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American Airlines CEO lays out vision to close $3 billion profit gap
Robert Isom, chief executive officer of American Airlines Group Inc., speaks during a Bloomberg Television interview in New York, US, on Wednesday, Dec. 10, 2025.
Christian Monterrosa | Bloomberg | Getty Images
FORT WORTH, Texas — American Airlines CEO Robert Isom has a math problem.
The carrier is flying about 6,500 flights per day this year — nearly an entire Alaska Airlines more worth of travel more than its closest competitor, according to Cirium — yet American’s profit gap has grown. United Airlines brought in about $3 billion more than American last year, and U.S. profit leader Delta Air Lines made nearly $5 billion more.
In an exclusive interview with CNBC late last month, Isom said American and its nearly 140,000 employees want “to be best at everything that we do.” He said that carrier’s “long-range plan is certainly making up the margin gap,” but he didn’t put a timeline on that goal.
American’s top executives at the carrier’s headquarters late last month outlined new initiatives to CNBC: bigger, more luxe airport lounges, a new wide-body aircraft order, and fresh interiors for even more of its long-haul fleet to attract big spenders.
Isom described the carrier’s identity as “a premium global airline with the largest footprint in North America.”
American has more decisions it needs to make — and soon — to close the gap. Perhaps its biggest challenge is getting customers to shell out more to fly, something Delta and United zeroed in on years ago.
American has mastered running an efficient business but “what we will measure over time is: Are we closing this revenue gap and closing the unit revenue gap?” American CFO Devon May said.
Cabins, planes and lounges
The carrier’s executives reiterated that American’s plan rests on growing its ever-more important loyalty program, improving customers’ experience, expanding its network and increasing higher-end revenue.
The airline is forecast to earn 64 cents a share this year, on an adjusted basis, which would be up almost 80% from last year, according to analyst estimates. It will give an updated forecast when it reports second-quarter results on Thursday.
United and Delta earlier this month reported bookings are still strong. The surge in fuel prices have both helped and hurt the industry this year: The sudden run-up in prices because of the Iran war took carriers off guard, though they’re passing more of those costs along to travelers, and executives don’t expect fares will drop much anytime soon.
Wall Street is optimistic American will continue to improve, expecting it to quadruple adjusted earnings in 2027 to $2.58 a share.
American is now remodeling cabins across the fleet and taking deliveries of new planes with interiors that feature new amenities and more premium seats. Executives have said they’re considering but haven’t decided on bringing back seatback screens to much of its narrow-body fleet, though American recently joined the ranks of airlines that are adding satellite Wi-Fi from SpaceX‘s Starlink.
Customers who are willing to pay more for premium seats or other perks like lounge access have been a bright spot across the industry, and everyone from profit leader Delta to now-defunct budget carrier Spirit Airlines has tried to woo those travelers as airlines rush to get fancy, new seats — small but profitable real estate — in the air.
Isom told CNBC that work to refresh cabins will soon expand to American’s Boeing 787-8 Dreamliners. Its revamped cabins on its largest planes, the 777-300ERs, could debut in the next few weeks. Each business-class, lie-flat seat can bring in close to $10,000 on some long-haul international routes compared with $2,000 or even much less for a seat in the back.
Keeping up high-touch service levels could be a challenge, the airline’s flight attendant union said, as the 70-seat business class soon comes online. American has been phasing out planes with separate first and business classes.
“Now, as American introduces 70 Business Suites and markets a premium international experience, they’re expecting a reduced number of Flight Attendants to deliver significantly more personalized service,” Julie Hedrick, president of the Association of Professional Flight Attendants, said in a statement. (American reduced flight attendant staffing on those aircraft from 13 to 11 in 2020. Other carriers have made similar moves.) “The result will be longer service times and a customer experience that falls short of what passengers expect.”
In another lure for premium travelers, Chief Customer Officer Heather Garboden told CNBC that American is going to build the biggest Admirals Club lounge in its network, at 37,000 square feet, at its sprawling Dallas Fort Worth International Airport hub in Terminal C.
Dallas Fort Worth International Airport under construction, American Airlines’ largest hub, June 2026.
