UNITED STATES
               SECURITIES AND EXCHANGE COMMISSION
                     Washington, D.C.  20549

                            FORM 10-Q



[X]Quarterly Report Pursuant to Section 13 or 15(d) of the
Securities Exchange Act of 1934
For the Quarterly Period Ended March 31, 2005.


[  ]Transition Report Pursuant to Section 13 or 15(d) of the
Securities Exchange Act of 1934
For the Transition Period From        to      .


Commission file number 1-2691.



                    American Airlines, Inc.
     (Exact name of registrant as specified in its charter)

        Delaware                            13-1502798
    (State or other                      (I.R.S. Employer
      jurisdiction                      Identification No.)
   of incorporation or
     organization)

 4333 Amon Carter Blvd.
   Fort Worth, Texas                           76155
 (Address of principal                      (Zip Code)
   executive offices)

Registrant's telephone number, including area code (817) 963-1234


                         Not Applicable
(Former name, former address and former fiscal year , if changed
                       since last report)


Indicate by check mark whether the 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 the registrant is an accelerated
filer (as defined in Exchange Act Rule 12b-2). Yes     No X .

Indicate the number of shares outstanding of each of the
issuer's classes of common stock, as of the latest practicable date.


Common Stock, $1 par value - 1,000 shares as of April 15, 2005.

The registrant meets the conditions set forth in, and is filing
this form with the reduced disclosure format prescribed by,
General Instructions H(1)(a) and (b) of Form 10-Q.


                                 INDEX

                        AMERICAN AIRLINES, INC.




PART I:   FINANCIAL INFORMATION


Item 1.  Financial Statements

  Consolidated Statements of Operations -- Three months ended March 31,
  2005 and 2004

  Condensed  Consolidated  Balance  Sheets  --  March  31,  2005  and
  December 31, 2004

  Condensed  Consolidated Statements of Cash Flows  --  Three  months
  ended March 31, 2005 and 2004

  Notes  to Condensed Consolidated Financial Statements -- March  31, 2005

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

Item 3.  Quantitative and Qualitative Disclosures about Market Risk

Item 4.  Controls and Procedures


PART II:  OTHER INFORMATION

Item 1.  Legal Proceedings

Item 5.  Other Information

Item 6.  Exhibits and Reports on Form 8-K


SIGNATURE









           PART I:  FINANCIAL INFORMATION

Item 1.  Financial Statements

AMERICAN AIRLINES, INC.
CONSOLIDATED STATEMENTS OF OPERATIONS
(Unaudited) (In millions)

                                             Three Months Ended
                                                 March 31,
                                             2005           2004
Revenues
    Passenger                              $ 3,841         $ 3,678
    Regional Affiliates                        451             420
    Cargo                                      151             148
    Other revenues                             294             257
      Total operating revenues               4,737           4,503


Expenses
  Wages, salaries and benefits               1,502           1,521
  Aircraft fuel                                996             748
  Regional payments to AMR Eagle               473             393
  Other rentals and landing fees               273             275
  Commissions, booking fees and credit
   card expense                                271             288
  Depreciation and amortization                245             285
  Maintenance, materials and repairs           192             196
  Aircraft rentals                             143             148
  Food service                                 123             136
  Other operating expenses                     563             538
    Total operating expenses                 4,781           4,528

Operating Loss                                 (44)            (25)

Other Income (Expense)
  Interest income                               35              14
  Interest expense                            (175)           (160)
  Interest capitalized                          22              17
  Related party interest - net                  (2)              -
  Miscellaneous - net                           (7)            (28)
                                              (127)           (157)

Loss Before Income Taxes                      (171)           (182)
Income tax                                       -               -
Net Loss                                   $  (171)         $ (182)










The accompanying notes are an integral part of these financial statements.


