Form 10-Q

0001193125-12-432399.txt : 20121024 0001193125-12-432399.hdr.sgml : 20121024 20121024080130 ACCESSION NUMBER: 0001193125-12-432399 CONFORMED SUBMISSION TYPE: 10-Q PUBLIC DOCUMENT COUNT: 13 CONFORMED PERIOD OF REPORT: 20120930 FILED AS OF DATE: 20121024 DATE AS OF CHANGE: 20121024 FILER: COMPANY DATA: COMPANY CONFORMED NAME: US AIRWAYS GROUP INC CENTRAL INDEX KEY: 0000701345 STANDARD INDUSTRIAL CLASSIFICATION: AIR TRANSPORTATION, SCHEDULED [4512] IRS NUMBER: 541194634 STATE OF INCORPORATION: DE FISCAL YEAR END: 1231 FILING VALUES: FORM TYPE: 10-Q SEC ACT: 1934 Act SEC FILE NUMBER: 001-08444 FILM NUMBER: 121157514 BUSINESS ADDRESS: STREET 1: 111 WEST RIO SALADO PARKWAY CITY: TEMPE STATE: AZ ZIP: 85281 BUSINESS PHONE: 4806930800 MAIL ADDRESS: STREET 1: 111 WEST RIO SALADO PARKWAY CITY: TEMPE STATE: AZ ZIP: 85281 FILER: COMPANY DATA: COMPANY CONFORMED NAME: US AIRWAYS INC CENTRAL INDEX KEY: 0000714560 STANDARD INDUSTRIAL CLASSIFICATION: AIR TRANSPORTATION, SCHEDULED [4512] IRS NUMBER: 530218143 STATE OF INCORPORATION: DE FISCAL YEAR END: 1231 FILING VALUES: FORM TYPE: 10-Q SEC ACT: 1934 Act SEC FILE NUMBER: 001-08442 FILM NUMBER: 121157513 BUSINESS ADDRESS: STREET 1: 111 WEST RIO SALADO PARKWAY CITY: TEMPE STATE: AZ ZIP: 85281 BUSINESS PHONE: 4806930800 MAIL ADDRESS: STREET 1: 111 WEST RIO SALADO PARKWAY CITY: TEMPE STATE: AZ ZIP: 85281 10-Q 1 d407566d10q.htm FORM 10-Q Form 10-Q

UNITED STATES

SECURITIES AND EXCHANGE COMMISSION

Washington, D.C. 20549

FORM 10-Q

(Mark one)

x	Quarterly Report Pursuant to Section 13 or 15(d) of the Securities Exchange Act of 1934

For the quarterly period ended September 30, 2012

¨	Transition Report Pursuant to Section 13 or 15(d) of the Securities Exchange Act of 1934

For the transition period from to

US Airways Group, Inc.

(Exact name of registrant as specified in its charter)

(Commission File No. 1-8444)

54-1194634 (IRS Employer Identification No.)

111 West Rio Salado Parkway, Tempe, Arizona 85281

(Address of principal executive offices, including zip code)

US Airways, Inc.

(Exact name of registrant as specified in its charter)

(Commission File No. 1-8442)

53-0218143 (IRS Employer Identification No.)

111 West Rio Salado Parkway, Tempe, Arizona 85281

(Address of principal executive offices, including zip code)

(480) 693-0800

(Registrants’ telephone number, including area code)

Delaware

(State of Incorporation of all Registrants)

Indicate by check mark whether each registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (or for such shorter period that the registrant was required to file such reports), and (2) has been subject to such filing requirements for the past 90 days. Yes x No ¨

Indicate by check mark whether each registrant has submitted electronically and posted on its corporate website, if any, every Interactive Data File required to be submitted and posted pursuant to Rule 405 of Regulation S-T (§232.405 of this chapter) during the preceding 12 months (or for such shorter period that the registrant was required to submit and post such files). Yes x No ¨

Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a non-accelerated filer, or a smaller reporting company. See the definitions of “large accelerated filer,” “accelerated filer” and “smaller reporting company” in Rule 12b-2 of the Exchange Act.


US Airways Group, Inc.	Large accelerated filer x	Accelerated filer ¨	Non-accelerated filer ¨	Smaller reporting company ¨
US Airways, Inc.	Large accelerated filer ¨	Accelerated filer ¨	Non-accelerated filer x	Smaller reporting company ¨

Indicate by check mark whether the registrant is a shell company (as defined in Rule 12b-2 of the Exchange Act).

US Airways Group, Inc.

Yes

US Airways, Inc.

Yes

Indicate by check mark whether the registrant has filed all documents and reports required to be filed by Sections 12, 13 or 15(d) of the Securities Exchange Act of 1934 subsequent to the distribution of securities under a plan confirmed by a court.

US Airways Group, Inc.

Yes

US Airways, Inc.

Yes

As of October 19, 2012, there were approximately 162,442,970 shares of US Airways Group, Inc. common stock outstanding.

As of October 19, 2012, US Airways, Inc. had 1,000 shares of common stock outstanding, all of which were held by US Airways Group, Inc.

US Airways Group, Inc.

US Airways, Inc.

Form 10-Q

Quarterly Period Ended September 30, 2012

Table of Contents


	Page
Part I. Financial Information
Item 1A. Condensed Consolidated Financial Statements of US Airways Group, Inc.
Condensed Consolidated Statements of Operations		5
Condensed Consolidated Statements of Comprehensive Income		6
Condensed Consolidated Balance Sheets		7
Condensed Consolidated Statements of Cash Flows		8
Notes to the Condensed Consolidated Financial Statements		9
Item 1B. Condensed Consolidated Financial Statements of US Airways, Inc.
Condensed Consolidated Statements of Operations		15
Condensed Consolidated Statements of Comprehensive Income		16
Condensed Consolidated Balance Sheets		17
Condensed Consolidated Statements of Cash Flows		18
Notes to the Condensed Consolidated Financial Statements		19
Item 2. Management’s Discussion and Analysis of Financial Condition and Results of Operations		24
Item 3. Quantitative and Qualitative Disclosures about Market Risk		52
Item 4. Controls and Procedures		52
Part II. Other Information
Item 1. Legal Proceedings		53
Item 1A. Risk Factors		53
Item 6. Exhibits		66
Signatures		67

This combined Quarterly Report on Form 10-Q is filed by US Airways Group, Inc. (“US Airways Group”) and its wholly owned subsidiary US Airways, Inc. (“US Airways”). References in this Quarterly Report on Form 10-Q to “we,” “us,” “our” and the “Company” refer to US Airways Group and its consolidated subsidiaries.

Note Concerning Forward-Looking Statements

Certain statements in this report should be considered “forward-looking statements” within the meaning of the Private Securities Litigation Reform Act of 1995. These forward-looking statements may be identified by words such as “may,” “will,” “expect,” “intend,” “anticipate,” “believe,” “estimate,” “plan,” “project,” “could,” “should,” “would,” “continue” and similar terms used in connection with statements regarding, among others, our outlook, expected fuel costs, the revenue and pricing environment, and our expected financial performance and liquidity position. These statements include, but are not limited to, statements about future financial and operating results, our plans, objectives, expectations and intentions and other statements that are not historical facts. These statements are based upon the current beliefs and expectations of management and are subject to significant risks and uncertainties that could cause our actual results and financial position to differ materially from these statements. These risks and uncertainties include, but are not limited to, those described below under Part II, Item 1A, “Risk Factors,” and the following:

•

the impact of significant operating losses in the future;

•

downturns in economic conditions and their impact on passenger demand, booking practices and related revenues;

•

the impact of the price and availability of fuel and significant disruptions in the supply of aircraft fuel;

•

competitive practices in the industry, including the impact of industry consolidation;

•

increased costs of financing, a reduction in the availability of financing and fluctuations in interest rates;

•

our high level of fixed obligations and our ability to fund general corporate requirements, obtain additional financing and respond to competitive developments;

•

any failure to comply with the liquidity covenants contained in our financing arrangements;

•

provisions in our credit card processing and other commercial agreements that may affect our liquidity;

•

the impact of union disputes, employee strikes and other labor-related disruptions;

•

our inability to maintain labor costs at competitive levels;

•

interruptions or disruptions in service at one or more of our hub airports or our focus city;

•

regulatory changes affecting the allocation of slots;

•

our reliance on third-party regional operators or third-party service providers;

•

our reliance on and costs, rights and functionality of third-party distribution channels, including those provided by global distribution systems, conventional travel agents and online travel agents;

•

changes in government regulation;

•

the impact of changes to our business model;

•

the loss of key personnel or our ability to attract and retain qualified personnel;

•

the impact of conflicts overseas or terrorist attacks, and the impact of ongoing security concerns;

•

our ability to operate and grow our route network;

•

the impact of environmental regulation;

•

our reliance on technology and automated systems and the impact of any failure or disruption of, or delay in, these technologies or systems;

•

costs of ongoing data security compliance requirements and the impact of any significant data security breach;

•

the impact of any accident involving our aircraft or the aircraft of our regional operators;

•

delays in scheduled aircraft deliveries or other loss of anticipated fleet capacity;

•

our dependence on a limited number of suppliers for aircraft, aircraft engines and parts;

•

our ability to operate profitably out of Philadelphia International Airport;

•

the impact of weather conditions and seasonality of airline travel;

•

the impact of possible future increases in insurance costs or reductions in available insurance coverage;

•

the impact of global events that affect travel behavior, such as an outbreak of a contagious disease;

•

the impact of foreign currency exchange rate fluctuations;

•

our ability to use NOLs and certain other tax attributes; and

•

other risks and uncertainties listed from time to time in our reports to and filings with the Securities and Exchange Commission.

All of the forward-looking statements are qualified in their entirety by reference to the factors discussed in Part II, Item 1A, “Risk Factors” and elsewhere in this Quarterly Report on Form 10-Q. There may be other factors of which we are not currently aware that may affect matters discussed in the forward-looking statements and may also cause actual results to differ materially from those discussed. We assume no obligation to publicly update or supplement any forward-looking statement to reflect actual results, changes in assumptions or changes in other factors affecting these estimates other than as required by law. Any forward-looking statements speak only as of the date of this Quarterly Report on Form 10-Q or as of the dates indicated in the statements.

Part I. Financial Information

This combined Quarterly Report on Form 10-Q is filed by US Airways Group and US Airways and includes the condensed consolidated financial statements of each company in Item 1A and Item 1B, respectively.

Item 1A. Condensed Consolidated Financial Statements of US Airways Group, Inc.

US Airways Group, Inc.

Condensed Consolidated Statements of Operations

(In millions, except share and per share amounts)

(Unaudited)


	Three Months Ended September 30,						Nine Months Ended September 30,
	2012			2011			2012			2011
Operating revenues:
Mainline passenger	$	2,319		$	2,267		$	6,881		$	6,447
Express passenger		844			796			2,523			2,316
Cargo		35			40			114			126
Other		335			333			1,035			1,011

Total operating revenues		3,533			3,436			10,553			9,900
Operating expenses:
Aircraft fuel and related taxes		893			905			2,659			2,587
Salaries and related costs		609			577			1,888			1,726
Express expenses		781			794			2,386			2,376
Aircraft rent		160			160			483			486
Aircraft maintenance		171			163			506			508
Other rent and landing fees		148			144			419			418
Selling expenses		122			123			359			343
Special items, net		14			13			25			22
Depreciation and amortization		60			58			182			178
Other		307			319			915			938

Total operating expenses		3,265			3,256			9,822			9,582

Operating income		268			180			731			318
Nonoperating income (expense):
Interest income		—			1			1			4
Interest expense, net		(89	)		(85	)		(256	)		(241	)
Other, net		67			1			125			(7	)

Total nonoperating expense, net		(22	)		(83	)		(130	)		(244	)

Income before income taxes		246			97			601			74
Income tax provision		1			21			1			21

Net income	$	245		$	76		$	600		$	53

Earnings per common share:
Basic earnings per common share	$	1.51		$	0.47		$	3.70		$	0.33
Diluted earnings per common share	$	1.24		$	0.41		$	3.06		$	0.33
Shares used for computation (in thousands):
Basic		162,418			162,090			162,286			161,999
Diluted		204,603			201,278			203,532			163,916

See accompanying notes to the condensed consolidated financial statements.

US Airways Group, Inc.

Condensed Consolidated Statements of Comprehensive Income

(In millions)

(Unaudited)


	Three Months Ended September 30,					Nine Months Ended September 30,
	2012		2011			2012		2011
Net income	$	245	$	76		$	600	$	53
Other comprehensive income:
Reversal of tax provision in other comprehensive income		—		21			—		21
Reversal of net unrealized gains on available-for-sale securities		—		—			—		(3	)
Pension and other postretirement benefits		—		(1	)		—		(2	)

Total other comprehensive income		—		20			—		16

Total comprehensive income	$	245	$	96		$	600	$	69

See accompanying notes to the condensed consolidated financial statements.

US Airways Group, Inc.

Condensed Consolidated Balance Sheets

(In millions, except share and per share amounts)

(Unaudited)


	September 30, 2012			December 31, 2011
ASSETS
Current assets
Cash and cash equivalents	$	2,435		$	1,947
Accounts receivable, net		423			327
Materials and supplies, net		297			235
Prepaid expenses and other		671			540

Total current assets		3,826			3,049
Property and equipment
Flight equipment		4,817			4,591
Ground property and equipment		985			907
Less accumulated depreciation and amortization		(1,674	)		(1,501	)

		4,128			3,997
Equipment purchase deposits		241			153

Total property and equipment		4,369			4,150
Other assets
Other intangibles, net of accumulated amortization of $152 million and $134 million, respectively		545			543
Restricted cash		347			365
Other assets		233			228

Total other assets		1,125			1,136

Total assets	$	9,320		$	8,335

LIABILITIES & STOCKHOLDERS’ EQUITY
Current liabilities
Current maturities of debt and capital leases	$	417		$	436
Accounts payable		391			386
Air traffic liability		1,220			910
Accrued compensation and vacation		268			176
Accrued taxes		183			163
Other accrued expenses		989			1,089

Total current liabilities		3,468			3,160
Noncurrent liabilities and deferred credits
Long-term debt and capital leases, net of current maturities		4,152			4,130
Deferred gains and credits, net		301			307
Postretirement benefits other than pensions		163			160
Employee benefit liabilities and other		477			428

Total noncurrent liabilities and deferred credits		5,093			5,025
Commitments and contingencies
Stockholders’ equity
Common stock, $0.01 par value; 400,000,000 shares authorized, 162,442,970 shares issued and outstanding at September 30, 2012; 162,116,902 shares issued and outstanding at December 31, 2011		2			2
Additional paid-in capital		2,131			2,122
Accumulated other comprehensive income		2			2
Accumulated deficit		(1,376	)		(1,976	)

Total stockholders’ equity		759			150

Total liabilities and stockholders’ equity	$	9,320		$	8,335

See accompanying notes to the condensed consolidated financial statements.

US Airways Group, Inc.

Condensed Consolidated Statements of Cash Flows

(In millions)

(Unaudited)


	Nine Months Ended September 30,
	2012			2011
Net cash provided by operating activities	$	887		$	465
Cash flows from investing activities:
Purchases of property and equipment		(428	)		(316	)
Purchases of marketable securities		—			(30	)
Sales of marketable securities		—			82
Decrease (increase) in long-term restricted cash		18			(20	)
Proceeds from dispositions of property and equipment		—			1

Net cash used in investing activities		(410	)		(283	)
Cash flows from financing activities:
Repayments of debt and capital lease obligations		(370	)		(516	)
Proceeds from issuance of debt		353			531
Deferred financing costs		(14	)		(13	)
Other		42			—

Net cash provided by financing activities		11			2

Net increase in cash and cash equivalents		488			184
Cash and cash equivalents at beginning of period		1,947			1,859

Cash and cash equivalents at end of period	$	2,435		$	2,043

Non-cash investing and financing activities:
Interest payable converted to debt	$	15		$	25
Supplemental information:
Interest paid, net of amounts capitalized	$	157		$	151
Income taxes paid		1			—

See accompanying notes to the condensed consolidated financial statements.

US Airways Group, Inc.

Notes to Condensed Consolidated Financial Statements

(Unaudited)

1. Basis of Presentation

The accompanying unaudited condensed consolidated financial statements of US Airways Group, Inc. (“US Airways Group” or the “Company”) should be read in conjunction with the consolidated financial statements contained in US Airways Group’s Annual Report on Form 10-K for the year ended December 31, 2011. The accompanying unaudited condensed consolidated financial statements include the accounts of US Airways Group and its wholly owned subsidiaries. Wholly owned subsidiaries include US Airways, Inc. (“US Airways”), Piedmont Airlines, Inc. (“Piedmont”), PSA Airlines, Inc. (“PSA”), Material Services Company, Inc. (“MSC”) and Airways Assurance Limited (“AAL”). All significant intercompany accounts and transactions have been eliminated.

Management believes that all adjustments necessary for the fair presentation of results, consisting of normally recurring items, have been included in the unaudited condensed consolidated financial statements for the interim periods presented. The preparation of financial statements in conformity with accounting principles generally accepted in the United States requires management to make certain estimates and assumptions that affect the reported amounts of assets and liabilities, revenues and expenses, and the disclosure of contingent assets and liabilities at the date of the financial statements. Actual results could differ from those estimates. The most significant areas of judgment relate to passenger revenue recognition, impairment of long-lived and intangible assets, the frequent traveler program and the deferred tax asset valuation allowance. The Company’s accumulated other comprehensive income balances at September 30, 2012 and December 31, 2011 related to pension and other postretirement benefits.

2. Special Items, Net

Special items, net as shown on the condensed consolidated statements of operations included the following charges for the three and nine months ended September 30, 2012 and 2011 (in millions):


	Three Months Ended September 30,				Nine Months Ended September 30,
	2012		2011		2012		2011
Special items, net	$	14	$	13	$	25	$	22

The 2012 and 2011 third quarter and nine month periods consisted primarily of corporate transaction and auction rate securities arbitration costs.

3. Earnings Per Common Share

Basic earnings per common share (“EPS”) is computed on the basis of the weighted average number of shares of common stock outstanding during the period. Diluted EPS is computed on the basis of the weighted average number of shares of common stock plus the effect of potentially dilutive shares of common stock outstanding during the period using the treasury stock method. Potentially dilutive shares include outstanding employee stock options, employee stock appreciation rights (“SARs”), employee restricted stock units (“RSUs”) and convertible debt. The following table presents the computation of basic and diluted EPS (in millions, except share and per share amounts):


	Three Months Ended September 30,				Nine Months Ended September 30,
	2012		2011		2012		2011
Basic EPS:
Net income	$	245	$	76	$	600	$	53

Weighted average common shares outstanding (in thousands)		162,418		162,090		162,286		161,999

Basic EPS	$	1.51	$	0.47	$	3.70	$	0.33

Diluted EPS:
Net income	$	245	$	76	$	600	$	53
Interest expense on 7.25% convertible senior notes		8		7		23		—
Interest expense on 7% senior convertible notes		—		—		—		—

Net income for purposes of computing diluted EPS	$	253	$	83	$	623	$	53

Share computation for diluted EPS (in thousands):
Weighted average common shares outstanding		162,418		162,090		162,286		161,999
Dilutive effect of stock awards		4,240		1,243		3,301		1,917
Assumed conversion of 7.25% convertible senior notes		37,746		37,746		37,746		—
Assumed conversion of 7% senior convertible notes		199		199		199		—

Weighted average common shares outstanding as adjusted		204,603		201,278		203,532		163,916

Diluted EPS	$	1.24	$	0.41	$	3.06	$	0.33


The following were excluded from the computation of diluted EPS because inclusion of shares would be antidilutive (in thousands):
Stock options, SARs and RSUs		1,626		1,796		1,641		1,578
7.25% convertible senior notes		—		—		—		37,746
7% senior convertible notes		—		—		—		199

4. Debt

The following table details the Company’s debt (in millions). Variable interest rates listed are the rates as of September 30, 2012.


	September 30, 2012			December 31, 2011
Secured
Citicorp North America loan, variable interest rate of 2.72%, installments due through 2014	$	1,120		$	1,136
Equipment loans and other notes payable, fixed and variable interest rates ranging from 1.62% to 10.46%, maturing from 2012 to 2029		1,707			1,729
Aircraft enhanced equipment trust certificates (“EETCs”), fixed interest rates ranging from 5.90% to 11%, maturing from 2014 to 2024		1,372			1,279
Other secured obligations, fixed interest rate of 8%, maturing from 2018 to 2021		27			30

		4,226			4,174

Unsecured
Barclays prepaid miles, variable interest rate of 4.96%, interest only payments		200			200
Airbus advance, repayments through 2018		99			142
7.25% convertible senior notes, interest only payments until due in 2014		172			172
7% senior convertible notes, interest only payments until due in 2020		5			5
Industrial development bonds, fixed interest rate of 6.30%, interest only payments until due in 2023		29			29
Other unsecured obligations		—			10

		505			558

Total long-term debt and capital lease obligations		4,731			4,732
Less: Total unamortized discount on debt		(162	)		(166	)
Current maturities		(417	)		(436	)

Long-term debt and capital lease obligations, net of current maturities	$	4,152		$	4,130

The Company was in compliance with the covenants in its debt agreements at September 30, 2012.

2012 Barclays Amendment

In February 2012, US Airways Group amended its co-branded credit card agreement with Barclays Bank Delaware. This amendment provides that the $200 million pre-purchase of frequent flier miles previously scheduled to reduce commencing in January 2012 will now be reduced commencing in January 2014 over a period of up to approximately two years.

2012 Slot Financing

In April 2012, US Airways entered into a loan agreement pursuant to which US Airways borrowed an aggregate principal amount of $100 million. The net proceeds after fees were approximately $98 million. The loan is payable in full at maturity on March 23, 2014. The loan bears interest at an index rate plus an applicable index margin or, at US Airways’ option, LIBOR plus an applicable LIBOR margin. US Airways has agreed to maintain a level of unrestricted cash in the same amount required by the Citicorp credit facility and has also agreed to maintain certain collateral coverage ratios. The loan is collateralized by certain airport take-off and landing slots.

2012-1 EETC Financing Transactions

In May 2012, US Airways created three pass-through trusts which issued approximately $623 million aggregate face amount of Series 2012-1 Class A, Class B and Class C Enhanced Equipment Trust Certificates in connection with the refinancing of two Airbus aircraft owned by US Airways and the financing of 12 Airbus aircraft scheduled to be delivered from September 2012 to March 2013 (the “2012 EETCs”). The 2012 EETCs represent fractional undivided interests in the respective pass-through trusts and are not obligations of US Airways. Proceeds received from the sale of EETCs are initially held by a depository in escrow for the benefit of the certificate holders until US Airways issues equipment notes to the trust, which purchases the notes with a portion of the escrowed funds. These escrowed funds are not guaranteed by US Airways and are not reported as debt on US Airways’ condensed consolidated balance sheet because the proceeds held by the depositary are not US Airways’ assets.

As of September 30, 2012, $168 million of the escrowed proceeds from the 2012 EETCs have been used to purchase equipment notes issued by US Airways in three series: Series A equipment notes in an aggregate principal amount of $103 million bearing interest at 5.90% per annum, Series B equipment notes in an aggregate principal amount of $34 million bearing interest at 8% per annum and Series C equipment notes in an aggregate principal amount of $31 million bearing interest at 9.125% per annum. Interest on the equipment notes is payable semiannually in April and October of each year, beginning in October 2012. Principal payments on the equipment notes are scheduled to begin in April 2013. The final payments on the Series A equipment notes, Series B equipment notes and Series C equipment notes will be due in October 2024, October 2019 and October 2015, respectively. US Airways’ payment obligations under the equipment notes are fully and unconditionally guaranteed by US Airways Group. The net proceeds from the issuance of these equipment notes were used in part to repay the existing debt associated with the two Airbus aircraft and to finance two Airbus aircraft delivered in September 2012, with the balance used for general corporate purposes. The equipment notes are secured by liens on aircraft. The remaining $455 million of escrowed proceeds will be used to purchase equipment notes as the new aircraft are delivered.

Other 2012 Financing Transactions

In the third quarter of 2012, US Airways borrowed $85 million to finance new Airbus aircraft deliveries. These financings bear interest at a rate of LIBOR plus an applicable margin and contain default provisions and other covenants that are typical in the industry.

In the third quarter of 2012, US Airways entered into an agreement to acquire five Embraer 190 aircraft from Republic Airline, Inc. (“Republic”). In October 2012, US Airways took delivery of the first aircraft and the remaining four aircraft are scheduled to be delivered in the fourth quarter of 2012 through the first quarter of 2013. In connection with this agreement, US Airways will assume the outstanding debt on these aircraft and Republic will be released from its obligations associated with the principal due under the debt.

Fair Value of Debt

The fair value of the Company’s long-term debt was approximately $4.42 billion and $4.23 billion at September 30, 2012 and December 31, 2011, respectively. The fair values were estimated using quoted market prices where available. For long-term debt not actively traded, fair values were estimated using a discounted cash flow analysis based on the Company’s current incremental borrowing rates for similar types of borrowing arrangements. If the Company’s long-term debt was measured at fair value, it would have been categorized as Level 2 in the fair value hierarchy.

5. Income Taxes

At December 31, 2011, the Company had approximately $1.95 billion of gross net operating losses (“NOLs”) to reduce future federal taxable income. All of the Company’s NOLs are expected to be available to reduce federal taxable income in the calendar year 2012. The NOLs expire during the years 2024 through 2031. The Company’s net deferred tax assets, which include $1.87 billion of the NOLs, are subject to a full valuation allowance. The Company also had approximately $82 million of tax-effected state NOLs at December 31, 2011. At December 31, 2011, the federal and state valuation allowances were $347 million and $61 million, respectively. In accordance with U.S. Generally Accepted Accounting Principles (“GAAP”), utilization of the NOLs will result in a corresponding decrease in the valuation allowance and offset the Company’s tax provision dollar for dollar.

For each of the three and nine month periods ended September 30, 2012 and 2011, the Company did not record federal income tax expense. In each of the three and nine month periods ended September 30, 2012, the Company recorded $1 million of state income tax expense related to certain states where NOLs were limited.

When profitable, the Company is ordinarily subject to Alternative Minimum Tax (“AMT”). However as the result of a special tax election made in 2009, the Company was able to utilize AMT NOLs to fully offset its AMT taxable income in each of the three and nine month periods ended September 30, 2012 and 2011.

In connection with the sale of the Company’s final remaining investment in auction rate securities, the Company recorded a special non-cash tax charge of $21 million in the third quarter of 2011. In the fourth quarter of 2009, the Company had recorded in other comprehensive income (“OCI”), a subset of stockholders’ equity, a non-cash tax provision of $21 million. This provision resulted from $56 million of unrealized gains recorded in OCI due to an increase in the fair value of certain investments in auction rate securities.

The Company has a net deferred tax asset that is subject to a full valuation allowance. Typically, in accordance with GAAP, the reversal of a valuation allowance on a net deferred tax asset reduces any tax provision generated. However, under GAAP, an exception to the above described tax accounting is applicable when a company has the following: (1) a net deferred tax asset that is subject to valuation allowance, (2) an income statement loss and (3) net gains in OCI. In this situation, tax benefits derived from the presence of net gains held in OCI are required to be included in income from operations.

The Company met all three of these conditions in the fourth quarter of 2009. As a result, the $21 million tax benefit resulting from the reversal of the valuation allowance was recorded in income from operations rather than as an offset to the $21 million tax provision recorded in OCI. Accordingly, in connection with the sale of the Company’s final remaining investment in auction rate securities, the Company recorded a $21 million special non-cash tax charge in the third quarter of 2011, which recognized in the statement of operations the tax provision recorded in OCI.

6. Express Expenses

Expenses associated with the Company’s wholly owned regional airlines and affiliate regional airlines operating as US Airways Express are classified as express expenses on the condensed consolidated statements of operations. Express expenses consist of the following (in millions):


	Three Months Ended September 30,				Nine Months Ended September 30,
	2012		2011		2012		2011
Aircraft fuel and related taxes	$	272	$	273	$	830	$	803
Salaries and related costs		72		67		223		204
Capacity purchases		267		255		819		782
Aircraft rent		13		13		39		39
Aircraft maintenance		28		55		83		151
Other rent and landing fees		33		35		100		104
Selling expenses		45		45		132		135
Special items, net		—		—		3		1
Depreciation and amortization		8		6		23		18
Other expenses		43		45		134		139

Express expenses	$	781	$	794	$	2,386	$	2,376

7. Slot Transaction

In May 2011, US Airways Group and US Airways entered into an Amended and Restated Mutual Asset Purchase and Sale Agreement (the “Mutual APA”) with Delta Air Lines, Inc. (“Delta”). The Mutual APA amended and restated the Mutual Asset Purchase and Sale Agreement dated August 11, 2009 by and among the parties. Pursuant to the Mutual APA, Delta agreed to acquire 132 slot pairs at LaGuardia from US Airways and US Airways agreed to acquire from Delta 42 slot pairs at Washington National and the rights to operate additional daily service to Sao Paulo, Brazil in 2015, and Delta agreed to pay US Airways $66.5 million in cash. One slot equals one take-off or landing, and each pair of slots equals one round-trip flight. The Mutual APA was structured as two simultaneous asset sales.

On October 11, 2011, the U.S. Department of Transportation (“DOT”) and the Federal Aviation Administration each granted their approval to the transaction. The DOT’s approval was conditioned on the divestiture of 16 slot pairs at LaGuardia and eight slot pairs at Washington National to airlines with limited or no service at those airports as well as the full cooperation of US Airways and Delta to enable the startup of the operations by the airlines purchasing the divested slots. Additionally, to allow the airlines who purchased the divested slots to establish competitive service, the DOT prohibited US Airways and Delta from operating any of the newly acquired slots during the first 90 days after the closing date of the sale of the divested slots and from operating more than 50 percent of the total number of slots between the 91st day and 210th day following the closing date of the sale of the divested slots.

In December 2011, the slot divestitures described above were completed by Delta and on December 13, 2011, the transaction closed and ownership of the respective slots was transferred between the airlines. Accordingly as of December 31, 2011, the Company’s balance sheet reflected the transfer of the LaGuardia slots to Delta and the receipt of the Washington National slots, which were included within other intangible assets on the accompanying condensed consolidated balance sheet. The newly acquired Washington National slots serve as collateral under the Company’s Citicorp credit facility.

The fair value of the LaGuardia slots transferred to Delta in exchange for the Washington National slots and related cash payment was $223 million, which resulted in a gain that was initially projected as $147 million. Due to the DOT restrictions preventing operating use of the LaGuardia slots acquired by Delta, the gain was fully deferred as of December 31, 2011 and was included within other current liabilities on the accompanying condensed consolidated balance sheet. The gain on the transaction was recognized as the DOT restrictions lapsed in 2012. The Company recognized $73 million of the gain in the first quarter of 2012 and the remaining gain, which approximated $69 million, in the third quarter of 2012. The third quarter 2012 gain is less than originally projected due to higher than anticipated facility and relocation costs incurred during the quarter. The gain is classified as a special credit and is included within other nonoperating expense, net on the accompanying condensed consolidated statement of operations.

8. Legal Proceedings

The Company is party to an arbitration proceeding relating to a grievance brought by its pilots union to the effect that, retroactive to January 1, 2010, this work group was entitled to a significant increase in wages by operation of the applicable collective bargaining agreement. The arbitrator has issued two decisions in the Company’s favor, and the union has requested a meeting with the arbitrator to address those decisions. The Company believes that the union’s position is without merit and that the possibility of an adverse outcome is remote.

On April 21, 2011, US Airways filed an antitrust lawsuit against Sabre Holdings Corporation, Sabre Inc. and Sabre Travel International Limited (collectively, “Sabre”) in Federal District Court for the Southern District of New York. The lawsuit alleges, among other things, that Sabre has engaged in anticompetitive practices that illegally restrain US Airways’ ability to distribute its products to its customers. The lawsuit also alleges that these actions have prevented US Airways from employing new competing technologies and have allowed Sabre to continue to charge US Airways supracompetitive fees. The lawsuit seeks both injunctive relief and money damages. Sabre filed a motion to dismiss the case, which the court denied in part and granted in part in September 2011 allowing two of the four counts in the complaint to proceed. The Company intends to pursue these claims vigorously, but there can be no assurance of the outcome of this litigation.

The Company and/or its subsidiaries are defendants in various other pending lawsuits and proceedings, and from time to time are subject to other claims arising in the normal course of its business, many of which are covered in whole or in part by insurance. The outcome of those matters cannot be predicted with certainty at this time, but the Company, having consulted with outside counsel, believes that the ultimate disposition of these contingencies will not materially affect its consolidated financial position or results of operations.

Item 1B. Condensed Consolidated Financial Statements of US Airways, Inc.

US Airways, Inc.

Condensed Consolidated Statements of Operations

(In millions)

(Unaudited)


	Three Months Ended September 30,						Nine Months Ended September 30,
	2012			2011			2012			2011
Operating revenues:
Mainline passenger	$	2,319		$	2,267		$	6,881		$	6,447
Express passenger		844			796			2,523			2,316
Cargo		35			40			114			126
Other		377			373			1,155			1,124

Total operating revenues		3,575			3,476			10,673			10,013
Operating expenses:
Aircraft fuel and related taxes		893			905			2,659			2,587
Salaries and related costs		609			577			1,888			1,726
Express expenses		817			824			2,487			2,449
Aircraft rent		160			160			483			486
Aircraft maintenance		171			163			506			508
Other rent and landing fees		148			144			419			418
Selling expenses		122			123			359			343
Special items, net		14			13			25			22
Depreciation and amortization		62			61			190			185
Other		317			329			944			963

Total operating expenses		3,313			3,299			9,960			9,687

Operating income		262			177			713			326
Nonoperating income (expense):
Interest income		—			1			1			4
Interest expense, net		(65	)		(58	)		(182	)		(166	)
Other, net		67			1			125			(7	)

Total nonoperating income (expense), net		2			(56	)		(56	)		(169	)

Income before income taxes		264			121			657			157
Income tax provision		1			21			1			21

Net income	$	263		$	100		$	656		$	136

See accompanying notes to the condensed consolidated financial statements.

US Airways, Inc.

Condensed Consolidated Statements of Comprehensive Income

(In millions)

(Unaudited)


	Three Months Ended September 30,					Nine Months Ended September 30,
	2012		2011			2012			2011
Net income	$	263	$	100		$	656		$	136
Other comprehensive income (loss):
Reversal of tax provision in other comprehensive income		—		21			—			21
Reversal of net unrealized gains on available-for-sale securities		—		—			—			(3	)
Other postretirement benefits		—		(1	)		(1	)		(2	)

Total other comprehensive income (loss)		—		20			(1	)		16

Total comprehensive income	$	263	$	120		$	655		$	152

See accompanying notes to the condensed consolidated financial statements.

US Airways, Inc.

Condensed Consolidated Balance Sheets

(In millions, except share and per share amounts)

(Unaudited)


	September 30, 2012			December 31, 2011
ASSETS
Current assets
Cash and cash equivalents	$	2,431		$	1,940
Accounts receivable, net		422			325
Materials and supplies, net		258			199
Prepaid expenses and other		662			527

Total current assets		3,773			2,991
Property and equipment
Flight equipment		4,664			4,441
Ground property and equipment		949			873
Less accumulated depreciation and amortization		(1,592	)		(1,428	)

		4,021			3,886
Equipment purchase deposits		241			153

Total property and equipment		4,262			4,039
Other assets
Other intangibles, net of accumulated amortization of $140 million and $124 million, respectively		516			512
Restricted cash		347			365
Other assets		220			209

Total other assets		1,083			1,086

Total assets	$	9,118		$	8,116

LIABILITIES & STOCKHOLDER’S EQUITY
Current liabilities
Current maturities of debt and capital leases	$	401		$	420
Accounts payable		357			305
Payables to related parties, net		530			601
Air traffic liability		1,220			910
Accrued compensation and vacation		257			167
Accrued taxes		184			165
Other accrued expenses		956			1,058

Total current liabilities		3,905			3,626
Noncurrent liabilities and deferred credits
Long-term debt and capital leases, net of current maturities		2,739			2,698
Deferred gains and credits, net		254			280
Postretirement benefits other than pensions		161			158
Employee benefit liabilities and other		442			392

Total noncurrent liabilities and deferred credits		3,596			3,528
Commitments and contingencies
Stockholder’s equity
Common stock, $1 par value, 1,000 shares issued and outstanding		—			—
Additional paid-in capital		2,445			2,445
Accumulated other comprehensive income		21			22
Accumulated deficit		(849	)		(1,505	)

Total stockholder’s equity		1,617			962

Total liabilities and stockholder’s equity	$	9,118		$	8,116

See accompanying notes to the condensed consolidated financial statements.

US Airways, Inc.

Condensed Consolidated Statements of Cash Flows

(In millions)

(Unaudited)


	Nine Months Ended September 30,
	2012			2011
Net cash provided by operating activities	$	867		$	439
Cash flows from investing activities:
Purchases of property and equipment		(421	)		(305	)
Purchases of marketable securities		—			(30	)
Sales of marketable securities		—			82
Decrease (increase) in long-term restricted cash		18			(20	)
Proceeds from dispositions of property and equipment		—			1

Net cash used in investing activities		(403	)		(272	)
Cash flows from financing activities:
Repayments of debt and capital lease obligations		(354	)		(500	)
Proceeds from issuance of debt		353			531
Deferred financing costs		(14	)		(13	)
Other		42			—

Net cash provided by financing activities		27			18

Net increase in cash and cash equivalents		491			185
Cash and cash equivalents at beginning of period		1,940			1,856

Cash and cash equivalents at end of period	$	2,431		$	2,041

Non-cash investing and financing activities:
Interest payable converted to debt	$	15		$	25
Supplemental information:
Interest paid, net of amounts capitalized	$	118		$	107
Income taxes paid		1			—

See accompanying notes to the condensed consolidated financial statements.

US Airways, Inc.

Notes to Condensed Consolidated Financial Statements

(Unaudited)

1. Basis of Presentation

The accompanying unaudited condensed consolidated financial statements of US Airways, Inc. (“US Airways”) should be read in conjunction with the consolidated financial statements contained in US Airways’ Annual Report on Form 10-K for the year ended December 31, 2011. US Airways is a wholly owned subsidiary of US Airways Group, Inc. (“US Airways Group”).

Management believes that all adjustments necessary for the fair presentation of results, consisting of normally recurring items, have been included in the unaudited condensed consolidated financial statements for the interim periods presented. The preparation of financial statements in conformity with accounting principles generally accepted in the United States requires management to make certain estimates and assumptions that affect the reported amounts of assets and liabilities, revenues and expenses, and the disclosure of contingent assets and liabilities at the date of the financial statements. Actual results could differ from those estimates. The most significant areas of judgment relate to passenger revenue recognition, impairment of long-lived and intangible assets, the frequent traveler program and the deferred tax asset valuation allowance. US Airways’ accumulated other comprehensive income balances at September 30, 2012 and December 31, 2011 related to other postretirement benefits.

2. Special Items, Net

Special items, net as shown on the condensed consolidated statements of operations included the following charges for the three and nine months ended September 30, 2012 and 2011 (in millions):


	Three Months Ended September 30,				Nine Months Ended September 30,
	2012		2011		2012		2011
Special items, net	$	14	$	13	$	25	$	22

The 2012 and 2011 third quarter and nine month periods consisted primarily of corporate transaction and auction rate securities arbitration costs.

3. Debt

The following table details US Airways’ debt (in millions). Variable interest rates listed are the rates as of September 30, 2012.


