period, arranged in these cate- gories, are as follows: ane 1/ TWA -4-C(4), Items A. of Ex. F, pp. 12, 20, 27, 35, 42, 6, 64; Ex. G, pp. 11, 19, 27, 353 Ex. H, pp. 10, 1935 J, pp. 10, 19, 27, 36. DX 331, as amended by Mr. Simat letter of November 16, 1967, to Mr. Hayes, enclosed in Mr. Perkins' letter to Mr. Tenney of November 16, 1967, to reflect the correction of the 1963 marginal load factor in DX 330. All further references to DX 331 ar intended to incorporate this amendment. 2/ DX 331. | | ey DX 348, page 3 nee _ (Revised Summary-Categories of Differences-Wemple vs. Simat) Comparison of Changes in Jet and Piston Operating Results by Division and Year (millions of dollars). 1959 1960 1961 1962 = -1963 1959-1963 i” “yo ' ae W S W s W S W Y 10.5 - GA.7 « M8 -4 2 - 43.8 = «59.3 Ss * Oe AS! he ee a +27.6 “1.8 +10.8 -17.8+8.6 -20.3 41.1 + 2.8 45.1 45.4 429.2 -31.7 4 ; 6.6" - fa 4+ Ma. - wp. +2.6 - 19.9 - +444.5 ~- NC a NC - +17.0 +2.0 415.2 +7.6 41.8 -4.7 42.5 -10.0 -.3 -3.1 +22.3 8.4 a 94 te ‘ “Weck — ead ~—“T-Tew Mat Te): rsa ‘ +0.3 ~ @26.0 « 449.5 - +6.9 - +1.6 - +44.6 46.7 +0.2 +26.0 -10.2 #04 “25.0 +3.6 -7.4 +4.8 4#2.3 451.5 -li0.1) Source: TWA Ex. TC-I, PP: ef, 30, 37-38, 48, 49, 50, 64, 72; as amended WA Exs. 42, 42(a), 43, 3(a). For Chapters II and IIT of c's C Report, . Cargo revenues allocated between Domestic and International Divisions in proportion to passenger revenues. Incidental revenues o1 $.2 million fo 1959, Chapter III (p. 49), allocated entirely to Domestic Division. DX 331. Mr. Wemple computes only the net changes in jet and piston operations. The difference between this and the prior estimated change in DX 327 ("no ver, printing out seven (12,44998). ‘This difference in rounding practi _, Can eeeteent e of IATA seats throuch percentage of IATA passenge absolute number of sengers, percentare increase in |IATA passenger yanereased International Division revenues, leads to the ultimate difr- ference of $0.6 million here noted. ‘| . \-\ ference o 0.2 {1l40n between amount. dere nerd au on DX 1 d ‘ a " AX-2434 DX 348, page 4 (Revised Summary-Categories of Differences-Wemple vs. Simat), “iat ee Comparison of the estimates could also be made in terms of each of the four Chapters in the C & C Report (Chapters II-V) which deal with different equipment pren- ises, but we do not believe this would serve the Master's present pargoee 2’ What we propose here is a comparison | of the basic equipment and operational assumptions, followed by a comparison of the procedures used in estimatin the revenue and cost changes resulting therefrom, together with an assessment of the separate significance of the dif- ferent procedures for the overall estimates in so far as it _is possible to do so. 2. Equipment and Operating Assumptions Mr.Simat accepts Mr. Wemple's assumptions as to the number of jets to be added and as to the dates at which they would be added. Overall Mr. Wemple assumed that the additional jets end the earlier deliveries of such jets, when placed in operation, would displace then existing piston services. Mr. Simat accepts and follows this assump- tion. They differ in their assumptions 88 to what pistons The detailed results of Mr. Simat's estimates corre- sponding to each of the four tbe & C a are set forth in DX 331. , DX 348, page 5 AX-2435 ied Summary-Categories of Differences-Wemple vs. Simat) eae! " ae Be would be deleted in the Domestic Division, although Mr. Simat accepts Mr. Wemple's assumption that the pistons deleted in the International Division would be 1649As. a. Jet For the purposes of this report, Mr. Simat has used the assumptions made by Mr. Wemple as to the additional annual availabilities of jet aircraft and their allocation between the Domestic and International Divisions (SHE Report, Vol. I, Table II-A at II-5). He has also used Mr. Wemple's estimate, based on these additional availabilities, of the number of additional jet: plane miles which would have been flown each year in each Division (Tables II-B and II-C at II-6). “In addition, Mr Simat has estimated. with respect to domestic operations only, the average length of hop at which services with each type of jet would have been added in each year (marginal stage length of added jet services). Mr, Wemple does not discuss length of hop as a factor in his estimates. It is Mr. Simat's opinion, however, that Mr. Wemple's methods of estimating domestic yields on the basis of annual averages and direct operating costs on the basis of plane miles flown inherently assume that jet services would have been added at the average existing stage lengths for the year in question. ) ee. -2436 DX 348, page 6 | (Revised Summary-Categories of Differences-Wemple vs Mr. Simat's method of estimating marginal stage lengths is treated in Vol. II (DX 271B), Part A of his report. The formulas for deriving marginal stage lengths of added jet services are stated at A-7. Their principal significance is in the estimation of yields and direct operating costs for added domestic jet operations. b. Piston “For the International Division, Mr. Simat has assumed, as Mr. Wemple did, that all of the piston aircraft miles deleted would have been those flown with L-1649As and that such plane miles would have been deleted in the same annual amounts as those estimated by Mr. Wemple. Domestic Division, the estimates differ. Both Mr. Wemple and Mr. Simat estimate additional deletions of piston plane-miles by the use of experienced ratios of piston-miles deleted to jet-miles added.2’ Mr. Wemple confines his de- leted miles to those flown with the longest-range planes, the L-1049Gs and L-1649As. Mr. Simat allocates the deleted plane miles among all the various types of piston aircraft 1/ Mr. Simat uses the ratios of total plane-miles added and = deleted in each year. Mr. Wemple uses these ratios in connection with added B-131 and B-331 plane-miles (C&C Report, pp. 29, 44) but uses ratios derived from certain | pairs of cities in different time periods in connec- { tion with added CV-880) plane-miles (Id. pp. 61-62, 69-70). | f : | j i / oP oF) e : ee Pa ‘sed Summary-Categories of Differences-Wemple vs. Simat) being operated in proportion to the experienced deletion of plane miles by each such type during the year in ques- tion. Mr. Simat's discussion of his method is contained in Volume II, Part B of his report.” His estimates of the additional piston-miles deleted each year by type of plane are set forth in Table B-XI (at B-je. The differences in estimation of the number of additional piston-plane miles deleted (with respect to added CV-880 plane-miles) and in the allocation of the deleted miles to the various types of pistons affect a number | of aspects of the estimates, both of piston revenues lost and piston expenses saved, particularly under Mr. Simat's pro- SéUuseo. Lv would ve w very difficult task to assign a rigure to their net impact on the overall estimates. Mr. Simat has derived formulas for estimating the stage-length of deleted piston services (Vol. II, Table A-I ‘at A-7), and theseaffect his estimates of the yields and direct operating costs applicable to the deletion of domestic piston operations. Applying rates of utilization for 1958 to his estimates of piston-plane miles deleted, Mr. Simat has estimated the number of additional piston aircraft retired each year (Vol. II, Tables B-XIII and B-XIV at B-22, 23, ih thi a we ay —— AX288 tii DX 348, page 8 ag a ee (Revised Summary-Categories of Differences-Wemple vs. Simat}” 24, 25). This is for the purpose of estimating the deprecia- tion costs ($14 million) and insurance costs ($.6 million) saved. Mr. Wemple has not estimated the number of L-1049Gs and L-1649As which would have been retired under his pro- cedures, nor the associated savings in depreciation and insurance. 