Leslie Josephs/CNBC
At the under-construction Terminal F at that airport, American is also planning a grab-and-go Provisions airport lounge, as well as a Flagship check-in area in Terminal D. The entire airport, American’s largest hub, is undergoing a $12 billion makeover, and the carrier recently unveiled new gates in Terminal C, which will expand further. American and others have been upgrading and expanding airport lounges for the spendiest customers around the U.S.
But United has had a roughly decade head start at catering to higher-paying travelers, while Delta has close to two decades of experience. In the late 2000s, Delta was giving away about 90% of its domestic first-class seats through free upgrades for frequent flyers, but now it says it sells the vast majority, with customers paying cash or redeeming miles, now a trend among big carriers, though American wants to increase buy-ups.
Under Isom, American has been upping its game in premium investments. American’s commercial team is working on technical changes that aim to offer customers more opportunities to buy pricier seats.
Aside from its of fortress hubs, American’s chief commercial officer, Nat Pieper, said the airline needs to win in so-called jump-ball markets like Los Angeles, Chicago and Washington, D.C. He said American continues to grow sign-ups for its lucrative credit card program in some of those, including New York.
American said it’s flying is split about 80% domestic versus 20% international. International flights often carry a high premium compared with domestic routes — and the planes serving them generally have more luxurious seats on board.
Isom said the airline’s network breadth is a major strong suit and will continue to be.
While American and other airlines rely on alliances and partnerships to expand reach, United is flying a lot of that itself.
United flies more internationally than Delta and American, and made its geography quiz-like network a calling card and , adding dots on the map from Mongolia to Galicia, Spain.
‘Never been deterred’
Robert Isom, chief executive officer of American Airlines Group Inc., center, following a news conference at the US Department of Transportation in Washington, DC, US, on Thursday, May 8, 2025.
Samuel Corum | Bloomberg | Getty Images
A mechanical engineer by education who took his first flight at about age 4, Isom rose up the ranks at Northwest Airlines and America West Airlines, which through mergers became modern-day Delta and American, respectively.
The airline industry is one of the most insular. In part, because of the safety-critical and specific knowledge needed to keep thousands of planes on track every day, airlines don’t often hire from other industries, especially at the top.
The executive team that long worked at American is split between that carrier and United. The CEO of United, Scott Kirby, used to work at American, until he was fired almost exactly 10 years ago. United announced it hired Kirby as president the same day.
Isom, 62, took over the top role at American in March 2022, after the airline industry had been rocked by the pandemic.
“I’ve never been deterred, no matter what the challenges that we face,” he said.
He took over in a quarter when American lost $1.6 billion.
“I’m clear-eyed about the challenges in this business,” he said, pointing to an industry that has been through everything from the 9/11 terrorist attacks, to the financial crisis, bankruptcies, mergers and wars and disease.
American ranked sixth of 11 U.S. airlines in punctuality in the first half of the year, according to Cirium data that pointed to with a 76.6% on-time rate, while Delta and United took the No. 2 and No. 3 spots, respectively. Under Isom and COO David Seymour, the carrier is working to improve its on-time rate, spreading out its schedule instead of jamming chaotic connecting banks in major hubs, and using artificial intelligence to predict maintenance problems.
On top of that, the carrier’s earnings are still hamstrung from its $35 billion debt load though American has slashed that from around a $54 billion peak coming out of the pandemic, with balance sheet improvement a major priority.
“They’re a giant — with a limp,” said Dennis Tajer, spokesman for the Allied Pilots Association, which represents American’s 15,000 aviators. Earlier this year, the APA and the flight attendants’ union called Isom’s leadership into question. Underperformance from the broader company means less profit-sharing for staff.
Getting customers to notice improvements could take time.
“Changing a service culture is hard, but not impossible,” said Jay Barney, a professor of strategic management at the University of Utah David Eccles School of Business. To alter overall brand perception, he said, “You have to make the changes obvious and visible, to current customers and potential customers.”
One issue is that flyers are often locked in because the biggest airlines have such overwhelming market share at major hub airports, he added.
What airlines might be trying to do is “charge more to their current customers,” Barney said.
Wide-body planes
An American Airlines Boeing 787-9 Dreamliner approaches for a landing at the Miami International Airport on December 10, 2021 in Miami, Florida.
Joe Raedle | Getty Images
American might be behind in its premium game, but Isom said customer satisfaction scores are rising. Chief Commercial Officer Pieper, an airline industry veteran whom the company appointed last fall as the carrier was recovering from a failed corporate sales strategy in 2024, said demand is strong across the board.