	September 30, 2012			December 31, 2011
Secured
Equipment loans and other notes payable, fixed and variable interest rates ranging from 1.62% to 10.46%, maturing from 2012 to 2022	$	1,677		$	1,699
Aircraft enhanced equipment trust certificates (“EETCs”), fixed interest rates ranging from 5.90% to 11%, maturing from 2014 to 2024		1,372			1,279
Other secured obligations, fixed interest rate of 8%, maturing from 2018 to 2021		27			30

		3,076			3,008
Unsecured
Airbus advance, repayments through 2018		99			142
Industrial development bonds, fixed interest rate of 6.30%, interest only payments until due in 2023		29			29
Other unsecured obligations		—			10

		128			181

Total long-term debt and capital lease obligations		3,204			3,189
Less: Total unamortized discount on debt		(64	)		(71	)
Current maturities		(401	)		(420	)

Long-term debt and capital lease obligations, net of current maturities	$	2,739		$	2,698

US Airways was in compliance with the covenants in its debt agreements at September 30, 2012.

2012 Slot Financing

In April 2012, US Airways entered into a loan agreement pursuant to which US Airways borrowed an aggregate principal amount of $100 million. The net proceeds after fees were approximately $98 million. The loan is payable in full at maturity on March 23, 2014. The loan bears interest at an index rate plus an applicable index margin or, at US Airways’ option, LIBOR plus an applicable LIBOR margin. US Airways has agreed to maintain a level of unrestricted cash in the same amount required by US Airways Group’s Citicorp credit facility and has also agreed to maintain certain collateral coverage ratios. The loan is collateralized by certain airport take-off and landing slots.

2012-1 EETC Financing Transactions

Other 2012 Financing Transactions

Fair Value of Debt

The fair value of US Airways’ long-term debt was approximately $2.93 billion and $2.92 billion at September 30, 2012 and December 31, 2011, respectively. The fair values were estimated using quoted market prices where available. For long-term debt not actively traded, fair values were estimated using a discounted cash flow analysis based on US Airways’ current incremental borrowing rates for similar types of borrowing arrangements. If US Airways’ long-term debt was measured at fair value, it would have been categorized as Level 2 in the fair value hierarchy.

4. Related Party Transactions

The following represents the net payable balances to related parties (in millions):


	September 30, 2012		December 31, 2011
US Airways Group	$	461	$	514
US Airways Group’s wholly owned subsidiaries		69		87

	$	530	$	601

US Airways Group has the ability to move funds freely between its operating subsidiaries to support operations. These transfers are recognized as intercompany transactions.

The net payable to US Airways Group’s wholly owned subsidiaries consists of amounts due under regional capacity agreements with the other airline subsidiaries and fuel purchase arrangements with a non-airline subsidiary.

5. Income Taxes

US Airways is part of the US Airways Group consolidated income tax return.

At December 31, 2011, US Airways had approximately $1.85 billion of gross net operating losses (“NOLs”) to reduce future federal taxable income. All of US Airways’ NOLs are expected to be available to reduce federal taxable income in the calendar year 2012. The NOLs expire during the years 2024 through 2031. US Airways’ net deferred tax assets, which include $1.78 billion of the NOLs, are subject to a full valuation allowance. US Airways also had approximately $79 million of tax-effected state NOLs at December 31, 2011. At December 31, 2011, the federal and state valuation allowances were $349 million and $61 million, respectively. In accordance with U.S. Generally Accepted Accounting Principles (“GAAP”), utilization of the NOLs will result in a corresponding decrease in the valuation allowance and offset US Airways’ tax provision dollar for dollar.

For each of the three and nine month periods ended September 30, 2012 and 2011, US Airways did not record federal income tax expense. In each of the three and nine month periods ended September 30, 2012, US Airways recorded $1 million of state income tax expense related to certain states where NOLs were limited.

When profitable, US Airways is ordinarily subject to Alternative Minimum Tax (“AMT”). However as the result of a special tax election made in 2009, US Airways was able to utilize AMT NOLs to fully offset its AMT taxable income in each of the three and nine month periods ended September 30, 2012 and 2011.

In connection with the sale of US Airways’ final remaining investment in auction rate securities, US Airways recorded a special non-cash tax charge of $21 million in the third quarter of 2011. In the fourth quarter of 2009, US Airways had recorded in other comprehensive income (“OCI”), a subset of stockholder’s equity, a non-cash tax provision of $21 million. This provision resulted from $56 million of unrealized gains recorded in OCI due to an increase in the fair value of certain investments in auction rate securities.

US Airways has a net deferred tax asset that is subject to a full valuation allowance. Typically, in accordance with GAAP, the reversal of a valuation allowance on a net deferred tax asset reduces any tax provision generated. However, under GAAP, an exception to the above described tax accounting is applicable when a company has the following: (1) a net deferred tax asset that is subject to valuation allowance, (2) an income statement loss and (3) net gains in OCI. In this situation, tax benefits derived from the presence of net gains held in OCI are required to be included in income from operations.

US Airways met all three of these conditions in the fourth quarter of 2009. As a result, the $21 million tax benefit resulting from the reversal of the valuation allowance was recorded in income from operations rather than as an offset to the $21 million tax provision recorded in OCI. Accordingly, in connection with the sale of US Airways’ final remaining investment in auction rate securities, US Airways recorded a $21 million special non-cash tax charge in the third quarter of 2011, which recognized in the statement of operations the tax provision recorded in OCI.

6. Express Expenses

Expenses associated with affiliate regional airlines operating as US Airways Express are classified as express expenses on the condensed consolidated statements of operations. Express expenses consist of the following (in millions):


	Three Months Ended September 30,				Nine Months Ended September 30,
	2012		2011		2012		2011
Aircraft fuel and related taxes	$	272	$	273	$	830	$	804
Salaries and related costs		6		6		18		18
Capacity purchases		445		450		1,356		1,342
Other rent and landing fees		27		29		83		86
Selling expenses		45		45		132		135
Depreciation and amortization		2		—		6		—
Other expenses		20		21		62		64

Express expenses	$	817	$	824	$	2,487	$	2,449

7. Slot Transaction

In December 2011, the slot divestitures described above were completed by Delta and on December 13, 2011, the transaction closed and ownership of the respective slots was transferred between the airlines. Accordingly as of December 31, 2011, US Airways’ balance sheet reflected the transfer of the LaGuardia slots to Delta and the receipt of the Washington National slots, which were included within other intangible assets on the accompanying condensed consolidated balance sheet. The newly acquired Washington National slots serve as collateral under US Airways Group’s Citicorp credit facility.

The fair value of the LaGuardia slots transferred to Delta in exchange for the Washington National slots and related cash payment was $223 million, which resulted in a gain that was initially projected as $147 million. Due to the DOT restrictions preventing operating use of the LaGuardia slots acquired by Delta, the gain was fully deferred as of December 31, 2011 and was included within other current liabilities on the accompanying condensed consolidated balance sheet. The gain on the transaction was recognized as the DOT restrictions lapsed in 2012. US Airways recognized $73 million of the gain in the first quarter of 2012 and the remaining gain, which approximated $69 million, in the third quarter of 2012. The third quarter 2012 gain is less than originally projected due to higher than anticipated facility and relocation costs incurred during the quarter. The gain is classified as a special credit and is included within other nonoperating expense, net on the accompanying condensed consolidated statement of operations.

8. Legal Proceedings

US Airways is party to an arbitration proceeding relating to a grievance brought by its pilots union to the effect that, retroactive to January 1, 2010, this work group was entitled to a significant increase in wages by operation of the applicable collective bargaining agreement. The arbitrator has issued two decisions in US Airways’ favor, and the union has requested a meeting with the arbitrator to address those decisions. US Airways believes that the union’s position is without merit and that the possibility of an adverse outcome is remote.

On April 21, 2011, US Airways filed an antitrust lawsuit against Sabre Holdings Corporation, Sabre Inc. and Sabre Travel International Limited (collectively, “Sabre”) in Federal District Court for the Southern District of New York. The lawsuit alleges, among other things, that Sabre has engaged in anticompetitive practices that illegally restrain US Airways’ ability to distribute its products to its customers. The lawsuit also alleges that these actions have prevented US Airways from employing new competing technologies and have allowed Sabre to continue to charge US Airways supracompetitive fees. The lawsuit seeks both injunctive relief and money damages. Sabre filed a motion to dismiss the case, which the court denied in part and granted in part in September 2011 allowing two of the four counts in the complaint to proceed. US Airways intends to pursue these claims vigorously, but there can be no assurance of the outcome of this litigation.

US Airways is a defendant in various other pending lawsuits and proceedings, and from time to time is subject to other claims arising in the normal course of its business, many of which are covered in whole or in part by insurance. The outcome of those matters cannot be predicted with certainty at this time, but US Airways, having consulted with outside counsel, believes that the ultimate disposition of these contingencies will not materially affect its consolidated financial position or results of operations.

Item 2. Management’s Discussion and Analysis of Financial Condition and Results of Operations

Part I, Item 2 of this report should be read in conjunction with Part II, Item 7 of US Airways Group, Inc.’s and US Airways, Inc.’s Annual Report on Form 10-K for the year ended December 31, 2011 (the “2011 Form 10-K”). The information contained herein is not a comprehensive discussion and analysis of the financial condition and results of operations of the Company, but rather updates disclosures made in the 2011 Form 10-K.

Background

US Airways Group is a holding company whose primary business activity is the operation of a major network air carrier through its wholly owned subsidiaries US Airways, Piedmont Airlines, Inc. (“Piedmont”), PSA Airlines, Inc. (“PSA”), Material Services Company, Inc. (“MSC”) and Airways Assurance Limited (“AAL”).

We operate the fifth largest airline in the United States as measured by domestic revenue passenger miles (“RPMs”) and available seat miles (“ASMs”). We have hubs in Charlotte, Philadelphia and Phoenix and a focus city in Washington, D.C. at Ronald Reagan Washington National Airport. We offer scheduled passenger service on more than 3,000 flights daily to 195 communities in the United States, Canada, Mexico, Europe, the Middle East, the Caribbean, and Central and South America. We also have an established East Coast route network, including the US Airways Shuttle service. For the nine months ended September 30, 2012, we had approximately 41 million passengers boarding our mainline flights. As of September 30, 2012, we operated 338 mainline jets and are supported by our regional airline subsidiaries and affiliates operating as US Airways Express under capacity purchase agreements, which operated 238 regional jets and 44 turboprops. Our prorate carriers operated four regional jets at September 30, 2012.

The U.S. Airline Industry

During the third quarter of 2012, the U.S. airline industry experienced moderate year-over-year growth in passenger revenues driven by ongoing industry capacity discipline and consumer demand for air travel. Additionally, the industry benefited from a slight decline in the average price of fuel during the quarter.

In its most recent data available, Airlines for America, the trade association for U.S. airlines, reported the following changes in U.S. industry passenger revenues and yields. Year-over-year growth continued during the third quarter of 2012 although at lower rates due to moderating demand, particularly for business travel, and more difficult year-over-year comparisons. The temporary expiration in August 2011 of certain Federal Aviation Administration (“FAA”) ticket taxes on domestic and international air travel contributed in part to the difficult year-over-year comparisons.


2012 vs. 2011	July			August			September
Passenger Revenues		1.3	%		2.1	%		(1.8	)%
Yields		2.5	%		0.5	%		(0.8	)%

2011 vs. 2010	July			August			September
Passenger Revenues		9.2	%		9.9	%		12.3	%
Yields		7.0	%		9.9	%		11.4	%

With respect to international versus domestic revenue performance, Airlines for America reported that in the third quarter of 2012, Latin and Pacific international markets outperformed domestic markets. However, domestic markets outperformed the Atlantic international market which experienced weaker demand due to the economic uncertainty in Europe.

Jet fuel prices continue to follow the price of Brent crude oil more closely than the price of West Texas Intermediate crude oil. On a daily basis, Brent crude oil prices continue to be volatile. In the third quarter of 2012, daily spot prices fluctuated between a low of $95 per barrel in July 2012 to a high of $117 in September 2012, and closed the quarter at $111 per barrel on September 28, 2012. However despite this volatility, for the third quarter of 2012 fuel prices declined slightly overall. The average daily spot price for Brent crude oil during the third quarter of 2012 was $110 per barrel as compared to an average daily spot price of $113 per barrel during the third quarter of 2011.

While the U.S. airline industry is currently benefiting from a favorable revenue environment and fuel prices that declined slightly during the period described above, uncertainty exists regarding the economic conditions driving these factors. See Part II, Item 1A, Risk Factors – “Downturns in economic conditions adversely affect our business” and “Our business is dependent on the price and availability of aircraft fuel. Continued periods of high volatility in fuel costs, increased fuel prices and significant disruptions in the supply of aircraft fuel could have a significant negative impact on our operating results and liquidity.”

US Airways Group

The significant actions we have taken over the last few years to align capacity with demand, focus our network on our four key markets, introduce new revenue streams, control costs and continue our exceptional operating reliability have positioned us well. As described in more detail below, we are reporting strong profits and achieving our best operational performance in the Company’s history. For the full year 2012, we expect to be profitable.

In the third quarter of 2012, we realized operating income of $268 million driven by year-over-year growth in revenues. Income before income taxes was $246 million in the third quarter of 2012 and included the recognition of a $69 million non-operating special gain related to the slot transaction with Delta Air Lines, Inc. (“Delta”). See Note 7 to the condensed consolidated financial statements included in Part I, Item 1A of this report for more information on the Delta transaction. This compares to operating income of $180 million and income before income taxes of $97 million in the 2011 period.

Revenue

Mainline and express passenger revenues increased $100 million, or 3.3% as compared to the 2011 period. The growth in revenues was driven by a 2.6% increase in revenue passenger miles and a 0.6% increase in yield, as total capacity increased 2.7% as compared to the 2011 period. Our mainline and express passenger revenue per available seat mile (“PRASM”) was 13.63 cents in the third quarter of 2012, a 0.5% increase, as compared to 13.56 cents in the 2011 period. Total revenue per available seat mile (“RASM”) was relatively flat versus the prior period at 15.22 cents in the third quarter of 2012. Total revenues include our ancillary revenue initiatives, which generated $146 million in revenues for the third quarter of 2012, an increase of $10 million over the 2011 period principally related to our Choice Seats program.

Fuel

We have not entered into any transactions to hedge our fuel consumption. Mainline and express fuel expense decreased $13 million to $1.17 billion for the third quarter of 2012, which was 1.1% lower than the 2011 period, on a 1.3% increase in consumption. The average mainline and express price per gallon of fuel was $3.07 for the third quarter of 2012 as compared to an average cost per gallon of $3.14 in the third quarter of 2011, a decrease of 2.4%.

Capacity

Total system capacity for the third quarter of 2012 increased 2.7% as compared to the third quarter of 2011. The increase in capacity is driven by our strong operating performance, which has led to higher completion factors, and larger gauge Airbus A321 aircraft replacing smaller gauge legacy Boeing 737-300 aircraft. For the full year 2012, total system capacity is expected to be up approximately 2% versus 2011. Domestic capacity is expected to be up approximately 2% and international capacity is expected to be up approximately 1%.

Cost Control

We remain committed to maintaining a low cost structure, which we believe is necessary in an industry whose economic prospects are heavily dependent upon two variables we cannot control: the health of the economy and the price of fuel. Our mainline costs per available seat mile (“CASM”) excluding special items, fuel and profit sharing decreased 0.11 cents, or 1.4%, from 8.06 cents in the third quarter of 2011 to 7.95 cents in the third quarter of 2012.

The following table details our mainline CASM for the three months ended September 30, 2012 and 2011:


	2012			2011			Percent Increase (Decrease)
	(In cents)
Mainline CASM excluding special items, fuel and profit sharing:
Total mainline CASM		12.70			12.93			(1.8	)
Special items, net		(0.07	)		(0.07	)		6.2
Aircraft fuel and related taxes		(4.57	)		(4.75	)		(3.9	)
Profit sharing		(0.11	)		(0.05	)		nm

Total mainline CASM excluding special items, fuel and profit sharing ⁽¹⁾		7.95			8.06			(1.4	)

(1)

We believe that the presentation of mainline CASM excluding fuel is useful to investors as both the cost and availability of fuel are subject to many economic and political factors beyond our control, and excluding special items and profit sharing provides investors the ability to measure financial performance in a way that is more indicative of our ongoing performance and is more comparable to measures reported by other major airlines. Management uses mainline CASM excluding special items, fuel and profit sharing to evaluate our operating performance. Amounts may not recalculate due to rounding.

Customer Service

We are committed to consistently delivering safe, reliable and convenient service to our customers in every aspect of our operation. Outstanding efforts from our 32,000 employees continue to drive very strong operational performance. On a year-to-date basis through September 2012, we have achieved our best on-time performance, completion factor and baggage handling performance in our Company’s history.

For the third quarter of 2012, we achieved our best ever third quarter performance in baggage handling. Additionally, for the month of July we ranked first in on-time performance among the big hub-and-spoke carriers as reported by the Department of Transportation (“DOT”) Air Travel Consumer Report. This marked our third monthly first place DOT ranking for on-time performance during 2012.

We reported the following operating statistics to the DOT for mainline operations for the third quarter of 2012 and 2011:


	2012						2011						Better (Worse) 2012-2011
	July		August		September (e)		July		August		September		July			August			September
On-time performance (a)		82.0		83.5		87.3		75.5		74.2		80.7		6.5	pts		9.3	pts		6.6	pts
Completion factor (b)		99.1		99.0		99.6		98.3		96.5		99.1		0.8	pts		2.5	pts		0.5	pts
Mishandled baggage (c)		2.46		2.26		1.83		3.14		3.21		2.66		21.7	%		29.6	%		31.2	%
Customer complaints (d)		2.83		2.05		1.08		2.32		2.95		2.19		(22.0	)%		30.3	%		50.7	%

(a)	Percentage of reported flight operations arriving on time as defined by the DOT.

(b)	Percentage of scheduled flight operations completed.

(c)	Rate of mishandled baggage reports per 1,000 passengers.

(d)	Rate of customer complaints filed with the DOT per 100,000 enplanements.

(e)	September 2012 operating statistics are preliminary as the DOT has not issued its September 2012 Air Travel Consumer Report as of the date of this filing.

Liquidity Position

As of September 30, 2012, our total cash, cash equivalents and restricted cash was $2.78 billion, of which $347 million was restricted.


	September 30, 2012		December 31, 2011
	(In millions)
Cash and cash equivalents	$	2,435	$	1,947
Long-term restricted cash		347		365

Total cash, cash equivalents and restricted cash	$	2,782	$	2,312

The improvement in our liquidity in the first nine months of 2012 was due primarily to the strong revenue environment and seasonal factors. An April 2012 loan agreement, pursuant to which US Airways borrowed an aggregate principal amount of $100 million, also contributed to the improvement.

Long-term restricted cash primarily includes cash collateral to secure workers’ compensation claims and credit card processing holdback requirements for advance ticket sales for which US Airways has not yet provided air transportation.

US Airways Group’s Results of Operations

In the third quarter of 2012, we realized operating income of $268 million and income before income taxes of $246 million. This compares to operating income of $180 million and income before income taxes of $97 million in the 2011 period.

In the first nine months of 2012, we realized operating income of $731 million and income before income taxes of $601 million. This compares to operating income of $318 million and income before income taxes of $74 million in the 2011 period.

Our results for the third quarter and first nine months of 2012 were driven by year-over-year growth in revenues resulting from ongoing industry capacity discipline and consumer demand for air travel.

Our results have been impacted by the following pre-tax net special charges (credits) (in millions):


	Three Months Ended September 30,						Nine Months Ended September 30,
	2012			2011			2012			2011
Mainline operating special items, net (a)	$	14		$	13		$	25		$	22
Express operating special items, net (b)		—			—			3			1
Nonoperating special items, net (c)		(67	)		(15	)		(137	)		(7	)

Total	$	(53	)	$	(2	)	$	(109	)	$	16

(a)	The 2012 and 2011 third quarter and nine month periods consisted primarily of corporate transaction and auction rate securities arbitration costs.

(b)	The 2012 nine month period consisted of charges related to ratification of a new Piedmont fleet and passenger services contract.

(c)	The 2012 third quarter primarily consisted of a $69 million gain related to the slot transaction with Delta. See Note 7 to the condensed consolidated financial statements included in Part I, Item 1A of this report for more information on the Delta transaction.

The 2012 nine month period primarily consisted of a $142 million gain related to the slot transaction with Delta, offset in part by $3 million in debt prepayment penalties and non-cash write offs of certain debt issuance costs related to the refinancing of two Airbus aircraft.

The 2011 third quarter and nine month periods each consisted of a $15 million credit in connection with an award received in an arbitration involving investments in auction rate securities. The 2011 nine month period also included $6 million in debt prepayment penalties and non-cash write offs of certain debt issuance costs related to the refinancing of five Airbus aircraft as well as $2 million of losses related to investments in auction rate securities.

At December 31, 2011, we had approximately $1.95 billion of gross net operating losses (“NOLs”) to reduce future federal taxable income. All of our NOLs are expected to be available to reduce federal taxable income in the calendar year 2012. The NOLs expire during the years 2024 through 2031. Our net deferred tax assets, which include $1.87 billion of the NOLs, are subject to a full valuation allowance. We also had approximately $82 million of tax-effected state NOLs at December 31, 2011. At December 31, 2011, the federal and state valuation allowances were $347 million and $61 million, respectively. In accordance with U.S. Generally Accepted Accounting Principles (“GAAP”), utilization of the NOLs will result in a corresponding decrease in the valuation allowance and offset our tax provision dollar for dollar.

For each of the three and nine month periods ended September 30, 2012 and 2011, we did not record federal income tax expense. In each of the three and nine month periods ended September 30, 2012, we recorded $1 million of state income tax expense related to certain states where NOLs were limited.

When profitable, we are ordinarily subject to Alternative Minimum Tax (“AMT”). However as the result of a special tax election made in 2009, we were able to utilize AMT NOLs to fully offset our AMT taxable income in each of the three and nine month periods ended September 30, 2012 and 2011.

In the third quarter of 2011, we completed the liquidation of our entire investment in auction rate securities. As a result of the sale of the final remaining investment in auction rate securities, we recorded a special non-cash tax charge of $21 million which recognized in the statement of operations for the three and nine month periods ended September 30, 2011, the tax provision that was recorded in other comprehensive income, a subset of stockholders’ equity, in the fourth quarter of 2009.

The table below sets forth our selected mainline and express operating data:


	Three Months Ended September 30,				Increase			Nine Months Ended September 30,				Increase
	2012		2011		(Decrease)			2012		2011		(Decrease)
Mainline
Revenue passenger miles (millions) (a)		16,860		16,471		2.4	%		47,564		46,301		2.7	%
Available seat miles (millions) (b)		19,560		19,033		2.8	%		56,665		55,184		2.7	%
Passenger load factor (percent) (c)		86.2		86.5		(0.3	)pts		83.9		83.9		—	pts
Yield (cents) (d)		13.75		13.76		(0.1	)%		14.47		13.92		3.9	%
Passenger revenue per available seat mile (cents) (e)		11.85		11.91		(0.5	)%		12.14		11.68		3.9	%
Operating cost per available seat mile (cents) (f)		12.70		12.93		(1.8	)%		13.12		13.06		0.5	%
Passenger enplanements (thousands) (g)		13,739		13,520		1.6	%		40,927		39,823		2.8	%
Departures (thousands)		112		112		(0.6	)%		341		340		0.2	%
Aircraft at end of period		338		339		(0.3	)%		338		339		(0.3	)%
Block hours (thousands) (h)		310		311		(0.5	)%		922		925		(0.3	)%
Average stage length (miles) (i)		1,051		1,033		1.8	%		1,010		999		1.1	%
Average passenger journey (miles) (j)		1,829		1,808		1.2	%		1,726		1,710		0.9	%
Fuel consumption (gallons in millions)		291		289		0.8	%		841		833		1.1	%
Average aircraft fuel price including related taxes (dollars per gallon)		3.06		3.13		(2.0	)%		3.16		3.11		1.7	%
Full-time equivalent employees at end of period		30,845		31,327		(1.5	)%		30,845		31,327		(1.5	)%

Express (k)
Revenue passenger miles (millions) (a)		2,850		2,737		4.1	%		8,112		8,025		1.1	%
Available seat miles (millions) (b)		3,644		3,559		2.4	%		10,722		10,739		(0.2	)%
Passenger load factor (percent) (c)		78.2		76.9		1.3	pts		75.7		74.7		1.0	pts
Yield (cents) (d)		29.59		29.07		1.8	%		31.10		28.86		7.8	%
Passenger revenue per available seat mile (cents) (e)		23.15		22.35		3.6	%		23.54		21.56		9.2	%
Operating cost per available seat mile (cents) (f)		21.42		22.29		(3.9	)%		22.25		22.12		0.6	%
Passenger enplanements (thousands) (g)		7,326		7,135		2.7	%		21,166		20,892		1.3	%
Aircraft at end of period		282		281		0.4	%		282		281		0.4	%
Fuel consumption (gallons in millions)		89		86		3.1	%		261		257		1.5	%
Average aircraft fuel price including related taxes (dollars per gallon)		3.07		3.18		(3.5	)%		3.18		3.13		1.8	%

Total Mainline and Express
Revenue passenger miles (millions) (a)		19,710		19,208		2.6	%		55,676		54,326		2.5	%
Available seat miles (millions) (b)		23,204		22,592		2.7	%		67,387		65,923		2.2	%
Passenger load factor (percent) (c)		84.9		85.0		(0.1	)pts		82.6		82.4		0.2	pts
Yield (cents) (d)		16.04		15.94		0.6	%		16.89		16.13		4.7	%
Passenger revenue per available seat mile (cents) (e)		13.63		13.56		0.5	%		13.96		13.29		5.0	%
Total revenue per available seat mile (cents) (l)		15.22		15.21		0.1	%		15.66		15.02		4.3	%
Passenger enplanements (thousands) (g)		21,065		20,655		2.0	%		62,093		60,715		2.3	%
Aircraft at end of period		620		620		—	%		620		620		—	%
Fuel consumption (gallons in millions)		380		375		1.3	%		1,102		1,090		1.2	%
Average aircraft fuel price including related taxes (dollars per gallon)		3.07		3.14		(2.4	)%		3.17		3.11		1.7	%

(a)	Revenue passenger mile (“RPM”) — A basic measure of sales volume. One RPM represents one passenger flown one mile.

(b)	Available seat mile (“ASM”) — A basic measure of production. One ASM represents one seat flown one mile.

(c)	Passenger load factor — The percentage of available seats that are filled with revenue passengers.

(d)	Yield — A measure of airline revenue derived by dividing passenger revenue by RPMs.

(e)	Passenger revenue per available seat mile (“PRASM”) — Passenger revenues divided by ASMs.

(f)	Operating cost per available seat mile (“CASM”) — Operating expenses divided by ASMs.

(g)	Passenger enplanements — The number of passengers on board an aircraft, including local, connecting and through passengers.

(h)	Block hours — The hours measured from the moment an aircraft first moves under its own power, including taxi time, for the purposes of flight until the aircraft is docked at the next point of landing and its power is shut down.

(i)	Average stage length — The average of the distances flown on each segment of every route.

(j)	Average passenger journey — The average one-way trip measured in miles for one passenger origination.

(k)	Express statistics include Piedmont and PSA, as well as operating and financial results from capacity purchase agreements with Air Wisconsin Airlines Corporation, Republic Airline Inc., Mesa Airlines, Inc., Chautauqua Airlines, Inc. and SkyWest Airlines, Inc.

(l)	Total revenue per available seat mile (“RASM”) — Total revenues divided by total mainline and express ASMs.

Three Months Ended September 30, 2012

Compared with the

Three Months Ended September 30, 2011

Operating Revenues:


	2012		2011		Percent Increase (Decrease)
	(In millions)
Operating revenues:
Mainline passenger	$	2,319	$	2,267		2.3
Express passenger		844		796		6.0
Cargo		35		40		(13.3	)
Other		335		333		0.9

Total operating revenues	$	3,533	$	3,436		2.8

Total operating revenues in the third quarter of 2012 were $3.53 billion as compared to $3.44 billion in the 2011 period, an increase of $97 million, or 2.8%. Significant changes in the components of operating revenues are as follows:

•

Mainline passenger revenues were $2.32 billion in the third quarter of 2012 as compared to $2.27 billion in the 2011 period. Mainline RPMs increased 2.4% as mainline capacity, as measured by ASMs, increased 2.8%, resulting in a 0.3 point decrease in load factor to 86.2%. Mainline passenger yield was relatively flat versus the prior period at 13.75 cents in the third quarter of 2012. Mainline PRASM decreased 0.5% to 11.85 cents in the third quarter of 2012 from 11.91 cents in the 2011 period. Mainline yield and PRASM were impacted by moderating demand, particularly for business travel, and more difficult year-over-year comparisons. The temporary expiration in August 2011 of certain FAA ticket taxes on domestic and international air travel contributed in part to the difficult year-over-year comparisons.

•

Express passenger revenues were $844 million in the third quarter of 2012 as compared to $796 million in the 2011 period. Express RPMs increased 4.1% as express capacity, as measured by ASMs, increased 2.4%, resulting in a 1.3 point increase in load factor to 78.2%. Express passenger yield increased 1.8% to 29.59 cents in the third quarter of 2012 from 29.07 cents in the 2011 period. Express PRASM increased 3.6% to 23.15 cents in the third quarter of 2012 from 22.35 cents in the 2011 period. Although express yield and PRASM were impacted by the same moderating demand and difficult year-over-year comparisons discussed in mainline passenger revenues above, express yield and PRASM benefited from the availability of first class seating on certain US Airways Express regional jets during the 2012 period.

•

Cargo revenues were $35 million in the third quarter of 2012, a decrease of $5 million, or 13.3%, from the 2011 period. The decrease in cargo revenues was primarily due to decreases in international freight volumes driven by uncertainty surrounding the European economy.

Operating Expenses:


	2012		2011		Percent Increase (Decrease)
	(In millions)
Operating expenses:
Aircraft fuel and related taxes	$	893	$	905		(1.3	)
Salaries and related costs		609		577		5.5
Aircraft rent		160		160		0.4
Aircraft maintenance		171		163		4.5
Other rent and landing fees		148		144		2.5
Selling expenses		122		123		(1.0	)
Special items, net		14		13		9.2
Depreciation and amortization		60		58		2.3
Other		307		319		(3.6	)

Total mainline operating expenses		2,484		2,462		0.9
Express expenses:
Fuel		272		273		(0.5	)
Other		509		521		(2.2	)

Total express expenses		781		794		(1.6	)

Total operating expenses	$	3,265	$	3,256		0.3

Total operating expenses were relatively flat at $3.27 billion in the third quarter of 2012, an increase of $9 million, or 0.3%, compared to the 2011 period.

Mainline Operating Expenses per ASM:

Our mainline CASM decreased 0.23 cents, or 1.8%, from 12.93 cents in the third quarter of 2011 to 12.70 cents in the third quarter of 2012. Excluding special items, fuel and profit sharing our mainline CASM decreased 0.11 cents, or 1.4%, from 8.06 cents in the third quarter of 2011 to 7.95 cents in the third quarter of 2012, while mainline capacity increased 2.8%.

The table below sets forth the major components of our total mainline CASM and our mainline CASM excluding special items, fuel and profit sharing for the three months ended September 30, 2012 and 2011:


	2012			2011			Percent Increase (Decrease)
	(In cents)
Mainline CASM:
Aircraft fuel and related taxes		4.57			4.75			(3.9	)
Salaries and related costs		3.11			3.03			2.7
Aircraft rent		0.82			0.84			(2.3	)
Aircraft maintenance		0.87			0.86			1.7
Other rent and landing fees		0.75			0.76			(0.2	)
Selling expenses		0.62			0.65			(3.6	)
Special items, net		0.07			0.07			6.2
Depreciation and amortization		0.31			0.31			(0.5	)
Other		1.57			1.68			(6.2	)

Total mainline CASM		12.70			12.93			(1.8	)
Special items, net		(0.07	)		(0.07	)
Aircraft fuel and related taxes		(4.57	)		(4.75	)
Profit sharing		(0.11	)		(0.05	)

Total mainline CASM excluding special items, fuel and profit sharing ⁽¹⁾		7.95			8.06			(1.4	)

(1)

Significant changes in the components of mainline operating expense per ASM are as follows:

•

Aircraft fuel and related taxes per ASM decreased 3.9% primarily due to a 2.0% decrease in the average price per gallon of fuel to $3.06 in the third quarter of 2012 from $3.13 in the 2011 period.

•

Salaries and related costs per ASM increased 2.7% primarily due to profit sharing and other incentive compensation expense driven by our profitability and strong operational performance.

•

Other expenses per ASM decreased 6.2% primarily due to lower passenger inconvenience fees driven by our outstanding operational performance and a decrease in the incremental cost of travel awards associated with our frequent traveler program, principally as a result of lower fuel prices.

Express Operating Expenses:

Total express expenses decreased $13 million, or 1.6%, in the third quarter of 2012 to $781 million from $794 million in the 2011 period. The period-over-period decrease included a $12 million, or 2.2%, decrease in other express expenses and a $1 million, or 0.5%, decrease in fuel costs. The decrease in other express expenses was driven by lower maintenance costs primarily due to fewer engine overhauls performed in the 2012 period.

Nonoperating Income (Expense):


	2012			2011			Percent Increase (Decrease)
	(In millions)
Nonoperating income (expense):
Interest income	$	—		$	1			(62.9	)
Interest expense, net		(89	)		(85	)		5.8
Other, net		67			1			nm

Total nonoperating expense, net	$	(22	)	$	(83	)		(73.3	)

Other nonoperating income of $67 million in the third quarter of 2012 consisted primarily of a $69 million special gain related to the slot transaction with Delta. See Note 7 to the condensed consolidated financial statements included in Part I, Item 1A of this report for more information on the Delta transaction.

Other nonoperating income of $1 million in the third quarter of 2011 consisted primarily of a $15 million special credit in connection with an award received in an arbitration involving investments in auction rate securities, offset in part by $14 million in net foreign currency losses as a result of the overall strengthening of the U.S. dollar during the third quarter of 2011.

Nine Months Ended September 30, 2012

Compared with the

Nine Months Ended September 30, 2011

Operating Revenues:


	2012		2011		Percent Increase (Decrease)
	(In millions)
Operating revenues:
Mainline passenger	$	6,881	$	6,447		6.7
Express passenger		2,523		2,316		9.0
Cargo		114		126		(10.0	)
Other		1,035		1,011		2.4

Total operating revenues	$	10,553	$	9,900		6.6

Total operating revenues in the first nine months of 2012 were $10.55 billion as compared to $9.90 billion in the 2011 period, an increase of $653 million, or 6.6%. Significant changes in the components of operating revenues are as follows:

•

Mainline passenger revenues were $6.88 billion in the first nine months of 2012 as compared to $6.45 billion in the 2011 period. Mainline RPMs increased 2.7% as mainline capacity, as measured by ASMs, increased 2.7%, resulting in a load factor of 83.9% which was flat compared to the 2011 period. Mainline passenger yield increased 3.9% to 14.47 cents in the first nine months of 2012 from 13.92 cents in the 2011 period. Mainline PRASM increased 3.9% to 12.14 cents in the first nine months of 2012 from 11.68 cents in the 2011 period. These increases in mainline yield and PRASM were due principally to the strong revenue environment resulting from ongoing industry capacity discipline and consumer demand for air travel.

•

Express passenger revenues were $2.52 billion in the first nine months of 2012 as compared to $2.32 billion in the 2011 period. Express RPMs increased 1.1% as express capacity, as measured by ASMs, decreased 0.2%, resulting in a 1.0 point increase in load factor to 75.7%. Express passenger yield increased 7.8% to 31.10 cents in the first nine months of 2012 from 28.86 cents in the 2011 period. Express PRASM increased 9.2% to 23.54 cents in the first nine months of 2012 from 21.56 cents in the 2011 period. These increases in express yield and PRASM were the result of the same strong revenue environment discussed in mainline passenger revenues above. The availability of first class seating on certain US Airways Express regional jets during the 2012 period also contributed to the increase.

•

Cargo revenues were $114 million in the first nine months of 2012, a decrease of $12 million, or 10.0%, from the 2011 period. The decrease in cargo revenues was primarily due to decreases in international freight volumes driven by uncertainty surrounding the European economy.

Operating Expenses:


	2012		2011		Percent Increase (Decrease)
	(In millions)
Operating expenses:
Aircraft fuel and related taxes	$	2,659	$	2,587		2.8
Salaries and related costs		1,888		1,726		9.4
Aircraft rent		483		486		(0.7	)
Aircraft maintenance		506		508		(0.3	)
Other rent and landing fees		419		418		0.3
Selling expenses		359		343		4.4
Special items, net		25		22		14.2
Depreciation and amortization		182		178		2.7
Other		915		938		(2.5	)

Total mainline operating expenses		7,436		7,206		3.2
Express expenses:
Fuel		830		803		3.4
Other		1,556		1,573		(1.1	)

Total express expenses		2,386		2,376		0.4

Total operating expenses	$	9,822	$	9,582		2.5

Total operating expenses were $9.82 billion in the first nine months of 2012, an increase of $240 million, or 2.5%, compared to the 2011 period. The increase in operating expenses was primarily driven by a $162 million, or 9.4%, increase in salaries and related costs as well as a $99 million, or 2.9%, increase in mainline and express fuel costs. The increase in salaries and related costs was primarily due to profit sharing and other incentive compensation costs driven by our profitability and the 106% increase in the price of our common stock during the first nine months of 2012. Fuel costs increased as the average price per gallon of fuel increased 1.7% to $3.17 in the first nine months of 2012 from $3.11 in the 2011 period, on a 1.2% increase in consumption.

Mainline Operating Expenses per ASM:

Our mainline CASM increased 0.06 cents, or 0.5%, from 13.06 cents in the first nine months of 2011 to 13.12 cents in the first nine months of 2012. Excluding special items, fuel and profit sharing our mainline CASM decreased 0.02 cents, or 0.3%, from 8.31 cents in the first nine months of 2011 to 8.29 cents in the first nine months of 2012, while mainline capacity increased 2.7%.

The table below sets forth the major components of our total mainline CASM and our mainline CASM excluding special items, fuel and profit sharing for the nine months ended September 30, 2012 and 2011:


	2012			2011			Percent Increase (Decrease)
	(In cents)
Mainline CASM:
Aircraft fuel and related taxes		4.69			4.69			0.1
Salaries and related costs		3.33			3.13			6.5
Aircraft rent		0.85			0.88			(3.3	)
Aircraft maintenance		0.89			0.92			(2.9	)
Other rent and landing fees		0.74			0.76			(2.3	)
Selling expenses		0.63			0.62			1.7
Special items, net		0.04			0.04			11.2
Depreciation and amortization		0.32			0.32			0.1
Other		1.61			1.70			(5.1	)

Total mainline CASM		13.12			13.06			0.5
Special items, net		(0.04	)		(0.04	)
Aircraft fuel and related taxes		(4.69	)		(4.69	)
Profit sharing		(0.10	)		(0.02	)

Total mainline CASM excluding special items, fuel and profit sharing ⁽¹⁾		8.29			8.31			(0.3	)

(1)

Significant changes in the components of mainline operating expense per ASM are as follows:

•

Aircraft fuel and related taxes per ASM increased 0.1% primarily due to a 1.7% increase in the average price per gallon of fuel to $3.16 in the first nine months of 2012 from $3.11 in the 2011 period.

•

Salaries and related costs per ASM increased 6.5% during the first nine months of 2012 primarily due to profit sharing and other incentive compensation expense driven by our profitability and a 106% increase in the price of our common stock from $5.07 to $10.46 during the first nine months of 2012.

•

Other expenses per ASM decreased 5.1% primarily due to lower passenger inconvenience fees driven by our outstanding operational performance, lower third party reservation fees resulting from the insourcing of our domestic call centers and a decrease in the incremental cost of travel awards associated with our frequent traveler program, principally as a result of lower fuel prices.