3. Revenue Estimates - Domestic Division The estimates of gain or loss in domestic passenger revenues associated with the estimated addition or deletion of jet and piston plane miles are based upon the estimation of changes in traffic (added or deleted revenue passenger- miles), to which estimated yields (cents per revenue passenger-mile) are then applied. Mr. Simat has followed Mr. Wemple in adding 5% to estimated changes in passenger revenues in order to arrive at estimated changes in total transportation revenues. a. Traffic Estimates Mr. Wemple has applied the average load factor experience by plaintiff in a particule year with a particular type of jet (B-131, B-331, CV-880) or piston (L-1049G, 1-104 to his estimate of the added or deleted seat-miles flown with that type of plane in that year. Mr. Simat has applied the one — load factdr at which all types of jets | ou 3 || DX 348, page 9 4 Summary-Categories of Differences-Wemple vs. Simat) were added by plaintiff in the subsequent year (marginal ~— load factor) to his estimate of added jet seat-miles for a particular year. He has likewise applied marginal load factors for all types of pistons to his estimates of deleted piston seat-miles. The marginal load factors are adjusted to remove the influence of economic growth. Marginal load factors are treated by Mr. Simat in Vol. II, Part C. The adjusted marginal load factors are set forth in Table C-IX at C-23. Mr. Wemple's use of average load factors results in the addition of 3,940 million jet revenue passenger miles and the deletion of 1,760 million piston revenue passenger miles, or a net increase of 2,150 million revenue passenger miles (TWA 4C-1, pp. 30; 45, 63, 70, as amended by TWA Ex. 42, 42(a), 43, 43(a)).. Mr. Simat's use of ad- justed marginal load factors results in the addition of 2,366.0 million jet revenue passenger miles and the deletion of 2,847.3 million piston revenue passenger miles, or a net. decrease of 481.3 million revenue passenger miles. Application to these figures of the average yields | used by Mr. Wemple results in a difference of $98.3 million in the estimates of added passenger revenues from additional ‘ jet operations and a difference of $63.7 million in the ae estimat s of deleted passenger revenues from displaced piston oe | \\\ | ro | 7 | ' 4 | ean a. Sag (Revised Summary-Categories of Di erences-Wemple vs. Simat _ operations (Vol. IT, C-27). This makes a total difference of $162.0 million in the estimates of changes in domestic passenger revenues » reflecting principally the difference : in the estimates of load factors applicable to added and. deleted domestic operations. 7 2 1/ In the case of deleted piston services, it also reflects the difference in the estimates of plane miles deleted for added CV-880 plane miles and the difference in the estimates of seat-miles deleted flowing from Mr... -Simat's rp te as of deleted plane miles among all types of © pis A spuracsyhene : + = : : DX 348, page 11 ‘sed ‘Summary-Categories PP olitciemes-inente VB. — be Yield Estimates : Mr. Wemple computes added passenger reyenues by "applying to his estimates of added revenue. passe ger miles flown the average yield per passenger mile expe ienced by qWA for all revenue ‘passenger miles flown in its Domestic. Division.for the year in question (e.g., C & € Report, p. 30). “Bince passenger yields per mile diminish as length of trip increases, Mr, Simat estimates yields appropriate to the average trip length at which, in his opinion, jet. passengers’ - would be added (longer than the average) and piston passen- gers deleted (shorter than the average) in each year. © Mr. Simat's procedures for obtaining his yield “8 ~ Syvisuiates ace uree.ved in Vu. qi, Puri. ee The Tormuias ror ~Yelating passenger revenue to trip length are set forth in Tables D-III and D-V at D-8 and D-10.. The relationships between the estimated ratios of trip length of passenger ‘ . to stage length of aircraft are stated separately for jets and pistons at D-18. Mr .. Simat applies these ‘ratios to the marginal stage lengths for added jet services and deleted “ piston. services as estimated o- ‘him in accordance with the - formas in Part A. An indication of the relative ‘significance of the _} difference an estimation of yields is provided by Table D-IX at D-21, in which Mr. Simit. has applied to Mr. ‘Wemple's estimates of net added passenger. miles the annual yields axe | eae ‘pasenan’ e 12 (Reviaed aerg-catntoplon of. Re Eecee: Hermie vs. Sima determined by his tobeia. as those realized by. the plain- tiff for a trip length of 1,453 miles (the actual average trip length of all passengers added by plaintiff during the period 1959-1963) . The application of these yieras’/ : “reduces Mr. Wemple 's estimates of net added passenger : revenues from $127. o. million to $122.6 million, or $4, 4 million. The combined. ‘effect of the differences in the eetination of added and deleted traffic and in the yields applied thereto result in an overall difference of $164.5 million in the estimtes of:.added passenger. revenues as . follows: © : Mr. Wemple : Mr. Simat Difference’ ~ Aadea a ees : Jet. $229 Million » $136. 5 Million. $92. 5 Million Deleted oe ae he Piston. (102) " Rr es > Net ? Ee 3 ao Change $127 Million. ($37.5): Million $164.5 Million (TWA 4c-1, pp. 30, 45, 63, 70, as amended by TWA "Exe. 42, 4a(a), 43, 43(a)3 DX 332.) y These are, of course, only an approxitmtion of the yields actually cg by Mr. Simat. which vary with his estimates 1 stage lengths at which different types of of the marg equipment . were adden and deleted. ‘ ‘Dx 348, page 13 “Summary- —!, of A vs. Simat) Z “Comparison of this $164.5 million difference. | ath the difference of $162.0 million obtained by appli- cation of Mr. _ Wemple"s yields to Mr. Simat's estimates of added traffic gives another indication of the relative ’ significance of the. varying yield estimates. : . “a ; ' he Revenue Estimates - International Division Plaintiff’ s vansenner revenues in its tatembtionel Division are derived in part from scheduled transatlantic services (IATA traffic) and in part from scheduled services beyond the European gateway cities (beyond-the-gateway traffic) and from non-scheduled (charter) services. The estimation of : changes in international. passenger revenues requires, under » Simat's procedures but not under Mr. Wemple's, separate consideration of IATA traffic and non-IATA traffic. As in bas case of domestic revenue estimates, Mr. Simat has again’ followed Mr. Wemp1e in adding 5% to estimated changes in ‘passenger revenues in order to arrive at estimated changes in total transportation revenues. | | | as Non-IATA Traffic - | k ‘Mr. Wemple has applied his estimated percentage -incréases each year. in the ‘amount of plaintiff's IATA ae ek ti ffic to. the passenger revenues. for .the entire Inter- tional Division in order to obtain ‘his estimates of AX-2444 DX 348, page 14 (Revised Sumary-Categories of ‘Differences-Wemple ve, Simat) - added international passenger revenues (€.g., C & C Report, pp. 26-27). This assumes that plaintiff's beyond-the- gateway and charter traffic would have increased in the _ same proportion each year as that estimated by Mr. Wemple ‘for its’ IATA traffic. In Mr, Simat's opinion, the assumed additions of plane-miles in the International Division would not have been accompanied by any increase in beyond-the-~gatewy. or charter traffic, for the reasons stated in Vol. II, Part E at E-23 through B-45. He estimates that the resulting overstatement of international Division passenger revenues by Mr. Wemple “4s $11.2 ‘million in respect of beyond-the-gateway revenues L PQ wwe P F.9 2 meme femnt 7%. aan - 1li- 30) as aménded b by ‘na Bes 33 eres a a3." 