Buying new wide-body planes will be key to the airline’s next phase, Isom said. An order is on the table for this year, with both Boeing and Airbus in the mix, he said.
American’s more than 1,000 planes make up the youngest fleet of the three largest U.S. airlines, according to 2025 annual filings, thanks in part to a more than 400-airplane order it made about 15 years ago for new Boeing and Airbus narrow-body planes, but dozens of its Boeing 777 wide-bodies average more than two decades old.
American’s refresh of those older planes, Boeing 777-200s, are next, Isom said, but the carrier is shopping for new planes.
“I think that Airbus could play a big role” in the new order, Isom said. American’s wide-bodies are all currently Boeing planes.
American declined to say the size of its planned order. New aircraft for American would likely arrive in the early or middle of the next decade.
Up in Chicago, rival United — which has been duking it out with American at O’Hare International Airport — snatched up delivery slots for more than 100 Boeing Dreamliners in the last four years.
A future without United
As Isom lays out his vision for the future of the airline, there’s one path he says the carrier doesn’t see as feasible.
United CEO Kirby suggested this year a merger with American, an idea the airline rebuffed.
“I spoke with Scott,” Isom told CNBC. “Given history, given law, given past mergers, there wasn’t anyone that we talked to, our advisors, interested parties, politicians, that said that there was any chance of this happening.
“At the end of the day, we spend time looking at things that have a chance of happening. We don’t spend a lot of time pursuing impossibilities,” he said.
United has a partnership with JetBlue (American had a more involved one with JetBlue in the Northeast but it was blocked by a judge on antitrust grounds in 2023). But Kirby has repeatedly said this year he’s not interested in acquiring that New York airline. He also acknowledged that a merger with American won’t happen without a willing partner in that carrier’s management.
United, meanwhile, gets several slots at New York’s John F. Kennedy International Airport as early as next year under the JetBlue deal.
“Why buy the cow if you’re getting the milk for free?” said Brett Snyder, who writes the Cranky Flier blog.
Isom gave a standard line from executives when CNBC asked his own appetite for possible mergers and acquisitions, saying the carrier is always on the lookout for opportunities to serve the company’s customers.
For now, though, Isom said he is firmly focused on American’s new chapter.
He said he gravitated toward the industry “to be involved with something where you can make a difference.
“This is this one that you never wake up in the morning or going to bed at night thinking: Did I do good for somebody or something?” he said. “You certainly had the chance to in this business.”
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For a common sample of 164 companies, revenue grew 17.5% on a low base a year ago, the fastest in at least nine quarters.
Net profit rose 14.5% year-on-year, marking a second consecutive quarter of double-digit growth. In the year-ago period, revenue and profit had risen by 4.7% and 11.5%, respectively.
The sample’s operating margin was under pressure due to higher input costs.
AgenciesOperating Margin Contracts
For the total sample, operating margin contracted to 20.9% in the June quarter from 26.9% in the year-ago quarter. Excluding lenders, the sample’s operating margin fell to 14.7% from 17.3% by a similar comparison. The proportion of raw material cost in sales for the truncated sample shot up to 33.3% from 29.8% a year ago, reflecting input price inflation due to geopolitical conflict.
Read more: Refining gains, clean energy push lift Reliance outlook despite retail drag
Some banks and finance companies reported strong numbers, boosting overall net profit growth. Excluding lenders, the sample’s net profit growth shrank to just 1.2%. The share of banks and finance companies in the total sample’s net profit rose to 56.9% in the June quarter from 51.3% a year ago.The total sample’s profit growth was muted by Reliance Industries Ltd (RIL) numbers. Net profit at the country’s largest company by revenue and market cap fell 22.4% year-on-year to Rs20,946 crore. Excluding RIL, the sample’s net profit surged to 24.1%. The lower profit was attributable to an exceptional gain of Rs 8,924 crore recorded in the year-ago quarter on the sale of RIL’s stake in Asian Paints.
At the beginning of the results season, analysts had anticipated double-digit growth in the aggregate net profit of the Nifty 50 companies, aided by banks and finance companies. “The overall earnings growth is anticipated to be healthy, anchored by financials, metals, and capital goods companies,” Motilal Oswal Financial Services said in a preview report.