Express Operating Expenses:

Total express expenses increased $10 million, or 0.4%, in the first nine months of 2012 to $2.39 billion from $2.38 billion in the 2011 period. The period-over-period increase included a $27 million, or 3.4%, increase in fuel costs, offset in part by a $17 million, or 1.1%, decrease in other express expenses. The average price per gallon of fuel increased 1.8% to $3.18 in the first nine months of 2012 from $3.13 in the 2011 period, on a 1.5% increase in fuel consumption. The decrease in other express expenses was driven by lower maintenance costs primarily due to fewer engine overhauls performed in the 2012 period.

Nonoperating Income (Expense):


	2012			2011			Percent Increase (Decrease)
	(In millions)
Nonoperating income (expense):
Interest income	$	1		$	4			(70.8	)
Interest expense, net		(256	)		(241	)		6.6
Other, net		125			(7	)		nm

Total nonoperating expense, net	$	(130	)	$	(244	)		(46.6	)

Other nonoperating income of $125 million in the first nine months of 2012 consisted primarily of a $142 million special gain related to the slot transaction with Delta. See Note 7 to the condensed consolidated financial statements included in Part I, Item 1A of this report for more information on the Delta transaction. This gain was offset in part by $8 million in net foreign currency losses as a result of the overall strengthening of the U.S. dollar in the first nine months of 2012 and $3 million in special charges for debt prepayment penalties and non-cash write offs of certain debt issuance costs related to the refinancing of two Airbus aircraft.

Other nonoperating expense of $7 million in the first nine months of 2011 consisted primarily of $13 million in net foreign currency losses as a result of the overall strengthening of the U.S. dollar during the 2011 period, offset by $7 million in net special credits. The net special credits included a $15 million credit in connection with an award received in an arbitration involving investments in auction rate securities, offset in part by $6 million for debt prepayment penalties and non-cash write offs of certain debt issuance costs related to the refinancing of five Airbus aircraft as well as $2 million for losses related to investments in auction rate securities.

US Airways’ Results of Operations

In the third quarter of 2012, US Airways realized operating income of $262 million and income before income taxes of $264 million. This compares to operating income of $177 million and income before income taxes of $121 million in the 2011 period.

In the first nine months of 2012, US Airways realized operating income of $713 million and income before income taxes of $657 million. This compares to operating income of $326 million and income before income taxes of $157 million in the 2011 period.

US Airways’ results for the third quarter and first nine months of 2012 were driven by year-over-year growth in revenues resulting from ongoing industry capacity discipline and consumer demand for air travel.

US Airways’ results have been impacted by the following pre-tax net special charges (credits) (in millions):


	Three Months Ended September 30,						Nine Months Ended September 30,
	2012			2011			2012			2011
Mainline operating special items, net (a)	$	14		$	13		$	25		$	22
Nonoperating special items, net (b)		(67	)		(15	)		(137	)		(7	)

Total	$	(53	)	$	(2	)	$	(112	)	$	15

(a)	The 2012 and 2011 third quarter and nine month periods consisted primarily of corporate transaction and auction rate securities arbitration costs.

(b)	The 2012 third quarter primarily consisted of a $69 million gain related to the slot transaction with Delta. See Note 7 to the condensed consolidated financial statements included in Part I, Item 1B of this report for more information on the Delta transaction.

At December 31, 2011, US Airways had approximately $1.85 billion of gross NOLs to reduce future federal taxable income. All of US Airways’ NOLs are expected to be available to reduce federal taxable income in the calendar year 2012. The NOLs expire during the years 2024 through 2031. US Airways’ net deferred tax assets, which include $1.78 billion of the NOLs, are subject to a full valuation allowance. US Airways also had approximately $79 million of tax-effected state NOLs at December 31, 2011. At December 31, 2011, the federal and state valuation allowances were $349 million and $61 million, respectively. In accordance with GAAP, utilization of the NOLs will result in a corresponding decrease in the valuation allowance and offset US Airways’ tax provision dollar for dollar.

When profitable, US Airways is ordinarily subject to AMT. However as the result of a special tax election made in 2009, US Airways was able to utilize AMT NOLs to fully offset its AMT taxable income in each of the three and nine month periods ended September 30, 2012 and 2011.

In the third quarter of 2011, US Airways completed the liquidation of its entire investment in auction rate securities. As a result of the sale of the final remaining investment in auction rate securities, US Airways recorded a special non-cash tax charge of $21 million which recognized in the statement of operations for the three and nine month periods ended September 30, 2011, the tax provision that was recorded in other comprehensive income, a subset of stockholder’s equity, in the fourth quarter of 2009.

The table below sets forth US Airways’ selected mainline and express operating data:


	Three Months Ended September 30,				Increase			Nine Months Ended September 30,				Increase
	2012		2011		(Decrease)			2012		2011		(Decrease)
Mainline
Revenue passenger miles (millions) (a)		16,860		16,471		2.4	%		47,564		46,301		2.7	%
Available seat miles (millions) (b)		19,560		19,033		2.8	%		56,665		55,184		2.7	%
Passenger load factor (percent) (c)		86.2		86.5		(0.3	) pts		83.9		83.9		— pt	s
Yield (cents) (d)		13.75		13.76		(0.1	)%		14.47		13.92		3.9	%
Passenger revenue per available seat mile (cents) (e)		11.85		11.91		(0.5	)%		12.14		11.68		3.9	%
Aircraft at end of period		338		339		(0.3	)%		338		339		(0.3	)%
Fuel consumption (gallons in millions)		291		289		0.8	%		841		833		1.1	%
Average aircraft fuel price including related taxes (dollars per gallon)		3.06		3.13		(2.0	)%		3.16		3.11		1.7	%

Express (f)
Revenue passenger miles (millions) (a)		2,850		2,737		4.1	%		8,112		8,025		1.1	%
Available seat miles (millions) (b)		3,644		3,559		2.4	%		10,722		10,739		(0.2	)%
Passenger load factor (percent) (c)		78.2		76.9		1.3	pts		75.7		74.7		1.0	pts
Yield (cents) (d)		29.59		29.07		1.8	%		31.10		28.86		7.8	%
Passenger revenue per available seat mile (cents) (e)		23.15		22.35		3.6	%		23.54		21.56		9.2	%
Aircraft at end of period		282		281		0.4	%		282		281		0.4	%
Fuel consumption (gallons in millions)		89		86		3.1	%		261		257		1.5	%
Average aircraft fuel price including related taxes (dollars per gallon)		3.07		3.18		(3.5	)%		3.19		3.13		1.7	%

Total Mainline and Express
Revenue passenger miles (millions) (a)		19,710		19,208		2.6	%		55,676		54,326		2.5	%
Available seat miles (millions) (b)		23,204		22,592		2.7	%		67,387		65,923		2.2	%
Passenger load factor (percent) (c)		84.9		85.0		(0.1	) pts		82.6		82.4		0.2	pts
Yield (cents) (d)		16.04		15.94		0.6	%		16.89		16.13		4.7	%
Passenger revenue per available seat mile (cents) (e)		13.63		13.56		0.5	%		13.96		13.29		5.0	%
Total revenue per available seat mile (cents) (g)		15.40		15.38		0.1	%		15.84		15.19		4.3	%
Aircraft at end of period		620		620		—	%		620		620		—	%
Fuel consumption (gallons in millions)		380		375		1.3	%		1,102		1,090		1.2	%
Average aircraft fuel price including related taxes (dollars per gallon)		3.07		3.14		(2.4	)%		3.17		3.11		1.7	%

(a)	Revenue passenger mile (“RPM”) — A basic measure of sales volume. One RPM represents one passenger flown one mile.

(b)	Available seat mile (“ASM”) — A basic measure of production. One ASM represents one seat flown one mile.

(c)	Passenger load factor — The percentage of available seats that are filled with revenue passengers.

(d)	Yield — A measure of airline revenue derived by dividing passenger revenue by RPMs.

(e)	Passenger revenue per available seat mile (“PRASM”) — Passenger revenues divided by ASMs.

(f)	Express statistics include Piedmont and PSA, as well as operating and financial results from capacity purchase agreements with Air Wisconsin Airlines Corporation, Republic Airline Inc., Mesa Airlines, Inc., Chautauqua Airlines, Inc. and SkyWest Airlines, Inc.

(g)	Total revenue per available seat mile (“RASM”) — Total revenues divided by total mainline and express ASMs.

Three Months Ended September 30, 2012

Compared with the

Three Months Ended September 30, 2011

Operating Revenues:


	2012		2011		Percent Increase (Decrease)
	(In millions)
Operating revenues:
Mainline passenger	$	2,319	$	2,267		2.3
Express passenger		844		796		6.0
Cargo		35		40		(13.3	)
Other		377		373		1.1

Total operating revenues	$	3,575	$	3,476		2.8

Total operating revenues in the third quarter of 2012 were $3.58 billion as compared to $3.48 billion in the 2011 period, an increase of $99 million, or 2.8%. Significant changes in the components of operating revenues are as follows:

•

Operating Expenses:


	2012		2011		Percent Increase (Decrease)
	(In millions)
Operating expenses:
Aircraft fuel and related taxes	$	893	$	905		(1.3	)
Salaries and related costs		609		577		5.5
Aircraft rent		160		160		0.4
Aircraft maintenance		171		163		4.5
Other rent and landing fees		148		144		2.5
Selling expenses		122		123		(1.0	)
Special items, net		14		13		9.2
Depreciation and amortization		62		61		2.2
Other		317		329		(3.4	)

Total mainline operating expenses		2,496		2,475		0.9
Express expenses:
Fuel		272		273		(0.8	)
Other		545		551		(1.1	)

Total express expenses		817		824		(1.0	)

Total operating expenses	$	3,313	$	3,299		0.4

Total operating expenses were relatively flat at $3.31 billion in the third quarter of 2012, an increase of $14 million, or 0.4%, compared to the 2011 period.

Mainline Operating Expenses:

Significant changes in the components of mainline operating expenses are as follows:

•

Aircraft fuel and related taxes decreased 1.3% primarily due to a 2.0% decrease in the average price per gallon of fuel to $3.06 in the third quarter of 2012 from $3.13 in the 2011 period.

•

Salaries and related costs increased 5.5% primarily due to profit sharing and other incentive compensation expense driven by US Airways’ profitability and strong operational performance.

•

Other expenses decreased 3.4% primarily due to lower passenger inconvenience fees driven by US Airways’ outstanding operational performance and a decrease in the incremental cost of travel awards associated with US Airways’ frequent traveler program, principally as a result of lower fuel prices.

Express Operating Expenses:

Total express expenses decreased $7 million, or 1.0%, in the third quarter of 2012 to $817 million from $824 million in the 2011 period. The period-over-period decrease included a $1 million, or 0.8%, decrease in fuel costs.

Nonoperating Income (Expense):


	2012			2011			Percent Increase (Decrease)
	(In millions)
Nonoperating income (expense):
Interest income	$	—		$	1			(62.7	)
Interest expense, net		(65	)		(58	)		11.2
Other, net		67			1			nm

Total nonoperating income (expense), net	$	2		$	(56	)		nm

Other nonoperating income of $67 million in the third quarter of 2012 consisted primarily of a $69 million special gain related to the slot transaction with Delta. See Note 7 to the condensed consolidated financial statements included in Part I, Item 1B of this report for more information on the Delta transaction.

Nine Months Ended September 30, 2012

Compared with the

Nine Months Ended September 30, 2011

Operating Revenues:


	2012		2011		Percent Increase (Decrease)
	(In millions)
Operating revenues:
Mainline passenger	$	6,881	$	6,447		6.7
Express passenger		2,523		2,316		9.0
Cargo		114		126		(10.0	)
Other		1,155		1,124		2.7

Total operating revenues	$	10,673	$	10,013		6.6

Total operating revenues in the first nine months of 2012 were $10.67 billion as compared to $10.01 billion in the 2011 period, an increase of $660 million, or 6.6%. Significant changes in the components of operating revenues are as follows:

•

Operating Expenses:


	2012		2011		Percent Increase (Decrease)
	(In millions)
Operating expenses:
Aircraft fuel and related taxes	$	2,659	$	2,587		2.8
Salaries and related costs		1,888		1,726		9.4
Aircraft rent		483		486		(0.7	)
Aircraft maintenance		506		508		(0.3	)
Other rent and landing fees		419		418		0.3
Selling expenses		359		343		4.4
Special items, net		25		22		14.2
Depreciation and amortization		190		185		2.6
Other		944		963		(2.0	)

Total mainline operating expenses		7,473		7,238		3.2
Express expenses:
Fuel		830		804		3.3
Other		1,657		1,645		0.7

Total express expenses		2,487		2,449		1.6

Total operating expenses	$	9,960	$	9,687		2.8

Total operating expenses were $9.96 billion in the first nine months of 2012, an increase of $273 million, or 2.8%, compared to the 2011 period. The increase in operating expenses was primarily driven by a $162 million, or 9.4%, increase in salaries and related costs as well as a $98 million, or 2.9%, increase in mainline and express fuel costs. The increase in salaries and related costs was primarily due to profit sharing and other incentive compensation costs driven by US Airways’ profitability and the 106% increase in the price of US Airways Group’s common stock during the first nine months of 2012. Fuel costs increased as the average price per gallon of fuel increased 1.7% to $3.17 in the first nine months of 2012 from $3.11 in the 2011 period, on a 1.2% increase in consumption.

Mainline Operating Expenses:

Significant changes in the components of mainline operating expenses are as follows:

•

Aircraft fuel and related taxes increased 2.8% primarily due to a 1.7% increase in the average price per gallon of fuel to $3.16 in the first nine months of 2012 from $3.11 in the 2011 period.

•

Salaries and related costs increased 9.4% during the first nine months of 2012 primarily due to profit sharing and other incentive compensation expense driven by US Airways’ profitability and a 106% increase in the price of US Airways Group’s common stock from $5.07 to $10.46 during the first nine months of 2012.

•

Other expenses decreased 2.0% primarily due to lower passenger inconvenience fees driven by US Airways’ outstanding operational performance, lower third party reservation fees resulting from the insourcing of US Airways’ domestic call centers and a decrease in the incremental cost of travel awards associated with US Airways’ frequent traveler program, principally as a result of lower fuel prices.

Express Operating Expenses:

Total express expenses increased $38 million, or 1.6%, in the first nine months of 2012 to $2.49 billion from $2.45 billion in the 2011 period. The period-over-period increase included a $26 million, or 3.3%, increase in fuel costs. The average price per gallon of fuel increased 1.7% to $3.19 in the first nine months of 2012 from $3.13 in the 2011 period, on a 1.5% increase in fuel consumption.

Nonoperating Income (Expense):


	2012			2011			Percent Increase (Decrease)
	(In millions)
Nonoperating income (expense):
Interest income	$	1		$	4			(70.9	)
Interest expense, net		(182	)		(166	)		10.4
Other, net		125			(7	)		nm

Total nonoperating expense, net	$	(56	)	$	(169	)		(66.8	)

Other nonoperating income of $125 million in the first nine months of 2012 consisted primarily of a $142 million special gain related to the slot transaction with Delta. See Note 7 to the condensed consolidated financial statements included in Part I, Item 1B of this report for more information on the Delta transaction. This gain was offset in part by $8 million in net foreign currency losses as a result of the overall strengthening of the U.S. dollar in the first nine months of 2012 and $3 million in special charges for debt prepayment penalties and non-cash write offs of certain debt issuance costs related to the refinancing of two Airbus aircraft.

Liquidity and Capital Resources

As of September 30, 2012, our total cash, cash equivalents and restricted cash was $2.78 billion, of which $347 million was restricted.

Sources and Uses of Cash

US Airways Group

Operating Activities

Net cash provided by operating activities was $887 million and $465 million for the first nine months of 2012 and 2011, respectively, a period-over-period improvement of $422 million. This increase was due principally to our strong profits in the first nine months of 2012 resulting from the growth in revenues driven by ongoing industry capacity discipline and consumer demand for air travel.

Investing Activities

Net cash used in investing activities was $410 million and $283 million for the first nine months of 2012 and 2011, respectively.

Principal investing activities in the 2012 period included expenditures of $310 million for property and equipment and consisted primarily of the purchase of four aircraft and costs related to the installation of the Envoy Suite on wide-body Airbus A330-300 aircraft. Investing activities also included expenditures of $118 million for pre-delivery deposits for 29 Airbus aircraft on order. These expenditures were offset in part by an $18 million decrease in restricted cash. Restricted cash decreased primarily due to a change in the amount of holdback held by certain credit card processors for advance ticket sales for which US Airways had not yet provided air transportation.

Principal investing activities in the 2011 period included expenditures of $238 million for property and equipment and consisted primarily of the purchase of three Airbus aircraft and various additions related to information technology, rotable parts, ground service and other flight equipment. Investing activities also included expenditures of $78 million for pre-delivery deposits for 16 Airbus aircraft on order, purchases of marketable securities of $30 million and a $20 million increase in restricted cash due to a change in the amount of holdback held by certain credit card processors. These cash outflows were offset in part by cash proceeds of $82 million from sales of marketable securities, which included $52 million related to the liquidation of our remaining investments in auction rate securities.

Financing Activities

Net cash provided by financing activities was $11 million and $2 million for the first nine months of 2012 and 2011, respectively.

Principal financing activities in the 2012 period included proceeds of $395 million and consisted primarily of the issuance of debt of $353 million. This included $168 million related to the issuance of equipment notes associated with the May 2012 EETC transactions and $100 million related to the slot financing transaction completed in April 2012. These cash inflows were offset in part by debt repayments of $370 million, including the repayment of $60 million in existing debt associated with two Airbus aircraft refinanced by the May 2012 EETC issuance.

Principal financing activities in the 2011 period included proceeds from the issuance of debt of $531 million and consisted primarily of $478 million related to the issuance of equipment notes associated with the June 2011 EETC transactions. These cash inflows were offset in part by debt repayments of $516 million, including the repayment of $206 million in existing debt associated with five Airbus aircraft refinanced by the June 2011 EETC issuance.

US Airways

Operating Activities

Net cash provided by operating activities was $867 million and $439 million for the first nine months of 2012 and 2011, respectively, a period-over-period improvement of $428 million. This increase was due principally to US Airways’ strong profits in the first nine months of 2012 resulting from the growth in revenues driven by ongoing industry capacity discipline and consumer demand for air travel.

Investing Activities

Net cash used in investing activities was $403 million and $272 million for the first nine months of 2012 and 2011, respectively.

Principal investing activities in the 2012 period included expenditures of $303 million for property and equipment and consisted primarily of the purchase of four aircraft and costs related to the installation of the Envoy Suite on wide-body Airbus A330-300 aircraft. Investing activities also included expenditures of $118 million for pre-delivery deposits for 29 Airbus aircraft on order. These expenditures were offset in part by an $18 million decrease in restricted cash. Restricted cash decreased primarily due to a change in the amount of holdback held by certain credit card processors for advance ticket sales for which US Airways had not yet provided air transportation.

Principal investing activities in the 2011 period included expenditures of $227 million for property and equipment and consisted primarily of the purchase of three Airbus aircraft and various additions related to information technology, rotable parts, ground service and other flight equipment. Investing activities also included expenditures of $78 million for pre-delivery deposits for 16 Airbus aircraft on order, purchases of marketable securities of $30 million and a $20 million increase in restricted cash due to a change in the amount of holdback held by certain credit card processors. These cash outflows were offset in part by cash proceeds of $82 million from sales of marketable securities, which included $52 million related to the liquidation of US Airways’ remaining investments in auction rate securities.

Financing Activities

Net cash provided by financing activities was $27 million and $18 million for the first nine months of 2012 and 2011, respectively.

Principal financing activities in the 2012 period included proceeds of $395 million and consisted primarily of the issuance of debt of $353 million. This included $168 million related to the issuance of equipment notes associated with the May 2012 EETC transactions and $100 million related to the slot financing transaction completed in April 2012. These cash inflows were offset in part by debt repayments of $354 million, including the repayment of $60 million in existing debt associated with two Airbus aircraft refinanced by the May 2012 EETC issuance.

Principal financing activities in the 2011 period included proceeds from the issuance of debt of $531 million and consisted primarily of $478 million related to the issuance of equipment notes associated with the June 2011 EETC transactions. These cash inflows were offset in part by debt repayments of $500 million, including the repayment of $206 million in existing debt associated with five Airbus aircraft refinanced by the June 2011 EETC issuance.

Commitments

As of September 30, 2012, we had $4.73 billion of long-term debt and capital leases (including current maturities and before discount on debt). The information contained herein is not a comprehensive discussion and analysis of our commitments, but rather updates disclosures made in the 2011 Form 10-K.

Citicorp Credit Facility

On March 23, 2007, US Airways Group entered into a term loan credit facility (the “Citicorp credit facility”) with Citicorp North America, Inc., as administrative agent, and a syndicate of lenders pursuant to which US Airways Group borrowed an aggregate principal amount of $1.6 billion. US Airways and certain other subsidiaries of US Airways Group are guarantors of the Citicorp credit facility.

The Citicorp credit facility bears interest at an index rate plus an applicable index margin or, at our option, LIBOR plus an applicable LIBOR margin for interest periods of one, two, three or six months. The applicable index margin, subject to adjustment, is 1.00%, 1.25% or 1.50% if the adjusted loan balance is less than $600 million, between $600 million and $1 billion, or greater than $1 billion, respectively. The applicable LIBOR margin, subject to adjustment, is 2.00%, 2.25% or 2.50% if the adjusted loan balance is less than $600 million, between $600 million and $1 billion, or greater than $1 billion, respectively. In addition, interest on the Citicorp credit facility may be adjusted based on the credit rating for the Citicorp credit facility as follows: (i) if the credit ratings of the Citicorp credit facility by Moody’s and S&P in effect as of the last day of the most recently ended fiscal quarter are both at least one subgrade better than the credit ratings in effect on March 23, 2007, then (A) the applicable LIBOR margin will be the lower of 2.25% and the rate otherwise applicable based upon the adjusted Citicorp credit facility balance and (B) the applicable index margin will be the lower of 1.25% and the rate otherwise applicable based upon the Citicorp credit facility principal balance, and (ii) if the credit ratings of the Citicorp credit facility by Moody’s and S&P in effect as of the last day of the most recently ended fiscal quarter are both at least two subgrades better than the credit ratings in effect on March 23, 2007, then (A) the applicable LIBOR margin will be 2.00% and (B) the applicable index margin will be 1.00%. As of September 30, 2012, the interest rate on the Citicorp credit facility was 2.72% based on a 2.50% LIBOR margin.

The Citicorp credit facility matures on March 23, 2014, and is repayable in seven annual installments with each of the first six installments to be paid on each anniversary of the closing date in an amount equal to 1% of the initial aggregate principal amount of the loan and the final installment to be paid on the maturity date in the amount of the full remaining balance of the loan.

In addition, the Citicorp credit facility requires certain mandatory prepayments upon the occurrence of specified events, establishes certain financial covenants, including minimum cash requirements and maintenance of certain minimum ratios, contains customary affirmative covenants and negative covenants and contains customary events of default. The Citicorp credit facility requires us to maintain consolidated unrestricted cash and cash equivalents of not less than $850 million, with not less than $750 million (subject to partial reductions upon certain reductions in the outstanding principal amount of the loan) of that amount held in accounts subject to control agreements, which would become restricted for use by us if certain adverse events occur per the terms of the agreement. In addition, the Citicorp credit facility provides that we may issue debt in the future with a second lien on the assets pledged as collateral under the Citicorp credit facility. The principal amount outstanding under the Citicorp credit facility was $1.12 billion as of September 30, 2012. As of September 30, 2012, we were in compliance with all debt covenants under the Citicorp credit facility.

2012 Financing Transactions

In April 2012, US Airways entered into a loan agreement pursuant to which US Airways borrowed an aggregate principal amount of $100 million. The net proceeds after fees were approximately $98 million. The loan is payable in full at maturity on March 23, 2014. The loan bears interest at an index rate plus an applicable index margin or, at US Airways’ option, LIBOR plus an applicable LIBOR margin. US Airways has agreed to maintain a level of unrestricted cash in the same amount required by our Citicorp credit facility and has also agreed to maintain certain collateral coverage ratios. The loan is collateralized by certain airport take-off and landing slots.

Credit Card Processing Agreements

We have agreements with companies that process customer credit card transactions for the sale of air travel and other services. Credit card processors have financial risk associated with tickets purchased for travel because, although the processor generally forwards the cash related to the purchase to us soon after the purchase is completed, the air travel generally occurs after that time, and the processor may have liability if we do not ultimately provide the air travel. Our agreements allow these processing companies, under certain conditions, to hold an amount of our cash (referred to as a “holdback”) equal to a portion of advance ticket sales that have been processed by that company, but for which we have not yet provided the air transportation. These holdback requirements can be modified at the discretion of the processing companies, up to the estimated liability for future air travel purchased with the respective credit cards, upon the occurrence of specified events, including material adverse changes in our financial condition. The amount that the processing companies may withhold also varies as a result of changes in financial risk due to seasonal fluctuations in ticket volume. Additional holdback requirements will reduce our liquidity in the form of unrestricted cash by the amount of the holdbacks. These holdback amounts are reflected on our condensed consolidated balance sheet as restricted cash.

In June 2012, we entered into the Fourth Amendment to the Merchant Services Bankcard Agreement with First Data Services, LLC and Bank of America, N.A. (collectively, Bank of America Merchant Services or “BAMS”), which extends the term of the agreement between us and BAMS for an additional five years. In accordance with the terms of this agreement, we reduced our collateral requirement and received a release of $45 million from our reserve account in the third quarter of 2012. Collateral held in the reserve account is classified as restricted cash on our condensed consolidated balance sheets.

Aircraft and Engine Purchase Commitments

US Airways has definitive purchase agreements with Airbus for the acquisition of 134 aircraft, including 97 single-aisle A320 family aircraft and 37 widebody aircraft (comprised of 22 A350 XWB aircraft and 15 A330-200 aircraft). Since 2008, when deliveries commenced under the purchase agreements, US Airways has taken delivery of 52 aircraft through September 30, 2012, which includes four A320 aircraft, 41 A321 aircraft and seven A330-200 aircraft. US Airways plans to take delivery of six A321 aircraft in the fourth quarter of 2012, with the remaining 46 A320 family aircraft scheduled to be delivered between 2013 and 2015. In addition, US Airways plans to take delivery of the eight remaining A330-200 aircraft in 2013 and 2014. Deliveries of the 22 A350 XWB aircraft are scheduled to begin in 2017 and extend through 2019.

US Airways has agreements for the purchase of eight new IAE V2500-A5 spare engines scheduled for delivery through 2014 for use on the A320 family fleet, three new Trent 700 spare engines scheduled for delivery through 2013 for use on the A330-200 fleet and three new Trent XWB spare engines scheduled for delivery in 2017 through 2019 for use on the A350 XWB aircraft. US Airways has taken delivery of two of the Trent 700 spare engines and three of the V2500-A5 spare engines through September 30, 2012.

Under all of our aircraft and engine purchase agreements, our total future commitments as of September 30, 2012 are expected to be approximately $5.26 billion through 2019, which includes predelivery deposits and payments. We have financing commitments for all Airbus aircraft scheduled for delivery in 2012. See Part II, Item 1A, Risk Factors – “Increased costs of financing, a reduction in the availability of financing and fluctuations in interest rates could adversely affect our liquidity, operating expenses and results” and “Our high level of fixed obligations limits our ability to fund general corporate requirements and obtain additional financing, limits our flexibility in responding to competitive developments and increases our vulnerability to adverse economic and industry conditions.”

Covenants and Credit Rating

In addition to the minimum cash balance requirements, our long-term debt agreements contain various negative covenants that restrict or limit our actions, including our ability to pay dividends or make other restricted payments. Our long-term debt agreements also generally contain cross-default provisions, which may be triggered by defaults by us under other agreements relating to indebtedness. See Part II, Item 1A, Risk Factors – “Our high level of fixed obligations limits our ability to fund general corporate requirements and obtain additional financing, limits our flexibility in responding to competitive developments and increases our vulnerability to adverse economic and industry conditions” and “Any failure to comply with the liquidity covenants contained in our financing arrangements would likely have a material adverse effect on our business, financial condition and results of operations.” As of September 30, 2012, we and our subsidiaries were in compliance with the covenants in our long-term debt agreements.

The following table details our credit ratings as of September 30, 2012:


	S&P Local Issuer Credit Rating	Fitch Issuer Default Rating	Moody’s Corporate Family Rating
US Airways Group	B-	B-	Caa1
US Airways	B-	B-	*

(*)	The credit agency does not rate this category for US Airways.

A decrease in our credit ratings could cause our borrowing costs to increase, which would increase our interest expense and could affect our net income, and our credit ratings could adversely affect our ability to obtain additional financing. If our financial performance or industry conditions worsen, we may face future downgrades, which could negatively impact our borrowing costs and the prices of our equity or debt securities. In addition, any downgrade of our credit ratings may indicate a decline in our business and in our ability to satisfy our obligations under our indebtedness.

Labor Agreements

In August 2012, we reached a tentative agreement with the Association of Flight Attendants-CWA for a single labor agreement applicable to both premerger US Airways and America West flight attendants. In September 2012, the flight attendants voted to not ratify the proposed five-year collective bargaining agreement. The flight attendants will continue to work under the terms of their respective US Airways or America West collective bargaining agreements, as modified by transition agreements reached in connection with the merger, until a new agreement has been reached with the union and ratified by the flight attendants.

Off-Balance Sheet Arrangements

An off-balance sheet arrangement is any transaction, agreement or other contractual arrangement involving an unconsolidated entity under which a company has (1) made guarantees, (2) a retained or a contingent interest in transferred assets, (3) an obligation under derivative instruments classified as equity or (4) any obligation arising out of a material variable interest in an unconsolidated entity that provides financing, liquidity, market risk or credit risk support to us, or that engages in leasing, hedging or research and development arrangements with us.

There have been no material changes in our off-balance sheet arrangements as set forth in our 2011 Form 10-K.

Contractual Obligations

The following table provides details of our future cash contractual obligations as of September 30, 2012 (in millions):


	Payments Due by Period
	2012		2013		2014		2015		2016		Thereafter		Total
US Airways Group (1)
Debt (2)	$	—	$	16	$	1,376	$	100	$	—	$	35	$	1,527
Interest obligations (3)		14		55		31		5		3		20		128
US Airways (4)
Debt and capital lease obligations (5) (6)		125		379		507		306		303		1,584		3,204
Interest obligations (3) (6)		45		165		136		111		129		298		884
Aircraft purchase and operating lease commitments (7)		525		2,146		1,778		1,105		705		4,415		10,674
Regional capacity purchase agreements (8)		261		1,003		999		857		527		746		4,393
Other US Airways Group subsidiaries (9)		3		8		6		1		—		—		18

Total	$	973	$	3,772	$	4,833	$	2,485	$	1,667	$	7,098	$	20,828

(1)	These commitments represent those entered into by US Airways Group.

(2)	Excludes $98 million of unamortized debt discount as of September 30, 2012.

(3)	For variable-rate debt, future interest obligations are shown above using interest rates in effect as of September 30, 2012.

(4)	These commitments represent those entered into by US Airways.

(5)	Excludes $64 million of unamortized debt discount as of September 30, 2012.

(6)	Includes $1.37 billion of future principal payments and $509 million of future interest payments as of September 30, 2012, respectively, related to pass through trust certificates, or EETCs, associated with mortgage financings for the purchase of certain aircraft.

(7)	Includes $2.36 billion of future minimum lease payments related to EETC leveraged leased financings of certain aircraft as of September 30, 2012.

(8)	Represents minimum payments under capacity purchase agreements with third-party express carriers. These commitments are estimates of costs based on assumed minimum levels of flying under the capacity purchase agreements and our actual payments could differ materially.

(9)	Represents operating lease commitments entered into by US Airways Group’s other airline subsidiaries, Piedmont and PSA.

In light of our significant financial commitments related to, among other things, new aircraft and the servicing and amortization of existing debt and equipment leasing arrangements, we regularly consider and enter into negotiations related to capital raising activity, which may include the entry into leasing transactions and future issuances of secured or unsecured debt obligations or additional equity securities, in public or private offerings or otherwise. The cash available to us from operations and these sources, however, may not be sufficient to cover these cash obligations because economic factors may reduce the amount of cash generated by operations or increase our costs. For instance, an economic downturn or general global instability caused by military actions, terrorism, disease outbreaks and natural disasters could reduce the demand for air travel, which would reduce the amount of cash generated by operations. An increase in our costs, either due to an increase in borrowing costs caused by a reduction in our credit rating or a general increase in interest rates or due to an increase in the cost of fuel, maintenance, aircraft and aircraft engines and parts, could decrease the amount of cash available to cover the cash obligations. Moreover, the Citicorp credit facility, our amended credit card agreement with Barclays Bank Delaware and certain of our other financing arrangements contain significant minimum cash balance requirements. As a result, we cannot use all of our available cash to fund operations, capital expenditures and cash obligations without violating these requirements.

Critical Accounting Policies and Estimates

In the third quarter of 2012, there were no changes to our critical accounting policies and estimates from those disclosed in the consolidated financial statements and accompanying notes contained in our 2011 Form 10-K.

Item 3. Quantitative and Qualitative Disclosures About Market Risk

Market Risk Sensitive Instruments

Our primary market risk exposures include commodity price risk (i.e., the price paid to obtain aviation fuel) and interest rate risk. Our exposure to market risk from changes in commodity prices and interest rates has not changed materially from our exposure discussed in our 2011 Form 10-K except as updated below.

Commodity price risk

Our 2012 forecasted mainline and express fuel consumption is presently approximately 1.45 billion gallons, and based on this forecast, a one cent per gallon increase in aviation fuel price results in a $15 million increase in annual expense. We have not entered into any transactions to hedge our fuel consumption. As a result, we fully realize the effects of any increase or decrease in fuel prices.

Interest rate risk

Our exposure to interest rate risk relates primarily to our variable-rate debt obligations. At September 30, 2012, our variable-rate long-term debt obligations of approximately $2.75 billion represented approximately 58% of our total long-term debt. If interest rates increased 10% in 2012, the impact on our results of operations would be approximately $10 million of additional interest expense.

Item 4. Controls and Procedures

Evaluation of disclosure controls and procedures.

An evaluation was performed under the supervision and with the participation of US Airways Group’s and US Airways’ management, including the Chief Executive Officer (the “CEO”) and Chief Financial Officer (the “CFO”), of the effectiveness of the design and operation of our disclosure controls and procedures (as defined in the rules promulgated under the Securities Exchange Act of 1934, as amended) as of September 30, 2012. Based on that evaluation, our management, including the CEO and CFO, concluded that our disclosure controls and procedures were effective as of September 30, 2012.

Changes in internal control over financial reporting.

There has been no change to US Airways Group’s or US Airways’ internal control over financial reporting that occurred during the quarter ended September 30, 2012 that has materially affected, or is reasonably likely to materially affect, US Airways Group’s or US Airways’ internal control over financial reporting.

Limitation on the effectiveness of controls.

We believe that a controls system, no matter how well designed and operated, cannot provide absolute assurance that the objectives of the controls system are met and no evaluation of controls can provide absolute assurance that all control issues and instances of fraud, if any, within a company have been detected. Our disclosure controls and procedures are designed to provide reasonable assurance of achieving their objectives, and the CEO and CFO believe that our disclosure controls and procedures were effective at the “reasonable assurance” level as of September 30, 2012.

Part II. Other Information

Item 1. Legal Proceedings

We are party to an arbitration proceeding relating to a grievance brought by our pilots union to the effect that, retroactive to January 1, 2010, this work group was entitled to a significant increase in wages by operation of the applicable collective bargaining agreement. The arbitrator has issued two decisions in our favor, and the union has requested a meeting with the arbitrator to address those decisions. We believe that the union’s position is without merit and that the possibility of an adverse outcome is remote.

On April 21, 2011, US Airways filed an antitrust lawsuit against Sabre Holdings Corporation, Sabre Inc. and Sabre Travel International Limited (collectively, “Sabre”) in Federal District Court for the Southern District of New York. The lawsuit alleges, among other things, that Sabre has engaged in anticompetitive practices that illegally restrain US Airways’ ability to distribute its products to its customers. The lawsuit also alleges that these actions have prevented US Airways from employing new competing technologies and have allowed Sabre to continue to charge US Airways supracompetitive fees. The lawsuit seeks both injunctive relief and money damages. Sabre filed a motion to dismiss the case, which the court denied in part and granted in part in September 2011 allowing two of the four counts in the complaint to proceed. We intend to pursue these claims vigorously, but there can be no assurance of the outcome of this litigation.

We are defendants in various other pending lawsuits and proceedings, and from time to time are subject to other claims arising in the normal course of our business, many of which are covered in whole or in part by insurance. The outcome of those matters cannot be predicted with certainty at this time, but we, having consulted with outside counsel, believe that the ultimate disposition of these contingencies will not materially affect our consolidated financial position or results of operations.

Item 1A. Risk Factors

Below are certain risk factors that may affect our business, results of operations or financial condition, or the trading price of our common stock or other securities. We caution the reader that these risk factors may not be exhaustive. We operate in a continually changing business environment, and new risks and uncertainties emerge from time to time. Management cannot predict such new risks and uncertainties, nor can it assess the extent to which any of the risk factors below or any such new risks and uncertainties, or any combination thereof, may impact our business.

Risk Factors Relating to the Company and Industry-Related Risks

US Airways Group could experience significant operating losses in the future.

For a number of reasons, including those addressed in these risk factors, US Airways Group might fail to achieve profitability and might experience significant losses. In particular, the condition of the economy and the high volatility of fuel prices have had and continue to have an impact on our operating results, and increase the risk that we will experience losses.

Downturns in economic conditions adversely affect our business.

Due to the discretionary nature of business and leisure travel spending, airline industry revenues are heavily influenced by the condition of the U.S. economy and economies in other regions of the world. Unfavorable conditions in these broader economies have resulted, and may result in the future, in decreased passenger demand for air travel and changes in booking practices, both of which in turn have had, and may have in the future, a strong negative effect on our revenues. In addition, during challenging economic times, actions by our competitors to increase their revenues can have an adverse impact on our revenues. See “The airline industry is intensely competitive and dynamic” below. Certain labor agreements to which we are a party limit our ability to reduce the number of aircraft in operation, and the utilization of such aircraft, below certain levels. As a result, we may not be able to optimize the number of aircraft in operation in response to a decrease in passenger demand for air travel.

Our business is dependent on the price and availability of aircraft fuel. Continued periods of high volatility in fuel costs, increased fuel prices and significant disruptions in the supply of aircraft fuel could have a significant negative impact on our operating results and liquidity.

Our operating results are materially impacted by changes in the availability, price volatility and cost of aircraft fuel, which represents one of the largest single cost items in our business. Fuel prices have fluctuated substantially over the past several years with jet fuel spot prices ranging from a low of approximately $1.87 per gallon to a high of approximately $3.38 per gallon during the period from January 1, 2010 to September 30, 2012.

Because of the amount of fuel needed to operate our airline, even a relatively small increase in the price of fuel can have a material adverse aggregate effect on our costs and liquidity. Due to the competitive nature of the airline industry and unpredictability of the market, we can offer no assurance that we may be able to increase our fares, impose fuel surcharges or otherwise increase revenues sufficiently to offset fuel price increases.

Although we are currently able to obtain adequate supplies of aircraft fuel, we cannot predict the future availability, price volatility or cost of aircraft fuel. Natural disasters, political disruptions or wars involving oil-producing countries, changes in fuel-related governmental policy, the strength of the U.S. dollar against foreign currencies, speculation in the energy futures markets, changes in aircraft fuel production capacity, environmental concerns and other unpredictable events may result in fuel supply shortages, additional fuel price volatility and cost increases in the future.