                                     -1-

AMERICAN AIRLINES, INC.
CONDENSED CONSOLIDATED BALANCE SHEETS
(Unaudited) (In millions)

                                               March 31,      December 31,
                                                 2005            2004
Assets
Current Assets
  Cash                                        $    147        $   117
  Short-term investments                         2,883          2,787
  Restricted cash and short-term investments       483            478
  Receivables, net                               1,015            821
  Inventories, net                                 450            450
  Other current assets                             347            233
    Total current assets                         5,325          4,886

Equipment and Property
  Flight equipment, net                         12,183         12,304
  Other equipment and property, net              2,390          2,365
  Purchase deposits for flight equipment           277            277
                                                14,850         14,946

Equipment and Property Under Capital Leases
  Flight equipment, net                            999          1,016
  Other equipment and property, net                 85             82
                                                 1,084          1,098

Route acquisition costs and airport operating
and gate lease rights, net                       1,188          1,194
Other assets                                     3,311          3,338
                                              $ 25,758        $25,462
Liabilities and Stockholder's Equity (Deficit)
Current Liabilities
  Accounts payable                            $  1,064        $   945
  Accrued liabilities                            1,883          1,853
  Air traffic liability                          3,687          3,183
  Payable to affiliates, net                       349            359
  Current maturities of long-term debt             477            475
  Current obligations under capital leases         126            104
    Total current liabilities                    7,586          6,919

Long-term debt, less current maturities          8,695          8,787
Obligations under capital leases, less
 current obligations                               989          1,061
Pension and postretirement benefits              4,713          4,743
Other liabilities, deferred gains and
 deferred credits                                4,034          4,057

Stockholder's Deficit
  Common stock                                       -              -
  Additional paid-in capital                     3,245          3,273
  Accumulated other comprehensive loss            (727)          (772)
  Accumulated deficit                           (2,777)        (2,606)
                                                  (259)          (105)
                                              $ 25,758        $25,462


The accompanying notes are an integral part of these financial statements.

                                     -2-

AMERICAN AIRLINES, INC.
CONDENSED CONSOLIDATED STATEMENTS OF CASH FLOWS
(Unaudited) (In millions)

                                             Three Months Ended March 31,
                                                  2005         2004

Net Cash Provided by Operating Activities       $  413        $   298

Cash Flow from Investing Activities:
  Capital expenditures, including purchase
   deposits for flight equipment                  (106)           (79)
  Net increase in short-term investments           (96)          (584)
  Net (increase) decrease in restricted
   cash and short-term investments                  (5)            26
  Proceeds from sale of equipment and property       2             10
  Other                                              2            (12)
        Net cash used by investing activities     (203)          (639)

Cash Flow from Financing Activities:
  Payments on long-term debt and capital
   lease obligations                              (143)          (129)
  Proceeds from issuance of long-term debt           -            180
  Funds transferred (to) from affiliates, net      (37)           321
        Net cash (used) provided by
         financing activities                     (180)           372

Net increase in cash                                30             31
Cash at beginning of period                        117            118

Cash at end of period                           $  147        $   149


Activities Not Affecting Cash

Capital lease obligations incurred              $    9        $    -























The accompanying notes are an integral part of these financial statements.


                                   -3-


AMERICAN AIRLINES, INC.
NOTES TO CONDENSED CONSOLIDATED FINANCIAL STATEMENTS
(Unaudited)

1.The   accompanying   unaudited  condensed   consolidated   financial
  statements have been prepared in accordance with generally  accepted
  accounting  principles for interim financial  information  and  with
  the  instructions  to Form 10-Q and Article 10  of  Regulation  S-X.
  Accordingly,  they  do  not  include  all  of  the  information  and
  footnotes  required by generally accepted accounting principles  for
  complete financial statements.  In the opinion of management,  these
  financial  statements contain all adjustments, consisting of  normal
  recurring  accruals,  necessary  to  present  fairly  the  financial
  position,  results  of  operations and cash flows  for  the  periods
  indicated.  Results of operations for the periods  presented  herein
  are  not  necessarily indicative of results of  operations  for  the
  entire year. American Airlines, Inc. (American or the Company) is  a
  wholly  owned  subsidiary  of  AMR Corporation  (AMR).  For  further
  information,  refer  to  the consolidated financial  statements  and
  footnotes  thereto  included in the American Airlines,  Inc.  Annual
  Report on Form 10-K for the year ended December 31, 2004 (2004  Form
  10-K).  Certain amounts have been reclassified to conform  with  the
  2005 presentation.