43(a). 2/ pt: 331... aun. AX -2449 ti ee page 19 oe " 4: Summary~Categories of Differences-Wemple ve. Simat) gts Cost Estimates - Ground and Indirect Expenses _ Mr. Wemple divides indirect costs into two com- = "ponents: (1) fixed. components in which he estimates no _ change for changes in the level of operations and (2) variable components in Which he. estimtes that changes would occur in direct’ proportion to changés in a costing unit selected by him as appropriate to the particular component under consideration; Mr. Simat has selected costing units through analysis of the historical cost experiénce, domestic and | international, of plaintiff and of the industry in the Period 1959-1963. Through the use of regression ptork ta . ie ide cbtained Corwulas for estinating the auount of change in the various categories of indirect expense that — would accompany & unit change in the costing unit found by him to be mare ene to the particular category under con- sideration. ia : Mr. Simat's procedures for estimting slid in. "ground and. indirect expenses are treated in Vol. II, Part. a. * Table G-VIII at Ga=42 compares the costing units used by Mr. _ Simt with those used by. ‘Mr. Wemple . -Exhipit O-H displays - the variable ‘unit costs derivea by the regression analysis ue are to be applied to the appropriate costing units to ts in the estimated change in. each category of indirect pense. The same variable unit costs are applied each : ar ae changes in oe% and piston operations 9 but different tat costs. are applied | $e changes ‘in. domestic and inter- (Revised: Sumary-Categories of Differences-Wemple vs. Sima national operations. ,» The aifferences. in the estimates of indirect. and ground expenses may. be tabulated as follows; gota: Difference in Estimates of Ground and Indirect. Difference re ko pmeeee Mr. Wemple's oi, wenpiel - ieee ae mater Domestic | Jet A/ + 67.48 : Piston - - 95.45 - Net +40.9 - 27.97 468.67 International | Jet - + 35.93 - . _° Piston - - 9.52 - Wet ; 431.5 + 26.42 + 5.09” Jet chee -och: |. nn’ Piston HOOT ES - ©104.97 ead iad Se) iS $73.96 A summary of the overall estimates of changes : in revenues and costs ad attached. v a Be Ee pp. 37 37-38, 50, 6h, 71,. as amendéd ity 4 2/ DK 332. : : ‘ 3/ s wr. ple puadiates only the net changes in - — end 7a indirect aameenes . AG _. DX 348, page 21 ? AX-2451 ~Summary-Categories of Differences-Wemple vs. Simat) — Summary of the Dollar Differences Between Mr. ie and Mr. Simat ce Net Transportation Revenues - System — (at 105% of Passenger Revenues) — ad ents to Operating Profit ‘ Wepreciation & Amortization . :; :" Mround Equipment, Item B; Develo es reoperating Expense, Item C)1 -$ -2.6 sage in Operating Profit After | = . _ $525 5 » B-C(4), Bx. F, pp. 12, 20, 27, 35, he, 30, 64; Ex. G, pp. 19, 27, 35. ' | 43fa), Ex. G, Pp. 3. s Enea, - AMERICA — WASHINGTON, oc. AX-2452 , (Ca Porn fi ’noperta ~ Northeast Airlines, 1957-1966). a a £3 t s if ay | xs * 3 He ee aE . é up ) @ . i AX-2453 “DX 358 B id., page 2 “= (CAB Form 71 Reports - Northeast Airlines, 1957-1966) ii r j i Nese Fes esszasas sas 4 it i nl i] | | | | | ry] aeaas ‘{ H ‘ aianiiie 7m ” quaus enna ete 1 eV ttiiiiisetics: 16—- y— want —— ver cos ‘aytamy -— oi P95, Seti wa: wy | fie. y 3, = > a, iS Peas wie a NES be Fa. ? a ; ; 26— y—° 0056 ——~ hr cgp a1 sng —s — — y — noe a i a FER RERD RAE AREEEREEAE RRPPREE tH adda a8 443 EE _ -AK-2457 C id. e 4 eae | (cas Porm’ Reporte - PAA, 1957-1966) Ae sispae Cera q : 3 aoe a a Sia = : ee to” ~~ BO9l O/V OF ereqoey: « ottz osoc‘e a & = sr % 13388293UT pesrence> * trv = 200 orss"on e - - ~ rc . 2 ranesaita pleneniéea tipy = oPse ot : : : ee 1s FO7t D/¥ o9 “ereqrey 9, pe “ . Ate : ote wieesaiet pesrendes *fpy ma a ; erse“or | | ~ - . * - Wachee Ww maseloity posirencey “py — —i-71§E 3525 °§r— -| | : : a Seem Smpliaalit Wipe maak PO ‘O/v jdt sted ___™. ote osoq’? = = ~ Sth 9-86 26. ” 3 ° : uw. 20° ae . “ “ cr. POOL D/V ens eaesby ott SHE —- | | ————-- woo -tov'tz0-101-0 devon — 3 90d) —— vik M 65-26-66 Ge=bE ee tir... O69 a20ford LOL-@ Tr i, SR seam . - —s 7 wnenrtoartie mi mee ete eee : : et 7 x ” H i “9 = ow “ ~ y_"_| °@2 suetdazy Buysog -— 5 21 ~$9l "975 S| | ect > 5 a On ——~90l ~ 09-02 wn $3009 190/024 L010 @ ene te ep | 7 rm —— 9-808 AFA ce > 190201 prapjersded “Ve r20feag §-9a = 39S i 19's 7 7 a - - as re tas rs 63005 pec Ab __ 008-1 + oes } : « eo. “ of) “ 99020,U] peszsTes 3 was - ! i i eee - = ge. se. 2 aes W302 yessszy seInog a _t20'y ST eet _| | et - - Son 109 09-01-90 i. panyeu *sipent » Ofte : 9496 °S rm ® 2 2 2 or m____ 990) 129/044 9-90 — ini , TS ay . * ra 2 n = n> -aoeaeieg permeates —2— foe's ? : : Seon r . J ae a - 7 Ta x Ms “ 4 __°02 esd ay omsneg ~~ New: sacgte ye sti sabe : — aot $08 or 10-90 a. : aE eae ue 1 : os a aie ee ~ “ #2. 908 to- ¢ Pe ee ee me Oe ofoce MME RIOR ager yom “ ~ | 908 M OF O1-90 09-25-60 of 909 DIV Seetjz08 — orn ofS: a : $09 N 09-22-10. a9- r] fOr a - ‘ ; 7 “a . . H s st a a : Pie . ony eoneepsepeng eet - ‘x oo joes bey _iec-toeg 3: oo 3 been Fer . e 7. ” 4 - - . bd |e? ? . — sy ee ‘ _ ~ * Py ry ” 4 } D4 e J bed a2 rE: ; 3 aa i a es a id . Sew’ 5°09 yearany evtnog— ~ ———— “ont "ug" 64's — hips beara -_199t Sent 908. 99-10-99 @pat6 : as | aa . I RR, ea" é i j : ’ ‘ ' by hs sy: mee} , mete ae ies Ss mee Ll {Raa Si. ee SESE” Cig IN Gs Hips A ie amg Wi ita eee a ee, ent Fe . nee paring SS Pate 9 A bes ve rv % @o.2 * - -— + ee AX-2458 | -- "DX359A-..° , (Supplemental S.H.E. Report - Volume 4} SUPPLEMENTAL REPORT OF SIMAT, HELLIESEN & EICHNER, INC. VOLUME A PARTS. I & II AX-2459 x "DX359A TE OF NEW YORK ) i _ (Supplemental S.H.E. Report - Volume A)" COUNTY OF NEW YORK ) °°: NATHAN Ss. SIMAT, being duly sworn, deposes and says: I am President of Simat, Helliesen & Eichner, Inc., and the following report, consisting of Volume A, Part I and Part II with its appendices was prepared under my direct supervision. I have read the report, know the contents thereof, and all statements ' therein contained are true as stated to the best of my knowledge, information, and belief. I hereby adopt the report as my direct testimony in the proceeding before the Honorable Herbert Brownell, Special Master, entitled Trans World Airlines Inc., v. Howard R. _ Hughes, et al., 61 Civil 2324, United States District Court for . e uthern District of New York. ; y Sworn to before me this 29th day of December 1967 Jnegaeg abit ar Cc MARZOT A. WARD Certificate New Y 7 ‘ Commission Expires March 30, 1%, g STATE OF NEW YORK ) ss COUNTY OF NEW YORK ) ° L. JOHN EICHNER, being duly sworn, deposes and says: I am a Vice President of Simat, Helliesen & Eichner, Inc., and the following report, consisting of Volume A, Part I and Part II with its appendices was prepared under my direct supervision. I _have read the report, know the contents thereof, and all statements therein contained are true as stated to the best of my knowledge, information, and belief. 1 hereby adopt the report as my direct testimony in the proceeding before the Honorable Herbert Brownell, Special Master, entitled Trans World Airlines, Inc. v. Howard R. Hughes, et al., 61 Civil 2324, United States: District Court for the South uthern District of New York. - Sworn to before me this . 