Historically, we have from time to time entered into hedging arrangements designed to protect against rising fuel costs. Currently, we have not entered into any transactions to hedge our fuel consumption. Our ability to hedge in the future may be limited, particularly if our financial condition provides insufficient liquidity to meet counterparty collateral requirements. Our future fuel hedging arrangements, if any, may not completely protect us against price increases and may be limited in both volume of fuel and duration. Also, a rapid decline in the price of fuel at a time when we have fuel hedging contracts in place could adversely impact our short-term liquidity, because hedge counterparties could require that we post collateral in the form of cash or letters of credit when the projected future market price of fuel drops below the strike price. See also the discussion in Part I, Item 3, “Quantitative and Qualitative Disclosures About Market Risk.”

The airline industry is intensely competitive and dynamic.

Our competitors include other major domestic airlines as well as foreign, regional and new entrant airlines, many of which have more financial resources or lower cost structures than ours, and other forms of transportation, including rail and private automobiles. In many of our markets we compete with at least one low cost air carrier. Our revenues are sensitive to the actions of other carriers in many areas including pricing, scheduling, capacity and promotions, which can have a substantial adverse impact not only on our revenues, but on overall industry revenues. These factors may become even more significant in periods when the industry experiences large losses, as airlines under financial stress, or in bankruptcy, may institute pricing structures intended to achieve near-term survival rather than long-term viability. In addition, because a significant portion of our traffic is short-haul travel, we are more susceptible than other major airlines to competition from surface transportation such as automobiles and trains.

Low cost carriers have a profound impact on industry revenues. Using the advantage of low unit costs, these carriers offer lower fares in order to shift demand from larger, more-established airlines. Some low cost carriers, which have cost structures lower than ours, have better financial performance and significant numbers of aircraft on order for delivery in the next few years. These low-cost carriers are expected to continue to increase their market share through growth and, potentially, further consolidation, and could continue to have an impact on our overall performance.

Additionally, as mergers and other forms of industry consolidation, including antitrust immunity grants take place, we might or might not be included as a participant. Depending on which carriers combine and which assets, if any, are sold or otherwise transferred to other carriers in connection with such combinations, our competitive position relative to the post-combination carriers or other carriers that acquire such assets could be harmed. In addition, as carriers combine through traditional mergers or antitrust immunity grants, their route networks will grow and that growth will result in greater overlap with our network, which in turn could result in lower overall market share and revenues for us. Such consolidation is not limited to the U.S., but could include further consolidation among international carriers in Europe and elsewhere.

We continue to study AMR Corporation, the parent of American Airlines, and have concluded that a merger with AMR Corporation, while it is undergoing its bankruptcy restructuring, represents a unique opportunity for our company. On April 20, 2012, we announced that we had reached agreements for collective bargaining agreements that would govern the American Airlines employees represented by the Transport Workers Union, Association of Professional Flight Attendants and Allied Pilots Association. The effectiveness of these agreements is contingent upon a business combination involving the Company and AMR Corporation in connection with the pending bankruptcy case of AMR Corporation. No agreement for that business combination has been reached and there can be no assurance that any such business combination will be agreed to or implemented. If a business combination transaction with AMR Corporation were consummated, no prediction can be made at this time as to what effect that combination would have on our future business, financial condition and results of operations.

Increased costs of financing, a reduction in the availability of financing and fluctuations in interest rates could adversely affect our liquidity, operating expenses and results.

Concerns about the systemic impact of inflation, the availability and cost of credit, energy costs and geopolitical issues, combined with continued changes in business activity levels and consumer confidence, increased unemployment and volatile oil prices, have contributed to unprecedented levels of volatility in the capital markets. As a result of these market conditions, the cost and availability of credit have been and may continue to be adversely affected by illiquid credit markets and wider credit spreads. These changes in the domestic and global financial markets may increase our costs of financing and adversely affect our ability to obtain financing needed for the acquisition of aircraft that we have contractual commitments to purchase and for other types of financings we may seek in order to refinance debt maturities, raise capital or fund other types of obligations. Any downgrades to our credit rating may likewise increase the cost and reduce the availability of financing.

In addition, we have substantial non-cancelable commitments for capital expenditures, including the acquisition of new aircraft and related spare engines. We have not yet secured financing commitments for some of the aircraft we have on order, commencing with deliveries scheduled for 2013, and cannot assure you of the availability or cost of that financing. If we are not able to arrange financing for such aircraft at customary advance rates and on terms and conditions acceptable to us, we expect we would seek to negotiate deferrals of aircraft deliveries with the manufacturer or financing at lower than customary advance rates, or, if required, use cash from operations or other sources to purchase the aircraft.

Further, a substantial portion of our indebtedness bears interest at fluctuating interest rates, primarily based on the London interbank offered rate for deposits of U.S. dollars (“LIBOR”). LIBOR tends to fluctuate based on general economic conditions, general interest rates, Federal Reserve rates and the supply of and demand for credit in the London interbank market. We have not hedged our interest rate exposure and, accordingly, our interest expense for any particular period may fluctuate based on LIBOR and other variable interest rates. To the extent these interest rates increase, our interest expense will increase, in which event we may have difficulties making interest payments and funding our other fixed costs, and our available cash flow for general corporate requirements may be adversely affected. See also the discussion of interest rate risk in Part I, Item 3, “Quantitative and Qualitative Disclosures About Market Risk.”

Our high level of fixed obligations limits our ability to fund general corporate requirements and obtain additional financing, limits our flexibility in responding to competitive developments and increases our vulnerability to adverse economic and industry conditions.

We have a significant amount of fixed obligations, including debt, aircraft leases and financings, aircraft purchase commitments, leases and developments of airport and other facilities and other cash obligations. We also have certain guaranteed costs associated with our express operations. Our existing indebtedness is secured by substantially all of our assets.

As a result of the substantial fixed costs associated with these obligations:

•

a decrease in revenues results in a disproportionately greater percentage decrease in earnings;

•

we may not have sufficient liquidity to fund all of these fixed costs if our revenues decline or costs increase; and

•

we may have to use our working capital to fund these fixed costs instead of funding general corporate requirements, including capital expenditures.

These obligations also impact our ability to obtain additional financing, if needed, and our flexibility in the conduct of our business.

Any failure to comply with the liquidity covenants contained in our financing arrangements would likely have a material adverse effect on our business, financial condition and results of operations.

The terms of our Citicorp credit facility and certain of our other financing arrangements require us to maintain consolidated unrestricted cash and cash equivalents of not less than $850 million, with not less than $750 million (subject to partial reductions upon certain reductions in the outstanding principal amount of the loan) of that amount held in accounts subject to control agreements.

Our ability to comply with these covenants while paying the fixed costs associated with our contractual obligations and our other expenses will depend on our operating performance and cash flow, which are seasonal, as well as factors including fuel costs and general economic and political conditions.

The factors affecting our liquidity (and our ability to comply with related covenants) will remain subject to significant fluctuations and uncertainties, many of which are outside our control. Any breach of our liquidity covenants or failure to timely pay our obligations could result in a variety of adverse consequences, including the acceleration of our indebtedness, the withholding of credit card proceeds by our credit card processors and the exercise of remedies by our creditors and lessors. In such a situation, it is unlikely that we would be able to fulfill our contractual obligations, repay the accelerated indebtedness, make required lease payments or otherwise cover our fixed costs.

If our financial condition worsens, provisions in our credit card processing and other commercial agreements may adversely affect our liquidity.

We have agreements with companies that process customer credit card transactions for the sale of air travel and other services. These agreements allow these processing companies, under certain conditions, to hold an amount of our cash (referred to as a “holdback”) equal to some or all of the advance ticket sales that have been processed by that company, but for which we have not yet provided the air transportation. We are currently subject to certain holdback requirements. These holdback requirements can be modified at the discretion of the processing companies upon the occurrence of specific events, including material adverse changes in our financial condition. An increase in the current holdback balances to higher percentages up to and including 100% of relevant advanced ticket sales could materially reduce our liquidity. Likewise, other of our commercial agreements contain provisions that allow other entities to impose less favorable terms, including the acceleration of amounts due, in the event of material adverse changes in our financial condition.

Union disputes, employee strikes and other labor-related disruptions may adversely affect our operations.

Relations between air carriers and labor unions in the United States are governed by the Railway Labor Act (“RLA”). Under the RLA, collective bargaining agreements generally contain “amendable dates” rather than expiration dates, and the RLA requires that a carrier maintain the existing terms and conditions of employment following the amendable date through a multi-stage and usually lengthy series of bargaining processes overseen by the National Mediation Board (“NMB”).

If no agreement is reached during direct negotiations between the parties, either party may request the NMB to appoint a federal mediator. The RLA prescribes no timetable for the direct negotiation and mediation processes, and it is not unusual for those processes to last for many months or even several years. If no agreement is reached in mediation, the NMB in its discretion may declare that an impasse exists and proffer binding arbitration to the parties. Either party may decline to submit to arbitration, and if arbitration is rejected by either party, a 30-day “cooling off” period commences. During or after that period, a Presidential Emergency Board (“PEB”) may be established, which examines the parties’ positions and recommends a solution. The PEB process lasts for 30 days and is followed by another 30-day “cooling off” period. At the end of a “cooling off” period, unless an agreement is reached or action is taken by Congress, the labor organization may exercise “self-help”, such as a strike, which could materially adversely affect our ability to conduct our business and our financial performance.

We are currently in negotiations with the unions representing our pilots, our flight attendants, our fleet service employees, our passenger service employees, our mechanic, stock clerk and related employees, our maintenance training instructors, our flight crew training instructors and our flight simulator engineers, all of which are being overseen by the NMB. One of our express subsidiaries, PSA, is in negotiations with the union representing its pilots, and our other express subsidiary, Piedmont, is in negotiations with the unions representing its pilots and its flight attendants. All of the negotiations are being overseen by the NMB. As a result, these unions presently may not lawfully engage in concerted refusals to work, such as strikes, slow-downs, sick-outs or other similar activity, against us. Nonetheless, there is a risk that disgruntled employees, either with or without union involvement, could engage in one or more concerted refusals to work that could individually or collectively harm the operation of our airline and impair our financial performance. For example, on September 28, 2011, the U.S. District Court in Charlotte granted a preliminary injunction, which was subsequently converted to a permanent injunction, enjoining the labor union representing our pilots from engaging in an illegal work slowdown.

The inability to maintain labor costs at competitive levels would harm our financial performance.

Currently, our labor costs are very competitive relative to the other hub-and-spoke carriers. However, we cannot provide assurance that labor costs going forward will remain competitive because some of our agreements are amendable now and others may become amendable, competitors may significantly reduce their labor costs or we may agree to higher-cost provisions in our current labor negotiations. Approximately 85% of the employees within US Airways Group are represented for collective bargaining purposes by labor unions. Some of our unions have brought and may continue to bring grievances to binding arbitration, including related to wages. Unions may also bring court actions and may seek to compel us to engage in the bargaining processes where we believe we have no such obligation. If successful, there is a risk these judicial or arbitral avenues could create material additional costs that we did not anticipate.

Interruptions or disruptions in service at one of our hub airports or our focus city could have a material adverse impact on our operations.

We operate principally through hubs in Charlotte, Philadelphia and Phoenix, and our focus city, Washington, D.C. Substantially all of our flights either originate in or fly into one of these locations. A significant interruption or disruption in service at one of our hubs or at Washington, D.C. resulting from air traffic control delays, weather conditions, natural disasters, growth constraints, relations with third-party service providers, failure of computer systems, facility disruptions, labor relations, fuel supplies, terrorist activities or otherwise could result in the cancellation or delay of a significant portion of our flights and, as a result, could have a severe impact on our business, operations and financial performance.

Regulatory changes affecting the allocation of slots could have a material adverse impact on our operations.

Operations at four major domestic airports, certain smaller domestic airports and certain foreign airports served by us are regulated by governmental entities through the use of “slots” or similar regulatory mechanisms which limit the rights of carriers to conduct operations at those airports. Each slot represents the authorization to land at or take off from the particular airport during a specified time period and may have other operational restrictions as well. In the United States, the Federal Aviation Administration (“FAA”) currently regulates the allocation of slot or slot exemptions at Reagan National serving Washington, D.C., and three New York City airports – Newark, JFK and LaGuardia. Our operations at these airports generally require the allocation of slots or similar regulatory authority. Similarly, our operations at international airports in Frankfurt, London, Paris and other airports outside the United States are regulated by local slot authorities pursuant to the International Air Transport Association’s Worldwide Scheduling Guidelines and applicable local law.

We currently have sufficient slots or similar authority to operate our existing flight schedule and have generally been able to acquire the necessary rights to expand flights and to change our schedules, although some airports are more challenging than others in terms of the cost and availability of additional authority necessary to expand operations. There is no assurance, however, that we will be able to do so in the future because, among other reasons, such allocations are subject to changes in government policy. The FAA is planning a new rulemaking later this year to update the current rules governing the New York City airports. As the new proposal has not been released yet, we cannot state that the new proposed rules, if finalized, would not have a material impact on our operations.

If we incur problems with any of our third-party regional operators or third-party service providers, our operations could be adversely affected by a resulting decline in revenue or negative public perception about our services.

A significant portion of our regional operations are conducted by third-party operators on our behalf, primarily under capacity purchase agreements. Due to our reliance on third parties to provide these essential services, we are subject to the risks of disruptions to their operations, which may result from many of the same risk factors disclosed in this report, such as the impact of adverse economic conditions, and other risk factors, such as a bankruptcy restructuring of any of the regional operators. We may also experience disruption to our regional operations if we terminate the capacity purchase agreement with one or more of our current operators and transition the services to another provider. As our regional segment provides revenues to us directly and indirectly (by providing flow traffic to our hubs), any significant disruption to our regional operations would have a material adverse effect on our business, results of operations and financial performance.

In addition, our reliance upon others to provide essential services on behalf of our operations may result in our relative inability to control the efficiency and timeliness of contract services. We have entered into agreements with contractors to provide various facilities and services required for our operations, including express flight operations, aircraft maintenance, ground services and facilities, reservations and baggage handling. Similar agreements may be entered into in any new markets we decide to serve. These agreements are generally subject to termination after notice by the third-party service provider. We are also at risk should one of these service providers cease operations, and there is no guarantee that we could replace these providers on a timely basis with comparably priced providers. Recent volatility in fuel prices, disruptions to capital markets and the current economic downturn in general have subjected certain of these third-party service providers to strong financial pressures. Any material problems with the efficiency and timeliness of contract services, resulting from financial hardships or otherwise, could have a material adverse effect on our business, financial condition and results of operations.

We rely on third party distribution channels and must manage effectively the costs, rights and functionality of these channels.

We rely on third party distribution channels, including those provided by or through global distribution systems, or GDSs (e.g., Amadeus, Sabre and Travelport), conventional travel agents and online travel agents, or OTAs (e.g., Expedia, Orbitz and Travelocity), to distribute a significant portion of our airline tickets and we expect in the future to continue to rely on these channels and hope eventually to use them to distribute and collect revenues for ancillary products (e.g., fees for selective seating). These distribution channels are more expensive and at present have less functionality in respect of ancillary product offerings than those we operate ourselves, such as our call centers and our website. Certain of these distribution channels also effectively restrict the manner in which we distribute our products generally. To remain competitive, we will need to manage successfully our distribution costs and rights, increase our distribution flexibility and improve the functionality of third party distribution channels, while maintaining an industry-competitive cost structure. Any inability to manage our third party distribution costs, rights and functionality at a competitive level or any material diminishment or disruption in the distribution of our tickets could have a material adverse effect on our competitive position and our results of operations.

Further, on April 21, 2011, we filed an antitrust lawsuit against Sabre in Federal District Court for the Southern District of New York. The lawsuit, as amended to date, alleges, among other things, that Sabre has engaged in anticompetitive practices to preserve its monopoly power by restricting our ability to distribute our products to our customers. The lawsuit also alleges that these actions have prevented us from employing new competing technologies and has allowed Sabre to continue to charge us supracompetitive fees. The lawsuit seeks both injunctive relief and money damages. Sabre filed a motion to dismiss the case, which the court denied in part and granted in part in September 2011 allowing two of the four counts in the complaint to proceed. We intend to pursue these claims vigorously, but there can be no assurance of the outcome of this litigation.

Changes in government regulation could increase our operating costs and limit our ability to conduct our business.

Airlines are subject to extensive regulatory requirements. In the last several years, Congress has passed laws, and the U.S. Department of Transportation (“DOT”), the FAA, the Transportation Security Administration (“TSA”) and the Department of Homeland Security have issued a number of directives and other regulations. These requirements impose substantial costs on airlines.

The FAA from time to time issues directives and other regulations relating to the maintenance and operation of aircraft that require significant expenditures or operational restrictions. Some FAA requirements cover, among other things, retirement and maintenance of older aircraft, security measures, collision avoidance systems, airborne windshear avoidance systems, noise abatement, other environmental concerns, fuel tank inerting, crew scheduling, aircraft operation and safety and increased inspections and maintenance procedures to be conducted on older aircraft. Our failure to timely comply with these requirements has in the past and could in the future result in fines and other enforcement actions by the FAA or other regulators. Additionally, the FAA recently finalized rules on pilot flight and duty times, and has proposed new rules on minimum requirements for all pilots operating commercial aircraft. Both rules could increase our costs and reduce staffing flexibility.

Our airline subsidiaries are obligated to collect a federal excise tax, commonly referred to as the “ticket tax”, on domestic and international air transportation. Our airline subsidiaries collect the ticket tax, along with certain other U.S. and foreign taxes and user fees on air transportation, and pass along the collected amounts to the appropriate governmental agencies. Although these taxes are not our operating expenses, they represent an additional cost to our customers. There are a number of efforts in Congress and in other countries to raise different portions of the various taxes imposed on airlines and their passengers.

Most major U.S. airports impose a passenger facility charge (“PFC”). The ability of airlines to contest increases in this charge is restricted by federal legislation, DOT regulations and judicial decisions. With certain exceptions, air carriers pass these charges on to passengers. However, our ability to pass through PFCs to our customers is subject to various factors, including market conditions and competitive factors. The current cap on the PFC is $4.50 per passenger, although there are efforts to raise the cap to a higher level before Congress.

DOT consumer rules, that took effect on April 29, 2010 require new procedures for customer handling during long onboard delays, as well as additional reporting requirements for airlines that have increased the cost of airline operations and reduced revenues. The DOT has been aggressively investigating alleged violations of the new rules. In addition, the DOT finalized a second set of rules that further regulate airline interactions with passengers through the reservations process, at the airport and on board the aircraft. US Airways is in compliance with these rules which took effect in August 2011 and others which took effect in January 2012. These rules require airlines to display all fares in an “all in” basis with the price of the air travel and all taxes and government imposed fees rolled into the displayed fare. Enhanced disclosure of ancillary fees such as baggage fees is also required. Other rules apply to post-ticket purchase price increases and an expansion of tarmac delay regulations to international carriers.

We anticipate a third set of consumer rules to be issued by the DOT in early 2013. We continue to see other efforts by the DOT to further regulate airlines through increased data reporting requirements, expansion of the Air Carrier Access Act, and greater oversight of the ways that airlines describe and sell air transportation and other products and services. Each additional regulation or other form of regulatory oversight increases costs and adds greater complexity to our operation. We cannot assure you that compliance with these new rules, anticipated rules or other forms of regulatory oversight will not have a material adverse effect on our business.

On February 6, 2012, Congress passed the FAA Reauthorization legislation, formally titled as “FAA Modernization and Reform Act of 2012” (H.R.658). From the perspective of the airline industry, highlights include:

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No increase in airline ticket or fuel taxes;

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No increase in PFCs;

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No taxation of ancillary fees and revenue;

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Authorizes eight additional daily flights beyond the 1,250 mile perimeter restricting flights to and from Reagan Washington National Airport. Four flights are allocated to new entrant and limited incumbents, and four are set aside for incumbent carriers serving DCA as of the date of enactment (that is, one for each of American, Delta, United and US Airways);

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Dedicated title of the legislation is intended to help accelerate implementation of the NextGeneration air traffic control system. Among the provisions included are mandated performance metrics, as well as a requirement that modernization projects at 35 major airports are to receive streamlined environmental review; and

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Sunsets costly and redundant line checks for pilots over 60.

In addition, the TSA mandates the federalization of certain airport security procedures and imposes additional security requirements on airports and airlines, most of which are funded by a per ticket tax on passengers and a tax on airlines. The federal government has on several occasions proposed a significant increase in the per ticket tax, including most recently in the Administration’s proposed fiscal year 2013 budget. The proposed ticket tax increase, if implemented, could negatively impact our financial results.

Finally, the ability of U.S. carriers to operate international routes is subject to change because the applicable arrangements between the U.S. and foreign governments may be amended from time to time, or because appropriate slots or facilities may not be available. We cannot assure you that laws or regulations enacted in the future will not adversely affect our operating costs. In addition, increased environmental regulation, particularly in the EU, may increase costs or restrict our operations. The EU’s Emissions Trading Scheme is scheduled to take full effect in 2012 and unless a change occurs, US Airways will have to make a payment in April 2013. This scheme has the ability to appreciably raise costs associated with flights to EU countries as airlines will have to purchase emissions credits on the open market to cover some percentage of a carrier’s European operations. US Airways has met all the regulatory milestones associated with the program to date. While we are complying with the regulations under protest, we have also been supportive of the efforts of the U.S. government and other countries to delay the implementation and financial effects of the new regulations.

Whether US Airways will ever be required to purchase and redeem emissions credits under the EU scheme is still unknown. However, it is increasingly likely that in the future we will be subject to some form of regulation governing aircraft emissions. How such regulations are implemented or what the impact on us will be is unknown at this time.

Changes to our business model that are designed to increase revenues may not be successful and may cause operational difficulties or decreased demand.

We have implemented several new measures designed to increase revenue and offset costs. These measures include charging separately for services that had previously been included within the price of a ticket and increasing other pre-existing fees. We may introduce additional initiatives in the future, however, as time goes on, we expect that it will be more difficult to identify and implement additional initiatives. We cannot assure you that these new measures or any future initiatives will be successful in increasing our revenues. Additionally, the implementation of these initiatives creates logistical challenges that could harm the operational performance of our airline. Also, the new and increased fees might reduce the demand for air travel on our airline or across the industry in general, particularly if weakened economic conditions continue to make our customers more sensitive to increased travel costs or provide a significant competitive advantage to other carriers which determine not to institute similar charges.

The loss of key personnel upon whom we depend to operate our business or the inability to attract additional qualified personnel could adversely affect the results of our operations or our financial performance.

We believe that our future success will depend in large part on our ability to attract and retain highly qualified management, technical and other personnel. We may not be successful in retaining key personnel or in attracting and retaining other highly qualified personnel. Any inability to retain or attract significant numbers of qualified management and other personnel could adversely affect our business.

We may be adversely affected by conflicts overseas or terrorist attacks; the travel industry continues to face ongoing security concerns.

Acts of terrorism or fear of such attacks, including elevated national threat warnings, wars or other military conflicts, may depress air travel, particularly on international routes, and cause declines in revenues and increases in costs. The attacks of September 11, 2001 and continuing terrorist threats and attempted attacks materially impacted and continue to impact air travel. Increased security procedures introduced at airports since the attacks and other such measures as may be introduced in the future generate higher operating costs for airlines. The Aviation and Transportation Security Act mandated improved flight deck security, deployment of federal air marshals on board flights, improved airport perimeter access security, airline crew security training, enhanced security screening of passengers, baggage, cargo, mail, employees and vendors, enhanced training and qualifications of security screening personnel, additional provision of passenger data to U.S. Customs and enhanced background checks. A concurrent increase in airport security charges and procedures, such as restrictions on carry-on baggage, has also had and may continue to have a disproportionate impact on short-haul travel, which constitutes a significant portion of our flying and revenue.

Our ability to operate and grow our route network in the future is dependent on the availability of adequate facilities and infrastructure throughout our system.

In order to operate our existing flight schedule and, where appropriate, add service along new or existing routes, we must be able to obtain adequate gates, ticketing facilities, operations areas, slots (where applicable) and office space. For example, at our largest hub airport, we are seeking to increase international service despite challenging airport space constraints. The nation’s aging air traffic control infrastructure presents challenges as well. The ability of the air traffic control system to handle traffic in high-density areas where we have a large concentration of flights is critical to our ability to operate our existing schedule. Also, as airports around the world become more congested, we cannot always be sure that our plans for new service can be implemented in a commercially viable manner given operating constraints at airports throughout our network.

We are subject to many forms of environmental regulation and may incur substantial costs as a result.

We are subject to increasingly stringent federal, state, local and foreign laws, regulations and ordinances relating to the protection of the environment, including those relating to emissions to the air, discharges to surface and subsurface waters, safe drinking water, and the management of hazardous substances, oils and waste materials. Compliance with all environmental laws and regulations can require significant expenditures.

The U.S. Environmental Protection Agency (“EPA”) has proposed effluent limitation guidelines for airport deicing fluid. This proposed technology-based rule would require the mitigation of spent deicing fluid (glycol) discharges through collection and treatment. Airports meeting threshold requirements would have to construct or reconfigure deicing facilities to capture and treat the fluid. Additionally, the EPA has proposed changes to underground storage tank regulations that could affect certain airport fuel hydrant systems. Airport systems that fall within threshold requirements would need to be modified to meet regulations. Neither rule has been finalized, and cost estimates have not been defined, but US Airways along with other airlines would share a portion of these costs at applicable airports. In addition to the proposed EPA regulations, several U.S. airport authorities are actively engaged in efforts to limit discharges of de-icing fluid to local groundwater, often by requiring airlines to participate in the building or reconfiguring of airport de-icing facilities. Such efforts are likely to impose additional costs and restrictions on airlines using those airports. We do not believe, however, that such environmental developments will have a material impact on our capital expenditures or otherwise adversely affect our operations, operating costs or competitive position.

We are also subject to other environmental laws and regulations, including those that require us to remediate soil or groundwater to meet certain objectives. Under federal law, generators of waste materials, and owners or operators of facilities, can be subject to liability for investigation and remediation costs at locations that have been identified as requiring response actions. Liability under these laws is often strict, joint and several, meaning that we could be liable for the costs of cleaning up environmental contamination regardless of fault or the amount of wastes directly attributable to us. We have liability for such costs at various sites, although the future costs associated with the remediation efforts are currently not expected to have a material adverse effect on our business.

We have various leases and agreements with respect to real property, tanks and pipelines with airports and other operators. Under these leases and agreements, we have agreed to indemnify the lessor or operator against environmental liabilities associated with the real property or operations described under the agreement, even if we are not the party responsible for the initial event that caused the environmental damage. We also participate in leases with other airlines in fuel consortiums and fuel committees at airports, where such indemnities are generally joint and several among the participating airlines.

There is increasing global regulatory focus on climate change and greenhouse gas emissions. For example, the European Union (“EU”) has established the European Union Emissions Trading Scheme (“ETS”), the mechanism by which emissions of CO2 are currently regulated in the EU. Beginning in 2012, the ETS will require airlines to have emission allowances equal to the amount of carbon dioxide emissions from flights to and from the EU member states. Compliance with the EU ETS could significantly increase our operating costs. The potential impact of ETS on costs will ultimately depend on a number of factors, including baseline emissions, the price of emission allowances, and the number of future flights subject to ETS, and these costs have not been completely defined. In the U.S., there is an increasing trend toward regulating greenhouse gas emissions directly under the Clean Air Act, and while EPA’s recent regulatory activity in this area has focused on industries other than aviation, it is possible that future EPA regulations or new legislation could impact airlines. Several states are also considering initiatives to regulate emissions of greenhouse gases, primarily through the planned development of greenhouse gas emissions inventories and/or regional greenhouse gas cap and trade programs. These regulatory efforts, both internationally and in the U.S. at the federal and state levels, are still developing and we cannot yet determine what the final regulatory programs will be in the U.S., the EU or in other areas in which we do business. However, such climate change-related regulatory activity in the future may adversely affect our business and financial results by requiring us to reduce our emissions, purchase allowances or otherwise pay for our emissions. Such activity may also impact us indirectly by increasing our operating costs, including fuel costs.

Governmental authorities in several U.S. and foreign cities are also considering or have already implemented aircraft noise reduction programs, including the imposition of nighttime curfews and limitations on daytime take-offs and landings. We have been able to accommodate local noise restrictions imposed to date, but our operations could be adversely affected if locally-imposed regulations become more restrictive or widespread.

We rely heavily on technology and automated systems to operate our business, and any failure of these technologies or systems could harm our business, financial condition or results of operations.

We are highly dependent on technology and automated systems to operate and achieve low operating costs. These technologies and systems include our computerized airline reservation system, flight operations system, financial planning, management and accounting systems, telecommunications systems, website, maintenance systems and check-in kiosks. In order for our operations to work efficiently, our website and reservation system must be able to accommodate a high volume of traffic, maintain secure information and deliver flight information. Substantially all of our tickets are issued to passengers as electronic tickets. We depend on our reservation system, which is hosted and maintained under a long-term contract by a third-party service provider, to be able to issue, track and accept these electronic tickets. If our automated systems are not functioning or if our third-party service providers were to fail to adequately provide technical support, system maintenance or timely software upgrades for any one of our key existing systems, we could experience service disruptions or delays, which could harm our business and result in the loss of important data, increase our expenses and decrease our revenues. In the event that one or more of our primary technology or systems vendors goes into bankruptcy, ceases operations or fails to perform as promised, replacement services may not be readily available on a timely basis, at competitive rates or at all, and any transition time to a new system may be significant. Our automated systems cannot be completely protected against other events that are beyond our control, including natural disasters, computer viruses or telecommunications failures. Substantial or sustained system failures could cause service delays or failures and result in our customers purchasing tickets from other airlines. We cannot assure you that our security measures, change control procedures or disaster recovery plans are adequate to prevent disruptions or delays. Disruption in or changes to these systems could result in a disruption to our business and the loss of important data. Any of the foregoing could result in a material adverse effect on our business, results of operations or financial condition.

Ongoing data security compliance requirements could increase our costs, and any significant data breach could harm our business, financial condition or results of operations.

Our business requires the appropriate and secure utilization of customer and other sensitive information. We cannot be certain that advances in criminal capabilities (including cyber attacks or cyber intrusions over the Internet, malware, computer viruses and the like), discovery of new vulnerabilities or attempts to exploit existing vulnerabilities in our systems, other data thefts, physical system or network break-ins or inappropriate access, or other developments will not compromise or breach the technology protecting the networks that access and store sensitive information. The risk of a security breach or disruption, particularly through cyber attack or cyber intrusion, including by computer hackers, foreign governments and cyber terrorists, has increased as the number, intensity and sophistication of attempted attacks and intrusions from around the world have increased. Furthermore, there has been heightened legislative and regulatory focus on data security in the U.S. and abroad (particularly in the EU), including requirements for varying levels of customer notification in the event of a data breach.

In addition, many of our commercial partners, including credit card companies, have imposed data security standards that we must meet. In particular, we are required by the Payment Card Industry Security Standards Council, founded by the credit card companies, to comply with their highest level of data security standards. While we continue our efforts to meet these standards, new and revised standards may be imposed that may be difficult for us to meet and could increase our costs.

Failure to comply with the Payment Card Industry Standards discussed above or other privacy and data use and security requirements of our partners or related laws, rules and regulations to which we are subject may expose us to claims for contract breach, fines, sanctions or other penalties, which could materially and adversely affect our results of operations and overall business. In addition, failure to address appropriately these issues could also give rise to additional legal risks, which, in turn, could increase the size and number of litigation claims and damages asserted or subject us to enforcement actions, fines and penalties and cause us to incur further related costs and expenses.

We are at risk of losses and adverse publicity stemming from any accident involving any of our aircraft or the aircraft of our regional operators.

If one of our aircraft, an aircraft that is operated under our brand by one of our regional operators or an aircraft that is operated by an airline that is one of our codeshare partners were to be involved in an accident, we could be exposed to significant tort liability. The insurance we carry to cover damages arising from any future accidents may be inadequate. In the event that our insurance is not adequate, we may be forced to bear substantial losses from an accident. In addition, any accident involving an aircraft that we operate, an aircraft that is operated under our brand by one of our regional operators or an aircraft that is operated by an airline that is one of our codeshare partners could create a public perception that our aircraft or those of our regional operators or codeshare partners are not safe or reliable, which could harm our reputation, result in air travelers being reluctant to fly on our aircraft or those of our regional operators or codeshare partners and adversely impact our financial condition and operations.

Delays in scheduled aircraft deliveries or other loss of anticipated fleet capacity may adversely impact our operations and financial results.

The success of our business depends on, among other things, the ability to operate an optimum number and type of aircraft. In many cases, the aircraft we intend to operate are not yet in our fleet, but we have contractual commitments to purchase or lease them. If for any reason we were unable to accept or secure deliveries of new aircraft on contractually scheduled delivery dates, this could have a negative impact on our business, operations and financial performance. Our failure to integrate newly purchased aircraft into our fleet as planned might require us to seek extensions of the terms for some leased aircraft. Such unanticipated extensions may require us to operate existing aircraft beyond the point at which it is economically optimal to retire them, resulting in increased maintenance costs. If new aircraft orders are not filled on a timely basis, we could face higher monthly rental rates.

We are dependent on a limited number of suppliers for aircraft, aircraft engines and parts.

We are dependent on a limited number of suppliers for aircraft, aircraft engines and many aircraft and engine parts. As a result, we are vulnerable to any problems associated with the supply of those aircraft, parts and engines, including design defects, mechanical problems, contractual performance by the suppliers, or adverse perception by the public that would result in customer avoidance or in actions by the FAA resulting in an inability to operate our aircraft.

Our inability to operate profitably out of Philadelphia International Airport, which is one of our hubs, could harm our business, financial condition and results of operations.

Markets served from Philadelphia International Airport (“PHL”), which is one of our hubs and our international gateway, are important to our operations. In fiscal year 2011, more than a third of our daily available seat miles (“ASMs”) and more than half of our international ASMs were flown through PHL. PHL plans to embark on a multi-billion dollar runway and terminal expansion project called the Capacity Enhancement Program that will, if undertaken as planned, result in huge cost increases for airlines serving PHL, including US Airways. The project has been approved by the FAA, and expenditures have already begun. We cannot guarantee that the fees and other costs related to operating out of PHL will not increase should this or other significant expansion projects be implemented by the airport authority. In addition, if we are unable to operate profitably from PHL, we may need to significantly reduce our business at Philadelphia or move that business to another of our hubs, either of which actions could be costly. Our business, financial condition and results of operations could be harmed by an increase in airport rates and fees charged by PHL in connection with and following the airport expansion.

Our business is subject to weather factors and seasonal variations in airline travel, which cause our results to fluctuate.

Our operations are vulnerable to severe weather conditions in parts of our network that could disrupt service, create air traffic control problems, decrease revenue and increase costs, such as during hurricane season in the Caribbean and Southeast United States, snow and severe winter weather in the Northeast United States and thunderstorms in the Eastern United States. In addition, the air travel business historically fluctuates on a seasonal basis. Due to the greater demand for air and leisure travel during the summer months, revenues in the airline industry in the second and third quarters of the year tend to be greater than revenues in the first and fourth quarters of the year. Our results of operations will likely reflect weather factors and seasonality, and therefore quarterly results are not necessarily indicative of those for an entire year, and our prior results are not necessarily indicative of our future results.

Increases in insurance costs or reductions in insurance coverage may adversely impact our operations and financial results.

The terrorist attacks of September 11, 2001 led to a significant increase in insurance premiums and a decrease in the insurance coverage available to commercial air carriers. Accordingly, our insurance costs increased significantly and our ability to continue to obtain insurance even at current prices remains uncertain. In addition, we have obtained third-party war risk (terrorism) insurance through a special program administered by the FAA, resulting in lower premiums than if we had obtained this insurance in the commercial insurance market. The program has been extended, with the same conditions and premiums, until December 31, 2012. If the federal insurance program terminates, we would likely face a material increase in the cost of war risk insurance. The failure of one or more of our insurers could result in a lack of coverage for a period of time. Additionally, severe disruptions in the domestic and global financial markets could adversely impact the claims paying ability of some insurers. Future downgrades in the ratings of enough insurers could adversely impact both the availability of appropriate insurance coverage and its cost. Because of competitive pressures in our industry, our ability to pass additional insurance costs to passengers is limited. As a result, further increases in insurance costs or reductions in available insurance coverage could have an adverse impact on our financial results.

We may be adversely affected by global events that affect travel behavior.

Our revenue and results of operations may be adversely affected by global events beyond our control. An outbreak of a contagious disease such as Severe Acute Respiratory Syndrome (“SARS”), H1N1 influenza virus, avian flu, or any other influenza-type illness, if it were to persist for an extended period, could again materially affect the airline industry and us by reducing revenues and impacting travel behavior.

We are exposed to foreign currency exchange rate fluctuations.

As a result of our international operations, we have significant operating revenues and expenses, as well as assets and liabilities, denominated in foreign currencies. Fluctuations in foreign currencies can significantly affect our operating performance and the value of our assets and liabilities located outside of the United States.

The use of US Airways Group’s net operating losses and certain other tax attributes could be limited in the future.

When a corporation undergoes an ownership change, as defined in Section 382 of the Internal Revenue Code (“Section 382”), a limitation is imposed on the corporation’s future ability to utilize any net operating losses (“NOLs”) generated before the ownership change and certain subsequently recognized “built-in” losses and deductions, if any, existing as of the date of the ownership change. We believe an “ownership change” as defined in Section 382 occurred for US Airways Group in February 2007. Since February 2007, there have been additional changes in the ownership of US Airways Group that, if combined with sufficiently large future changes in ownership, could result in another “ownership change” as defined in Section 382. Until US Airways Group has used all of its existing NOLs, future shifts in ownership of US Airways Group’s common stock could result in new Section 382 limitations on the use of our NOLs as of the date of an additional ownership change.

Risks Relating to Our Common Stock

The price of our common stock has recently been and may in the future be volatile.

The market price of our common stock may fluctuate substantially due to a variety of factors, many of which are beyond our control, including:

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our operating results failing to meet the expectations of securities analysts or investors;

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changes in financial estimates or recommendations by securities analysts;

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material announcements by us or our competitors;

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movements in fuel prices;

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new regulatory pronouncements and changes in regulatory guidelines;

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general and industry-specific economic conditions;

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public sales of a substantial number of shares of our common stock; and

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general market conditions.

Conversion of our convertible notes will dilute the ownership interest of existing stockholders and could adversely affect the market price of our common stock.

The conversion of some or all of US Airways Group’s 7.25% convertible senior notes due 2014 will dilute the ownership interests of existing stockholders. Any sales in the public market of the common stock issuable upon such conversion could adversely affect prevailing market prices of our common stock. In addition, the existence of the convertible notes may encourage short selling by market participants executing hedging strategies.

Certain provisions of the amended and restated certificate of incorporation and amended and restated bylaws of US Airways Group make it difficult for stockholders to change the composition of our board of directors and may discourage takeover attempts that some of our stockholders might consider beneficial.

Certain provisions of the amended and restated certificate of incorporation and amended and restated bylaws of US Airways Group may have the effect of delaying or preventing changes in control if our board of directors determines that such changes in control are not in the best interests of US Airways Group and its stockholders. These provisions include, among other things, the following:

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a classified board of directors with three-year staggered terms;

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advance notice procedures for stockholder proposals to be considered at stockholders’ meetings;

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the ability of US Airways Group’s board of directors to fill vacancies on the board;

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a prohibition against stockholders taking action by written consent;

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a prohibition against stockholders calling special meetings of stockholders;

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a requirement that holders of at least 80% of the voting power of the shares entitled to vote in the election of directors approve any amendment of our amended and restated bylaws submitted to stockholders for approval; and

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super-majority voting requirements to modify or amend specified provisions of US Airways Group’s amended and restated certificate of incorporation.

These provisions are not intended to prevent a takeover, but are intended to protect and maximize the value of US Airways Group’s stockholders’ interests. While these provisions have the effect of encouraging persons seeking to acquire control of our company to negotiate with our board of directors, they could enable our board of directors to prevent a transaction that some, or a majority, of our stockholders might believe to be in their best interests and, in that case, may prevent or discourage attempts to remove and replace incumbent directors. In addition, US Airways Group is subject to the provisions of Section 203 of the Delaware General Corporation Law, which prohibits business combinations with interested stockholders. Interested stockholders do not include stockholders whose acquisition of US Airways Group’s securities is approved by the board of directors prior to the investment under Section 203.