2.The  Company  accounts  for its participation in  AMR's  stock-based
  compensation  plans in accordance with Accounting  Principles  Board
  Opinion No. 25, "Accounting for Stock Issued to Employees" (APB  25)
  and  related Interpretations.  Under APB 25, no compensation expense
  is  recognized for stock option grants if the exercise price of  the
  Company's  stock option grants is at or above the fair market  value
  of  the  underlying  stock on the date of grant.   The  Company  has
  adopted  the pro forma disclosure features of Statement of Financial
  Accounting   Standards   No.   123,  "Accounting   for   Stock-Based
  Compensation"  (SFAS  123),  as amended by  Statement  of  Financial
  Accounting   Standards   No.   148,  "Accounting   for   Stock-Based
  Compensation-Transition  and  Disclosure."   The   following   table
  illustrates  the effect on net loss if the Company had  applied  the
  fair  value  recognition  provisions  of  SFAS  123  to  stock-based
  employee compensation (in millions):

                                            Three Months Ended March 31,
                                                  2005        2004
  Net loss, as reported                         $(171)      $(182)
  Add:  Stock-based employee compensation
     expense included in reported net loss          6          11
  Deduct:  Total stock-based employee
        compensation expense determined under
        fair value based methods for all awards   (21)        (27)
  Pro forma net loss                            $(186)      $(198)


  In  December  2004, the Financial Accounting Standards Board  issued
  Statement of Financial Accounting Standards No. 123 (revised  2004),
  "Share-Based  Payment"  (SFAS 123(R)).   SFAS  123(R)  requires  all
  share-based  payments  to employees, including  grants  of  employee
  stock  options,  to be recognized in the financial statements  based
  on  their fair values. SFAS 123(R) is effective for public companies
  beginning  with the first annual period that begins after  June  15,
  2005  (January  1, 2006 for AMR and American).  Under  SFAS  123(R),
  the   Company   will   recognize  compensation   expense   for   its
  participation  in  AMR's  stock-based  compensation  plans  for  the
  portion  of  outstanding awards for which service has not  yet  been
  rendered,  based  on  the  grant-date fair  value  of  those  awards
  calculated  under  SFAS 123 for pro forma disclosures.  The  Company
  has  not  completed its evaluation of the impact of SFAS  123(R)  on
  its financial statements.

3.As of March 31, 2005, the Company had commitments to acquire two
  Boeing 777-200ERs in 2006 and an aggregate of 47 Boeing 737-800s and
  seven Boeing 777-200ERs in 2013 through 2016. Future payments for all
  aircraft, including the estimated amounts for price escalation, will
  approximate  $102 million in 2006 and an aggregate of  approximately
  $3.1 billion in 2011 through 2016.


                                  -4-

AMERICAN AIRLINES, INC.
NOTES TO CONDENSED CONSOLIDATED FINANCIAL STATEMENTS (CONTINUED)
(Unaudited)

  In  2003, the Company reached concessionary agreements with  certain
  lessors.   Certain  of these agreements provide that  the  Company's
  obligations  under the related leases will revert  to  the  original
  terms   if  certain  events  occur  prior  to  December  31,   2005,
  including:   (i) an event of default under the related lease  (which
  generally  occurs only if a payment default occurs); (ii)  an  event
  of  loss  with  respect to the related aircraft; (iii) rejection  by
  the  Company of the lease under the provisions of Chapter 11 of  the
  U.S.  Bankruptcy Code; or (iv) the Company's filing  for  bankruptcy
  under  Chapter 7 of the U.S. Bankruptcy Code.  If any one  of  these
  events  were  to  occur,  the  Company  would  be  responsible   for
  approximately  $94  million in additional operating  lease  payments
  and  $119  million in additional payments related to capital  leases
  as  of March 31, 2005.  These amounts will increase by approximately
  $17  million  prior to the expiration of the provision  on  December
  31,  2005.  These  amounts  are being accounted  for  as  contingent
  rentals and will only be recognized if they become payable.