29th day of December 1967 ere AX-2460 oe ; - "DX359A . (Supplemental S.H.E. Report - Volume 4” _- INDEX | Page PART I: INTRODUCTION I-] A. Our Request for Internal TWA Records I-] B. Limitations on Our Use of the Materials Furnished by TWA . I-2 _ €. Projects Undertaken in This Report I-6 . 1. Aircraft Scheduling | | I-7 2. Traffic Estimating I-7 - 3. Passenger Trip Lengths I-8 PART II: HISTORICAL PERFORMANCE OF TWA'S JET AIRCRAFT 1959-1963 IT-1 A. Analysis of Individual Jet Aircraft Performance II-3 1. Aircraft Routing Charts . II-3 2. On-Board Reports | II-8 B. Stage Lengths Operated by TWA's Jets . II-11 C. Load Factors, Experienced by TWA's Jets | - [I-20 D. Profitability of TWA's Individual Jet Aircraft TI-33 1. Profit or Loss Under S.H.E. Procedures II-33 a. The B-131's II-37 b. The CV-880's II-40 ec. The B-131B's II-43 a. The Minor Domestic Jet Fleets: B-331's, 720B's, B-331B's II-45 2. Profit or Loss Under Mr. Wemple's Procedures’ _ II-49 a. The B-131's II-51 b. The CV-880's ; II-52 c. The B-131B's II-53 ad. The Minor Domestic Jet Fleets: B-331's, B-720B's, B-331B's II-53 3. General Conclusions as to the Historical Profitability of TWA's Jet Aircraft II-60 APPENDIX A APPENDIX B _"DX359A, page I-1 oe (Supplemental gs -H.E. Report - Volume A)" PART I - INTRODUCTION A. Our Request for Internal TWA Records In our earlier report, DX 271, we\noted that we were handicapped, in estimating the consequences of adding jet aircraft to TWA's available fleet, by a lack of de- tailed information, concerning TWA operations and operating results at levels less aggregated than the operating divi- sion. We pointed out that » lacking finer grained informa- | tion, we had to forego the use of estimating methods which we would have preferred to use. Instead, we used an esti- mating approach that was fashioned to the limitations of the available data. While this approach led to estimates that we believe are reasonable and in accord with historical experience, we maintained that improved and more realistic estimates could and would be made, if we had access to certain detailed information concerning the actual usage of aircraft during the period of jet inventory build-up and the traffic and revenues resulting from actual aircraft Usage. This was the reason for the request that TWA pro- duce specified categories of internal records from its ‘files. I-1 or > AX2462 - (Supplemental S.H.E. Report - Volume. A)" In describing our needs for additional and more detailed information, we specified date on the traffic and financial performance of scheduled flight services, by ‘dndividual flight segments. We also specified routing chart information which, together with the flight performance data, would enable us on the basis of TWA's own experience to make more accurate judgments regarding how additional aircraft would have been used and how this usage would have affected the operations of existing aircraft and the volume of traffic carried. In addition we specified on-line, on-flight, and passenger revenue yield information in order to improve and add realism to our estimates of passenger revenues .2/ B. Limitations on Our Use of the Material Furnished by TWA In our report of progress, dated October 25, 1967 (DX 325 )o/ we reviewed the principal objectives of our sup- : plemental report, described the status of the material furnished to us by TWA and outlined the analysis program : then underway or contemplated. We noted that the scope of "DX359A, page 1-2 a 1/ gee affidavit of Nathan 8, Simat, dated June 29, 1967, cnnexed to defendants’ motion filed June 30, 1967. 2/ status of lemental Report by Simat, Helliesen & Richner, delivered to the Special Master and counsel for plaintiff on October 25, 1967 and received in evidence on October 26, 1967 (Tr. 8391-92 ) I-2 “"DX359A, page I-3 AX-2468 (Supplemental | S.H.E. “Report . - Volume A)" that program was contingent upon a clarification of the data made available to us and confirmed our previous estimate ~ that the analytical work would be completed by the end of the year and that a written report would be ready for sub- mission by the end of January or early in February. Since the submission of DX 325, we have been com- pelled to carry out some portions of our projected program on a more limited’ basis than originally planned and to shelve other parts entirely. This resulted, in part, from difficulties in processing the materials received and, in part, from inherent deficiencies in the information record- ed. The decision of the Special Master to require submis- sion of our supplemental report by January 1, 1968, even though its scope was at the same time confined to TWA's Domestic Division (Tr. 8606), was another factor that obliged us to be selective in our analysis. Unforeseen difficulties in processing materials were especially pronounced in the case of flight traffic performance data. In checks of the information keypunched from the basic source records supplied to us, we found that there were duplications in the data that required extensive tracing and corrections of the keypunched data before the _, accuracy could be established. Reuting chart information ,though * I-3 ax Me oh St "DX359A, page I-4 a , Awieotamantas S.H.E. Report - Volume A)" ; no less complete than was noted in our progress report, was not entirely legible in ‘some instances and required time- consuming cross-checking with flight performance data to assure that flight information contained in the routing charts was properly recorded. The principal deficiencies in the information were found in the passenger revenue yield data. We noted in our progress report that the information supplied was for a period subsequent to 1959-1963 and, furthermore, that we were net certain that the information afforded an in- provement over the relationships we had developed from industry data and adjusted to TWA's average passenger oe révenue yield levels. As a result of further examination : of the information, it appears it was not developed from analysis of tickets covering the transportation provided by TWA over individual flight segments, but was estimated from quoted fares between the terminals of flight segments by applying average divisional percentage differences be- . tween fares and revenue yields. Since there is much evidence that the percentage differences between fares and revenue yields ary from segment to segment, generally in relation to segment distances, the yield information sup- plied by TWA was not even as accurate or as realistic as the relationships that we obtained from industry data. "DX359A, page I-5 AX-2465 (Supplemental S.H.E. *Report - Volume. Ay". | Sceordingly , we lacked the basis for undertaking a further Scaiweia of revenue yields, as contemplated. Since no more accurate basis for estimating passenger revenue yields was derivable from the information at hand, we have’ relied on the method of estimating passenger revenue yields developed in our earlier report as the best available. We have, however, been able to improve our estimates of the relation- ship between length of hop and passenger trip length. Finally, because of the other difficulties en- Laiberen, we had to delay the recording and processing of information on the competitive services operated by other airlines in markets where TWA historically operated nonstop flights with piston and jet aircraft. As a result, our analyses of the influence of flight schedules of compet- ing airlines on TWA's aircraft usage and share of avail- able traffic are not as extensive as we had planned. Notwithstanding our inability