Our charter documents include provisions limiting voting and ownership of our equity interests, which includes our common stock and our convertible notes, by foreign owners.

Our charter documents provide that, consistent with the requirements of Subtitle VII of Title 49 of the United States Code, as amended, or as the same may be from time to time amended (the “Aviation Act”), any person or entity who is not a “citizen of the United States” (as defined under the Aviation Act and administrative interpretations issued by the DOT, its predecessors and successors, from time to time), including any agent, trustee or representative of such person or entity (a “non-citizen”), shall not own (beneficially or of record) and/or control more than (a) 24.9% of the aggregate votes of all of our outstanding equity securities (as defined, which definition includes our capital stock, securities convertible into or exchangeable for shares of our capital stock, including our outstanding convertible notes, and any options, warrants or other rights to acquire capital stock) (the “voting cap amount”) or (b) 49.9% of our outstanding equity securities (the “absolute cap amount”). If non-citizens nonetheless at any time own and/or control more than the voting cap amount, the voting rights of the equity securities in excess of the voting cap amount shall be automatically suspended in accordance with the provisions of our bylaws. Voting rights of equity securities, if any, owned (beneficially or of record) by non-citizens shall be suspended in reverse chronological order based upon the date of registration in the foreign stock record. Further, if at any time a transfer of equity securities to a non-citizen would result in non-citizens owning more than the absolute cap amount, such transfer shall be void and of no effect, in accordance with provisions of our bylaws. Certificates for our equity securities must bear a legend set forth in our amended and restated certificate of incorporation stating that such equity securities are subject to the foregoing restrictions. Under our bylaws, it is the duty of each stockholder who is a non-citizen to register his, her or its equity securities on our foreign stock record. In addition, our bylaws provide that in the event that non-citizens shall own (beneficially or of record) or have voting control over any equity securities, the voting rights of such persons shall be subject to automatic suspension to the extent required to ensure that we are in compliance with applicable provisions of law and regulations relating to ownership or control of a United States air carrier. In the event that we determine that the equity securities registered on the foreign stock record or the stock records of the Company exceed the absolute cap amount, sufficient shares shall be removed from the foreign stock record and the stock records of the Company so that the number of shares entered therein does not exceed the absolute cap amount. Shares of equity securities shall be removed from the foreign stock record and the stock records of the Company in reverse chronological order based on the date of registration in the foreign stock record and the stock records of the Company.

Item 6. Exhibits

The exhibits listed in the Exhibit Index following the signature pages to this report are filed as part of, or incorporated by reference into, this report. Where the amount of securities authorized to be issued under any of the Company’s long-term debt agreements does not exceed 10 percent of the Company’s assets, pursuant to paragraph (b)(4)(iii) of Item 601 of Regulation S-K, in lieu of filing such as an exhibit, the Company hereby agrees to furnish to the Commission upon request a copy of any agreement with respect to such long-term debt.

Signatures

Pursuant to the requirements of the Securities Exchange Act of 1934, the registrants have duly caused this report to be signed on their behalf by the undersigned thereunto duly authorized.


	US Airways Group, Inc. (Registrant)

Date: October 23, 2012	By:	/s/ Derek J. Kerr
		Derek J. Kerr
		Executive Vice President and
		Chief Financial Officer
		(Duly Authorized Officer and Principal Financial Officer)

	US Airways, Inc. (Registrant)

Date: October 23, 2012	By:	/s/ Derek J. Kerr
		Derek J. Kerr
		Executive Vice President and
		Chief Financial Officer
		(Duly Authorized Officer and Principal Financial Officer)

Exhibit Index


Exhibit No.		Description
31.1		Certification of US Airways Group’s Chief Executive Officer pursuant to Rule 13a-14(a)/15d-14(a) under the Securities Exchange Act of 1934, as amended.

31.2		Certification of US Airways Group’s Chief Financial Officer pursuant to Rule 13a-14(a)/15d-14(a) under the Securities Exchange Act of 1934, as amended.

31.3		Certification of US Airways’ Chief Executive Officer pursuant to Rule 13a-14(a)/15d-14(a) under the Securities Exchange Act of 1934, as amended.

31.4		Certification of US Airways’ Chief Financial Officer pursuant to Rule 13a-14(a)/15d-14(a) under the Securities Exchange Act of 1934, as amended.

32.1		Certification of US Airways Group’s Chief Executive Officer and Chief Financial Officer pursuant to Section 906 of the Sarbanes-Oxley Act of 2002.

32.2		Certification of US Airways’ Chief Executive Officer and Chief Financial Officer pursuant to Section 906 of the Sarbanes-Oxley Act of 2002.

101		Interactive data files pursuant to Rule 405 of Regulation S-T.

EX-31.1 2 d407566dex311.htm EX-31.1 EX-31.1

Exhibit 31.1

CEO CERTIFICATION

I, W. Douglas Parker, certify that:

1. I have reviewed this Quarterly Report on Form 10-Q of US Airways Group, Inc.;

2. Based on my knowledge, this report does not contain any untrue statement of a material fact or omit to state a material fact necessary to make the statements made, in light of the circumstances under which such statements were made, not misleading with respect to the period covered by this report;

3. Based on my knowledge, the financial statements, and other financial information included in this report, fairly present in all material respects the financial condition, results of operations and cash flows of the registrant as of, and for, the periods presented in this report;

4. The registrant’s other certifying officer(s) and I are responsible for establishing and maintaining disclosure controls and procedures (as defined in Exchange Act Rules 13a-15(e) and 15d-15(e)) and internal control over financial reporting (as defined in Exchange Act Rules 13a-15(f) and 15d-15(f)) for the registrant and have:

(a) Designed such disclosure controls and procedures, or caused such disclosure controls and procedures to be designed under our supervision, to ensure that material information relating to the registrant, including its consolidated subsidiaries, is made known to us by others within those entities, particularly during the period in which this report is being prepared;

(b) Designed such internal control over financial reporting, or caused such internal control over financial reporting to be designed under our supervision, to provide reasonable assurance regarding the reliability of financial reporting and the preparation of financial statements for external purposes in accordance with generally accepted accounting principles;

(c) Evaluated the effectiveness of the registrant’s disclosure controls and procedures and presented in this report our conclusions about the effectiveness of the disclosure controls and procedures, as of the end of the period covered by this report based on such evaluation; and

(d) Disclosed in this report any change in the registrant’s internal control over financial reporting that occurred during the registrant’s most recent fiscal quarter (the registrant’s fourth fiscal quarter in the case of an annual report) that has materially affected, or is reasonably likely to materially affect, the registrant’s internal control over financial reporting; and

5. The registrant’s other certifying officer(s) and I have disclosed, based on our most recent evaluation of internal control over financial reporting, to the registrant’s auditors and the audit committee of the registrant’s board of directors (or persons performing the equivalent functions):

(a) All significant deficiencies and material weaknesses in the design or operation of internal control over financial reporting which are reasonably likely to adversely affect the registrant’s ability to record, process, summarize and report financial information; and

(b) Any fraud, whether or not material, that involves management or other employees who have a significant role in the registrant’s internal control over financial reporting.

Date: October 23, 2012


/s/ W. Douglas Parker
Name: W. Douglas Parker
Title: Chief Executive Officer

EX-31.2 3 d407566dex312.htm EX-31.2 EX-31.2

Exhibit 31.2

CFO CERTIFICATION

I, Derek J. Kerr, certify that:

1. I have reviewed this Quarterly Report on Form 10-Q of US Airways Group, Inc.;

(b) Any fraud, whether or not material, that involves management or other employees who have a significant role in the registrant’s internal control over financial reporting.

Date: October 23, 2012


/s/ Derek J. Kerr
Name: Derek J. Kerr
Title: Chief Financial Officer

EX-31.3 4 d407566dex313.htm EX-31.3 EX-31.3

Exhibit 31.3

CEO CERTIFICATION

I, W. Douglas Parker, certify that:

1. I have reviewed this Quarterly Report on Form 10-Q of US Airways, Inc.;

(b) Any fraud, whether or not material, that involves management or other employees who have a significant role in the registrant’s internal control over financial reporting.

Date: October 23, 2012


/s/ W. Douglas Parker
Name: W. Douglas Parker
Title: Chief Executive Officer

EX-31.4 5 d407566dex314.htm EX-31.4 EX-31.4

Exhibit 31.4

CFO CERTIFICATION

I, Derek J. Kerr, certify that:

1. I have reviewed this Quarterly Report on Form 10-Q of US Airways, Inc.;

(b) Any fraud, whether or not material, that involves management or other employees who have a significant role in the registrant’s internal control over financial reporting.

Date: October 23, 2012


/s/ Derek J. Kerr
Name: Derek J. Kerr
Title: Chief Financial Officer

EX-32.1 6 d407566dex321.htm EX-32.1 EX-32.1

Exhibit 32.1

Certification of CEO and CFO Pursuant to

18 U.S.C. Section 1350,

as Adopted Pursuant to

Section 906 of the Sarbanes-Oxley Act of 2002

In connection with the Quarterly Report on Form 10-Q of US Airways Group, Inc. (the “Company”) for the quarterly period ended September 30, 2012 (the “Report”), W. Douglas Parker, as Chief Executive Officer of the Company, and Derek J. Kerr, as Chief Financial Officer of the Company, each hereby certifies, pursuant to 18 U.S.C. Section 1350, as adopted pursuant to Section 906 of the Sarbanes-Oxley Act of 2002, that, to the best of his knowledge:

(1) The Report fully complies with the requirements of Section 13(a) or 15(d) of the Securities Exchange Act of 1934; and

(2) The information contained in the Report fairly presents, in all material respects, the financial condition and results of operations of the Company.

/s/ W. Douglas Parker

Name: W. Douglas Parker

Title: Chief Executive Officer

Date: October 23, 2012

/s/ Derek J. Kerr

Name: Derek J. Kerr

Title: Chief Financial Officer

Date: October 23, 2012

This certification is being furnished to accompany the Report pursuant to 18 U.S.C. § 1350 and shall not be deemed filed by the Company for purposes of Section 18 of the Securities Exchange Act of 1934, as amended, and is not to be incorporated by reference into any filing of the Company, whether made before or after the date hereof, regardless of any general incorporation language in such filing.

EX-32.2 7 d407566dex322.htm EX-32.2 EX-32.2

Exhibit 32.2

Certification of CEO and CFO Pursuant to

18 U.S.C. Section 1350,

as Adopted Pursuant to

Section 906 of the Sarbanes-Oxley Act of 2002

In connection with the Quarterly Report on Form 10-Q of US Airways, Inc. (the “Company”) for the quarterly period ended September 30, 2012 (the “Report”), W. Douglas Parker, as Chief Executive Officer of the Company, and Derek J. Kerr, as Chief Financial Officer of the Company, each hereby certifies, pursuant to 18 U.S.C. Section 1350, as adopted pursuant to Section 906 of the Sarbanes-Oxley Act of 2002, that, to the best of his knowledge:

(1) The Report fully complies with the requirements of Section 13(a) or 15(d) of the Securities Exchange Act of 1934; and

(2) The information contained in the Report fairly presents, in all material respects, the financial condition and results of operations of the Company.

/s/ W. Douglas Parker

Name: W. Douglas Parker

Title: Chief Executive Officer

Date: October 23, 2012

/s/ Derek J. Kerr

Name: Derek J. Kerr

Title: Chief Financial Officer

Date: October 23, 2012

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782000000 1000000 Q3 2012 10-Q 2012-09-30 0000701345 --12-31 LCC US AIRWAYS GROUP INC false Large Accelerated Filer

125000000

<div> 3. Earnings Per Common Share Basic earnings per common share (“EPS”) is computed on the basis of the weighted average number of shares of common stock outstanding during the period. Diluted EPS is computed on the basis of the weighted average number of shares of common stock plus the effect of potentially dilutive shares of common stock outstanding during the period using the treasury stock method. Potentially dilutive shares include outstanding employee stock options, employee stock appreciation rights (“SARs”), employee restricted stock units (“RSUs”) and convertible debt. The following table presents the computation of basic and diluted EPS (in millions, except share and per share amounts):   <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="68%"></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Three Months Ended September 30,</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Nine Months Ended September 30,</td> <td valign="bottom"> </td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Basic EPS: </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr> <td valign="top"> Net income </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">245</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">76</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">600</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">53</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Weighted average common shares outstanding (in thousands) </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">162,418</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">162,090</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">162,286</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">161,999</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"> Basic EPS </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">1.51</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">0.47</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">3.70</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">0.33</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Diluted EPS: </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr> <td valign="top"> Net income </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">245</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">76</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">600</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">53</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Interest expense on 7.25% convertible senior notes </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">8</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">7</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">23</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Interest expense on 7% senior convertible notes </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Net income for purposes of computing diluted EPS </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">253</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">83</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">623</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">53</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"> Share computation for diluted EPS (in thousands): </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Weighted average common shares outstanding </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">162,418</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">162,090</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">162,286</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">161,999</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Dilutive effect of stock awards </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">4,240</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,243</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">3,301</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,917</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Assumed conversion of 7.25% convertible senior notes </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">37,746</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">37,746</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">37,746</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Assumed conversion of 7% senior convertible notes </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">199</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">199</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">199</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Weighted average common shares outstanding as adjusted </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">204,603</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">201,278</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">203,532</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">163,916</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"> Diluted EPS </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">1.24</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">0.41</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">3.06</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">0.33</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> The following were excluded from the computation of diluted EPS because inclusion of shares would be antidilutive (in thousands): </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr> <td valign="top"> Stock options, SARs and RSUs </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,626</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,796</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,641</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,578</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> 7.25% convertible senior notes </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">37,746</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> 7% senior convertible notes </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">199</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> </table> </div>

-410000000

1000000

14000000

1000000

162286000

<div> 5. Income Taxes At December 31, 2011, the Company had approximately $1.95 billion of gross net operating losses (“NOLs”) to reduce future federal taxable income. All of the Company’s NOLs are expected to be available to reduce federal taxable income in the calendar year 2012. The NOLs expire during the years 2024 through 2031. The Company’s net deferred tax assets, which include $1.87 billion of the NOLs, are subject to a full valuation allowance. The Company also had approximately $82 million of tax-effected state NOLs at December 31, 2011. At December 31, 2011, the federal and state valuation allowances were $347 million and $61 million, respectively. In accordance with U.S. Generally Accepted Accounting Principles (“GAAP”), utilization of the NOLs will result in a corresponding decrease in the valuation allowance and offset the Company’s tax provision dollar for dollar. For each of the three and nine month periods ended September 30, 2012 and 2011, the Company did not record federal income tax expense. In each of the three and nine month periods ended September 30, 2012, the Company recorded $1 million of state income tax expense related to certain states where NOLs were limited. When profitable, the Company is ordinarily subject to Alternative Minimum Tax (“AMT”). However as the result of a special tax election made in 2009, the Company was able to utilize AMT NOLs to fully offset its AMT taxable income in each of the three and nine month periods ended September 30, 2012 and 2011. In connection with the sale of the Company’s final remaining investment in auction rate securities, the Company recorded a special non-cash tax charge of $21 million in the third quarter of 2011. In the fourth quarter of 2009, the Company had recorded in other comprehensive income (“OCI”), a subset of stockholders’ equity, a non-cash tax provision of $21 million. This provision resulted from $56 million of unrealized gains recorded in OCI due to an increase in the fair value of certain investments in auction rate securities.   The Company has a net deferred tax asset that is subject to a full valuation allowance. Typically, in accordance with GAAP, the reversal of a valuation allowance on a net deferred tax asset reduces any tax provision generated. However, under GAAP, an exception to the above described tax accounting is applicable when a company has the following: (1) a net deferred tax asset that is subject to valuation allowance, (2) an income statement loss and (3) net gains in OCI. In this situation, tax benefits derived from the presence of net gains held in OCI are required to be included in income from operations. The Company met all three of these conditions in the fourth quarter of 2009. As a result, the $21 million tax benefit resulting from the reversal of the valuation allowance was recorded in income from operations rather than as an offset to the $21 million tax provision recorded in OCI. Accordingly, in connection with the sale of the Company’s final remaining investment in auction rate securities, the Company recorded a $21 million special non-cash tax charge in the third quarter of 2011, which recognized in the statement of operations the tax provision recorded in OCI. </div>

2659000000

601000000

6881000000

<div> The following table presents the computation of basic and diluted EPS (in millions, except share and per share amounts):   <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="68%"></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Three Months Ended September 30,</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Nine Months Ended September 30,</td> <td valign="bottom"> </td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Basic EPS: </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr> <td valign="top"> Net income </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">245</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">76</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">600</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">53</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Weighted average common shares outstanding (in thousands) </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">162,418</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">162,090</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">162,286</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">161,999</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"> Basic EPS </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">1.51</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">0.47</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">3.70</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">0.33</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Diluted EPS: </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr> <td valign="top"> Net income </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">245</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">76</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">600</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">53</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Interest expense on 7.25% convertible senior notes </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">8</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">7</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">23</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Interest expense on 7% senior convertible notes </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Net income for purposes of computing diluted EPS </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">253</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">83</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">623</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">53</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"> Share computation for diluted EPS (in thousands): </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Weighted average common shares outstanding </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">162,418</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">162,090</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">162,286</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">161,999</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Dilutive effect of stock awards </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">4,240</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,243</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">3,301</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,917</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Assumed conversion of 7.25% convertible senior notes </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">37,746</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">37,746</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">37,746</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Assumed conversion of 7% senior convertible notes </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">199</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">199</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">199</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Weighted average common shares outstanding as adjusted </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">204,603</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">201,278</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">203,532</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">163,916</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"> Diluted EPS </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">1.24</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">0.41</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">3.06</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">0.33</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> The following were excluded from the computation of diluted EPS because inclusion of shares would be antidilutive (in thousands): </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr> <td valign="top"> Stock options, SARs and RSUs </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,626</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,796</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,641</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,578</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> 7.25% convertible senior notes </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">37,746</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> 7% senior convertible notes </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">199</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> </table> </div>

3301000

182000000

488000000

359000000

1000000

1035000000

731000000

2523000000

483000000

3.70

915000000

600000000

-130000000

419000000

9822000000

42000000

3.06

2386000000

203532000

11000000

600000000

370000000

<div> The following table details the Company’s debt (in millions). Variable interest rates listed are the rates as of September 30, 2012.   <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="80%"></td> <td valign="bottom" width="6%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="6%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">September 30, 2012</td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">December 31, 2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Secured </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"> </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr> <td valign="top"> Citicorp North America loan, variable interest rate of 2.72%, installments due through 2014 </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">1,120</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom">$</td> <td valign="bottom" align="right">1,136</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Equipment loans and other notes payable, fixed and variable interest rates ranging from 1.62% to 10.46%, maturing from 2012 to 2029 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,707</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,729</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Aircraft enhanced equipment trust certificates (“EETCs”), fixed interest rates ranging from 5.90% to 11%, maturing from 2014 to 2024 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,372</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,279</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Other secured obligations, fixed interest rate of 8%, maturing from 2018 to 2021 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">27</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">30</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"></td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">4,226</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">4,174</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Unsecured </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"> </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr> <td valign="top"> Barclays prepaid miles, variable interest rate of 4.96%, interest only payments </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">200</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">200</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Airbus advance, repayments through 2018 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">99</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">142</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> 7.25% convertible senior notes, interest only payments until due in 2014 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">172</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">172</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> 7% senior convertible notes, interest only payments until due in 2020 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">5</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">5</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Industrial development bonds, fixed interest rate of 6.30%, interest only payments until due in 2023 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">29</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">29</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Other unsecured obligations </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">10</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"></td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">505</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">558</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Total long-term debt and capital lease obligations </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">4,731</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">4,732</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Less: Total unamortized discount on debt </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(162</td> <td valign="bottom" nowrap="nowrap">) </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(166</td> <td valign="bottom" nowrap="nowrap">) </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Current maturities </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(417</td> <td valign="bottom" nowrap="nowrap">) </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(436</td> <td valign="bottom" nowrap="nowrap">) </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"> Long-term debt and capital lease obligations, net of current maturities </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">4,152</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom">$</td> <td valign="bottom" align="right">4,130</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> </table> </div>

157000000

1000000

-18000000

428000000

10553000000

506000000

1888000000

<div> 1. Basis of Presentation The accompanying unaudited condensed consolidated financial statements of US Airways Group, Inc. (“US Airways Group” or the “Company”) should be read in conjunction with the consolidated financial statements contained in US Airways Group’s Annual Report on Form 10-K for the year ended December 31, 2011. The accompanying unaudited condensed consolidated financial statements include the accounts of US Airways Group and its wholly owned subsidiaries. Wholly owned subsidiaries include US Airways, Inc. (“US Airways”), Piedmont Airlines, Inc. (“Piedmont”), PSA Airlines, Inc. (“PSA”), Material Services Company, Inc. (“MSC”) and Airways Assurance Limited (“AAL”). All significant intercompany accounts and transactions have been eliminated. Management believes that all adjustments necessary for the fair presentation of results, consisting of normally recurring items, have been included in the unaudited condensed consolidated financial statements for the interim periods presented. The preparation of financial statements in conformity with accounting principles generally accepted in the United States requires management to make certain estimates and assumptions that affect the reported amounts of assets and liabilities, revenues and expenses, and the disclosure of contingent assets and liabilities at the date of the financial statements. Actual results could differ from those estimates. The most significant areas of judgment relate to passenger revenue recognition, impairment of long-lived and intangible assets, the frequent traveler program and the deferred tax asset valuation allowance. The Company’s accumulated other comprehensive income balances at September 30, 2012 and December 31, 2011 related to pension and other postretirement benefits. </div>

<div> 4. Debt The following table details the Company’s debt (in millions). Variable interest rates listed are the rates as of September 30, 2012.   <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="80%"></td> <td valign="bottom" width="6%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="6%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">September 30, 2012</td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">December 31, 2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Secured </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"> </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr> <td valign="top"> Citicorp North America loan, variable interest rate of 2.72%, installments due through 2014 </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">1,120</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom">$</td> <td valign="bottom" align="right">1,136</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Equipment loans and other notes payable, fixed and variable interest rates ranging from 1.62% to 10.46%, maturing from 2012 to 2029 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,707</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,729</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Aircraft enhanced equipment trust certificates (“EETCs”), fixed interest rates ranging from 5.90% to 11%, maturing from 2014 to 2024 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,372</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,279</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Other secured obligations, fixed interest rate of 8%, maturing from 2018 to 2021 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">27</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">30</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"></td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">4,226</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">4,174</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Unsecured </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"> </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr> <td valign="top"> Barclays prepaid miles, variable interest rate of 4.96%, interest only payments </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">200</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">200</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Airbus advance, repayments through 2018 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">99</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">142</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> 7.25% convertible senior notes, interest only payments until due in 2014 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">172</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">172</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> 7% senior convertible notes, interest only payments until due in 2020 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">5</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">5</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Industrial development bonds, fixed interest rate of 6.30%, interest only payments until due in 2023 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">29</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">29</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Other unsecured obligations </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">10</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"></td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">505</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">558</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Total long-term debt and capital lease obligations </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">4,731</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">4,732</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Less: Total unamortized discount on debt </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(162</td> <td valign="bottom" nowrap="nowrap">) </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(166</td> <td valign="bottom" nowrap="nowrap">) </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Current maturities </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(417</td> <td valign="bottom" nowrap="nowrap">) </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(436</td> <td valign="bottom" nowrap="nowrap">) </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"> Long-term debt and capital lease obligations, net of current maturities </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">4,152</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom">$</td> <td valign="bottom" align="right">4,130</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> </table> The Company was in compliance with the covenants in its debt agreements at September 30, 2012. 2012 Barclays Amendment In February 2012, US Airways Group amended its co-branded credit card agreement with Barclays Bank Delaware. This amendment provides that the $200 million pre-purchase of frequent flier miles previously scheduled to reduce commencing in January 2012 will now be reduced commencing in January 2014 over a period of up to approximately two years. 2012 Slot Financing In April 2012, US Airways entered into a loan agreement pursuant to which US Airways borrowed an aggregate principal amount of $100 million. The net proceeds after fees were approximately $98 million. The loan is payable in full at maturity on March 23, 2014. The loan bears interest at an index rate plus an applicable index margin or, at US Airways’ option, LIBOR plus an applicable LIBOR margin. US Airways has agreed to maintain a level of unrestricted cash in the same amount required by the Citicorp credit facility and has also agreed to maintain certain collateral coverage ratios. The loan is collateralized by certain airport take-off and landing slots. 2012-1 EETC Financing Transactions In May 2012, US Airways created three pass-through trusts which issued approximately $623 million aggregate face amount of Series 2012-1 Class A, Class B and Class C Enhanced Equipment Trust Certificates in connection with the refinancing of two Airbus aircraft owned by US Airways and the financing of 12 Airbus aircraft scheduled to be delivered from September 2012 to March 2013 (the “2012 EETCs”). The 2012 EETCs represent fractional undivided interests in the respective pass-through trusts and are not obligations of US Airways. Proceeds received from the sale of EETCs are initially held by a depository in escrow for the benefit of the certificate holders until US Airways issues equipment notes to the trust, which purchases the notes with a portion of the escrowed funds. These escrowed funds are not guaranteed by US Airways and are not reported as debt on US Airways’ condensed consolidated balance sheet because the proceeds held by the depositary are not US Airways’ assets.   As of September 30, 2012, $168 million of the escrowed proceeds from the 2012 EETCs have been used to purchase equipment notes issued by US Airways in three series: Series A equipment notes in an aggregate principal amount of $103 million bearing interest at 5.90% per annum, Series B equipment notes in an aggregate principal amount of $34 million bearing interest at 8% per annum and Series C equipment notes in an aggregate principal amount of $31 million bearing interest at 9.125% per annum. Interest on the equipment notes is payable semiannually in April and October of each year, beginning in October 2012. Principal payments on the equipment notes are scheduled to begin in April 2013. The final payments on the Series A equipment notes, Series B equipment notes and Series C equipment notes will be due in October 2024, October 2019 and October 2015, respectively. US Airways’ payment obligations under the equipment notes are fully and unconditionally guaranteed by US Airways Group. The net proceeds from the issuance of these equipment notes were used in part to repay the existing debt associated with the two Airbus aircraft and to finance two Airbus aircraft delivered in September 2012, with the balance used for general corporate purposes. The equipment notes are secured by liens on aircraft. The remaining $455 million of escrowed proceeds will be used to purchase equipment notes as the new aircraft are delivered. Other 2012 Financing Transactions In the third quarter of 2012, US Airways borrowed $85 million to finance new Airbus aircraft deliveries. These financings bear interest at a rate of LIBOR plus an applicable margin and contain default provisions and other covenants that are typical in the industry. In the third quarter of 2012, US Airways entered into an agreement to acquire five Embraer 190 aircraft from Republic Airline, Inc. (“Republic”). In October 2012, US Airways took delivery of the first aircraft and the remaining four aircraft are scheduled to be delivered in the fourth quarter of 2012 through the first quarter of 2013. In connection with this agreement, US Airways will assume the outstanding debt on these aircraft and Republic will be released from its obligations associated with the principal due under the debt. Fair Value of Debt The fair value of the Company’s long-term debt was approximately $4.42 billion and $4.23 billion at September 30, 2012 and December 31, 2011, respectively. The fair values were estimated using quoted market prices where available. For long-term debt not actively traded, fair values were estimated using a discounted cash flow analysis based on the Company’s current incremental borrowing rates for similar types of borrowing arrangements. If the Company’s long-term debt was measured at fair value, it would have been categorized as Level 2 in the fair value hierarchy. </div>

256000000

623000000

114000000

887000000

<div> 8. Legal Proceedings The Company is party to an arbitration proceeding relating to a grievance brought by its pilots union to the effect that, retroactive to January 1, 2010, this work group was entitled to a significant increase in wages by operation of the applicable collective bargaining agreement. The arbitrator has issued two decisions in the Company’s favor, and the union has requested a meeting with the arbitrator to address those decisions. The Company believes that the union’s position is without merit and that the possibility of an adverse outcome is remote. On April 21, 2011, US Airways filed an antitrust lawsuit against Sabre Holdings Corporation, Sabre Inc. and Sabre Travel International Limited (collectively, “Sabre”) in Federal District Court for the Southern District of New York. The lawsuit alleges, among other things, that Sabre has engaged in anticompetitive practices that illegally restrain US Airways’ ability to distribute its products to its customers. The lawsuit also alleges that these actions have prevented US Airways from employing new competing technologies and have allowed Sabre to continue to charge US Airways supracompetitive fees. The lawsuit seeks both injunctive relief and money damages. Sabre filed a motion to dismiss the case, which the court denied in part and granted in part in September 2011 allowing two of the four counts in the complaint to proceed. The Company intends to pursue these claims vigorously, but there can be no assurance of the outcome of this litigation. The Company and/or its subsidiaries are defendants in various other pending lawsuits and proceedings, and from time to time are subject to other claims arising in the normal course of its business, many of which are covered in whole or in part by insurance. The outcome of those matters cannot be predicted with certainty at this time, but the Company, having consulted with outside counsel, believes that the ultimate disposition of these contingencies will not materially affect its consolidated financial position or results of operations. </div>

353000000

<div> 6. Express Expenses Expenses associated with the Company’s wholly owned regional airlines and affiliate regional airlines operating as US Airways Express are classified as express expenses on the condensed consolidated statements of operations. Express expenses consist of the following (in millions):   <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="76%"></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Three Months Ended September 30,</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Nine Months Ended September 30,</td> <td valign="bottom"> </td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Aircraft fuel and related taxes </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">272</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">273</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">830</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">803</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Salaries and related costs </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">72</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">67</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">223</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">204</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Capacity purchases </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">267</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">255</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">819</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">782</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Aircraft rent </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">13</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">13</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">39</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">39</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Aircraft maintenance </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">28</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">55</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">83</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">151</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Other rent and landing fees </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">33</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">35</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">100</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">104</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Selling expenses </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">45</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">45</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">132</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">135</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Special items, net </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">3</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Depreciation and amortization </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">8</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">6</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">23</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">18</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Other expenses </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">43</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">45</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">134</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">139</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Express expenses </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">781</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">794</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">2,386</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">2,376</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> </table> </div> 15000000 25000000 <div> 2. Special Items, Net Special items, net as shown on the condensed consolidated statements of operations included the following charges for the three and nine months ended September 30, 2012 and 2011 (in millions): <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="76%"></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Three Months Ended  September 30,</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Nine Months Ended  September 30,</td> <td valign="bottom"> </td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Special items, net </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">14</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">13</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">25</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">22</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> </table> <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%"> <tr> <td valign="top" width="4%" align="left"></td> <td valign="top" align="left">The 2012 and 2011 third quarter and nine month periods consisted primarily of corporate transaction and auction rate securities arbitration costs.</td> </tr> </table> </div> <div> Express expenses consist of the following (in millions):   <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="76%"></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Three Months Ended September 30,</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Nine Months Ended September 30,</td> <td valign="bottom"> </td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Aircraft fuel and related taxes </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">272</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">273</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">830</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">803</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Salaries and related costs </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">72</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">67</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">223</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">204</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Capacity purchases </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">267</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">255</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">819</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">782</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Aircraft rent </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">13</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">13</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">39</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">39</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Aircraft maintenance </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">28</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">55</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">83</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">151</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Other rent and landing fees </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">33</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">35</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">100</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">104</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Selling expenses </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">45</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">45</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">132</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">135</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Special items, net </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">3</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Depreciation and amortization </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">8</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">6</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">23</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">18</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Other expenses </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">43</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">45</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">134</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">139</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Express expenses </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">781</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">794</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">2,386</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">2,376</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> </table> </div> <div> Special items, net as shown on the condensed consolidated statements of operations included the following charges for the three and nine months ended September 30, 2012 and 2011 (in millions):   <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="76%"></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Three Months Ended  September 30,</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Nine Months Ended  September 30,</td> <td valign="bottom"> </td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Special items, net </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">14</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">13</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">25</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">22</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> </table> <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%"> <tr> <td valign="top" width="4%" align="left"></td> <td valign="top" align="left">The 2012 and 2011 third quarter and nine month periods consisted primarily of corporate transaction and auction rate securities arbitration costs.</td> </tr> </table> </div> <div> 7. Slot Transaction In May 2011, US Airways Group and US Airways entered into an Amended and Restated Mutual Asset Purchase and Sale Agreement (the “Mutual APA”) with Delta Air Lines, Inc. (“Delta”). The Mutual APA amended and restated the Mutual Asset Purchase and Sale Agreement dated August 11, 2009 by and among the parties. Pursuant to the Mutual APA, Delta agreed to acquire 132 slot pairs at LaGuardia from US Airways and US Airways agreed to acquire from Delta 42 slot pairs at Washington National and the rights to operate additional daily service to Sao Paulo, Brazil in 2015, and Delta agreed to pay US Airways $66.5 million in cash. One slot equals one take-off or landing, and each pair of slots equals one round-trip flight. The Mutual APA was structured as two simultaneous asset sales. On October 11, 2011, the U.S. Department of Transportation (“DOT”) and the Federal Aviation Administration each granted their approval to the transaction. The DOT’s approval was conditioned on the divestiture of 16 slot pairs at LaGuardia and eight slot pairs at Washington National to airlines with limited or no service at those airports as well as the full cooperation of US Airways and Delta to enable the startup of the operations by the airlines purchasing the divested slots. Additionally, to allow the airlines who purchased the divested slots to establish competitive service, the DOT prohibited US Airways and Delta from operating any of the newly acquired slots during the first 90 days after the closing date of the sale of the divested slots and from operating more than 50 percent of the total number of slots between the 91st day and 210th day following the closing date of the sale of the divested slots. In December 2011, the slot divestitures described above were completed by Delta and on December 13, 2011, the transaction closed and ownership of the respective slots was transferred between the airlines. Accordingly as of December 31, 2011, the Company’s balance sheet reflected the transfer of the LaGuardia slots to Delta and the receipt of the Washington National slots, which were included within other intangible assets on the accompanying condensed consolidated balance sheet. The newly acquired Washington National slots serve as collateral under the Company’s Citicorp credit facility.   The fair value of the LaGuardia slots transferred to Delta in exchange for the Washington National slots and related cash payment was $223 million, which resulted in a gain that was initially projected as $147 million. Due to the DOT restrictions preventing operating use of the LaGuardia slots acquired by Delta, the gain was fully deferred as of December 31, 2011 and was included within other current liabilities on the accompanying condensed consolidated balance sheet. The gain on the transaction was recognized as the DOT restrictions lapsed in 2012. The Company recognized $73 million of the gain in the first quarter of 2012 and the remaining gain, which approximated $69 million, in the third quarter of 2012. The third quarter 2012 gain is less than originally projected due to higher than anticipated facility and relocation costs incurred during the quarter. The gain is classified as a special credit and is included within other nonoperating expense, net on the accompanying condensed consolidated statement of operations. </div> Q3 2012 10-Q 2012-09-30 0000714560 --12-31 US AIRWAYS INC false Non-accelerated Filer

125000000

<div> 4. Related Party Transactions The following represents the net payable balances to related parties (in millions):   <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="80%"></td> <td valign="bottom" width="8%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="8%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">September 30, 2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">December 31, 2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> US Airways Group </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">461</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">514</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> US Airways Group’s wholly owned subsidiaries </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">69</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">87</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"></td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">530</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">601</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> </table> US Airways Group has the ability to move funds freely between its operating subsidiaries to support operations. These transfers are recognized as intercompany transactions. The net payable to US Airways Group’s wholly owned subsidiaries consists of amounts due under regional capacity agreements with the other airline subsidiaries and fuel purchase arrangements with a non-airline subsidiary. </div>

-403000000

1000000

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<div> 5. Income Taxes US Airways is part of the US Airways Group consolidated income tax return. At December 31, 2011, US Airways had approximately $1.85 billion of gross net operating losses (“NOLs”) to reduce future federal taxable income. All of US Airways’ NOLs are expected to be available to reduce federal taxable income in the calendar year 2012. The NOLs expire during the years 2024 through 2031. US Airways’ net deferred tax assets, which include $1.78 billion of the NOLs, are subject to a full valuation allowance. US Airways also had approximately $79 million of tax-effected state NOLs at December 31, 2011. At December 31, 2011, the federal and state valuation allowances were $349 million and $61 million, respectively. In accordance with U.S. Generally Accepted Accounting Principles (“GAAP”), utilization of the NOLs will result in a corresponding decrease in the valuation allowance and offset US Airways’ tax provision dollar for dollar. For each of the three and nine month periods ended September 30, 2012 and 2011, US Airways did not record federal income tax expense. In each of the three and nine month periods ended September 30, 2012, US Airways recorded $1 million of state income tax expense related to certain states where NOLs were limited. When profitable, US Airways is ordinarily subject to Alternative Minimum Tax (“AMT”). However as the result of a special tax election made in 2009, US Airways was able to utilize AMT NOLs to fully offset its AMT taxable income in each of the three and nine month periods ended September 30, 2012 and 2011.   In connection with the sale of US Airways’ final remaining investment in auction rate securities, US Airways recorded a special non-cash tax charge of $21 million in the third quarter of 2011. In the fourth quarter of 2009, US Airways had recorded in other comprehensive income (“OCI”), a subset of stockholder’s equity, a non-cash tax provision of $21 million. This provision resulted from $56 million of unrealized gains recorded in OCI due to an increase in the fair value of certain investments in auction rate securities. US Airways has a net deferred tax asset that is subject to a full valuation allowance. Typically, in accordance with GAAP, the reversal of a valuation allowance on a net deferred tax asset reduces any tax provision generated. However, under GAAP, an exception to the above described tax accounting is applicable when a company has the following: (1) a net deferred tax asset that is subject to valuation allowance, (2) an income statement loss and (3) net gains in OCI. In this situation, tax benefits derived from the presence of net gains held in OCI are required to be included in income from operations. US Airways met all three of these conditions in the fourth quarter of 2009. As a result, the $21 million tax benefit resulting from the reversal of the valuation allowance was recorded in income from operations rather than as an offset to the $21 million tax provision recorded in OCI. Accordingly, in connection with the sale of US Airways’ final remaining investment in auction rate securities, US Airways recorded a $21 million special non-cash tax charge in the third quarter of 2011, which recognized in the statement of operations the tax provision recorded in OCI. </div>

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2487000000

27000000

<div> The following represents the net payable balances to related parties (in millions):   <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="80%"></td> <td valign="bottom" width="8%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="8%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">September 30, 2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">December 31, 2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> US Airways Group </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">461</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">514</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> US Airways Group’s wholly owned subsidiaries </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">69</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">87</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"></td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">530</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">601</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> </table> </div>

655000000

354000000

<div> The following table details US Airways’ debt (in millions). Variable interest rates listed are the rates as of September 30, 2012.   <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="80%"></td> <td valign="bottom" width="6%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="6%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">September 30, 2012</td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">December 31, 2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Secured </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"> </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr> <td valign="top"> Equipment loans and other notes payable, fixed and variable interest rates ranging from 1.62% to 10.46%, maturing from 2012 to 2022 </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">1,677</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom">$</td> <td valign="bottom" align="right">1,699</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Aircraft enhanced equipment trust certificates (“EETCs”), fixed interest rates ranging from 5.90% to 11%, maturing from 2014 to 2024 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,372</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,279</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Other secured obligations, fixed interest rate of 8%, maturing from 2018 to 2021 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">27</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">30</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"></td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">3,076</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">3,008</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Unsecured </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"> </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Airbus advance, repayments through 2018 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">99</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">142</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Industrial development bonds, fixed interest rate of 6.30%, interest only payments until due in 2023 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">29</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">29</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Other unsecured obligations </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">10</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"></td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">128</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">181</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Total long-term debt and capital lease obligations </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">3,204</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">3,189</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Less: Total unamortized discount on debt </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(64</td> <td valign="bottom" nowrap="nowrap">) </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(71</td> <td valign="bottom" nowrap="nowrap">) </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Current maturities </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(401</td> <td valign="bottom" nowrap="nowrap">) </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(420</td> <td valign="bottom" nowrap="nowrap">) </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"> Long-term debt and capital lease obligations, net of current maturities </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">2,739</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom">$</td> <td valign="bottom" align="right">2,698</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> </table> </div>