Clarity on the financial trend will emerge as more companies from across sectors declare quarterly numbers in the coming weeks.
Read more: Nifty ready for 24,500-24,750 levels after breakout rally: Analysts
Business
Oil Price Today (July 20): Crude oil jumps 3%, crosses $90 as US and Iran exchange attacks. $100 in sight?
Crude oil price on July 20
Brent crude futures rose $2.69, or 3.05%, to $90.79 a barrel, their highest level since June 11. The benchmark extended last week’s rally, when it gained 15.9%, marking its biggest weekly advance since April. U.S. West Texas Intermediate (WTI) crude climbed $2.19, or 2.65%, to $84.68 a barrel, the highest since June 12. Front-month WTI prices had jumped 15.5% last week, their strongest weekly gain since early March.
Tensions in the Middle East worsened over the weekend as the U.S. carried out a ninth consecutive night of strikes on Iran, while U.S. allies Kuwait and Bahrain reported fresh Iranian attacks.
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Both sides have increasingly targeted shipping activity in recent days. The U.S. said it is enforcing a naval blockade on Iranian ports, while Iran said it is targeting vessels that violate its navigation rules in the Strait of Hormuz, a vital waterway that typically carries around one-fifth of global oil trade. Separately, the United Kingdom Maritime Trade Operations agency reported that a vessel was on fire northwest of Oman’s Kumzar early on Monday.”The coming days and weeks will provide a clearer picture of the sustainable level of oil exports from the region under renewed dual blockades,” Barclays analyst Amarpreet Singh said in a note.
What are experts saying? Goldman Sachs said Brent crude could climb above $110 a barrel in the fourth quarter if the recovery in Gulf exports remains delayed. However, the investment bank expects prices to retreat into the $60s by the end of the year if geopolitical tensions ease and production recovers more quickly than anticipated.
“At the current point there are no signs of a ceasefire again. But in case there is a ceasefire immediately imposed, we don’t expect Brent oil prices to fall beyond $70 per barrel. It is likely to remain the lower support for the near term,” Pranav Mer, Senior Vice President, Currency and Commodity at JM Financial, told ETMarkets.
Anindya Banerjee, Head of Commodity Research at Kotak Securities, said crude oil has once again started factoring in geopolitical risks. “Any strike on major Gulf export infrastructure could force a retest of $95-100 and beyond,” he said.
Also read:Oil is crude once again! Is $95 the new normal and what it means for Indian investors?
He added that the market is responding less to the military action itself and more to the fading prospects of diplomacy. He noted that Tehran has set fresh conditions for restarting negotiations, and every new development is delaying the return of normal tanker movement through the Strait of Hormuz, where traffic had already remained well below pre-war levels.
Nuvama Institutional Equities cautioned that a prolonged closure of the Strait of Hormuz could disrupt nearly 20 million barrels a day of crude oil flows. In such a scenario, it said oil prices could rise to between $110 and $150 a barrel.
(Disclaimer: Recommendations, suggestions, views and opinions given by the experts are their own. These do not represent the views of The Economic Times)
Perenti boss Vanessa Torres has welcomed the company’s contract extension at AngloGold Ashanti’s Iduapriem gold mine in Ghana.
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Business
Stock split alert! Last day to buy this smallcap stock that rallied 580% in 3 years. Do you own?
According to SEBI’s T+1 settlement cycle, investors must buy a company’s shares at least one trading day before the record date to ensure the shares are credited to their demat accounts in time, and they become eligible for the corporate action. Accordingly, today is the last opportunity for investors to buy the shares so that they are credited to their accounts by Tuesday, making them eligible for the stock split.
All about Pondy Oxides & Chemicals stock split
Pondy Oxides & Chemicals, which claims to be India’s largest secondary lead manufacturer and a pioneer in lead alloys, announced in May that its board of directors approved the plan to split two shares of the company with a face value of Rs 5 each into five shares with a face value of Rs 2 each.
The company said the rationale behind the stock split was to enhance the liquidity of its shares and encourage participation from small investors by making the stock more affordable to buy. After the stock split, the company’s authorised capital of 4.03 crore shares would split into 10.07 crore shares.