to undertake in ¢ full the analyses originally contemplated, we have been able for the first time to ascertain the detailed usage and operational results of the aircraft which TWA did have available and, in consequence, to effect ‘signifi- _ Cant improvements in our estimates of the usage, traffic. and revenues which would most probably have ensued from 3 ~ ‘aaunea additional jet capacity. a AX-2466 "DX359A, page I-6 a (Supplemental S.H.E. Report - Volume A)™ C. Projects Undertaken in This Report This report has two major parts. Part II con- tains our analysis of the domestic jet operations histori- cally conducted by TWA in 1959-1963. Part III contains our estimates of the traffic and revenues which TWA would have obtained in 1959-1963 if it had operated the additional capacity assumed by Mr. Wemple for the Domestic Division. In Part II, using information from TWA's rout- ing charts and on-board reports, we have determined the average stage lengths and load factors in each month of the 1959-1963 period for every one of the active jet air- craft in TWA's domestic fleet. The results confirm the conclusions as to the trends in stage lengths and load factors expressed in our earlier report. Furthermore, we have determined for each such aircraft, using both our own estimating procedures and those of Mr. Wemple, the operating profit or loss obtained in each month of the period. This analysis of profitability by individual jet aircraft reinforces our previous opinion that throughout the greater part of this period TWA could not have added jet capacity at a profit. In Part III, we present our improved estimates of the effect on operating profits of the assumed operation by TWA of additional jet capacity in its Domestic Division. "DX359A, page I-7 AD Set (Supplemental S.H.E. Report - Volume A)" The additional data have provided a firmer foundation for estimating in three significant areas: 1. Aircraft scheduling. We have now been able to make detailed estimates of the changes in aircraft usage associated with the availability of additional jet aircraft by flight segments, grounded on the scheduling policies of TWA disclosed by actual aircraft usage. Rather than estimat- ing the average stage length of added and deleted flight operations by the use of divisional average relationships between the stage lengths of existing and added and deleted services, we were able to estimate directly the changes in flight operations for each flight segment affected and to derive the stage lengths of added and deleted flights from the individual flight segment data. 2. Traffic estimating. The additional data enabled us to effect major improvements in the traffic es- timates. We have now been able to estimate the added and deleted traffic resulting from changes in flight operations on an individual segment basis, rather than on the basis of average marginal load factors. We took into consideration the characteristics of the flight segment (its length in miles and whether it was competitive or noncompetitive) and also the experienced relationships, among flight seg- ments of like characteristics, between traffic volumes added _ @nd deleted and changes in flight operations. « ‘ ee "DX359A, page I-8 ss (Suppieneitai S.H.E, Report - Vdélume A)" ‘a (3. Passenger trip lengths. As a result of a comprehensive analysis of TWA's on-line traffic for indi- vidual flights, we were able to improve the estimates of the trip lengths of passengers added and deleted as a result of the contemplated additions and deletions of jet and piston aircraft services. In addition to the foregoing improvements in the estimates of changes in aircraft operations and traffic which were anticipated to flow from the supplementary data and studies, we further found that the analyses of histori- cal aircraft usage and operating results, made possible by the availability of routing chart and flight information, disclosed characteristic patterns of differences among aircraft of the same type, not only as to how individual aircraft were used but also as to the profit or loss con- tribution of the individual aircraft. We found that the differences were so uniform among the individual air- craft and varied so consistently among fleets of different numbers of aircraft that it was possible from the data to independently estimate the amount of operating profits and losses that would be added and deleted by changes in the number of aircraft available and used. ‘This afforded an alternative basis for estimating the financial effects of I-8 AX-2469 "DX359A, page I-9 (Supplemental S.H.E. Report - Volume A)" 4 “ fleet additions and deletions that was not not antici- pated. | The estimates detailed in Part III provide a further substantiation for our opinion that operation of the additional jet capacity assumed by Mr. Wemple would have contributed significant operating losses to TWA's Domestic Division. AX.2470 Pes A] PART AX-2471 "DX359A, page II-1 | (Supplemental S.H.E. Report - Volume A)" PART II HISTORICAL PERFORMANCE OF TWA'S JET AIRCRAFT 1959 - 1963 Our analysis of TWA's domestic operations with jet air- craft owned or leased in 1959-1963 confirms three of the major conclusions stated in our prior report (DX 271): 1. As jets were added, they were flown on increasingly shorter stage lengths with the result that the average stage length over which each jet fleet was operated suffered a progressive decline; 2. As jets were added, they were operated at increasingly lower load factors with the result that the average load factor achieved by each jet fleet suffered a pro- gressive decline; 3. As jets were added, the lower stage lengths and load factors at which they were operated produced lower operating profits for the added jets. Operations con- ducted at a marginal profit or at a loss, even before deduction of interest and other costs of capital, occurred at an early stage in the introduction of each of the jet fleets.” | The historical performance provides a backdrop for pro- jecting the results that TWA would have obtained if it had operated the additional capacity postulated by Mr. Wemple. _ RK-2472 "DX359A, page II-2 Res. (Supplemental S.H.E. Report - Volume a)" es Analysis of TWA's records establishes definite trends to lower stage lengths, lower load factors and consequently lower opera- ting profits (or higher operating losses) as jets were added. In our opinion, the operation of still more jets in any year of the 1959-1963 period would necessarily have accelerated these historical trends. Airline managements attempt to employ their invested capital and physical resources'as profitably as possible. An airline does not use a multi-million dollar jet wprofitably. if it has an opportunity to fly it profitably. If at any point in time opportunities do not exist for profitable employment of all the aircraft in a particular fleet, an airline may nevertheless choose to operate them all even though some must be flown on unprofitable routes. Various considerations may underlie such a choice. The management may hope to cover some of the operating costs which are incurred whether or not a plane is put in the air - principally, depreciation and hull insurance, while avoiding the expenses associated with any extended grounding. Or management may misjudge the profit opportunities, hoping for greater traffic and revenue production than proves, in actual- ity, to be attainable. Managements are especially’ vulnerable to this kind of overoptimism in periods of stagnant traffic growth, such as that from 1959 to mid-1963. When management becomes aware