118000000

1000000

-18000000

421000000

10673000000

506000000

1888000000

<div> 1. Basis of Presentation The accompanying unaudited condensed consolidated financial statements of US Airways, Inc. (“US Airways”) should be read in conjunction with the consolidated financial statements contained in US Airways’ Annual Report on Form 10-K for the year ended December 31, 2011. US Airways is a wholly owned subsidiary of US Airways Group, Inc. (“US Airways Group”). Management believes that all adjustments necessary for the fair presentation of results, consisting of normally recurring items, have been included in the unaudited condensed consolidated financial statements for the interim periods presented. The preparation of financial statements in conformity with accounting principles generally accepted in the United States requires management to make certain estimates and assumptions that affect the reported amounts of assets and liabilities, revenues and expenses, and the disclosure of contingent assets and liabilities at the date of the financial statements. Actual results could differ from those estimates. The most significant areas of judgment relate to passenger revenue recognition, impairment of long-lived and intangible assets, the frequent traveler program and the deferred tax asset valuation allowance. US Airways’ accumulated other comprehensive income balances at September 30, 2012 and December 31, 2011 related to other postretirement benefits. </div>

<div> 3. Debt The following table details US Airways’ debt (in millions). Variable interest rates listed are the rates as of September 30, 2012.   <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="80%"></td> <td valign="bottom" width="6%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="6%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">September 30, 2012</td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">December 31, 2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Secured </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"> </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr> <td valign="top"> Equipment loans and other notes payable, fixed and variable interest rates ranging from 1.62% to 10.46%, maturing from 2012 to 2022 </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">1,677</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom">$</td> <td valign="bottom" align="right">1,699</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Aircraft enhanced equipment trust certificates (“EETCs”), fixed interest rates ranging from 5.90% to 11%, maturing from 2014 to 2024 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,372</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,279</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Other secured obligations, fixed interest rate of 8%, maturing from 2018 to 2021 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">27</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">30</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"></td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">3,076</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">3,008</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Unsecured </td> <td valign="bottom">  </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"> </td> <td valign="bottom"></td> <td valign="bottom"></td> <td valign="bottom"></td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Airbus advance, repayments through 2018 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">99</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">142</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Industrial development bonds, fixed interest rate of 6.30%, interest only payments until due in 2023 </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">29</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">29</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Other unsecured obligations </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">10</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"></td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">128</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">181</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Total long-term debt and capital lease obligations </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">3,204</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">3,189</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Less: Total unamortized discount on debt </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(64</td> <td valign="bottom" nowrap="nowrap">) </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(71</td> <td valign="bottom" nowrap="nowrap">) </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Current maturities </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(401</td> <td valign="bottom" nowrap="nowrap">) </td> <td valign="bottom"> </td> <td valign="bottom"> </td> <td valign="bottom" align="right">(420</td> <td valign="bottom" nowrap="nowrap">) </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"> Long-term debt and capital lease obligations, net of current maturities </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">2,739</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom"> </td> <td valign="bottom">$</td> <td valign="bottom" align="right">2,698</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom"> </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> </table> US Airways was in compliance with the covenants in its debt agreements at September 30, 2012. 2012 Slot Financing In April 2012, US Airways entered into a loan agreement pursuant to which US Airways borrowed an aggregate principal amount of $100 million. The net proceeds after fees were approximately $98 million. The loan is payable in full at maturity on March 23, 2014. The loan bears interest at an index rate plus an applicable index margin or, at US Airways’ option, LIBOR plus an applicable LIBOR margin. US Airways has agreed to maintain a level of unrestricted cash in the same amount required by US Airways Group’s Citicorp credit facility and has also agreed to maintain certain collateral coverage ratios. The loan is collateralized by certain airport take-off and landing slots. 2012-1 EETC Financing Transactions In May 2012, US Airways created three pass-through trusts which issued approximately $623 million aggregate face amount of Series 2012-1 Class A, Class B and Class C Enhanced Equipment Trust Certificates in connection with the refinancing of two Airbus aircraft owned by US Airways and the financing of 12 Airbus aircraft scheduled to be delivered from September 2012 to March 2013 (the “2012 EETCs”). The 2012 EETCs represent fractional undivided interests in the respective pass-through trusts and are not obligations of US Airways. Proceeds received from the sale of EETCs are initially held by a depository in escrow for the benefit of the certificate holders until US Airways issues equipment notes to the trust, which purchases the notes with a portion of the escrowed funds. These escrowed funds are not guaranteed by US Airways and are not reported as debt on US Airways’ condensed consolidated balance sheet because the proceeds held by the depositary are not US Airways’ assets. As of September 30, 2012, $168 million of the escrowed proceeds from the 2012 EETCs have been used to purchase equipment notes issued by US Airways in three series: Series A equipment notes in an aggregate principal amount of $103 million bearing interest at 5.90% per annum, Series B equipment notes in an aggregate principal amount of $34 million bearing interest at 8% per annum and Series C equipment notes in an aggregate principal amount of $31 million bearing interest at 9.125% per annum. Interest on the equipment notes is payable semiannually in April and October of each year, beginning in October 2012. Principal payments on the equipment notes are scheduled to begin in April 2013. The final payments on the Series A equipment notes, Series B equipment notes and Series C equipment notes will be due in October 2024, October 2019 and October 2015, respectively. US Airways’ payment obligations under the equipment notes are fully and unconditionally guaranteed by US Airways Group. The net proceeds from the issuance of these equipment notes were used in part to repay the existing debt associated with the two Airbus aircraft and to finance two Airbus aircraft delivered in September 2012, with the balance used for general corporate purposes. The equipment notes are secured by liens on aircraft. The remaining $455 million of escrowed proceeds will be used to purchase equipment notes as the new aircraft are delivered.   Other 2012 Financing Transactions In the third quarter of 2012, US Airways borrowed $85 million to finance new Airbus aircraft deliveries. These financings bear interest at a rate of LIBOR plus an applicable margin and contain default provisions and other covenants that are typical in the industry. In the third quarter of 2012, US Airways entered into an agreement to acquire five Embraer 190 aircraft from Republic Airline, Inc. (“Republic”). In October 2012, US Airways took delivery of the first aircraft and the remaining four aircraft are scheduled to be delivered in the fourth quarter of 2012 through the first quarter of 2013. In connection with this agreement, US Airways will assume the outstanding debt on these aircraft and Republic will be released from its obligations associated with the principal due under the debt. Fair Value of Debt The fair value of US Airways’ long-term debt was approximately $2.93 billion and $2.92 billion at September 30, 2012 and December 31, 2011, respectively. The fair values were estimated using quoted market prices where available. For long-term debt not actively traded, fair values were estimated using a discounted cash flow analysis based on US Airways’ current incremental borrowing rates for similar types of borrowing arrangements. If US Airways’ long-term debt was measured at fair value, it would have been categorized as Level 2 in the fair value hierarchy. </div>

182000000

114000000

867000000

<div> 8. Legal Proceedings US Airways is party to an arbitration proceeding relating to a grievance brought by its pilots union to the effect that, retroactive to January 1, 2010, this work group was entitled to a significant increase in wages by operation of the applicable collective bargaining agreement. The arbitrator has issued two decisions in US Airways’ favor, and the union has requested a meeting with the arbitrator to address those decisions. US Airways believes that the union’s position is without merit and that the possibility of an adverse outcome is remote. On April 21, 2011, US Airways filed an antitrust lawsuit against Sabre Holdings Corporation, Sabre Inc. and Sabre Travel International Limited (collectively, “Sabre”) in Federal District Court for the Southern District of New York. The lawsuit alleges, among other things, that Sabre has engaged in anticompetitive practices that illegally restrain US Airways’ ability to distribute its products to its customers. The lawsuit also alleges that these actions have prevented US Airways from employing new competing technologies and have allowed Sabre to continue to charge US Airways supracompetitive fees. The lawsuit seeks both injunctive relief and money damages. Sabre filed a motion to dismiss the case, which the court denied in part and granted in part in September 2011 allowing two of the four counts in the complaint to proceed. US Airways intends to pursue these claims vigorously, but there can be no assurance of the outcome of this litigation. US Airways is a defendant in various other pending lawsuits and proceedings, and from time to time is subject to other claims arising in the normal course of its business, many of which are covered in whole or in part by insurance. The outcome of those matters cannot be predicted with certainty at this time, but US Airways, having consulted with outside counsel, believes that the ultimate disposition of these contingencies will not materially affect its consolidated financial position or results of operations. </div>

353000000

<div> 6. Express Expenses Expenses associated with affiliate regional airlines operating as US Airways Express are classified as express expenses on the condensed consolidated statements of operations. Express expenses consist of the following (in millions):   <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="76%"></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Three Months Ended September 30,</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Nine Months Ended September 30,</td> <td valign="bottom"> </td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Aircraft fuel and related taxes </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">272</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">273</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">830</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">804</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Salaries and related costs </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">6</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">6</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">18</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">18</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Capacity purchases </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">445</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">450</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,356</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,342</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Other rent and landing fees </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">27</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">29</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">83</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">86</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Selling expenses </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">45</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">45</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">132</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">135</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Depreciation and amortization </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">2</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">6</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Other expenses </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">20</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">21</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">62</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">64</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"> Express expenses </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">817</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">824</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">2,487</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">2,449</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> </table> </div> 15000000 25000000 <div> 2. Special Items, Net Special items, net as shown on the condensed consolidated statements of operations included the following charges for the three and nine months ended September 30, 2012 and 2011 (in millions):   <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="76%"></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Three Months Ended September 30,</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Nine Months Ended September 30,</td> <td valign="bottom"> </td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Special items, net </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">14</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">13</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">25</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">22</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> </table> <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%"> <tr> <td valign="top" width="4%" align="left"></td> <td valign="top" align="left">The 2012 and 2011 third quarter and nine month periods consisted primarily of corporate transaction and auction rate securities arbitration costs.</td> </tr> </table> </div> <div> Express expenses consist of the following (in millions):   <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="76%"></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="3%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Three Months Ended September 30,</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Nine Months Ended September 30,</td> <td valign="bottom"> </td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Aircraft fuel and related taxes </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">272</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">273</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">830</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">804</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Salaries and related costs </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">6</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">6</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">18</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">18</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Capacity purchases </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">445</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">450</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,356</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">1,342</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Other rent and landing fees </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">27</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">29</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">83</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">86</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Selling expenses </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">45</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">45</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">132</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">135</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr> <td valign="top"> Depreciation and amortization </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">2</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">6</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">—  </td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Other expenses </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">20</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">21</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">62</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom"> </td> <td valign="bottom" align="right">64</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> <tr> <td valign="top"> Express expenses </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">817</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">824</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">2,487</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">2,449</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> </table> </div> <div> Special items, net as shown on the condensed consolidated statements of operations included the following charges for the three and nine months ended September 30, 2012 and 2011 (in millions):   <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%" align="center"> <tr> <td width="76%"></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> <td valign="bottom" width="5%"></td> <td></td> <td></td> <td></td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Three Months Ended September 30,</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="6" align="center">Nine Months Ended September 30,</td> <td valign="bottom"> </td> </tr> <tr> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2012</td> <td valign="bottom"> </td> <td valign="bottom">  </td> <td style="BORDER-BOTTOM: #000000 1px solid" valign="bottom" colspan="2" align="center">2011</td> <td valign="bottom"> </td> </tr> <tr bgcolor="#CCEEFF"> <td valign="top"> Special items, net </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">14</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">13</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">25</td> <td valign="bottom" nowrap="nowrap">  </td> <td valign="bottom">  </td> <td valign="bottom">$</td> <td valign="bottom" align="right">22</td> <td valign="bottom" nowrap="nowrap">  </td> </tr> <tr style="FONT-SIZE: 1px"> <td valign="bottom"></td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> <td valign="bottom">  </td> <td valign="bottom">   </td> <td valign="bottom">   </td> <td> </td> </tr> </table> <table style="BORDER-COLLAPSE: collapse" border="0" cellspacing="0" cellpadding="0" width="100%"> <tr> <td valign="top" width="4%" align="left"></td> <td valign="top" align="left">The 2012 and 2011 third quarter and nine month periods consisted primarily of corporate transaction and auction rate securities arbitration costs.</td> </tr> </table> </div> <div> 7. Slot Transaction In May 2011, US Airways Group and US Airways entered into an Amended and Restated Mutual Asset Purchase and Sale Agreement (the “Mutual APA”) with Delta Air Lines, Inc. (“Delta”). The Mutual APA amended and restated the Mutual Asset Purchase and Sale Agreement dated August 11, 2009 by and among the parties. Pursuant to the Mutual APA, Delta agreed to acquire 132 slot pairs at LaGuardia from US Airways and US Airways agreed to acquire from Delta 42 slot pairs at Washington National and the rights to operate additional daily service to Sao Paulo, Brazil in 2015, and Delta agreed to pay US Airways $66.5 million in cash. One slot equals one take-off or landing, and each pair of slots equals one round-trip flight. The Mutual APA was structured as two simultaneous asset sales. On October 11, 2011, the U.S. Department of Transportation (“DOT”) and the Federal Aviation Administration each granted their approval to the transaction. The DOT’s approval was conditioned on the divestiture of 16 slot pairs at LaGuardia and eight slot pairs at Washington National to airlines with limited or no service at those airports as well as the full cooperation of US Airways and Delta to enable the startup of the operations by the airlines purchasing the divested slots. Additionally, to allow the airlines who purchased the divested slots to establish competitive service, the DOT prohibited US Airways and Delta from operating any of the newly acquired slots during the first 90 days after the closing date of the sale of the divested slots and from operating more than 50 percent of the total number of slots between the 91st day and 210th day following the closing date of the sale of the divested slots. In December 2011, the slot divestitures described above were completed by Delta and on December 13, 2011, the transaction closed and ownership of the respective slots was transferred between the airlines. Accordingly as of December 31, 2011, US Airways’ balance sheet reflected the transfer of the LaGuardia slots to Delta and the receipt of the Washington National slots, which were included within other intangible assets on the accompanying condensed consolidated balance sheet. The newly acquired Washington National slots serve as collateral under US Airways Group’s Citicorp credit facility.   The fair value of the LaGuardia slots transferred to Delta in exchange for the Washington National slots and related cash payment was $223 million, which resulted in a gain that was initially projected as $147 million. Due to the DOT restrictions preventing operating use of the LaGuardia slots acquired by Delta, the gain was fully deferred as of December 31, 2011 and was included within other current liabilities on the accompanying condensed consolidated balance sheet. The gain on the transaction was recognized as the DOT restrictions lapsed in 2012. US Airways recognized $73 million of the gain in the first quarter of 2012 and the remaining gain, which approximated $69 million, in the third quarter of 2012. The third quarter 2012 gain is less than originally projected due to higher than anticipated facility and relocation costs incurred during the quarter. The gain is classified as a special credit and is included within other nonoperating expense, net on the accompanying condensed consolidated statement of operations. </div>

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Identification Of Net Operating Losses Included In Deferred Tax Assets [Member] Identification Of Net Operating Losses Included In Deferred Tax Assets Income Loss From Continuing Operations Before Income Taxes Minority Interest And Income Loss From Equity Method Investments Income before income taxes Income Tax Disclosure [Text Block] Income Taxes Income Taxes [Line Items] Income Taxes [Line Items] Income Taxes [Line Items] Income Taxes Paid Income taxes paid Income Taxes [Table] Income Taxes [Table] Income Taxes [Table] Income Tax Expense Benefit Income Tax Expense (Benefit) Income tax provision Increase Decrease In Restricted Cash Decrease (increase) in long-term restricted cash Incremental Common Shares Attributable To Conversion Of Debt Securities Assumed conversion of convertible senior notes Incremental Common Shares Attributable To Share Based Payment Arrangements Dilutive effect of stock awards Intangible Assets Net Excluding Goodwill Other intangibles, net of accumulated amortization Interest Expense Interest expense, net Interest On Convertible Debt Net Of Tax Interest expense Interest Paid Net Interest paid, net of amounts capitalized The amounts accrued for interest on an advance for which payment is deferred. Interest Payable Converted To Debt Interest payable converted to debt Investment Income Interest Interest income Labor And Related Expense Salaries and related costs Landing Fees And Other Rentals Other rent and landing fees Legal Entity [Axis] Legal Entity [Axis] Legal Matters And Contingencies [Text Block] Legal Proceedings Liabilities And Stockholders Equity Total liabilities and stockholders' equity Liabilities And Stockholders Equity [Abstract] LIABILITIES & STOCKHOLDERS' EQUITY Liabilities Current Total current liabilities Liabilities Current [Abstract] Current liabilities Liabilities Noncurrent Total noncurrent liabilities and deferred credits Liabilities Noncurrent [Abstract] Noncurrent liabilities and deferred credits Long Term Debt And Capital Lease Obligations Long-term debt and capital lease obligations, net of current maturities Long-term debt and capital leases, net of current maturities Long Term Debt And Capital Lease Obligations Current Current maturities of debt and capital leases Current maturities Long Term Debt Fair Value Fair value of long-term debt Long Term Debt [Text Block] Debt Longterm Debt Type [Axis] Long-term Debt, Type [Axis] Longterm Debt Type [Domain] Long-term Debt, Type [Domain] Net Cash Provided By Used In Financing Activities Net cash provided by financing activities Net Cash Provided By Used In Financing Activities [Abstract] Cash flows from financing activities: Net Cash Provided By Used In Investing Activities Net cash used in investing activities Net Cash Provided By Used In Investing Activities [Abstract] Cash flows from investing activities: Net Cash Provided By Used In Operating Activities Net cash provided by operating activities Net Income Loss Net income Net income Net Income Loss Available To Common Stockholders Diluted Net income for purposes of computing diluted EPS Nonoperating Income Expense Total nonoperating expense, net Nonoperating Income Expense [Abstract] Nonoperating income (expense): Number of aircraft financed or to be financed. Number Of Aircraft Financed Or To Be Financed Number of aircraft financed or to be financed Number of aircraft refinanced. Number Of Aircraft Refinanced Number of Aircraft Refinanced Number of aircraft to be acquired from Republic. Number Of Embraer Aircraft To Be Acquired Number of aircraft to be acquired from Republic Operating Income Loss Operating income Operating Loss Carryforwards Expiration Dates Operating loss carryforwards, expiration dates The amount of federal operating loss carryforwards, before tax effects, available to reduce future taxable income under enacted tax laws. Operating Loss Carryforwards Federal Operating loss Carryforwards, federal Organization Consolidation And Presentation Of Financial Statements Disclosure [Text Block] Basis of Presentation Other Accrued Liabilities Current Other accrued expenses Other Assets Noncurrent Other assets Other Assets Noncurrent [Abstract] Other assets Other Comprehensive Income Loss Net Of Tax Total other comprehensive income (loss) Other Comprehensive Income Loss Net Of Tax Portion Attributable To Parent [Abstract] Other comprehensive income (loss): Other Comprehensive Income Loss Pension And Other Postretirement Benefit Plans Adjustment Net Of Tax Pension and other postretirement benefits Other Comprehensive Income Unrealized Holding Gain Loss On Securities Arising During Period Before Tax Unrealized gains recorded in OCI Other Cost And Expense Operating Other Other expenses Other Liabilities Noncurrent Employee benefit liabilities and other Other Noncash Investing And Financing Items [Abstract] Non-cash investing and financing activities: Other Nonoperating Income Expense Other, net Other Postretirement Defined Benefit Plan Liabilities Noncurrent Postretirement benefits other than pensions Other Sales Revenue Net Other Other secured obligations Other Secured Obligations [Member] Other secured obligations Pairs of slots to be transferred by other airline to parent. Pairs Of Slots To Be Transferred By Other Airline To Parent Pairs of slots to be transferred by other Airline to Parent, number Pairs of slots transferred by parent to Other airline. Pairs Of Slots Transferred By Parent To Other Airline Pairs of slots transferred by parent to other airline Parent Company [Member] US Airways Group Passenger Revenue Mainline Mainline passenger Passenger Revenue Regional Express passenger Payments Of Debt Issuance Costs Deferred financing costs Payments To Acquire Property Plant And Equipment Purchases of property and equipment Payments To Acquire Short Term Investments Purchases of marketable securities Prepaid Expense And Other Assets Current Prepaid expenses and other Prepaid Expense And Other Assets Noncurrent Total other assets Proceeds From Debt Net Of Issuance Costs Net proceeds from aggregate principal amount borrowed Proceeds From Issuance Of Long Term Debt Proceeds from issuance of debt Proceeds From Payments For Other Financing Activities Other Proceeds From Sale Of Property Plant And Equipment Proceeds from dispositions of property and equipment Proceeds From Sale Of Short Term Investments Sales of marketable securities Property Plant And Equipment Net Total property and equipment Property Plant And Equipment Net [Abstract] Property and equipment Property Plant And Equipment Other Ground property and equipment Property Plant And Equipment Owned Net Property and equipment net, excluding equipment purchase deposits Receivables Net Current Accounts receivable, net Approximate period that outstanding pre-purchase of frequent flyer miles will be reduced. Reduction Period Reduction Period Related Party [Domain] Related Party [Domain] Related Party Transaction [Line Items] Related Party Transaction [Line Items] Related Party Transactions By Related Party [Axis] Related Party [Axis] Related Party Transactions Disclosure [Text Block] Related Party Transactions Remaining Aircraft To Be Acquired From Republic Remaining Aircraft To Be Acquired From Republic Remaining aircraft to be acquired from Republic Remaining escrowed funds held by depository. Remaining Escrowed Funds Held By Depository Remaining escrowed funds held by depository. Repayments Of Long Term Debt And Capital Securities Repayments of debt and capital lease obligations Restricted Cash And Cash Equivalents Noncurrent Restricted cash Significant and non-routine operating expenses such as asset impairments and restructuring charges that may not be an indicator of future cash flows. Restructuring And Other Special items, net Description of significant and non-routine operating expenses such as asset impairments and restructuring charges that may not be an indicator of future cash flows. This element may be used as a single block of text to encapsulate the entire disclosure including data and tables. 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Debt - Additional Information (Detail) (USD $)
3 Months Ended 5 Months Ended 3 Months Ended 5 Months Ended 1 Months Ended 9 Months Ended 9 Months Ended 9 Months Ended 9 Months Ended 9 Months Ended 9 Months Ended 9 Months Ended 9 Months Ended 9 Months Ended 1 Months Ended 9 Months Ended 9 Months Ended 1 Months Ended 1 Months Ended 9 Months Ended 3 Months Ended

Sep. 30, 2012

Aircraft

Mar. 31, 2013

Dec. 31, 2011

Sep. 30, 2012

US Airways, Inc

Aircraft

Mar. 31, 2013

US Airways, Inc

Dec. 31, 2011

US Airways, Inc

Feb. 29, 2012

Unsecured Barclays prepaid miles

Sep. 30, 2012

Unsecured Barclays prepaid miles

Dec. 31, 2011

Unsecured Barclays prepaid miles

Sep. 30, 2012

Secured Aircraft Enhanced Equipment Trust Certificates

Dec. 31, 2011

Secured Aircraft Enhanced Equipment Trust Certificates

Sep. 30, 2012

Secured Aircraft Enhanced Equipment Trust Certificates

US Airways, Inc

Dec. 31, 2011

Secured Aircraft Enhanced Equipment Trust Certificates

US Airways, Inc

Sep. 30, 2012

Secured Equipment loans and other notes payable

Dec. 31, 2011

Secured Equipment loans and other notes payable

Sep. 30, 2012

Secured Equipment loans and other notes payable

US Airways, Inc

Dec. 31, 2011

Secured Equipment loans and other notes payable

US Airways, Inc

Sep. 30, 2012

Other secured obligations

Sep. 30, 2012

Other secured obligations

US Airways, Inc

Sep. 30, 2012

Secured Citicorp North America loan

Dec. 31, 2011

Secured Citicorp North America loan

Sep. 30, 2012

Unsecured 7.25% convertible senior notes

Dec. 31, 2011

Unsecured 7.25% convertible senior notes

Sep. 30, 2012

Unsecured 7% senior convertible notes

Dec. 31, 2011

Unsecured 7% senior convertible notes

Sep. 30, 2012

Unsecured Industrial development bonds

Dec. 31, 2011

Unsecured Industrial development bonds

Sep. 30, 2012

Unsecured Industrial development bonds

US Airways, Inc

Dec. 31, 2011

Unsecured Industrial development bonds

US Airways, Inc

Apr. 30, 2012

2012 Slot Financing

Apr. 30, 2012

2012 Slot Financing

US Airways, Inc

Sep. 30, 2012

Unsecured Airbus advance

Dec. 31, 2011

Unsecured Airbus advance

Sep. 30, 2012

Unsecured Airbus advance

US Airways, Inc

Dec. 31, 2011

Unsecured Airbus advance

US Airways, Inc

May 31, 2012

Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates

Sep. 30, 2012

Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates

Aircraft

May 31, 2012

Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates

US Airways, Inc

Sep. 30, 2012

Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates

US Airways, Inc

Aircraft

Sep. 30, 2012

Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates Series A

Sep. 30, 2012

Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates Series A

US Airways, Inc

Sep. 30, 2012

Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates Series B

Sep. 30, 2012

Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates Series B

US Airways, Inc

Sep. 30, 2012

Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates Series C

Sep. 30, 2012

Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates Series C

US Airways, Inc

Sep. 30, 2012

Airbus Aircraft Financing

Sep. 30, 2012

Airbus Aircraft Financing

US Airways, Inc

Debt Instrument [Line Items]

Aggregate principal amount borrowed $ 200,000,000 $ 100,000,000 $ 100,000,000 $ 85,000,000 $ 85,000,000

Reduction Period 2 years

Fixed and variable interest rates, minimum 5.90% 5.90% 1.62% 1.62%

Fixed and variable interest rates, maximum 11.00% 11.00% 10.46% 10.46%

Debt instrument, Maturity Date Range, Start 2014 2014 2012 2012 2018 2018

Debt Instrument, Maturity Date Range, End 2024 2024 2029 2022 2021 2021

Interest rate at end of period 4.96% 8.00% 8.00% 2.72% 7.25% 7.00% 6.30% 6.30%

Net proceeds from aggregate principal amount borrowed 98,000,000 98,000,000

Debt Instrument, Maturity Date 2014 2014 2020 2023 2023 2014 2014 2018 2018 2024 2024 2019 2019 2015 2015

Aggregate face amount of EETCs issued 623,000,000 623,000,000

Number of aircraft financed or to be financed 12 12

Number of Aircraft Refinanced 2 2

Total long-term debt and capital lease obligations 4,731,000,000 4,732,000,000 3,204,000,000 3,189,000,000 200,000,000 200,000,000 1,372,000,000 1,279,000,000 1,372,000,000 1,279,000,000 1,707,000,000 1,729,000,000 1,677,000,000 1,699,000,000 1,120,000,000 1,136,000,000 172,000,000 172,000,000 5,000,000 5,000,000 29,000,000 29,000,000 29,000,000 29,000,000 99,000,000 142,000,000 99,000,000 142,000,000 168,000,000 168,000,000 103,000,000 103,000,000 34,000,000 34,000,000 31,000,000 31,000,000

Stated interest rate on debt 5.90% 5.90% 8.00% 8.00% 9.125% 9.125%

Remaining escrowed funds held by depository. 455,000,000 455,000,000

Number of aircraft to be acquired from Republic 5 5

Remaining aircraft to be acquired from Republic 4 4

Fair value of long-term debt $ 4,420,000,000 $ 4,230,000,000 $ 2,930,000,000 $ 2,920,000,000

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Earnings Per Common Share
9 Months Ended

Sep. 30, 2012

Earnings Per Common Share

3. Earnings Per Common Share

Basic earnings per common share (“EPS”) is computed on the basis of the weighted average number of shares of common stock outstanding during the period. Diluted EPS is computed on the basis of the weighted average number of shares of common stock plus the effect of potentially dilutive shares of common stock outstanding during the period using the treasury stock method. Potentially dilutive shares include outstanding employee stock options, employee stock appreciation rights (“SARs”), employee restricted stock units (“RSUs”) and convertible debt. The following table presents the computation of basic and diluted EPS (in millions, except share and per share amounts):

 Three Months
Ended September 30, Nine Months
Ended September 30,

 2012 2011 2012 2011

Basic EPS:


Net income
 $ 245 $ 76 $ 600 $ 53









Weighted average common shares outstanding (in thousands)
 162,418 162,090 162,286 161,999









Basic EPS
 $ 1.51 $ 0.47 $ 3.70 $ 0.33









Diluted EPS:


Net income
 $ 245 $ 76 $ 600 $ 53

Interest expense on 7.25% convertible senior notes
 8 7 23 —

Interest expense on 7% senior convertible notes
 — — — —









Net income for purposes of computing diluted EPS
 $ 253 $ 83 $ 623 $ 53









Share computation for diluted EPS (in thousands):


Weighted average common shares outstanding
 162,418 162,090 162,286 161,999

Dilutive effect of stock awards
 4,240 1,243 3,301 1,917

Assumed conversion of 7.25% convertible senior notes
 37,746 37,746 37,746 —

Assumed conversion of 7% senior convertible notes
 199 199 199 —









Weighted average common shares outstanding as adjusted
 204,603 201,278 203,532 163,916









Diluted EPS
 $ 1.24 $ 0.41 $ 3.06 $ 0.33









The following were excluded from the computation of diluted EPS because inclusion of shares would be antidilutive (in thousands):


Stock options, SARs and RSUs
 1,626 1,796 1,641 1,578

7.25% convertible senior notes
 — — — 37,746

7% senior convertible notes
 — — — 199

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Net Payable Balances to Related Parties (Detail) (US Airways, Inc, USD $)
In Millions, unless otherwise specified

Sep. 30, 2012

Dec. 31, 2011

Related Party Transaction [Line Items]

Payables to related parties, net $ 530 $ 601

US Airways Group

Related Party Transaction [Line Items]

Payables to related parties, net 461 514

US Airways Group's wholly owned subsidiaries

Related Party Transaction [Line Items]

Payables to related parties, net $ 69 $ 87

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Slot Transaction - Additional Information (Detail) (USD $)
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Mar. 31, 2012

Dec. 31, 2011

Slot

Pairs of slots transferred by parent to other airline 132

Pairs of slots to be transferred by other Airline to Parent, number 42

Cash received in slot transaction $ 66.5

Divestiture of slot pairs, LaGuardia 16

Divestiture of slot pairs, Washington National 8

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Recognized gain resulting from slot transaction in accordance with lapse of DOT restrictions 69 73

US Airways, Inc

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Divestiture of slot pairs, Washington National 8

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Special Items, Net
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US Airways, Inc

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Sep. 30, 2012

Sep. 30, 2011

Sep. 30, 2012

Sep. 30, 2011

Operating revenues:

Mainline passenger $ 2,319 $ 2,267 $ 6,881 $ 6,447

Express passenger 844 796 2,523 2,316

Cargo 35 40 114 126

Other 335 333 1,035 1,011

Total operating revenues 3,533 3,436 10,553 9,900

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Salaries and related costs 609 577 1,888 1,726

Express expenses 781 794 2,386 2,376

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Aircraft maintenance 171 163 506 508

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Interest income 1 1 4

Interest expense, net (89) (85) (256) (241)

Other, net 67 1 125 (7)

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Income tax provision 1 21 1 21

Net income 245 76 600 53

Basic earnings per common share $ 1.51 $ 0.47 $ 3.70 $ 0.33

Diluted earnings per common share $ 1.24 $ 0.41 $ 3.06 $ 0.33

Shares used for computation (in thousands):

Basic 162,418 162,090 162,286 161,999

Diluted 204,603 201,278 203,532 163,916

US Airways, Inc

Operating revenues:

Mainline passenger 2,319 2,267 6,881 6,447

Express passenger 844 796 2,523 2,316

Cargo 35 40 114 126

Other 377 373 1,155 1,124

Total operating revenues 3,575 3,476 10,673 10,013

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Salaries and related costs 609 577 1,888 1,726

Express expenses 817 824 2,487 2,449

Aircraft rent 160 160 483 486

Aircraft maintenance 171 163 506 508

Other rent and landing fees 148 144 419 418

Selling expenses 122 123 359 343

Special items, net 14 13 25 22

Depreciation and amortization 62 61 190 185

Other 317 329 944 963

Total operating expenses 3,313 3,299 9,960 9,687

Operating income 262 177 713 326

Nonoperating income (expense):

Interest income 1 1 4

Interest expense, net (65) (58) (182) (166)

Other, net 67 1 125 (7)

Total nonoperating expense, net 2 (56) (56) (169)

Income before income taxes 264 121 657 157

Income tax provision 1 21 1 21

Net income $ 263 $ 100 $ 656 $ 136

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Computation of Basic and Diluted EPS (Detail) (USD $)
In Millions, except Share data in Thousands, unless otherwise specified
3 Months Ended 9 Months Ended

Sep. 30, 2012

Sep. 30, 2011

Sep. 30, 2012

Sep. 30, 2011

Basic EPS:

Net income $ 245 $ 76 $ 600 $ 53

Weighted average common shares outstanding 162,418 162,090 162,286 161,999

Basic EPS $ 1.51 $ 0.47 $ 3.70 $ 0.33

Diluted EPS:

Net income 245 76 600 53

Net income for purposes of computing diluted EPS 253 83 623 53

Share computation for diluted EPS (in thousands):

Weighted average common shares outstanding 162,418 162,090 162,286 161,999

Dilutive effect of stock awards 4,240 1,243 3,301 1,917

Weighted average common shares outstanding as adjusted 204,603 201,278 203,532 163,916

Diluted EPS $ 1.24 $ 0.41 $ 3.06 $ 0.33

Unsecured 7.25% convertible senior notes

Diluted EPS:

Interest expense 8 7 23

Share computation for diluted EPS (in thousands):

Assumed conversion of convertible senior notes 37,746 37,746 37,746

Antidilutive securities excluded from computation of diluted EPS 37,746

Unsecured 7% senior convertible notes

Diluted EPS:

Interest expense $ 0 $ 0 $ 0 $ 0

Share computation for diluted EPS (in thousands):

Assumed conversion of convertible senior notes 199 199 199

Antidilutive securities excluded from computation of diluted EPS 199

Stock options, SARs and RSUs

Share computation for diluted EPS (in thousands):

Antidilutive securities excluded from computation of diluted EPS 1,626 1,796 1,641 1,578

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Debt (Detail) (USD $)
In Millions, unless otherwise specified

Sep. 30, 2012

Dec. 31, 2011

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations $ 4,731 $ 4,732

Less: Total unamortized discount on debt (162) (166)

Current maturities (417) (436)

Long-term debt and capital lease obligations, net of current maturities 4,152 4,130

US Airways, Inc

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 3,204 3,189

Less: Total unamortized discount on debt (64) (71)

Current maturities (401) (420)

Long-term debt and capital lease obligations, net of current maturities 2,739 2,698

Secured Citicorp North America loan

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 1,120 1,136

Secured Equipment loans and other notes payable

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 1,707 1,729

Secured Equipment loans and other notes payable | US Airways, Inc

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 1,677 1,699

Secured Aircraft Enhanced Equipment Trust Certificates

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 1,372 1,279

Secured Aircraft Enhanced Equipment Trust Certificates | US Airways, Inc

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 1,372 1,279

Other secured obligations

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 27 30

Other secured obligations | US Airways, Inc

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 27 30

Secured Debt

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 4,226 4,174

Secured Debt | US Airways, Inc

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 3,076 3,008

Unsecured Barclays prepaid miles

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 200 200

Unsecured Airbus advance

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 99 142

Unsecured Airbus advance | US Airways, Inc

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 99 142

Unsecured 7.25% convertible senior notes

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 172 172

Unsecured 7% senior convertible notes

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 5 5

Unsecured Industrial development bonds

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 29 29

Unsecured Industrial development bonds | US Airways, Inc

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 29 29

Other unsecured obligations

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 10

Other unsecured obligations | US Airways, Inc

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 10

Unsecured Debt

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations 505 558

Unsecured Debt | US Airways, Inc

Debt Instrument [Line Items]

Total long-term debt and capital lease obligations $ 128 $ 181

X

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Basis of Presentation
9 Months Ended

Sep. 30, 2012

Basis of Presentation

1. Basis of Presentation

The accompanying unaudited condensed consolidated financial statements of US Airways Group, Inc. (“US Airways Group” or the “Company”) should be read in conjunction with the consolidated financial statements contained in US Airways Group’s Annual Report on Form 10-K for the year ended December 31, 2011. The accompanying unaudited condensed consolidated financial statements include the accounts of US Airways Group and its wholly owned subsidiaries. Wholly owned subsidiaries include US Airways, Inc. (“US Airways”), Piedmont Airlines, Inc. (“Piedmont”), PSA Airlines, Inc. (“PSA”), Material Services Company, Inc. (“MSC”) and Airways Assurance Limited (“AAL”). All significant intercompany accounts and transactions have been eliminated.

Management believes that all adjustments necessary for the fair presentation of results, consisting of normally recurring items, have been included in the unaudited condensed consolidated financial statements for the interim periods presented. The preparation of financial statements in conformity with accounting principles generally accepted in the United States requires management to make certain estimates and assumptions that affect the reported amounts of assets and liabilities, revenues and expenses, and the disclosure of contingent assets and liabilities at the date of the financial statements. Actual results could differ from those estimates. The most significant areas of judgment relate to passenger revenue recognition, impairment of long-lived and intangible assets, the frequent traveler program and the deferred tax asset valuation allowance. The Company’s accumulated other comprehensive income balances at September 30, 2012 and December 31, 2011 related to pension and other postretirement benefits.

US Airways, Inc

Basis of Presentation

1. Basis of Presentation

The accompanying unaudited condensed consolidated financial statements of US Airways, Inc. (“US Airways”) should be read in conjunction with the consolidated financial statements contained in US Airways’ Annual Report on Form 10-K for the year ended December 31, 2011. US Airways is a wholly owned subsidiary of US Airways Group, Inc. (“US Airways Group”).

Management believes that all adjustments necessary for the fair presentation of results, consisting of normally recurring items, have been included in the unaudited condensed consolidated financial statements for the interim periods presented. The preparation of financial statements in conformity with accounting principles generally accepted in the United States requires management to make certain estimates and assumptions that affect the reported amounts of assets and liabilities, revenues and expenses, and the disclosure of contingent assets and liabilities at the date of the financial statements. Actual results could differ from those estimates. The most significant areas of judgment relate to passenger revenue recognition, impairment of long-lived and intangible assets, the frequent traveler program and the deferred tax asset valuation allowance. US Airways’ accumulated other comprehensive income balances at September 30, 2012 and December 31, 2011 related to other postretirement benefits.