Pondy Oxides & Chemicals announced earlier this month that it has fixed July 21 (Tuesday) as the record date to determine shareholder eligibility for the stock split.
Also read: Mukul Agrawal raises stake in this microcap NBFC, smallcap textile player in Q1. Do you own?
What this means for Pondy Oxides & Chemicals shareholders
While the number of outstanding shares increases, the company’s overall market capitalisation remains unchanged. A lower share price can make the stock more accessible to retail investors, potentially improving participation and trading volumes.
If an investor owns 200 shares of Pondy Oxides & Chemicals worth Rs 100 each, she would see that get split into 500 shares worth Rs 40 each. However, there would be no change to the total value of her holding, which stands at Rs 20,000.
Pondy Oxides & Chemicals share price
Pondy Oxides & Chemicals shares dropped more than 5% in one week but gained over 1% in one month. The stock has overall declined 11% in 2026 so far.
In the longer term, the stock has delivered 37% returns over one year and over 580% in three years. The company has a market capitalisation of Rs 4,120 crore.Also read: Vijay Kedia buys over 3 lakh shares of Websol Energy; solar stock zooms 1,080% in 3 years
(Disclaimer: Recommendations, suggestions, views and opinions given by the experts are their own. These do not represent the views of The Economic Times)
US launches Iran strikes for ninth day as another American confirmed killed
- Thailand’s consumer protection authority has launched nationwide inspections of electric vehicle dealerships, targeting misleading product disclosures, battery warranty terms, and deficient after-sales networks. The move follows 1,348 combined EV-related complaints logged between 2024 and 2026, with vehicle defects, unreturned deposits, and post-purchase price cuts among the most common grievances.
- The inspections coincide with a draft Lemon Law advancing through parliament that would shift the burden of proof for defective goods onto sellers. Chinese manufacturers, which hold an estimated 70 to 80 percent of Thailand’s EV market, face growing pressure to demonstrate adequate warranty coverage and service infrastructure as enforcement expands beyond Bangkok.
Thailand’s government has ordered nationwide inspections of electric vehicle dealers and showrooms, tightening scrutiny of a market that has grown faster than the regulatory and after-sales infrastructure built to support it. The directive, issued by the Office of the Consumer Protection Board (OCPB), comes as complaints over defective vehicles, misleading range claims and collapsing service networks pile up across the country’s dominant EV segment.
Inspections start in Bangkok, expand nationwide
Prime Minister’s Office Minister Supamas Isarabhakdi, who oversees the OCPB, has instructed secretary-general Ronnarong Phoolpipat to intensify inspections of EV sales outlets, requiring dealers to display accurate and complete product information in compliance with existing labelling law. Checks will begin in Bangkok and surrounding provinces before rolling out nationwide, and businesses found to be missing required labels or withholding information face legal action.
The OCPB is paying particular attention to battery performance disclosures and the terms of battery warranties, an area regulators see as central to the long-term cost and resale value of an EV. The agency is coordinating with the Thai Industrial Standards Institute and the Department of Land Transport to tighten certification and registration disclosure standards, and has been ordered to compile an “EV Labels” e-book covering every model sold in the country, alongside consumer rights guidance and pre-purchase inspection advice.
“Complete disclosure is the starting point for fairness in transactions,” Supamas said, framing the crackdown as an extension of existing consumer law rather than a wait for new legislation to take effect.
A rapid rise in complaints
The scrutiny follows a sharp increase in consumer grievances. Between 2024 and 2026, the OCPB logged 556 EV-related complaints, while the Thailand Consumers Council received a further 792, bringing the combined total to 1,348 cases. Authorities say 72.3 percent have already been resolved.
Vehicle defects and malfunctions make up the largest share of complaints, at 47.3 percent. Failure to refund booking deposits accounts for 18.2 percent, and sharp post-purchase price cuts — a familiar complaint in a market that has seen repeated rounds of discounting — represent 14.7 percent. Unfulfilled promotional offers make up 13.1 percent, with accidents and delayed repairs adding a further 2.9 percent. Officials say complaints have broadened beyond pricing disputes to cover vehicle safety, spare parts shortages, assembly standards and after-sales service failures more generally.