of loss operations it attempts _TI-2 . AX-2473 "DX 359A, page II-3 (Supplemental S.H.E, Report -— Volume A)" * solve the problem by rescheduling its equipment. This is one of the reasons why changes in aircraft schedules and routings ‘occurred so frequently during the 1959-1963. period. The fact that TwA operated many of its Jet aircraft at a marginal profit level or at a loss throughout most of this period, despite efforts to find profit opportunities through equipment shifts and rerouting, does not suggest that TwA stood in need of still more Jet equipment. on the contrary, it 18 proof that, with more jets on its hands, TWA management would have faced an even more difficult problem of profitable deployment . A. Analysis of Individual Jet Aircraft Performance The new information upon which this part of our report is based was obtained primarily from TWA aircraft routing charts and TWA monthly on-board reports a We have now been able to ascertain the historical usage, the passenger load and the profitability of each Jet aircraft scheduled in the 1959-1963 routing charts furnished to us by Twa .2/ 1. Aircraft Routing Charts TWA, like other airlines, assigned operating routes to the active aircrart in each of its fleets through the | Furnished by Plaintiff upon defendants! motion filed June 30, “ 41967 and granted by the Special Master July 13,1967 (Tr. 702i), win has proved impossible for us to make a Similar anaylsis of _* piston aircrart performance within the time limitation fixed 2 by the Special Master. II-3 AX-2474 "DX359A, page II-4 ee: (Supplemental S.H.E. Report - Volume aye ae medium of routing charts. A routing chart displays the flight patterns over a 24-hour period for each of the active _aireraft of a particular type, such as the B-131 or the Cvy-88, For one B-331, the daily pattern might be from Los Angeles to Idlewild to Los Angeles. For another, it might be from Idlewild to Indianapolis to Idlewild to Chicago. The suwm of the daily flight patterns for each of the aircraft in @ par- ticular fleet constitutes the overall scheduling of the fleet. The routing chart does not purport to identify by license frame numbers or otherwise the physical piece of equipment which performs each daily pattern. What it does tell us is that, during each day it is in effect, one of the active air- craft in the fleet will perform one of the daily flight patter. A flight pattern may or may not be performed day after day with the identical piece of equipment. Typically it will not be the identical piece of equipaens. The usual procedure is to rotate all of the aircraft in a fleet in sequence through each daily flight pattern so that each piece of equip- ment may undergo the periodic maintenance checks built into the scheduling. (Some routing charts assign an aircraft to maintenance for an entire aircraft day.) But if there are, say, 15 B-131s being operated, then the number of daily flight patterns flown by B-131s will be exactly 15, no more - no less. Fifteen "actives" produce 15 “aircraft days." Ir-4 AX-24 | "DX359A, page II-5 ~ (Supplemental S.H.E. Report - Volume A)" | ea Chart II-A on page II-6 reproduces a sample TWA routing chart, issued October 18, 1963 and assigning the daily routing “of 23 of TWA's 26 CV-880s effective October 27, 1963. Of ~~ other three 880s, one was assigned as a spare, one was assigned to pilot training and one remained unassigned._/ The chart schedules 23 aircraft days, one day for each of the 23 active Cv-880s. Te day for the aircraft performing © Flight 138 (upper left corner) begins at 12:30 A.M. with a ‘departure from San Francisco to Pittsburgh. It continues with departures from Pittsburgh at 11:35 A.M. on Flight 142 | | for Boston, from Boston at 2:20 P.M. on Flight 193 for st. louis, and from St. Louis at 6:45 P.M. on Flight 194 to Boston, where it terminates upon a scheduled arrival at 11:19 P.M. Clear- ly,the same piece of equipment could not repeat this. schedule on the succeeding day,but would perform Flight 9l,as indicated (lower ‘left corner) ,departing from Boston at 8:15 A.M. for Chicago.Flight 138 would be performed on the succeeding day with the equipment which had completed Flight 161 from Cincinnati to San Francisco (upper right corner) as the last lap of its aircraft day. Thus ‘the chart moves each of the 23 active aircraft. through each | | “ ef the 23 aircraft days. An indication that management did not envisage any possib- “7 adlity of profitable employment for this aircraft. Bo. errant hee "DX359A, page II-6 (Supplemental S.H.E. Report - Volume A)" AX-2476 = Sr Soe oe se. * : . -_- - >- rs a ae — 2 coe, - 7 94 y- - —— - " 7 oe | = SS } ———F --¢ | eS ge ae Le 8 ree ae de te fT - = ¥ 7 > 3 cumpe o-« —@— - j - . ad - _— al me ~~ bad sw ‘ * lento D ".’-% —- — -— ~~ -_s+ _—- Meet: S - em: eee — e -_-—4 oor hd - “4 -—-—- - = *, rey | wil 4 -—_— — -— ie ee —_ a oe 4 z 7 ~ ee q abenaans Wibiiedi ecblanile arn « | — ihe : — - ST st : : : ee Si - - ~4 - - eA 7 Es > oa oo -—-- «| — 4 o- fe oe — — 4% ’ we a v | a - —>- - 3 — ‘ : ‘g jes’ ase add . — a ee 12S Orme: sam athe + . oe wo! Aa | oom eS ae o - »-+—-- hoe initio 3 a . ’ ; x ” Ei sf 0 Dec. : y e e 00 Sources: Cols. 3-8: cnputer printout at If-ll, fn. 1. ‘: ee Col. 9: TWA 4c-4, Ex. B., Co -month moving average. II-14 AX-2485 "DX359A, page II-15 (Supplemental S.H.E. Report - Volume A)" It is evident from Table II-B that month by month . jets were being added to TWA's fleets, each fleet was “being operated at progressively lower average stage lengths . | ‘The downward trend was unremitting for the B-13ls throughout the entire period, as it also was, with minor exceptions, for the Cv-880s. Even the later-introduced B-131Bs show a con- -stantly declining trend. The trend is equally marked for the $-331s until May 1963, when an upturn occurs. | The decline in average stage lengths was produced by the operational requirements of scheduling the individual aircraft within each fleet. The routing charts and the on- “poard reports furnished by TWA permit an understanding of the scheduling patterns which underly the averages. In Table II-C, on page II-16, we have analyzed the stage lengths operated “by each active jet in TWA's fleet?’ during the month of De- “eember in each year of the 1959-1963 period. Table II-C shows, for each type of jet and for the fleet as a whole, the number of aircraft operating in four distance ‘categories - over 2,000 miles, 1,000 to 1,999 miles, “700 to 999 miles and under 700 miles. The pattern of scheduling may be illustrated by tracing what happened to the B-13is. a ,,With the exception of the B-331Bs, for which no domestic | Spe routing charts were furnished us. "DX359A, page II-16 (Supplemental S.H.E. Report - Volume A)" TABLE II-C NUMBER OF INDIVIDUAL AIRCRAFT WITHIN EACH JET TYPE OPERATED AT D STAGE LENGTHS FOR DECEMBER 1959-1963 Stage Lengths Year B-131 | B-331 | cv-880 B-720B B-131B (1) (2) (3) (4) (5) (6) (7) Over 2,000 miles} 1 4 sts iii iis ine “ . 1960 1 3 een ——— a= eerie hee Ts 7 1963 0 1 Cf re) one 4 1, 000-1 ? 10 aie pa Sous aie = i320 10 0 eee @aoeoe ee 2 ES ee 3 an ey 1963 'e) —_— 4 on 9 00- 0 --- --- _ --- 100-099: Hie beg & ° = ee eS Oe aS ee 3 eee (ts 1963 5 --- 9 oo= 4 tide 00 miles 0 -—- se —— = ee rromm lige | 3 fs [= |= [= 1961 ) 0 3 re) — 1962 | 9 --- 5 --- 1 1963 a --- ll --- 0 1 . peep odie eee Arig ng Be rout harts for the =) ean that a B- ae eee oinenstop between New York ant Los Angeles in Decesber 1963. ; -~ i1-16 AX-2487 "DX359A, page II-17 (Supplemental S.H.E. Report - Volume A)" In May 1959, with six active jets, TWA operated three B-13ls at average stage lengths over 2,000 miles and — at ‘average stage lengths between 1,000 and 1,999 miles. 