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Condensed Consolidated Statements of Comprehensive Income (USD $)
In Millions, unless otherwise specified
3 Months Ended 9 Months Ended

Sep. 30, 2012

Sep. 30, 2011

Sep. 30, 2012

Sep. 30, 2011

Net income $ 245 $ 76 $ 600 $ 53

Other comprehensive income (loss):

Reversal of tax provision in other comprehensive income 21 21

Reversal of net unrealized gains on available-for-sale securities (3)

Pension and other postretirement benefits (1) (2)

Total other comprehensive income (loss) 20 16

Total comprehensive income 245 96 600 69

US Airways, Inc

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Other comprehensive income (loss):

Reversal of tax provision in other comprehensive income 21 21

Reversal of net unrealized gains on available-for-sale securities (3)

Pension and other postretirement benefits (1) (1) (2)

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-Number 51

-Paragraph A7

-Appendix A

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-Paragraph 38

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Earnings Per Common Share (Tables)
9 Months Ended

Sep. 30, 2012

Computation of Basic and Diluted EPS

The following table presents the computation of basic and diluted EPS (in millions, except share and per share amounts):

 Three Months
Ended September 30, Nine Months
Ended September 30,

 2012 2011 2012 2011

Basic EPS:


Net income
 $ 245 $ 76 $ 600 $ 53









Weighted average common shares outstanding (in thousands)
 162,418 162,090 162,286 161,999









Basic EPS
 $ 1.51 $ 0.47 $ 3.70 $ 0.33









Diluted EPS:


Net income
 $ 245 $ 76 $ 600 $ 53

Interest expense on 7.25% convertible senior notes
 8 7 23 —

Interest expense on 7% senior convertible notes
 — — — —









Net income for purposes of computing diluted EPS
 $ 253 $ 83 $ 623 $ 53









Share computation for diluted EPS (in thousands):


Weighted average common shares outstanding
 162,418 162,090 162,286 161,999

Dilutive effect of stock awards
 4,240 1,243 3,301 1,917

Assumed conversion of 7.25% convertible senior notes
 37,746 37,746 37,746 —

Assumed conversion of 7% senior convertible notes
 199 199 199 —









Weighted average common shares outstanding as adjusted
 204,603 201,278 203,532 163,916









Diluted EPS
 $ 1.24 $ 0.41 $ 3.06 $ 0.33









The following were excluded from the computation of diluted EPS because inclusion of shares would be antidilutive (in thousands):


Stock options, SARs and RSUs
 1,626 1,796 1,641 1,578

7.25% convertible senior notes
 — — — 37,746

7% senior convertible notes
 — — — 199

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Document and Entity Information
9 Months Ended

Sep. 30, 2012

Oct. 19, 2012

Entity Information [Line Items]

Document Type 10-Q

Amendment Flag false

Document Period End Date Sep. 30, 2012

Document Fiscal Year Focus 2012

Document Fiscal Period Focus Q3

Trading Symbol LCC

Entity Registrant Name US AIRWAYS GROUP INC

Entity Central Index Key 0000701345

Current Fiscal Year End Date --12-31

Entity Filer Category Large Accelerated Filer

Entity Common Stock, Shares Outstanding 162,442,970

US Airways, Inc

Entity Information [Line Items]

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Entity Registrant Name US AIRWAYS INC

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Entity Common Stock, Shares Outstanding 1,000

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Debt (Tables)
9 Months Ended

Sep. 30, 2012

Debt

The following table details the Company’s debt (in millions). Variable interest rates listed are the rates as of September 30, 2012.

 September 30,
2012 December 31,
2011

Secured


Citicorp North America loan, variable interest rate of 2.72%, installments due through 2014
 $ 1,120 $ 1,136

Equipment loans and other notes payable, fixed and variable interest rates ranging from 1.62% to 10.46%, maturing from 2012 to 2029
 1,707 1,729

Aircraft enhanced equipment trust certificates (“EETCs”), fixed interest rates ranging from 5.90% to 11%, maturing from 2014 to 2024
 1,372 1,279

Other secured obligations, fixed interest rate of 8%, maturing from 2018 to 2021
 27 30



 4,226 4,174

Unsecured


Barclays prepaid miles, variable interest rate of 4.96%, interest only payments
 200 200

Airbus advance, repayments through 2018
 99 142

7.25% convertible senior notes, interest only payments until due in 2014
 172 172

7% senior convertible notes, interest only payments until due in 2020
 5 5

Industrial development bonds, fixed interest rate of 6.30%, interest only payments until due in 2023
 29 29

Other unsecured obligations
 — 10



 505 558



Total long-term debt and capital lease obligations
 4,731 4,732

Less: Total unamortized discount on debt
 (162 ) (166 )

Current maturities
 (417 ) (436 )



Long-term debt and capital lease obligations, net of current maturities
 $ 4,152 $ 4,130



US Airways, Inc

Debt

The following table details US Airways’ debt (in millions). Variable interest rates listed are the rates as of September 30, 2012.

 September 30,
2012 December 31,
2011

Secured


Equipment loans and other notes payable, fixed and variable interest rates ranging from 1.62% to 10.46%, maturing from 2012 to 2022
 $ 1,677 $ 1,699

Aircraft enhanced equipment trust certificates (“EETCs”), fixed interest rates ranging from 5.90% to 11%, maturing from 2014 to 2024
 1,372 1,279

Other secured obligations, fixed interest rate of 8%, maturing from 2018 to 2021
 27 30



 3,076 3,008

Unsecured


Airbus advance, repayments through 2018
 99 142

Industrial development bonds, fixed interest rate of 6.30%, interest only payments until due in 2023
 29 29

Other unsecured obligations
 — 10



 128 181



Total long-term debt and capital lease obligations
 3,204 3,189

Less: Total unamortized discount on debt
 (64 ) (71 )

Current maturities
 (401 ) (420 )



Long-term debt and capital lease obligations, net of current maturities
 $ 2,739 $ 2,698



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Condensed Consolidated Balance Sheets (USD $)
In Millions, unless otherwise specified

Sep. 30, 2012

Dec. 31, 2011

Current assets

Cash and cash equivalents $ 2,435 $ 1,947

Accounts receivable, net 423 327

Materials and supplies, net 297 235

Prepaid expenses and other 671 540

Total current assets 3,826 3,049

Property and equipment

Flight equipment 4,817 4,591

Ground property and equipment 985 907

Less accumulated depreciation and amortization (1,674) (1,501)

Property and equipment net, excluding equipment purchase deposits 4,128 3,997

Equipment purchase deposits 241 153

Total property and equipment 4,369 4,150

Other assets

Other intangibles, net of accumulated amortization 545 543

Restricted cash 347 365

Other assets 233 228

Total other assets 1,125 1,136

Total assets 9,320 8,335

Current liabilities

Current maturities of debt and capital leases 417 436

Accounts payable 391 386

Air traffic liability 1,220 910

Accrued compensation and vacation 268 176

Accrued taxes 183 163

Other accrued expenses 989 1,089

Total current liabilities 3,468 3,160

Noncurrent liabilities and deferred credits

Long-term debt and capital leases, net of current maturities 4,152 4,130

Deferred gains and credits, net 301 307

Postretirement benefits other than pensions 163 160

Employee benefit liabilities and other 477 428

Total noncurrent liabilities and deferred credits 5,093 5,025

Commitments and contingencies

Stockholders' equity

Common stock 2 2

Additional paid-in capital 2,131 2,122

Accumulated other comprehensive income 2 2

Accumulated deficit (1,376) (1,976)

Total stockholders' equity 759 150

Total liabilities and stockholders' equity 9,320 8,335

US Airways, Inc

Current assets

Cash and cash equivalents 2,431 1,940

Accounts receivable, net 422 325

Materials and supplies, net 258 199

Prepaid expenses and other 662 527

Total current assets 3,773 2,991

Property and equipment

Flight equipment 4,664 4,441

Ground property and equipment 949 873

Less accumulated depreciation and amortization (1,592) (1,428)

Property and equipment net, excluding equipment purchase deposits 4,021 3,886

Equipment purchase deposits 241 153

Total property and equipment 4,262 4,039

Other assets

Other intangibles, net of accumulated amortization 516 512

Restricted cash 347 365

Other assets 220 209

Total other assets 1,083 1,086

Total assets 9,118 8,116

Current liabilities

Current maturities of debt and capital leases 401 420

Accounts payable 357 305

Payables to related parties, net 530 601

Air traffic liability 1,220 910

Accrued compensation and vacation 257 167

Accrued taxes 184 165

Other accrued expenses 956 1,058

Total current liabilities 3,905 3,626

Noncurrent liabilities and deferred credits

Long-term debt and capital leases, net of current maturities 2,739 2,698

Deferred gains and credits, net 254 280

Postretirement benefits other than pensions 161 158

Employee benefit liabilities and other 442 392

Total noncurrent liabilities and deferred credits 3,596 3,528

Commitments and contingencies

Stockholders' equity

Common stock

Additional paid-in capital 2,445 2,445

Accumulated other comprehensive income 21 22

Accumulated deficit (849) (1,505)

Total stockholders' equity 1,617 962

Total liabilities and stockholders' equity $ 9,118 $ 8,116

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XML 33 R12.htm IDEA: XBRL DOCUMENT v2.4.0.6

Express Expenses
9 Months Ended

Sep. 30, 2012

Express Expenses

6. Express Expenses

Expenses associated with the Company’s wholly owned regional airlines and affiliate regional airlines operating as US Airways Express are classified as express expenses on the condensed consolidated statements of operations. Express expenses consist of the following (in millions):

 Three Months
Ended September 30, Nine Months
Ended September 30,

 2012 2011 2012 2011

Aircraft fuel and related taxes
 $ 272 $ 273 $ 830 $ 803

Salaries and related costs
 72 67 223 204

Capacity purchases
 267 255 819 782

Aircraft rent
 13 13 39 39

Aircraft maintenance
 28 55 83 151

Other rent and landing fees
 33 35 100 104

Selling expenses
 45 45 132 135

Special items, net
 — — 3 1

Depreciation and amortization
 8 6 23 18

Other expenses
 43 45 134 139









Express expenses
 $ 781 $ 794 $ 2,386 $ 2,376









US Airways, Inc

Express Expenses

6. Express Expenses

Expenses associated with affiliate regional airlines operating as US Airways Express are classified as express expenses on the condensed consolidated statements of operations. Express expenses consist of the following (in millions):

 Three Months
Ended September 30, Nine Months
Ended September 30,

 2012 2011 2012 2011

Aircraft fuel and related taxes
 $ 272 $ 273 $ 830 $ 804

Salaries and related costs
 6 6 18 18

Capacity purchases
 445 450 1,356 1,342

Other rent and landing fees
 27 29 83 86

Selling expenses
 45 45 132 135

Depreciation and amortization
 2 — 6 —

Other expenses
 20 21 62 64









Express expenses
 $ 817 $ 824 $ 2,487 $ 2,449









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Income Taxes
9 Months Ended

Sep. 30, 2012

Income Taxes

5. Income Taxes

At December 31, 2011, the Company had approximately $1.95 billion of gross net operating losses (“NOLs”) to reduce future federal taxable income. All of the Company’s NOLs are expected to be available to reduce federal taxable income in the calendar year 2012. The NOLs expire during the years 2024 through 2031. The Company’s net deferred tax assets, which include $1.87 billion of the NOLs, are subject to a full valuation allowance. The Company also had approximately $82 million of tax-effected state NOLs at December 31, 2011. At December 31, 2011, the federal and state valuation allowances were $347 million and $61 million, respectively. In accordance with U.S. Generally Accepted Accounting Principles (“GAAP”), utilization of the NOLs will result in a corresponding decrease in the valuation allowance and offset the Company’s tax provision dollar for dollar.

For each of the three and nine month periods ended September 30, 2012 and 2011, the Company did not record federal income tax expense. In each of the three and nine month periods ended September 30, 2012, the Company recorded $1 million of state income tax expense related to certain states where NOLs were limited.

When profitable, the Company is ordinarily subject to Alternative Minimum Tax (“AMT”). However as the result of a special tax election made in 2009, the Company was able to utilize AMT NOLs to fully offset its AMT taxable income in each of the three and nine month periods ended September 30, 2012 and 2011.

In connection with the sale of the Company’s final remaining investment in auction rate securities, the Company recorded a special non-cash tax charge of $21 million in the third quarter of 2011. In the fourth quarter of 2009, the Company had recorded in other comprehensive income (“OCI”), a subset of stockholders’ equity, a non-cash tax provision of $21 million. This provision resulted from $56 million of unrealized gains recorded in OCI due to an increase in the fair value of certain investments in auction rate securities.

The Company has a net deferred tax asset that is subject to a full valuation allowance. Typically, in accordance with GAAP, the reversal of a valuation allowance on a net deferred tax asset reduces any tax provision generated. However, under GAAP, an exception to the above described tax accounting is applicable when a company has the following: (1) a net deferred tax asset that is subject to valuation allowance, (2) an income statement loss and (3) net gains in OCI. In this situation, tax benefits derived from the presence of net gains held in OCI are required to be included in income from operations.

The Company met all three of these conditions in the fourth quarter of 2009. As a result, the $21 million tax benefit resulting from the reversal of the valuation allowance was recorded in income from operations rather than as an offset to the $21 million tax provision recorded in OCI. Accordingly, in connection with the sale of the Company’s final remaining investment in auction rate securities, the Company recorded a $21 million special non-cash tax charge in the third quarter of 2011, which recognized in the statement of operations the tax provision recorded in OCI.

US Airways, Inc

Income Taxes

5. Income Taxes

US Airways is part of the US Airways Group consolidated income tax return.

At December 31, 2011, US Airways had approximately $1.85 billion of gross net operating losses (“NOLs”) to reduce future federal taxable income. All of US Airways’ NOLs are expected to be available to reduce federal taxable income in the calendar year 2012. The NOLs expire during the years 2024 through 2031. US Airways’ net deferred tax assets, which include $1.78 billion of the NOLs, are subject to a full valuation allowance. US Airways also had approximately $79 million of tax-effected state NOLs at December 31, 2011. At December 31, 2011, the federal and state valuation allowances were $349 million and $61 million, respectively. In accordance with U.S. Generally Accepted Accounting Principles (“GAAP”), utilization of the NOLs will result in a corresponding decrease in the valuation allowance and offset US Airways’ tax provision dollar for dollar.

For each of the three and nine month periods ended September 30, 2012 and 2011, US Airways did not record federal income tax expense. In each of the three and nine month periods ended September 30, 2012, US Airways recorded $1 million of state income tax expense related to certain states where NOLs were limited.

When profitable, US Airways is ordinarily subject to Alternative Minimum Tax (“AMT”). However as the result of a special tax election made in 2009, US Airways was able to utilize AMT NOLs to fully offset its AMT taxable income in each of the three and nine month periods ended September 30, 2012 and 2011.

In connection with the sale of US Airways’ final remaining investment in auction rate securities, US Airways recorded a special non-cash tax charge of $21 million in the third quarter of 2011. In the fourth quarter of 2009, US Airways had recorded in other comprehensive income (“OCI”), a subset of stockholder’s equity, a non-cash tax provision of $21 million. This provision resulted from $56 million of unrealized gains recorded in OCI due to an increase in the fair value of certain investments in auction rate securities.

US Airways has a net deferred tax asset that is subject to a full valuation allowance. Typically, in accordance with GAAP, the reversal of a valuation allowance on a net deferred tax asset reduces any tax provision generated. However, under GAAP, an exception to the above described tax accounting is applicable when a company has the following: (1) a net deferred tax asset that is subject to valuation allowance, (2) an income statement loss and (3) net gains in OCI. In this situation, tax benefits derived from the presence of net gains held in OCI are required to be included in income from operations.

US Airways met all three of these conditions in the fourth quarter of 2009. As a result, the $21 million tax benefit resulting from the reversal of the valuation allowance was recorded in income from operations rather than as an offset to the $21 million tax provision recorded in OCI. Accordingly, in connection with the sale of US Airways’ final remaining investment in auction rate securities, US Airways recorded a $21 million special non-cash tax charge in the third quarter of 2011, which recognized in the statement of operations the tax provision recorded in OCI.

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Computation of Basic and Diluted EPS (Parenthetical) (Detail)

Sep. 30, 2012

Unsecured 7.25% convertible senior notes

Antidilutive Securities Excluded from Computation of Earnings Per Share [Line Items]

Stated interest rate on debt 7.25%

Unsecured 7% senior convertible notes

Antidilutive Securities Excluded from Computation of Earnings Per Share [Line Items]

Stated interest rate on debt 7.00%

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Express Expenses (Tables)
9 Months Ended

Sep. 30, 2012

Components of Express Expenses

Express expenses consist of the following (in millions):

 Three Months
Ended September 30, Nine Months
Ended September 30,

 2012 2011 2012 2011

Aircraft fuel and related taxes
 $ 272 $ 273 $ 830 $ 803

Salaries and related costs
 72 67 223 204

Capacity purchases
 267 255 819 782

Aircraft rent
 13 13 39 39

Aircraft maintenance
 28 55 83 151

Other rent and landing fees
 33 35 100 104

Selling expenses
 45 45 132 135

Special items, net
 — — 3 1

Depreciation and amortization
 8 6 23 18

Other expenses
 43 45 134 139









Express expenses
 $ 781 $ 794 $ 2,386 $ 2,376









US Airways, Inc

Components of Express Expenses

Express expenses consist of the following (in millions):

 Three Months
Ended September 30, Nine Months
Ended September 30,

 2012 2011 2012 2011

Aircraft fuel and related taxes
 $ 272 $ 273 $ 830 $ 804

Salaries and related costs
 6 6 18 18

Capacity purchases
 445 450 1,356 1,342

Other rent and landing fees
 27 29 83 86

Selling expenses
 45 45 132 135

Depreciation and amortization
 2 — 6 —

Other expenses
 20 21 62 64









Express expenses
 $ 817 $ 824 $ 2,487 $ 2,449









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Related Party Transactions (US Airways, Inc)
9 Months Ended

Sep. 30, 2012

US Airways, Inc

Related Party Transactions

4. Related Party Transactions

The following represents the net payable balances to related parties (in millions):

 September 30,
2012 December 31,
2011

US Airways Group
 $ 461 $ 514

US Airways Group’s wholly owned subsidiaries
 69 87





 $ 530 $ 601





US Airways Group has the ability to move funds freely between its operating subsidiaries to support operations. These transfers are recognized as intercompany transactions.

The net payable to US Airways Group’s wholly owned subsidiaries consists of amounts due under regional capacity agreements with the other airline subsidiaries and fuel purchase arrangements with a non-airline subsidiary.

X

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The entire disclosure for related party transactions. Examples of related party transactions include transactions between (a) a parent company and its subsidiary; (b) subsidiaries of a common parent; (c) and entity and its principal owners; and (d) affiliates.

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Slot Transaction
9 Months Ended

Sep. 30, 2012

Slot Transaction

7. Slot Transaction

In May 2011, US Airways Group and US Airways entered into an Amended and Restated Mutual Asset Purchase and Sale Agreement (the “Mutual APA”) with Delta Air Lines, Inc. (“Delta”). The Mutual APA amended and restated the Mutual Asset Purchase and Sale Agreement dated August 11, 2009 by and among the parties. Pursuant to the Mutual APA, Delta agreed to acquire 132 slot pairs at LaGuardia from US Airways and US Airways agreed to acquire from Delta 42 slot pairs at Washington National and the rights to operate additional daily service to Sao Paulo, Brazil in 2015, and Delta agreed to pay US Airways $66.5 million in cash. One slot equals one take-off or landing, and each pair of slots equals one round-trip flight. The Mutual APA was structured as two simultaneous asset sales.

On October 11, 2011, the U.S. Department of Transportation (“DOT”) and the Federal Aviation Administration each granted their approval to the transaction. The DOT’s approval was conditioned on the divestiture of 16 slot pairs at LaGuardia and eight slot pairs at Washington National to airlines with limited or no service at those airports as well as the full cooperation of US Airways and Delta to enable the startup of the operations by the airlines purchasing the divested slots. Additionally, to allow the airlines who purchased the divested slots to establish competitive service, the DOT prohibited US Airways and Delta from operating any of the newly acquired slots during the first 90 days after the closing date of the sale of the divested slots and from operating more than 50 percent of the total number of slots between the 91st day and 210th day following the closing date of the sale of the divested slots.

In December 2011, the slot divestitures described above were completed by Delta and on December 13, 2011, the transaction closed and ownership of the respective slots was transferred between the airlines. Accordingly as of December 31, 2011, the Company’s balance sheet reflected the transfer of the LaGuardia slots to Delta and the receipt of the Washington National slots, which were included within other intangible assets on the accompanying condensed consolidated balance sheet. The newly acquired Washington National slots serve as collateral under the Company’s Citicorp credit facility.

The fair value of the LaGuardia slots transferred to Delta in exchange for the Washington National slots and related cash payment was $223 million, which resulted in a gain that was initially projected as $147 million. Due to the DOT restrictions preventing operating use of the LaGuardia slots acquired by Delta, the gain was fully deferred as of December 31, 2011 and was included within other current liabilities on the accompanying condensed consolidated balance sheet. The gain on the transaction was recognized as the DOT restrictions lapsed in 2012. The Company recognized $73 million of the gain in the first quarter of 2012 and the remaining gain, which approximated $69 million, in the third quarter of 2012. The third quarter 2012 gain is less than originally projected due to higher than anticipated facility and relocation costs incurred during the quarter. The gain is classified as a special credit and is included within other nonoperating expense, net on the accompanying condensed consolidated statement of operations.

US Airways, Inc

Slot Transaction

7. Slot Transaction

In May 2011, US Airways Group and US Airways entered into an Amended and Restated Mutual Asset Purchase and Sale Agreement (the “Mutual APA”) with Delta Air Lines, Inc. (“Delta”). The Mutual APA amended and restated the Mutual Asset Purchase and Sale Agreement dated August 11, 2009 by and among the parties. Pursuant to the Mutual APA, Delta agreed to acquire 132 slot pairs at LaGuardia from US Airways and US Airways agreed to acquire from Delta 42 slot pairs at Washington National and the rights to operate additional daily service to Sao Paulo, Brazil in 2015, and Delta agreed to pay US Airways $66.5 million in cash. One slot equals one take-off or landing, and each pair of slots equals one round-trip flight. The Mutual APA was structured as two simultaneous asset sales.

On October 11, 2011, the U.S. Department of Transportation (“DOT”) and the Federal Aviation Administration each granted their approval to the transaction. The DOT’s approval was conditioned on the divestiture of 16 slot pairs at LaGuardia and eight slot pairs at Washington National to airlines with limited or no service at those airports as well as the full cooperation of US Airways and Delta to enable the startup of the operations by the airlines purchasing the divested slots. Additionally, to allow the airlines who purchased the divested slots to establish competitive service, the DOT prohibited US Airways and Delta from operating any of the newly acquired slots during the first 90 days after the closing date of the sale of the divested slots and from operating more than 50 percent of the total number of slots between the 91st day and 210th day following the closing date of the sale of the divested slots.

In December 2011, the slot divestitures described above were completed by Delta and on December 13, 2011, the transaction closed and ownership of the respective slots was transferred between the airlines. Accordingly as of December 31, 2011, US Airways’ balance sheet reflected the transfer of the LaGuardia slots to Delta and the receipt of the Washington National slots, which were included within other intangible assets on the accompanying condensed consolidated balance sheet. The newly acquired Washington National slots serve as collateral under US Airways Group’s Citicorp credit facility.

The fair value of the LaGuardia slots transferred to Delta in exchange for the Washington National slots and related cash payment was $223 million, which resulted in a gain that was initially projected as $147 million. Due to the DOT restrictions preventing operating use of the LaGuardia slots acquired by Delta, the gain was fully deferred as of December 31, 2011 and was included within other current liabilities on the accompanying condensed consolidated balance sheet. The gain on the transaction was recognized as the DOT restrictions lapsed in 2012. US Airways recognized $73 million of the gain in the first quarter of 2012 and the remaining gain, which approximated $69 million, in the third quarter of 2012. The third quarter 2012 gain is less than originally projected due to higher than anticipated facility and relocation costs incurred during the quarter. The gain is classified as a special credit and is included within other nonoperating expense, net on the accompanying condensed consolidated statement of operations.

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Legal Proceedings
9 Months Ended

Sep. 30, 2012

Legal Proceedings

8. Legal Proceedings

The Company is party to an arbitration proceeding relating to a grievance brought by its pilots union to the effect that, retroactive to January 1, 2010, this work group was entitled to a significant increase in wages by operation of the applicable collective bargaining agreement. The arbitrator has issued two decisions in the Company’s favor, and the union has requested a meeting with the arbitrator to address those decisions. The Company believes that the union’s position is without merit and that the possibility of an adverse outcome is remote.

On April 21, 2011, US Airways filed an antitrust lawsuit against Sabre Holdings Corporation, Sabre Inc. and Sabre Travel International Limited (collectively, “Sabre”) in Federal District Court for the Southern District of New York. The lawsuit alleges, among other things, that Sabre has engaged in anticompetitive practices that illegally restrain US Airways’ ability to distribute its products to its customers. The lawsuit also alleges that these actions have prevented US Airways from employing new competing technologies and have allowed Sabre to continue to charge US Airways supracompetitive fees. The lawsuit seeks both injunctive relief and money damages. Sabre filed a motion to dismiss the case, which the court denied in part and granted in part in September 2011 allowing two of the four counts in the complaint to proceed. The Company intends to pursue these claims vigorously, but there can be no assurance of the outcome of this litigation.

The Company and/or its subsidiaries are defendants in various other pending lawsuits and proceedings, and from time to time are subject to other claims arising in the normal course of its business, many of which are covered in whole or in part by insurance. The outcome of those matters cannot be predicted with certainty at this time, but the Company, having consulted with outside counsel, believes that the ultimate disposition of these contingencies will not materially affect its consolidated financial position or results of operations.

US Airways, Inc

Legal Proceedings

8. Legal Proceedings

US Airways is party to an arbitration proceeding relating to a grievance brought by its pilots union to the effect that, retroactive to January 1, 2010, this work group was entitled to a significant increase in wages by operation of the applicable collective bargaining agreement. The arbitrator has issued two decisions in US Airways’ favor, and the union has requested a meeting with the arbitrator to address those decisions. US Airways believes that the union’s position is without merit and that the possibility of an adverse outcome is remote.

On April 21, 2011, US Airways filed an antitrust lawsuit against Sabre Holdings Corporation, Sabre Inc. and Sabre Travel International Limited (collectively, “Sabre”) in Federal District Court for the Southern District of New York. The lawsuit alleges, among other things, that Sabre has engaged in anticompetitive practices that illegally restrain US Airways’ ability to distribute its products to its customers. The lawsuit also alleges that these actions have prevented US Airways from employing new competing technologies and have allowed Sabre to continue to charge US Airways supracompetitive fees. The lawsuit seeks both injunctive relief and money damages. Sabre filed a motion to dismiss the case, which the court denied in part and granted in part in September 2011 allowing two of the four counts in the complaint to proceed. US Airways intends to pursue these claims vigorously, but there can be no assurance of the outcome of this litigation.

US Airways is a defendant in various other pending lawsuits and proceedings, and from time to time is subject to other claims arising in the normal course of its business, many of which are covered in whole or in part by insurance. The outcome of those matters cannot be predicted with certainty at this time, but US Airways, having consulted with outside counsel, believes that the ultimate disposition of these contingencies will not materially affect its consolidated financial position or results of operations.

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Special Items, Net (Tables)
9 Months Ended

Sep. 30, 2012

Special Items

Special items, net as shown on the condensed consolidated statements of operations included the following charges for the three and nine months ended September 30, 2012 and 2011 (in millions):

 Three Months
Ended September 30, Nine Months
Ended September 30,

 2012 2011 2012 2011

Special items, net
 $ 14 $ 13 $ 25 $ 22









The 2012 and 2011 third quarter and nine month periods consisted primarily of corporate transaction and auction rate securities arbitration costs.

US Airways, Inc

Special Items

Special items, net as shown on the condensed consolidated statements of operations included the following charges for the three and nine months ended September 30, 2012 and 2011 (in millions):

 Three Months
Ended September 30, Nine Months
Ended September 30,

 2012 2011 2012 2011

Special items, net
 $ 14 $ 13 $ 25 $ 22









The 2012 and 2011 third quarter and nine month periods consisted primarily of corporate transaction and auction rate securities arbitration costs.

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Special Items (Detail) (USD $)
In Millions, unless otherwise specified
3 Months Ended 9 Months Ended

Sep. 30, 2012

Sep. 30, 2011

Sep. 30, 2012

Sep. 30, 2011

Special Items, Net [Line Items]

Special items, net $ 14 $ 13 $ 25 $ 22

US Airways, Inc

Special Items, Net [Line Items]

Special items, net $ 14 $ 13 $ 25 $ 22

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Income Taxes - Additional Information (Detail) (USD $)
3 Months Ended 9 Months Ended 12 Months Ended

Sep. 30, 2012

Sep. 30, 2011

Sep. 30, 2012

Sep. 30, 2011

Dec. 31, 2011

Dec. 31, 2009

Income Taxes [Line Items]

Operating loss Carryforwards, federal $ 1,950,000,000

Tax-effected net operating losses, state 82,000,000

Operating loss carryforwards, expiration dates 2024 through 2031

Federal income tax expense 0 0 0 0

State income tax expense 1,000,000 0 1,000,000 0

Income tax provision recorded in OCI resulting from change in unrealized holding gains (21,000,000) (21,000,000) 21,000,000

Unrealized gains recorded in OCI 56,000,000

Income Tax Expense (Benefit) 1,000,000 21,000,000 1,000,000 21,000,000 (21,000,000)

State valuation allowance

Income Taxes [Line Items]

Valuation allowances 61,000,000

Federal valuation allowance

Income Taxes [Line Items]

Valuation allowances 347,000,000

Identification Of Net Operating Losses Included In Deferred Tax Assets

Income Taxes [Line Items]

Operating loss Carryforwards, federal 1,870,000,000

US Airways, Inc

Income Taxes [Line Items]

Operating loss Carryforwards, federal 1,850,000,000

Tax-effected net operating losses, state 79,000,000

Operating loss carryforwards, expiration dates 2024 through 2031

Federal income tax expense 0 0 0 0

State income tax expense 1,000,000 0 1,000,000 0

Income tax provision recorded in OCI resulting from change in unrealized holding gains (21,000,000) (21,000,000) 21,000,000

Unrealized gains recorded in OCI 56,000,000

Income Tax Expense (Benefit) 1,000,000 21,000,000 1,000,000 21,000,000 (21,000,000)

US Airways, Inc | State valuation allowance

Income Taxes [Line Items]

Valuation allowances 61,000,000

US Airways, Inc | Federal valuation allowance

Income Taxes [Line Items]

Valuation allowances 349,000,000

US Airways, Inc | Identification Of Net Operating Losses Included In Deferred Tax Assets

Income Taxes [Line Items]

Operating loss Carryforwards, federal $ 1,780,000,000

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Condensed Consolidated Balance Sheets (Parenthetical) (USD $)
In Millions, except Share data, unless otherwise specified

Sep. 30, 2012

Dec. 31, 2011

Accumulated Amortization of Other Intangibles $ 152 $ 134

Common stock, par value $ 0.01 $ 0.01

Common stock, shares authorized 400,000,000 400,000,000

Common stock, shares issued 162,442,970 162,116,902

Common stock, shares outstanding 162,442,970 162,116,902

US Airways, Inc

Accumulated Amortization of Other Intangibles $ 140 $ 124

Common stock, par value $ 1 $ 1

Common stock, shares issued 1,000 1,000

Common stock, shares outstanding 1,000 1,000

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Debt
9 Months Ended

Sep. 30, 2012

Debt

4. Debt

The following table details the Company’s debt (in millions). Variable interest rates listed are the rates as of September 30, 2012.

 September 30,
2012 December 31,
2011

Secured


Citicorp North America loan, variable interest rate of 2.72%, installments due through 2014
 $ 1,120 $ 1,136

Equipment loans and other notes payable, fixed and variable interest rates ranging from 1.62% to 10.46%, maturing from 2012 to 2029
 1,707 1,729

Aircraft enhanced equipment trust certificates (“EETCs”), fixed interest rates ranging from 5.90% to 11%, maturing from 2014 to 2024
 1,372 1,279

Other secured obligations, fixed interest rate of 8%, maturing from 2018 to 2021
 27 30



 4,226 4,174

Unsecured


Barclays prepaid miles, variable interest rate of 4.96%, interest only payments
 200 200

Airbus advance, repayments through 2018
 99 142

7.25% convertible senior notes, interest only payments until due in 2014
 172 172

7% senior convertible notes, interest only payments until due in 2020
 5 5

Industrial development bonds, fixed interest rate of 6.30%, interest only payments until due in 2023
 29 29

Other unsecured obligations
 — 10



 505 558



Total long-term debt and capital lease obligations
 4,731 4,732

Less: Total unamortized discount on debt
 (162 ) (166 )

Current maturities
 (417 ) (436 )



Long-term debt and capital lease obligations, net of current maturities
 $ 4,152 $ 4,130



The Company was in compliance with the covenants in its debt agreements at September 30, 2012.

2012 Barclays Amendment

In February 2012, US Airways Group amended its co-branded credit card agreement with Barclays Bank Delaware. This amendment provides that the $200 million pre-purchase of frequent flier miles previously scheduled to reduce commencing in January 2012 will now be reduced commencing in January 2014 over a period of up to approximately two years.

2012 Slot Financing

In April 2012, US Airways entered into a loan agreement pursuant to which US Airways borrowed an aggregate principal amount of $100 million. The net proceeds after fees were approximately $98 million. The loan is payable in full at maturity on March 23, 2014. The loan bears interest at an index rate plus an applicable index margin or, at US Airways’ option, LIBOR plus an applicable LIBOR margin. US Airways has agreed to maintain a level of unrestricted cash in the same amount required by the Citicorp credit facility and has also agreed to maintain certain collateral coverage ratios. The loan is collateralized by certain airport take-off and landing slots.

2012-1 EETC Financing Transactions

In May 2012, US Airways created three pass-through trusts which issued approximately $623 million aggregate face amount of Series 2012-1 Class A, Class B and Class C Enhanced Equipment Trust Certificates in connection with the refinancing of two Airbus aircraft owned by US Airways and the financing of 12 Airbus aircraft scheduled to be delivered from September 2012 to March 2013 (the “2012 EETCs”). The 2012 EETCs represent fractional undivided interests in the respective pass-through trusts and are not obligations of US Airways. Proceeds received from the sale of EETCs are initially held by a depository in escrow for the benefit of the certificate holders until US Airways issues equipment notes to the trust, which purchases the notes with a portion of the escrowed funds. These escrowed funds are not guaranteed by US Airways and are not reported as debt on US Airways’ condensed consolidated balance sheet because the proceeds held by the depositary are not US Airways’ assets.

As of September 30, 2012, $168 million of the escrowed proceeds from the 2012 EETCs have been used to purchase equipment notes issued by US Airways in three series: Series A equipment notes in an aggregate principal amount of $103 million bearing interest at 5.90% per annum, Series B equipment notes in an aggregate principal amount of $34 million bearing interest at 8% per annum and Series C equipment notes in an aggregate principal amount of $31 million bearing interest at 9.125% per annum. Interest on the equipment notes is payable semiannually in April and October of each year, beginning in October 2012. Principal payments on the equipment notes are scheduled to begin in April 2013. The final payments on the Series A equipment notes, Series B equipment notes and Series C equipment notes will be due in October 2024, October 2019 and October 2015, respectively. US Airways’ payment obligations under the equipment notes are fully and unconditionally guaranteed by US Airways Group. The net proceeds from the issuance of these equipment notes were used in part to repay the existing debt associated with the two Airbus aircraft and to finance two Airbus aircraft delivered in September 2012, with the balance used for general corporate purposes. The equipment notes are secured by liens on aircraft. The remaining $455 million of escrowed proceeds will be used to purchase equipment notes as the new aircraft are delivered.

Other 2012 Financing Transactions

In the third quarter of 2012, US Airways borrowed $85 million to finance new Airbus aircraft deliveries. These financings bear interest at a rate of LIBOR plus an applicable margin and contain default provisions and other covenants that are typical in the industry.

In the third quarter of 2012, US Airways entered into an agreement to acquire five Embraer 190 aircraft from Republic Airline, Inc. (“Republic”). In October 2012, US Airways took delivery of the first aircraft and the remaining four aircraft are scheduled to be delivered in the fourth quarter of 2012 through the first quarter of 2013. In connection with this agreement, US Airways will assume the outstanding debt on these aircraft and Republic will be released from its obligations associated with the principal due under the debt.

Fair Value of Debt

The fair value of the Company’s long-term debt was approximately $4.42 billion and $4.23 billion at September 30, 2012 and December 31, 2011, respectively. The fair values were estimated using quoted market prices where available. For long-term debt not actively traded, fair values were estimated using a discounted cash flow analysis based on the Company’s current incremental borrowing rates for similar types of borrowing arrangements. If the Company’s long-term debt was measured at fair value, it would have been categorized as Level 2 in the fair value hierarchy.

US Airways, Inc

Debt

3. Debt

The following table details US Airways’ debt (in millions). Variable interest rates listed are the rates as of September 30, 2012.

 September 30,
2012 December 31,
2011

Secured


Equipment loans and other notes payable, fixed and variable interest rates ranging from 1.62% to 10.46%, maturing from 2012 to 2022
 $ 1,677 $ 1,699

Aircraft enhanced equipment trust certificates (“EETCs”), fixed interest rates ranging from 5.90% to 11%, maturing from 2014 to 2024
 1,372 1,279

Other secured obligations, fixed interest rate of 8%, maturing from 2018 to 2021
 27 30



 3,076 3,008

Unsecured


Airbus advance, repayments through 2018
 99 142

Industrial development bonds, fixed interest rate of 6.30%, interest only payments until due in 2023
 29 29

Other unsecured obligations
 — 10



 128 181



Total long-term debt and capital lease obligations
 3,204 3,189

Less: Total unamortized discount on debt
 (64 ) (71 )

Current maturities
 (401 ) (420 )



Long-term debt and capital lease obligations, net of current maturities
 $ 2,739 $ 2,698



US Airways was in compliance with the covenants in its debt agreements at September 30, 2012.

2012 Slot Financing

In April 2012, US Airways entered into a loan agreement pursuant to which US Airways borrowed an aggregate principal amount of $100 million. The net proceeds after fees were approximately $98 million. The loan is payable in full at maturity on March 23, 2014. The loan bears interest at an index rate plus an applicable index margin or, at US Airways’ option, LIBOR plus an applicable LIBOR margin. US Airways has agreed to maintain a level of unrestricted cash in the same amount required by US Airways Group’s Citicorp credit facility and has also agreed to maintain certain collateral coverage ratios. The loan is collateralized by certain airport take-off and landing slots.

2012-1 EETC Financing Transactions

In May 2012, US Airways created three pass-through trusts which issued approximately $623 million aggregate face amount of Series 2012-1 Class A, Class B and Class C Enhanced Equipment Trust Certificates in connection with the refinancing of two Airbus aircraft owned by US Airways and the financing of 12 Airbus aircraft scheduled to be delivered from September 2012 to March 2013 (the “2012 EETCs”). The 2012 EETCs represent fractional undivided interests in the respective pass-through trusts and are not obligations of US Airways. Proceeds received from the sale of EETCs are initially held by a depository in escrow for the benefit of the certificate holders until US Airways issues equipment notes to the trust, which purchases the notes with a portion of the escrowed funds. These escrowed funds are not guaranteed by US Airways and are not reported as debt on US Airways’ condensed consolidated balance sheet because the proceeds held by the depositary are not US Airways’ assets.

As of September 30, 2012, $168 million of the escrowed proceeds from the 2012 EETCs have been used to purchase equipment notes issued by US Airways in three series: Series A equipment notes in an aggregate principal amount of $103 million bearing interest at 5.90% per annum, Series B equipment notes in an aggregate principal amount of $34 million bearing interest at 8% per annum and Series C equipment notes in an aggregate principal amount of $31 million bearing interest at 9.125% per annum. Interest on the equipment notes is payable semiannually in April and October of each year, beginning in October 2012. Principal payments on the equipment notes are scheduled to begin in April 2013. The final payments on the Series A equipment notes, Series B equipment notes and Series C equipment notes will be due in October 2024, October 2019 and October 2015, respectively. US Airways’ payment obligations under the equipment notes are fully and unconditionally guaranteed by US Airways Group. The net proceeds from the issuance of these equipment notes were used in part to repay the existing debt associated with the two Airbus aircraft and to finance two Airbus aircraft delivered in September 2012, with the balance used for general corporate purposes. The equipment notes are secured by liens on aircraft. The remaining $455 million of escrowed proceeds will be used to purchase equipment notes as the new aircraft are delivered.