The context: a price war built on subsidy-driven overcapacity
The tightened oversight lands in a market that has expanded on the back of aggressive government incentives and equally aggressive Chinese manufacturer competition. EV sales surged 70 percent in 2025 to roughly 140,000 vehicles, nearly a quarter of all new car sales, according to International Energy Agency figures, and Chinese brands now hold an estimated 70 to 80 percent of Thailand’s EV market, with seven of the top ten sellers being Chinese.
That growth has come with strain. Thailand’s EV3.0 and EV3.5 incentive schemes required manufacturers receiving subsidies to offset imports with local production within set deadlines, a commitment some producers have struggled to meet, pushing them toward discounting and, in weaker cases, toward scaling back service networks to manage costs.
BYD, the market leader with roughly 40 percent share, has previously faced government scrutiny over discounts of up to 340,000 baht per vehicle, though it was cleared of wrongdoing by a consumer watchdog. Smaller entrants such as Neta have faced separate scrutiny over unmet local production offsets tied to their subsidy commitments. The resulting combination — sharp promotional swings, uneven dealer networks and a wave of new brands with limited track records in the market — is precisely the terrain in which the OCPB’s complaint categories have clustered.
The Lemon Law backdrop
The dealer inspections are also a bridge to more structural change. Thailand’s draft Liability for Defective Goods Act, commonly called the Lemon Law, passed its first House reading on 24 June 2026 by a unanimous 420–0 vote and is now with a 24-member special committee. The bill would reverse the burden of proof for defective goods, requiring sellers to demonstrate a product was not defective at delivery rather than requiring buyers to prove it was. Automobiles would carry a one-year statutory presumption period, with repairs capped at 90 days, and strict liability provisions specifically for cars and motorcycles.
The bill, the first piece of legislation submitted to parliament by Prime Minister Anutin Charnvirakul’s government, still needs second and third readings, Senate passage and publication in the Royal Gazette before taking effect. Until then, the OCPB says it will lean on existing consumer protection law governing product labelling and advertising — which is effectively what the current inspection drive represents.
What it means for automakers
For Chinese manufacturers that have built Thailand into their largest overseas production base — including BYD’s Rayong factory and the more than $4.1 billion in EV investment pledges the country has attracted across 198 projects — the message from Bangkok is not hostile to the sector itself. Officials continue to frame EVs as central to the kingdom’s “30@30” production strategy and energy security goals. But the inspection drive, paired with the Lemon Law working through committee, signals that the era of unchecked discount-driven expansion is giving way to a phase where warranty terms, after-sales capacity and disclosure standards will be enforced rather than assumed. Dealers and manufacturers with thin service networks or opaque battery warranty terms are likely to face the most immediate pressure as inspections expand beyond Bangkok in the coming months.
Other People are Reading
The U.S. dollar climbed 0.1% to 162.48 yen, the greenback’s strongest level since July 9, as geopolitical tensions rose and investors sought safe-haven assets.
The euro was down 0.1% at $1.1426, while the British pound was level at $1.3445. The Australian dollar slipped 0.1% to $0.6975, while the New Zealand dollar declined 0.2% to $0.5833.
“FX markets were relatively subdued, with the USD broadly stable, while the AUD weakened against the greenback and most major currencies,” Westpac analysts wrote in a research report.
“Market sentiment continued to deteriorate as concerns around semiconductor valuations weighed on risk appetite, while tensions in the Middle East escalated after Iran suspended its commitments under the interim peace deal.”
Brent crude futures jumped 3.3% to $90.97 a barrel at the start of Asian trading after the U.S. said on Sunday it had begun a ninth straight night of attacks against Iran after earlier announcing that at least two U.S. military personnel were killed in Jordan.
Markets continue to anticipate no change to rates at the Federal Reserve’s next meeting on July 29, with Fed funds futures pricing an implied 85.6% probability of a hold, compared to a 61.5% chance a month ago, according to the CME Group’s FedWatch tool. Cleveland Fed President Beth Hammack on Friday added her voice to a growing chorus of policymakers arguing interest rates may need to rise to beat back persistent inflation, setting up a charged debate at the Fed’s next meeting and the possibility of dissents at Chair Kevin Warsh’s second meeting at the helm.
The U.S. dollar index, which measures the greenback’s strength against a basket of six currencies, was up 0.1% at 100.84.
In cryptocurrencies, bitcoin was up 0.2% at $64,637.89, while ether was 0.2% higher at $1,869.72.
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