7 mt following December, when TWA had received its full fleet of 15 B-13ls, four B-13ls were now being operated at average stage. lengths over 2,000 miles, while the remaining ten active 131s were operated at average stage lengths between 1,000 and 1,999 _ miles (Table II-C). Clearly, opportunities did not exist to schedule the additional B-13ls on the longer hops. By December 1960, only one B-131 was operating at an average stage length over.2,000 miles. The first three B-33ls added to the domestic fleet had now taken over the longer hops . with the result that B-131 operations were downgraded. Ten | B-131s still flewtops averaging between 1,000 and 1,999 miles, DPreNviA fF AX-2513 "DX359A, page II-43 (Supplemental S.H.E. Report - Volume A)" c. The B-131Bs This tleet first appears in the routing charts in _ April 1962, but TWA did not have a substantial number of active ‘B-131Bs until August 1962. In September 1962, when 15 air- craft were active, two of them showed operating losses. It can be said in general that TWA's B-131B fleet operated profitably. This can be traced to a number of factors, in- cluding the upturn in traffic in 1963, the use of B-131Bs over the more profitable TWA routes formerly operated with B-13ls, and the cost economies associated with the fan jet. Chart II-E-3 on page II-44 compares the operating profits and. losses of the top four and bottom four B-131Bs in each month from August 1962 through December 1963. .) ‘AK "DX359A, page II-44 ee (Supplemental S.H.E. Report - Volume ye FE sik as ace esos sc eee FOR INDIVIDUAL B-131B “AIRCRAFT SHOWING THE FOUR MOST PROFITABLE AND FOUR LEAST PROFITABLE IN EACH MONTH © Auc., 1962-Dec.. 1963 400 - fo Oo L Nm oO O L THOUSANDS OF DOLLARS 8 (100) T5ERANJJASONDJFMAMS TESORRIFAARSIASONDJFIURIASONDUFINRIS 1959 3 1960 1961 | 1962 = Source: ApPenDIx A “11-44 % AX-2515 DX359A, page II-45 (Supplemental S.H.E. Report - Volume A)" dad. The Minor Domestic Jet Fleets: .B-331s,-720Bs, B-331Bs Only a few aircraft in these fleets were operated domestically by TWA during the 1959-1963 period A/ TWA furnished no B-331 routing charts for the period May 1962 through December 1963, and, consequently, we did not compute individual B-331 profit or loss after April 1962. TWA furnished routing charts for ite four 720Bs only for the first few months of operation. Since the 720B schedules remained fairly static » we were able in this case to determine profits and losses for individual aircraft throughout most of the period of 720B operation. Since no B-331B routing charts were furnished for domestic op- 4 erations, we did not compute profit or loss for individual B-331Bs. The few B-33l1s used domestically were scheduled on “tong haul high load factor flights in the highly seasonal 4 ‘California market and were profitable in 1960 and 1961 during - peek months. In off-peak months, some of the domestic B-331s i -tealized operating losses. In 1962, the off-season losses continued. Chart II-E-4 on page I-47 presents the individual | operating profits and losses of all B-33ls flown domestically ; “ti each month from March 1960 through April 1962. | vis TWA never operated all of its -T20Bs ‘at a profit. In eight of the 13 months for which we were able to determine the profitability of individual aircraft, at least three, and “sometimes al] four, of the 720Bs showed substantial operating AX-2516. "DX359A, page I1I-46 «! moe) (Supplemental S.H.E. "Report - Volume | Aye " losses eA The profit picture improved in the peak summer season of 1962, but the fleet as a whole operated in the red during the lease period. This conclusion is confirmed by an estimate of the profitebility of the 720B fleet based on aircraft miles operated and revenue passenger miles achieved by the fleet as reported to the CAB. We found that the fleet lost ; $895,449 in 1961 and earned $9,307 in 1962 for a net operating loss of $886,142 over the period of the lease.2/ Chart II-E-5 on page TI-48 presents the individual operating profits and losses of all 720Bs in each month from September 1961 through September 1962. jie wee 17 | ™ Since the 720Bs were leased aircraft, rentals are gpeiuaed ' 4n direct operating costs. 2/ rin the ees of this estimate, we used Mr. Wemple's as described below at. pages II-49, 50, epplying, then to statistics reported by TWA in Form his. . : AX.2517 DX359A, page II-47 (Supplemental S.H.E. Report - Volume A)" MONTHLY OPERATING PROFIT OR LOSS FOR INDIVIDUAL B-331 AIRCRAFT. MaR., 1960-Apr., 1962 ; (LOSS) PROFIT (\ PTT Te TT eee ee eee TTT UTTTTrGOVrreCrrrrrrrrrrrrererevtrrgtry?T? JFMAMJJASONDJ FMAMJJASONDJFMAMJJASONDJFMAMJ JASONDJFMAMJJASOND 1959 | 1960 | ml .j. im | wes | Source: APPENDIX A = yy _y7 AX-2518 160 " 120 - 2: "DX359A, page II-48 i (Supplemental S.H,E. Report - Volume A)" CHarT IIE-5 MONTHLY OPERATING PROFIT OR LOSS FOR INDIVIDUAL B-720B AIRCRAFT SEPT, 1961 - SEPT. 1962 | PROFIT THOUSANDS OF DOLLARS So (Loss) — rTrT9TrrrTTyT.?:. (120) 1959 | 1960 Source: APPENDIX A : TI-48 : AX-2519 DX359A, page II-49 (Supplemental S.H.E. Report - Volume A)" sp. ‘Profit or Loss Under Mr. Wemple's Procedures The conclusion that TWA operated many of its jets at a loss during the 1959-1963 period does not depend upon using the S.H.E. revenue and costing procedures. The use of Mr. Wemple's procedures results in @ similar profit and : loss pattern.2/ Applying the procedures set forth in the C&C - Report we obtained passenger revenues by multiplying the ponthly revenue passenger miles for each jet aircraft, deter- mined from the TWA on-board reports in the manner described above, pp. TI-34, 35, by TWA's average passenger mile yield for the year in question.2/ These passenger revenues were then multiplied by 105 percent to obtain the monthly transportation revenues per aircraft. Those direct operating costs which vary with the amount of operations performed were computed by multiplying the number of aircraft miles flown by each jet during a month by a cost-per-mile based on the ratio of the total of such costs experienced to total miles operated by jets of the same type in the year in question .2/ The direct costs which vary with fleet size were determined I in the manner described above, p. II-36. !' a Fe 2/ Appendix B. fie . & see TWA Nc-4, Exs. F-J. II-49 AK -2520 | "DX359A, page II-50 a (Supplemental S.H.E. Report - Volume A)" i In computing ground and indirect expenses, we “first ascertained’ what portions of these expenses Mr. Wemple considered variable 2/ We then multiplied the cor- responding portions of the pertinent monthly statistics for each jet aircraft by the appropriate ratios, as deter- mined from the cost experience in the year in question.2/ The table in Appendix B (Mr. Wemple's method) for the B-13ls in July 1963, when compared with the correspond- ing table in Appendix A (the S.H.E. method) » illustrates the similarities and differences between the two methods. The transportation revermes are slightly higher in Appendix B. The aircraft operating expenses are higher in Appendix B on longer haul flights and lower on shorter haul trips because Mr. Wemple used a flat rate per aircraft mile whereas the S.H.E. method reflects the higher costs of shorter hauls “ with slower block speeds. The ground and indirect expenses in Appendix B are less for aircraft with high load factors - and greater for aircraft with low load factors, reflecting less sensitivity to the effect of traffic on such costs. oe - ‘Under both methods the most