Other 2012 Financing Transactions

In the third quarter of 2012, US Airways borrowed $85 million to finance new Airbus aircraft deliveries. These financings bear interest at a rate of LIBOR plus an applicable margin and contain default provisions and other covenants that are typical in the industry.

In the third quarter of 2012, US Airways entered into an agreement to acquire five Embraer 190 aircraft from Republic Airline, Inc. (“Republic”). In October 2012, US Airways took delivery of the first aircraft and the remaining four aircraft are scheduled to be delivered in the fourth quarter of 2012 through the first quarter of 2013. In connection with this agreement, US Airways will assume the outstanding debt on these aircraft and Republic will be released from its obligations associated with the principal due under the debt.

Fair Value of Debt

The fair value of US Airways’ long-term debt was approximately $2.93 billion and $2.92 billion at September 30, 2012 and December 31, 2011, respectively. The fair values were estimated using quoted market prices where available. For long-term debt not actively traded, fair values were estimated using a discounted cash flow analysis based on US Airways’ current incremental borrowing rates for similar types of borrowing arrangements. If US Airways’ long-term debt was measured at fair value, it would have been categorized as Level 2 in the fair value hierarchy.

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Components of Express Expenses (Detail) (USD $)
In Millions, unless otherwise specified
3 Months Ended 9 Months Ended

Sep. 30, 2012

Sep. 30, 2011

Sep. 30, 2012

Sep. 30, 2011

Express Expenses [Line Items]

Aircraft fuel and related taxes $ 893 $ 905 $ 2,659 $ 2,587

Salaries and related costs 609 577 1,888 1,726

Aircraft rent 160 160 483 486

Aircraft maintenance 171 163 506 508

Other rent and landing fees 148 144 419 418

Selling expenses 122 123 359 343

Special items, net 14 13 25 22

Depreciation and amortization 60 58 182 178

Other expenses 307 319 915 938

Express expenses 781 794 2,386 2,376

US Airways, Inc

Express Expenses [Line Items]

Aircraft fuel and related taxes 893 905 2,659 2,587

Salaries and related costs 609 577 1,888 1,726

Aircraft rent 160 160 483 486

Aircraft maintenance 171 163 506 508

Other rent and landing fees 148 144 419 418

Selling expenses 122 123 359 343

Special items, net 14 13 25 22

Depreciation and amortization 62 61 190 185

Other expenses 317 329 944 963

Express expenses 817 824 2,487 2,449

Express Expenses

Express Expenses [Line Items]

Aircraft fuel and related taxes 272 273 830 803

Salaries and related costs 72 67 223 204

Capacity purchases 267 255 819 782

Aircraft rent 13 13 39 39

Aircraft maintenance 28 55 83 151

Other rent and landing fees 33 35 100 104

Selling expenses 45 45 132 135

Special items, net 3 1

Depreciation and amortization 8 6 23 18

Other expenses 43 45 134 139

Express expenses 781 794 2,386 2,376

Express Expenses | US Airways, Inc

Express Expenses [Line Items]

Aircraft fuel and related taxes 272 273 830 804

Salaries and related costs 6 6 18 18

Capacity purchases 445 450 1,356 1,342

Other rent and landing fees 27 29 83 86

Selling expenses 45 45 132 135

Depreciation and amortization 2 6

Other expenses 20 21 62 64

Express expenses $ 817 $ 824 $ 2,487 $ 2,449

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Related Party Transactions (Tables) (US Airways, Inc)
9 Months Ended

Sep. 30, 2012

US Airways, Inc

Net Payable Balances to Related Parties

The following represents the net payable balances to related parties (in millions):

 September 30,
2012 December 31,
2011

US Airways Group
 $ 461 $ 514

US Airways Group’s wholly owned subsidiaries
 69 87





 $ 530 $ 601





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Debt - Additional Information (Detail) (USD $)	3 Months Ended	5 Months Ended		3 Months Ended	5 Months Ended		1 Months Ended			9 Months Ended		9 Months Ended		9 Months Ended		9 Months Ended		9 Months Ended				9 Months Ended		9 Months Ended		9 Months Ended		9 Months Ended		1 Months Ended		9 Months Ended		9 Months Ended		1 Months Ended		1 Months Ended		9 Months Ended						3 Months Ended
Debt - Additional Information (Detail) (USD $)	Sep. 30, 2012 Aircraft	Mar. 31, 2013	Dec. 31, 2011	Sep. 30, 2012 US Airways, Inc Aircraft	Mar. 31, 2013 US Airways, Inc	Dec. 31, 2011 US Airways, Inc	Feb. 29, 2012 Unsecured Barclays prepaid miles	Sep. 30, 2012 Unsecured Barclays prepaid miles	Dec. 31, 2011 Unsecured Barclays prepaid miles	Sep. 30, 2012 Secured Aircraft Enhanced Equipment Trust Certificates	Dec. 31, 2011 Secured Aircraft Enhanced Equipment Trust Certificates	Sep. 30, 2012 Secured Aircraft Enhanced Equipment Trust Certificates US Airways, Inc	Dec. 31, 2011 Secured Aircraft Enhanced Equipment Trust Certificates US Airways, Inc	Sep. 30, 2012 Secured Equipment loans and other notes payable	Dec. 31, 2011 Secured Equipment loans and other notes payable	Sep. 30, 2012 Secured Equipment loans and other notes payable US Airways, Inc	Dec. 31, 2011 Secured Equipment loans and other notes payable US Airways, Inc	Sep. 30, 2012 Other secured obligations	Sep. 30, 2012 Other secured obligations US Airways, Inc	Sep. 30, 2012 Secured Citicorp North America loan	Dec. 31, 2011 Secured Citicorp North America loan	Sep. 30, 2012 Unsecured 7.25% convertible senior notes	Dec. 31, 2011 Unsecured 7.25% convertible senior notes	Sep. 30, 2012 Unsecured 7% senior convertible notes	Dec. 31, 2011 Unsecured 7% senior convertible notes	Sep. 30, 2012 Unsecured Industrial development bonds	Dec. 31, 2011 Unsecured Industrial development bonds	Sep. 30, 2012 Unsecured Industrial development bonds US Airways, Inc	Dec. 31, 2011 Unsecured Industrial development bonds US Airways, Inc	Apr. 30, 2012 2012 Slot Financing	Apr. 30, 2012 2012 Slot Financing US Airways, Inc	Sep. 30, 2012 Unsecured Airbus advance	Dec. 31, 2011 Unsecured Airbus advance	Sep. 30, 2012 Unsecured Airbus advance US Airways, Inc	Dec. 31, 2011 Unsecured Airbus advance US Airways, Inc	May 31, 2012 Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates	Sep. 30, 2012 Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates Aircraft	May 31, 2012 Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates US Airways, Inc	Sep. 30, 2012 Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates US Airways, Inc Aircraft	Sep. 30, 2012 Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates Series A	Sep. 30, 2012 Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates Series A US Airways, Inc	Sep. 30, 2012 Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates Series B	Sep. 30, 2012 Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates Series B US Airways, Inc	Sep. 30, 2012 Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates Series C	Sep. 30, 2012 Secured 2012-1 Aircraft Enhanced Equipment Trust Certificates Series C US Airways, Inc	Sep. 30, 2012 Airbus Aircraft Financing	Sep. 30, 2012 Airbus Aircraft Financing US Airways, Inc
Debt Instrument [Line Items]
Aggregate principal amount borrowed							$ 200,000,000																							$ 100,000,000	$ 100,000,000															$ 85,000,000	$ 85,000,000
Reduction Period							2 years
Fixed and variable interest rates, minimum										5.90%		5.90%		1.62%		1.62%
Fixed and variable interest rates, maximum										11.00%		11.00%		10.46%		10.46%
Debt instrument, Maturity Date Range, Start										2014		2014		2012		2012		2018	2018
Debt Instrument, Maturity Date Range, End										2024		2024		2029		2022		2021	2021
Interest rate at end of period								4.96%										8.00%	8.00%	2.72%		7.25%		7.00%		6.30%		6.30%
Net proceeds from aggregate principal amount borrowed																														98,000,000	98,000,000
Debt Instrument, Maturity Date																				2014		2014		2020		2023		2023		2014	2014	2018		2018						2024	2024	2019	2019	2015	2015
Aggregate face amount of EETCs issued																																				623,000,000		623,000,000
Number of aircraft financed or to be financed																																					12		12
Number of Aircraft Refinanced																																					2		2
Total long-term debt and capital lease obligations	4,731,000,000		4,732,000,000	3,204,000,000		3,189,000,000		200,000,000	200,000,000	1,372,000,000	1,279,000,000	1,372,000,000	1,279,000,000	1,707,000,000	1,729,000,000	1,677,000,000	1,699,000,000			1,120,000,000	1,136,000,000	172,000,000	172,000,000	5,000,000	5,000,000	29,000,000	29,000,000	29,000,000	29,000,000			99,000,000	142,000,000	99,000,000	142,000,000		168,000,000		168,000,000	103,000,000	103,000,000	34,000,000	34,000,000	31,000,000	31,000,000
Stated interest rate on debt																																								5.90%	5.90%	8.00%	8.00%	9.125%	9.125%
Remaining escrowed funds held by depository.																																					455,000,000		455,000,000
Number of aircraft to be acquired from Republic	5			5
Remaining aircraft to be acquired from Republic		4			4
Fair value of long-term debt	$ 4,420,000,000		$ 4,230,000,000	$ 2,930,000,000		$ 2,920,000,000

Net Payable Balances to Related Parties (Detail) (US Airways, Inc, USD $) In Millions, unless otherwise specified	Sep. 30, 2012	Dec. 31, 2011
Related Party Transaction [Line Items]
Payables to related parties, net	$ 530	$ 601
US Airways Group
Related Party Transaction [Line Items]
Payables to related parties, net	461	514
US Airways Group's wholly owned subsidiaries
Related Party Transaction [Line Items]
Payables to related parties, net	$ 69	$ 87

Slot Transaction - Additional Information (Detail) (USD $) In Millions, unless otherwise specified	3 Months Ended		12 Months Ended
	Sep. 30, 2012	Mar. 31, 2012	Dec. 31, 2011 Slot
Pairs of slots transferred by parent to other airline			132
Pairs of slots to be transferred by other Airline to Parent, number			42
Cash received in slot transaction			$ 66.5
Divestiture of slot pairs, LaGuardia			16
Divestiture of slot pairs, Washington National			8
Fair value of slot transaction			223
Deferred gain from slot transaction			147
Recognized gain resulting from slot transaction in accordance with lapse of DOT restrictions	69	73
US Airways, Inc
Pairs of slots transferred by parent to other airline			132
Pairs of slots to be transferred by other Airline to Parent, number			42
Cash received in slot transaction			66.5
Divestiture of slot pairs, LaGuardia			16
Divestiture of slot pairs, Washington National			8
Fair value of slot transaction			223
Deferred gain from slot transaction			147
Recognized gain resulting from slot transaction in accordance with lapse of DOT restrictions	$ 69	$ 73

Condensed Consolidated Statement of Operations (USD $) In Millions, except Share data in Thousands, unless otherwise specified	3 Months Ended		9 Months Ended
	Sep. 30, 2012	Sep. 30, 2011	Sep. 30, 2012	Sep. 30, 2011
Operating revenues:
Mainline passenger	$ 2,319	$ 2,267	$ 6,881	$ 6,447
Express passenger	844	796	2,523	2,316
Cargo	35	40	114	126
Other	335	333	1,035	1,011
Total operating revenues	3,533	3,436	10,553	9,900
Operating expenses:
Aircraft fuel and related taxes	893	905	2,659	2,587
Salaries and related costs	609	577	1,888	1,726
Express expenses	781	794	2,386	2,376
Aircraft rent	160	160	483	486
Aircraft maintenance	171	163	506	508
Other rent and landing fees	148	144	419	418
Selling expenses	122	123	359	343
Special items, net	14	13	25	22
Depreciation and amortization	60	58	182	178
Other	307	319	915	938
Total operating expenses	3,265	3,256	9,822	9,582
Operating income	268	180	731	318
Nonoperating income (expense):
Interest income		1	1	4
Interest expense, net	(89)	(85)	(256)	(241)
Other, net	67	1	125	(7)
Total nonoperating expense, net	(22)	(83)	(130)	(244)
Income before income taxes	246	97	601	74
Income tax provision	1	21	1	21
Net income	245	76	600	53
Basic earnings per common share	$ 1.51	$ 0.47	$ 3.70	$ 0.33
Diluted earnings per common share	$ 1.24	$ 0.41	$ 3.06	$ 0.33
Shares used for computation (in thousands):
Basic	162,418	162,090	162,286	161,999
Diluted	204,603	201,278	203,532	163,916
US Airways, Inc
Operating revenues:
Mainline passenger	2,319	2,267	6,881	6,447
Express passenger	844	796	2,523	2,316
Cargo	35	40	114	126
Other	377	373	1,155	1,124
Total operating revenues	3,575	3,476	10,673	10,013
Operating expenses:
Aircraft fuel and related taxes	893	905	2,659	2,587
Salaries and related costs	609	577	1,888	1,726
Express expenses	817	824	2,487	2,449
Aircraft rent	160	160	483	486
Aircraft maintenance	171	163	506	508
Other rent and landing fees	148	144	419	418
Selling expenses	122	123	359	343
Special items, net	14	13	25	22
Depreciation and amortization	62	61	190	185
Other	317	329	944	963
Total operating expenses	3,313	3,299	9,960	9,687
Operating income	262	177	713	326
Nonoperating income (expense):
Interest income		1	1	4
Interest expense, net	(65)	(58)	(182)	(166)
Other, net	67	1	125	(7)
Total nonoperating expense, net	2	(56)	(56)	(169)
Income before income taxes	264	121	657	157
Income tax provision	1	21	1	21
Net income	$ 263	$ 100	$ 656	$ 136

Debt (Detail) (USD $) In Millions, unless otherwise specified	Sep. 30, 2012	Dec. 31, 2011
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	$ 4,731	$ 4,732
Less: Total unamortized discount on debt	(162)	(166)
Current maturities	(417)	(436)
Long-term debt and capital lease obligations, net of current maturities	4,152	4,130
US Airways, Inc
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	3,204	3,189
Less: Total unamortized discount on debt	(64)	(71)
Current maturities	(401)	(420)
Long-term debt and capital lease obligations, net of current maturities	2,739	2,698
Secured Citicorp North America loan
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	1,120	1,136
Secured Equipment loans and other notes payable
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	1,707	1,729
Secured Equipment loans and other notes payable \| US Airways, Inc
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	1,677	1,699
Secured Aircraft Enhanced Equipment Trust Certificates
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	1,372	1,279
Secured Aircraft Enhanced Equipment Trust Certificates \| US Airways, Inc
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	1,372	1,279
Other secured obligations
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	27	30
Other secured obligations \| US Airways, Inc
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	27	30
Secured Debt
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	4,226	4,174
Secured Debt \| US Airways, Inc
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	3,076	3,008
Unsecured Barclays prepaid miles
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	200	200
Unsecured Airbus advance
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	99	142
Unsecured Airbus advance \| US Airways, Inc
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	99	142
Unsecured 7.25% convertible senior notes
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	172	172
Unsecured 7% senior convertible notes
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	5	5
Unsecured Industrial development bonds
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	29	29
Unsecured Industrial development bonds \| US Airways, Inc
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	29	29
Other unsecured obligations
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations		10
Other unsecured obligations \| US Airways, Inc
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations		10
Unsecured Debt
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	505	558
Unsecured Debt \| US Airways, Inc
Debt Instrument [Line Items]
Total long-term debt and capital lease obligations	$ 128	$ 181

Basis of Presentation	9 Months Ended
Basis of Presentation	Sep. 30, 2012
Basis of Presentation	1. Basis of Presentation The accompanying unaudited condensed consolidated financial statements of US Airways Group, Inc. (“US Airways Group” or the “Company”) should be read in conjunction with the consolidated financial statements contained in US Airways Group’s Annual Report on Form 10-K for the year ended December 31, 2011. The accompanying unaudited condensed consolidated financial statements include the accounts of US Airways Group and its wholly owned subsidiaries. Wholly owned subsidiaries include US Airways, Inc. (“US Airways”), Piedmont Airlines, Inc. (“Piedmont”), PSA Airlines, Inc. (“PSA”), Material Services Company, Inc. (“MSC”) and Airways Assurance Limited (“AAL”). All significant intercompany accounts and transactions have been eliminated. Management believes that all adjustments necessary for the fair presentation of results, consisting of normally recurring items, have been included in the unaudited condensed consolidated financial statements for the interim periods presented. The preparation of financial statements in conformity with accounting principles generally accepted in the United States requires management to make certain estimates and assumptions that affect the reported amounts of assets and liabilities, revenues and expenses, and the disclosure of contingent assets and liabilities at the date of the financial statements. Actual results could differ from those estimates. The most significant areas of judgment relate to passenger revenue recognition, impairment of long-lived and intangible assets, the frequent traveler program and the deferred tax asset valuation allowance. The Company’s accumulated other comprehensive income balances at September 30, 2012 and December 31, 2011 related to pension and other postretirement benefits.
US Airways, Inc
Basis of Presentation	1. Basis of Presentation The accompanying unaudited condensed consolidated financial statements of US Airways, Inc. (“US Airways”) should be read in conjunction with the consolidated financial statements contained in US Airways’ Annual Report on Form 10-K for the year ended December 31, 2011. US Airways is a wholly owned subsidiary of US Airways Group, Inc. (“US Airways Group”). Management believes that all adjustments necessary for the fair presentation of results, consisting of normally recurring items, have been included in the unaudited condensed consolidated financial statements for the interim periods presented. The preparation of financial statements in conformity with accounting principles generally accepted in the United States requires management to make certain estimates and assumptions that affect the reported amounts of assets and liabilities, revenues and expenses, and the disclosure of contingent assets and liabilities at the date of the financial statements. Actual results could differ from those estimates. The most significant areas of judgment relate to passenger revenue recognition, impairment of long-lived and intangible assets, the frequent traveler program and the deferred tax asset valuation allowance. US Airways’ accumulated other comprehensive income balances at September 30, 2012 and December 31, 2011 related to other postretirement benefits.

Document and Entity Information	9 Months Ended
Document and Entity Information	Sep. 30, 2012	Oct. 19, 2012
Entity Information [Line Items]
Document Type	10-Q
Amendment Flag	false
Document Period End Date	Sep. 30, 2012
Document Fiscal Year Focus	2012
Document Fiscal Period Focus	Q3
Trading Symbol	LCC
Entity Registrant Name	US AIRWAYS GROUP INC
Entity Central Index Key	0000701345
Current Fiscal Year End Date	--12-31
Entity Filer Category	Large Accelerated Filer
Entity Common Stock, Shares Outstanding		162,442,970
US Airways, Inc
Entity Information [Line Items]
Document Type	10-Q
Amendment Flag	false
Document Period End Date	Sep. 30, 2012
Document Fiscal Year Focus	2012
Document Fiscal Period Focus	Q3
Entity Registrant Name	US AIRWAYS INC
Entity Central Index Key	0000714560
Current Fiscal Year End Date	--12-31
Entity Filer Category	Non-accelerated Filer
Entity Common Stock, Shares Outstanding		1,000

Condensed Consolidated Balance Sheets (USD $) In Millions, unless otherwise specified	Sep. 30, 2012	Dec. 31, 2011
Current assets
Cash and cash equivalents	$ 2,435	$ 1,947
Accounts receivable, net	423	327
Materials and supplies, net	297	235
Prepaid expenses and other	671	540
Total current assets	3,826	3,049
Property and equipment
Flight equipment	4,817	4,591
Ground property and equipment	985	907
Less accumulated depreciation and amortization	(1,674)	(1,501)
Property and equipment net, excluding equipment purchase deposits	4,128	3,997
Equipment purchase deposits	241	153
Total property and equipment	4,369	4,150
Other assets
Other intangibles, net of accumulated amortization	545	543
Restricted cash	347	365
Other assets	233	228
Total other assets	1,125	1,136
Total assets	9,320	8,335
Current liabilities
Current maturities of debt and capital leases	417	436
Accounts payable	391	386
Air traffic liability	1,220	910
Accrued compensation and vacation	268	176
Accrued taxes	183	163
Other accrued expenses	989	1,089
Total current liabilities	3,468	3,160
Noncurrent liabilities and deferred credits
Long-term debt and capital leases, net of current maturities	4,152	4,130
Deferred gains and credits, net	301	307
Postretirement benefits other than pensions	163	160
Employee benefit liabilities and other	477	428
Total noncurrent liabilities and deferred credits	5,093	5,025
Commitments and contingencies
Stockholders' equity
Common stock	2	2
Additional paid-in capital	2,131	2,122
Accumulated other comprehensive income	2	2
Accumulated deficit	(1,376)	(1,976)
Total stockholders' equity	759	150
Total liabilities and stockholders' equity	9,320	8,335
US Airways, Inc
Current assets
Cash and cash equivalents	2,431	1,940
Accounts receivable, net	422	325
Materials and supplies, net	258	199
Prepaid expenses and other	662	527
Total current assets	3,773	2,991
Property and equipment
Flight equipment	4,664	4,441
Ground property and equipment	949	873
Less accumulated depreciation and amortization	(1,592)	(1,428)
Property and equipment net, excluding equipment purchase deposits	4,021	3,886
Equipment purchase deposits	241	153
Total property and equipment	4,262	4,039
Other assets
Other intangibles, net of accumulated amortization	516	512
Restricted cash	347	365
Other assets	220	209
Total other assets	1,083	1,086
Total assets	9,118	8,116
Current liabilities
Current maturities of debt and capital leases	401	420
Accounts payable	357	305
Payables to related parties, net	530	601
Air traffic liability	1,220	910
Accrued compensation and vacation	257	167
Accrued taxes	184	165
Other accrued expenses	956	1,058
Total current liabilities	3,905	3,626
Noncurrent liabilities and deferred credits
Long-term debt and capital leases, net of current maturities	2,739	2,698
Deferred gains and credits, net	254	280
Postretirement benefits other than pensions	161	158
Employee benefit liabilities and other	442	392
Total noncurrent liabilities and deferred credits	3,596	3,528
Commitments and contingencies
Stockholders' equity
Common stock
Additional paid-in capital	2,445	2,445
Accumulated other comprehensive income	21	22
Accumulated deficit	(849)	(1,505)
Total stockholders' equity	1,617	962
Total liabilities and stockholders' equity	$ 9,118	$ 8,116

Income Taxes	9 Months Ended
Income Taxes	Sep. 30, 2012
Income Taxes	5. Income Taxes At December 31, 2011, the Company had approximately $1.95 billion of gross net operating losses (“NOLs”) to reduce future federal taxable income. All of the Company’s NOLs are expected to be available to reduce federal taxable income in the calendar year 2012. The NOLs expire during the years 2024 through 2031. The Company’s net deferred tax assets, which include $1.87 billion of the NOLs, are subject to a full valuation allowance. The Company also had approximately $82 million of tax-effected state NOLs at December 31, 2011. At December 31, 2011, the federal and state valuation allowances were $347 million and $61 million, respectively. In accordance with U.S. Generally Accepted Accounting Principles (“GAAP”), utilization of the NOLs will result in a corresponding decrease in the valuation allowance and offset the Company’s tax provision dollar for dollar. For each of the three and nine month periods ended September 30, 2012 and 2011, the Company did not record federal income tax expense. In each of the three and nine month periods ended September 30, 2012, the Company recorded $1 million of state income tax expense related to certain states where NOLs were limited. When profitable, the Company is ordinarily subject to Alternative Minimum Tax (“AMT”). However as the result of a special tax election made in 2009, the Company was able to utilize AMT NOLs to fully offset its AMT taxable income in each of the three and nine month periods ended September 30, 2012 and 2011. In connection with the sale of the Company’s final remaining investment in auction rate securities, the Company recorded a special non-cash tax charge of $21 million in the third quarter of 2011. In the fourth quarter of 2009, the Company had recorded in other comprehensive income (“OCI”), a subset of stockholders’ equity, a non-cash tax provision of $21 million. This provision resulted from $56 million of unrealized gains recorded in OCI due to an increase in the fair value of certain investments in auction rate securities. The Company has a net deferred tax asset that is subject to a full valuation allowance. Typically, in accordance with GAAP, the reversal of a valuation allowance on a net deferred tax asset reduces any tax provision generated. However, under GAAP, an exception to the above described tax accounting is applicable when a company has the following: (1) a net deferred tax asset that is subject to valuation allowance, (2) an income statement loss and (3) net gains in OCI. In this situation, tax benefits derived from the presence of net gains held in OCI are required to be included in income from operations. The Company met all three of these conditions in the fourth quarter of 2009. As a result, the $21 million tax benefit resulting from the reversal of the valuation allowance was recorded in income from operations rather than as an offset to the $21 million tax provision recorded in OCI. Accordingly, in connection with the sale of the Company’s final remaining investment in auction rate securities, the Company recorded a $21 million special non-cash tax charge in the third quarter of 2011, which recognized in the statement of operations the tax provision recorded in OCI.
US Airways, Inc
Income Taxes	5. Income Taxes US Airways is part of the US Airways Group consolidated income tax return. At December 31, 2011, US Airways had approximately $1.85 billion of gross net operating losses (“NOLs”) to reduce future federal taxable income. All of US Airways’ NOLs are expected to be available to reduce federal taxable income in the calendar year 2012. The NOLs expire during the years 2024 through 2031. US Airways’ net deferred tax assets, which include $1.78 billion of the NOLs, are subject to a full valuation allowance. US Airways also had approximately $79 million of tax-effected state NOLs at December 31, 2011. At December 31, 2011, the federal and state valuation allowances were $349 million and $61 million, respectively. In accordance with U.S. Generally Accepted Accounting Principles (“GAAP”), utilization of the NOLs will result in a corresponding decrease in the valuation allowance and offset US Airways’ tax provision dollar for dollar. For each of the three and nine month periods ended September 30, 2012 and 2011, US Airways did not record federal income tax expense. In each of the three and nine month periods ended September 30, 2012, US Airways recorded $1 million of state income tax expense related to certain states where NOLs were limited. When profitable, US Airways is ordinarily subject to Alternative Minimum Tax (“AMT”). However as the result of a special tax election made in 2009, US Airways was able to utilize AMT NOLs to fully offset its AMT taxable income in each of the three and nine month periods ended September 30, 2012 and 2011. In connection with the sale of US Airways’ final remaining investment in auction rate securities, US Airways recorded a special non-cash tax charge of $21 million in the third quarter of 2011. In the fourth quarter of 2009, US Airways had recorded in other comprehensive income (“OCI”), a subset of stockholder’s equity, a non-cash tax provision of $21 million. This provision resulted from $56 million of unrealized gains recorded in OCI due to an increase in the fair value of certain investments in auction rate securities. US Airways has a net deferred tax asset that is subject to a full valuation allowance. Typically, in accordance with GAAP, the reversal of a valuation allowance on a net deferred tax asset reduces any tax provision generated. However, under GAAP, an exception to the above described tax accounting is applicable when a company has the following: (1) a net deferred tax asset that is subject to valuation allowance, (2) an income statement loss and (3) net gains in OCI. In this situation, tax benefits derived from the presence of net gains held in OCI are required to be included in income from operations. US Airways met all three of these conditions in the fourth quarter of 2009. As a result, the $21 million tax benefit resulting from the reversal of the valuation allowance was recorded in income from operations rather than as an offset to the $21 million tax provision recorded in OCI. Accordingly, in connection with the sale of US Airways’ final remaining investment in auction rate securities, US Airways recorded a $21 million special non-cash tax charge in the third quarter of 2011, which recognized in the statement of operations the tax provision recorded in OCI.

Computation of Basic and Diluted EPS (Parenthetical) (Detail)	Sep. 30, 2012
Unsecured 7.25% convertible senior notes
Antidilutive Securities Excluded from Computation of Earnings Per Share [Line Items]
Stated interest rate on debt	7.25%
Unsecured 7% senior convertible notes
Antidilutive Securities Excluded from Computation of Earnings Per Share [Line Items]
Stated interest rate on debt	7.00%

Slot Transaction	9 Months Ended
Slot Transaction	Sep. 30, 2012
Slot Transaction	7. Slot Transaction In May 2011, US Airways Group and US Airways entered into an Amended and Restated Mutual Asset Purchase and Sale Agreement (the “Mutual APA”) with Delta Air Lines, Inc. (“Delta”). The Mutual APA amended and restated the Mutual Asset Purchase and Sale Agreement dated August 11, 2009 by and among the parties. Pursuant to the Mutual APA, Delta agreed to acquire 132 slot pairs at LaGuardia from US Airways and US Airways agreed to acquire from Delta 42 slot pairs at Washington National and the rights to operate additional daily service to Sao Paulo, Brazil in 2015, and Delta agreed to pay US Airways $66.5 million in cash. One slot equals one take-off or landing, and each pair of slots equals one round-trip flight. The Mutual APA was structured as two simultaneous asset sales. On October 11, 2011, the U.S. Department of Transportation (“DOT”) and the Federal Aviation Administration each granted their approval to the transaction. The DOT’s approval was conditioned on the divestiture of 16 slot pairs at LaGuardia and eight slot pairs at Washington National to airlines with limited or no service at those airports as well as the full cooperation of US Airways and Delta to enable the startup of the operations by the airlines purchasing the divested slots. Additionally, to allow the airlines who purchased the divested slots to establish competitive service, the DOT prohibited US Airways and Delta from operating any of the newly acquired slots during the first 90 days after the closing date of the sale of the divested slots and from operating more than 50 percent of the total number of slots between the 91st day and 210th day following the closing date of the sale of the divested slots. In December 2011, the slot divestitures described above were completed by Delta and on December 13, 2011, the transaction closed and ownership of the respective slots was transferred between the airlines. Accordingly as of December 31, 2011, the Company’s balance sheet reflected the transfer of the LaGuardia slots to Delta and the receipt of the Washington National slots, which were included within other intangible assets on the accompanying condensed consolidated balance sheet. The newly acquired Washington National slots serve as collateral under the Company’s Citicorp credit facility. The fair value of the LaGuardia slots transferred to Delta in exchange for the Washington National slots and related cash payment was $223 million, which resulted in a gain that was initially projected as $147 million. Due to the DOT restrictions preventing operating use of the LaGuardia slots acquired by Delta, the gain was fully deferred as of December 31, 2011 and was included within other current liabilities on the accompanying condensed consolidated balance sheet. The gain on the transaction was recognized as the DOT restrictions lapsed in 2012. The Company recognized $73 million of the gain in the first quarter of 2012 and the remaining gain, which approximated $69 million, in the third quarter of 2012. The third quarter 2012 gain is less than originally projected due to higher than anticipated facility and relocation costs incurred during the quarter. The gain is classified as a special credit and is included within other nonoperating expense, net on the accompanying condensed consolidated statement of operations.
US Airways, Inc
Slot Transaction	7. Slot Transaction In May 2011, US Airways Group and US Airways entered into an Amended and Restated Mutual Asset Purchase and Sale Agreement (the “Mutual APA”) with Delta Air Lines, Inc. (“Delta”). The Mutual APA amended and restated the Mutual Asset Purchase and Sale Agreement dated August 11, 2009 by and among the parties. Pursuant to the Mutual APA, Delta agreed to acquire 132 slot pairs at LaGuardia from US Airways and US Airways agreed to acquire from Delta 42 slot pairs at Washington National and the rights to operate additional daily service to Sao Paulo, Brazil in 2015, and Delta agreed to pay US Airways $66.5 million in cash. One slot equals one take-off or landing, and each pair of slots equals one round-trip flight. The Mutual APA was structured as two simultaneous asset sales. On October 11, 2011, the U.S. Department of Transportation (“DOT”) and the Federal Aviation Administration each granted their approval to the transaction. The DOT’s approval was conditioned on the divestiture of 16 slot pairs at LaGuardia and eight slot pairs at Washington National to airlines with limited or no service at those airports as well as the full cooperation of US Airways and Delta to enable the startup of the operations by the airlines purchasing the divested slots. Additionally, to allow the airlines who purchased the divested slots to establish competitive service, the DOT prohibited US Airways and Delta from operating any of the newly acquired slots during the first 90 days after the closing date of the sale of the divested slots and from operating more than 50 percent of the total number of slots between the 91st day and 210th day following the closing date of the sale of the divested slots. In December 2011, the slot divestitures described above were completed by Delta and on December 13, 2011, the transaction closed and ownership of the respective slots was transferred between the airlines. Accordingly as of December 31, 2011, US Airways’ balance sheet reflected the transfer of the LaGuardia slots to Delta and the receipt of the Washington National slots, which were included within other intangible assets on the accompanying condensed consolidated balance sheet. The newly acquired Washington National slots serve as collateral under US Airways Group’s Citicorp credit facility. The fair value of the LaGuardia slots transferred to Delta in exchange for the Washington National slots and related cash payment was $223 million, which resulted in a gain that was initially projected as $147 million. Due to the DOT restrictions preventing operating use of the LaGuardia slots acquired by Delta, the gain was fully deferred as of December 31, 2011 and was included within other current liabilities on the accompanying condensed consolidated balance sheet. The gain on the transaction was recognized as the DOT restrictions lapsed in 2012. US Airways recognized $73 million of the gain in the first quarter of 2012 and the remaining gain, which approximated $69 million, in the third quarter of 2012. The third quarter 2012 gain is less than originally projected due to higher than anticipated facility and relocation costs incurred during the quarter. The gain is classified as a special credit and is included within other nonoperating expense, net on the accompanying condensed consolidated statement of operations.

Legal Proceedings	9 Months Ended
Legal Proceedings	Sep. 30, 2012
Legal Proceedings	8. Legal Proceedings The Company is party to an arbitration proceeding relating to a grievance brought by its pilots union to the effect that, retroactive to January 1, 2010, this work group was entitled to a significant increase in wages by operation of the applicable collective bargaining agreement. The arbitrator has issued two decisions in the Company’s favor, and the union has requested a meeting with the arbitrator to address those decisions. The Company believes that the union’s position is without merit and that the possibility of an adverse outcome is remote. On April 21, 2011, US Airways filed an antitrust lawsuit against Sabre Holdings Corporation, Sabre Inc. and Sabre Travel International Limited (collectively, “Sabre”) in Federal District Court for the Southern District of New York. The lawsuit alleges, among other things, that Sabre has engaged in anticompetitive practices that illegally restrain US Airways’ ability to distribute its products to its customers. The lawsuit also alleges that these actions have prevented US Airways from employing new competing technologies and have allowed Sabre to continue to charge US Airways supracompetitive fees. The lawsuit seeks both injunctive relief and money damages. Sabre filed a motion to dismiss the case, which the court denied in part and granted in part in September 2011 allowing two of the four counts in the complaint to proceed. The Company intends to pursue these claims vigorously, but there can be no assurance of the outcome of this litigation. The Company and/or its subsidiaries are defendants in various other pending lawsuits and proceedings, and from time to time are subject to other claims arising in the normal course of its business, many of which are covered in whole or in part by insurance. The outcome of those matters cannot be predicted with certainty at this time, but the Company, having consulted with outside counsel, believes that the ultimate disposition of these contingencies will not materially affect its consolidated financial position or results of operations.
US Airways, Inc
Legal Proceedings	8. Legal Proceedings US Airways is party to an arbitration proceeding relating to a grievance brought by its pilots union to the effect that, retroactive to January 1, 2010, this work group was entitled to a significant increase in wages by operation of the applicable collective bargaining agreement. The arbitrator has issued two decisions in US Airways’ favor, and the union has requested a meeting with the arbitrator to address those decisions. US Airways believes that the union’s position is without merit and that the possibility of an adverse outcome is remote. On April 21, 2011, US Airways filed an antitrust lawsuit against Sabre Holdings Corporation, Sabre Inc. and Sabre Travel International Limited (collectively, “Sabre”) in Federal District Court for the Southern District of New York. The lawsuit alleges, among other things, that Sabre has engaged in anticompetitive practices that illegally restrain US Airways’ ability to distribute its products to its customers. The lawsuit also alleges that these actions have prevented US Airways from employing new competing technologies and have allowed Sabre to continue to charge US Airways supracompetitive fees. The lawsuit seeks both injunctive relief and money damages. Sabre filed a motion to dismiss the case, which the court denied in part and granted in part in September 2011 allowing two of the four counts in the complaint to proceed. US Airways intends to pursue these claims vigorously, but there can be no assurance of the outcome of this litigation. US Airways is a defendant in various other pending lawsuits and proceedings, and from time to time is subject to other claims arising in the normal course of its business, many of which are covered in whole or in part by insurance. The outcome of those matters cannot be predicted with certainty at this time, but US Airways, having consulted with outside counsel, believes that the ultimate disposition of these contingencies will not materially affect its consolidated financial position or results of operations.

Income Taxes - Additional Information (Detail) (USD $)	3 Months Ended		9 Months Ended		12 Months Ended
Income Taxes - Additional Information (Detail) (USD $)	Sep. 30, 2012	Sep. 30, 2011	Sep. 30, 2012	Sep. 30, 2011	Dec. 31, 2011	Dec. 31, 2009
Income Taxes [Line Items]
Operating loss Carryforwards, federal					$ 1,950,000,000
Tax-effected net operating losses, state					82,000,000
Operating loss carryforwards, expiration dates					2024 through 2031
Federal income tax expense	0	0	0	0
State income tax expense	1,000,000	0	1,000,000	0
Income tax provision recorded in OCI resulting from change in unrealized holding gains		(21,000,000)		(21,000,000)		21,000,000
Unrealized gains recorded in OCI						56,000,000
Income Tax Expense (Benefit)	1,000,000	21,000,000	1,000,000	21,000,000		(21,000,000)
State valuation allowance
Income Taxes [Line Items]
Valuation allowances					61,000,000
Federal valuation allowance
Income Taxes [Line Items]
Valuation allowances					347,000,000
Identification Of Net Operating Losses Included In Deferred Tax Assets
Income Taxes [Line Items]
Operating loss Carryforwards, federal					1,870,000,000
US Airways, Inc
Income Taxes [Line Items]
Operating loss Carryforwards, federal					1,850,000,000
Tax-effected net operating losses, state					79,000,000
Operating loss carryforwards, expiration dates					2024 through 2031
Federal income tax expense	0	0	0	0
State income tax expense	1,000,000	0	1,000,000	0
Income tax provision recorded in OCI resulting from change in unrealized holding gains		(21,000,000)		(21,000,000)		21,000,000
Unrealized gains recorded in OCI						56,000,000
Income Tax Expense (Benefit)	1,000,000	21,000,000	1,000,000	21,000,000		(21,000,000)
US Airways, Inc \| State valuation allowance
Income Taxes [Line Items]
Valuation allowances					61,000,000
US Airways, Inc \| Federal valuation allowance
Income Taxes [Line Items]
Valuation allowances					349,000,000
US Airways, Inc \| Identification Of Net Operating Losses Included In Deferred Tax Assets
Income Taxes [Line Items]
Operating loss Carryforwards, federal					$ 1,780,000,000

Condensed Consolidated Balance Sheets (Parenthetical) (USD $) In Millions, except Share data, unless otherwise specified	Sep. 30, 2012	Dec. 31, 2011
Accumulated Amortization of Other Intangibles	$ 152	$ 134
Common stock, par value	$ 0.01	$ 0.01
Common stock, shares authorized	400,000,000	400,000,000
Common stock, shares issued	162,442,970	162,116,902
Common stock, shares outstanding	162,442,970	162,116,902
US Airways, Inc
Accumulated Amortization of Other Intangibles	$ 140	$ 124
Common stock, par value	$ 1	$ 1
Common stock, shares issued	1,000	1,000
Common stock, shares outstanding	1,000	1,000