profitable B-131 in | July 1963 shows a profit that is very close: $167,000 in Appendix B compared with $164,000 in Appendix A.. The least profitable B-331, however; shows a profit of $21,000 in Appendix B compared with a loss of $42,000 in Appendix A. . The loss estimate is 2/ see DX 271B, Part @; TWA 4C-4, Exs. F-J; DX obs. - B/ Bee DX 271B, p. G-H2; TWA MCh, Exs. F-J. AX-252 "DX359A, page II-51 ! (Supplemental S.H.E. Report - Volume A)" occasioned primarily by the higher costs incurred in short haul operations and attributed to them under the S.H.E. method in contrast to Mr. Wemple's method.. While Mr. Wemple's method, in our opinion, tends to minimize the disparity in operating results attained by different aircraft within the fleet, it does not neces- sarily result in a showing of fewer loss aircraft. In the ease of the B-131s for example, Appendix B, compared with Appendix A, shows fewer 13ls returning operating losses in 23 months, the same number in 30 months and a greater number in 4 months. ‘The number of months in which one or more B-13ls lost money is 39 in Appendix B compared with 47 in Appendix A. The results of using Mr. Wemple's procedures to determine the profitability of individual jet aircraft lead to the same conclusions as those obtained by the S.H.E. "procedures. a. The B-l3ls . Again, the first and only B-131 to show an operat- ing loss-in 1959 appears in November. Again, beginning in 4 January 1960, one or more B-13ls each month failed to earn an oa Operating profit until the peak month of June. Profitable : _ ; -Operations for all B-13l1s continued through September. II-51 AX-523 "DX359A, page II-52 a (Supplemental S.H.E. Report - Volume A)" — Thereafter, the pattern of loss operations persisted without a break, except for the months of November 1962 and April 1963, until the traffic upswing in mid-1963. In a number of months, the losses extended to as many as five, six or seven aircraft. In February 1961 nine B-131s registered losses under Mr. Wemple's methods. : b. The Cv-880s | The Cv-880s strikingly demonstrate the similarity of the profit and.loss pattern obtained by the two methods. Again, it appears that beginning in February 1961, the-first full month of operation, TWA was unable to operate all of its cv-880s at a profit in any month until July 1963. with the addition of six more 880s beginning in August 1963, unprofit- able operations were resumed, and by November 1963 as many as seven CV-880s were again losing money. Under both methods there appears a trough from November 1961 which continues throughout 1962. In this 14-month period there was no month without at least seven loss 880s, and there were six months with as many as eleven or twelve. Under Appendix B, compared with Appendix A, fewer cv-880s returned operating losses in 14 months, the same number in 13 months and a greater number in 9 months. Both methods shor only one month, July 1963, in which no Cv-880 operated at a loss. _II-52 pels a "DX359A, pare II-53 ok (Supplemental S.ii.k. Report - Volume A)" ec, The B-131Bs Appendix B is not as favorable to B-131B operations as Appendix A. Notably in 1963, many more 131Bs appear in Appendix B as experiencing losses, and there are only four months, &8 compared with seven months in Appendix A, in which no loss operations were sustained. The reason is that the flat rates per aircraft mile used in Mr. Wemple's costing do not reflect the cost ‘savings produced by the long hauls on which the B-13ls were routed. Especially noticeable are the os sharp differences in the ground and indirect expenses. The pattern that emerges is basically the same, however, even though somewhat obscured by inexact costing. The B-131Bs, which appeared late on the scene and displaced the B-13ls from the more profitable routes because of their greater speed and economy, turned in the best profit per- | formance of any of TWA's jet fleets in the 1959-1963 period. There were still some months, however, in which some of the aircraft in this fleet failed to find profitable employment. ad. The Minor Domestic Jet Fleets: B-331s, B-720Bs, B-331Bs The pattern for B-33ls is almost identical under both mthods, with profitable operations in peak months and some loss aircraft in the off seasons. Again, Mr. Wemple's methods disfavor "DX359A, page II-54 (Supplemental S.H.E. Report - Volume A)" - the relatively long-haul B-33ls. Again, the B-720B fleet experiences no month in which all four aircraft return a profit. Chart II-F-1 on page II-55 compares the monthly operating profits, as computed in Appendix B, earned by the four most profitable B-131s in each month from July 1959 through December 1963 with the operating profit or loss ex- perienced by the four least profitable B-131s in each month. Charts II-F-2 and II-F-3 on pages II-56, 57 present similar comparisons for the CV-880s and B-131Bs. Charts II-F-4 and II-F-5 on pages II-58, 59 present the individual oper- ating profits and losses of all the B-331s (March 1960- April 1962) and all the B-720Bs (September 1961 - September 1962), as computed in Appendix B. "DX359A, page II-55 AX-2525 (Supplemental S.H.E. Report - Volume A)" MONTHLY OPERATING PROFIT OR LOSS FOR INDIVIDUAL B-131 AIRCRAFT SHOWING THE FOUR MOST PROFITABLE AND FOUR LEAST PROFITABLE IN EACH MONTH Jucy, 1959-Dec,.; 1963 CHART LIF -| DJFMAMJJASONDJ ao re se any (Supplemental S.H.E. Report - Volume A)" CHartT IIF-2 MONTHLY OPERATING PROFIT OR LOSS FOR INDIVIDUAL CV-880 AIRCRAFT SHOWING THE FOUR MOST PROFITABLE AND FOUR LEAST PROFITABLE IN EACH MONTH APR. ‘ 1961-Dec. ’ 1963 Agog : 8 : = wet res ce aasme re 6Fr| mk A "DX359A, page 11-57 “™-202 (Supplemental S.H.E. Report - Volume A)" CHART IIF-3 MONTHLY OPERATING PROFIT OR LOSS FOR INDIVIDUAL B-131B AIRCRAFT SHOWING THE FOUR MOST PROFITABLE AND FOUR LEAST PROFITABLE IN EACH MONTH Aus te 1962-Dec. r) 1963 ‘s) JETS z & \ Ri: MI eae 4 se OO| "" i -O€ ; 3 y (@-XIGN3dd¥) Aue s Lid04¥d LS3IMOT +1 : 002 - -Ov 2 - ess a OOE - -OG = =- OOv 4 | LE Th : —, (8-XIGN3ddy) “}4 3 1140Y8d LSSH9IH phe (QaWNSSV ONV. IVNLOV) errs. LSVYONIV 13¢ JO YSSWNN HLIM_G3YVdWOD | (SSO1) 11408d (QVNLDV) ALINIGVLISOUd LavedYIV 13F 30 AX-2534 "DX359A, page II-64 : (Supplemental S.iIl.E. Report - Volume A) The comparison of the growing extent of jet. losses with the actual jet fleet buildup is, in our opinion, convincing evidence that TWA did not need and could not profitably have used the assumed additional jet capacity. Additional jets could only have been added on schedules less profitable than those already being flown and would therefore have created addi- tional operating losses for TWA. ~~ "DX359A, Appendix A Supplemental S.!l,.E. Report = Volume A) APPENDIX A ~ This table is a profit and loss tabulation by month for TWA jet aircraft shown upon TWA routing charts for the years 1959-1963. The methods used to determine revenues : and expenses are those of the previous S.H.&E. report// and are described in Part II, pp. II-33-37, of the present report. The manual changes recorded in the profit and loss columns were reallocations of revenues and expenses in those months where TWA changed routings of certain flights from one aircraft day to another or had a single trip divided between two aircraft: e.g., where a routing chart shows that Flight 85 was flown from Boston to Baltimore to Kansas City with one 720-B and continued from Kansas City to Los Angeles with a second 720-B. Lack of time prevented new runs being prepared. The load factor columns and stage length columns in Appendix A were not used. 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