4.Accumulated depreciation of owned equipment and property at March 31,
  2005  and December 31, 2004 was $9.0 billion and $8.8  billion,
  respectively.   Accumulated amortization of equipment  and  property
  under capital leases at March 31, 2005 and December 31, 2004 was $994
  million and $984 million, respectively.

  Effective  January 1, 2005, in order to more accurately reflect  the
  expected  useful  life  of  its aircraft, the  Company  changed  its
  estimate of the depreciable lives of its Boeing 737-800, Boeing 757-
  200 and McDonnell Douglas MD-80 aircraft from 25 to 30 years.  As  a
  result  of  this change, depreciation and amortization  expense  and
  net  loss  were reduced by approximately $27 million for  the  three
  months ended March 31, 2005.

5.As  discussed in Note 8 to the consolidated financial statements  in
  the  2004  Form 10-K, the Company has a valuation allowance  against
  the  full  amount  of  its  net deferred tax  asset.  The  Company's
  deferred tax asset valuation allowance increased $43 million  during
  the  three months ended March 31, 2005 to $1.3 billion as  of  March
  31, 2005.

6.As  of  March  31,  2005,  American has issued  guarantees  covering
  approximately  $1.3 billion of AMR's unsecured debt.   In  addition,
  as  of  March  31,  2005,  AMR and American have  issued  guarantees
  covering  approximately  $447 million of  American  Eagle  Airlines,
  Inc. secured debt.

7.The following table provides the components of net periodic
  benefit cost for the three months ended March 31, 2005 and 2004 (in
  millions):
                                                        Other Postretirement
                                  Pension Benefits            Benefits
                                  2005         2004         2005     2004

  Components of net periodic
   benefit cost

   Service cost                 $   92        $  89        $   18   $   19
   Interest cost                   152          142            50       51
   Expected return on assets      (165)        (142)           (3)      (3)
   Amortization of:
    Prior service cost               4            4            (2)      (3)
    Unrecognized net loss           13           14             -        2

   Net periodic benefit cost    $   96        $ 107        $   63    $  66

                                         -5-


AMERICAN AIRLINES, INC.
NOTES TO CONDENSED CONSOLIDATED FINANCIAL STATEMENTS (CONTINUED)
(Unaudited)

  The  Company expects to contribute approximately $310 million to its
  defined  benefit  pension plans in 2005. The Company's  estimate  of
  its   defined  benefit  pension  plan  contributions  reflects   the
  provisions of the Pension Funding Equity Act of 2004. The effect  of
  the  Pension  Funding Equity Act was to defer  (to  2006  and  later
  years)  a  portion of the minimum required contributions that  would
  have  been due for the 2004 and 2005 plan years. Of the $310 million
  the  Company  expects to contribute to its defined  benefit  pension
  plans  in  2005, the Company contributed approximately $138  million
  during the three months ended March 31, 2005.

8.During  the  last few years, as a result of the events of  September
  11,  2001,  the depressed revenue environment, high fuel prices  and
  the  Company's restructuring activities, the Company has recorded  a
  number  of  special  charges.  The following  table  summarizes  the
  changes since December 31, 2004 in the remaining accruals for  these
  charges (in millions):

                             Aircraft Facility Exit  Employee
                             Charges     Costs       Charges   Total
      Remaining accrual
       at December 31, 2004  $ 126      $  26      $  35      $ 187
      Payments                  (9)        (2)       (21)       (32)
      Remaining accrual
      at March 31, 2005      $ 117      $  24      $  14      $ 155

  Cash  outlays related to these accruals, as of March 31,  2005,  for
  aircraft  charges,  facility exit costs and  employee  charges  will
  occur through 2014, 2018 and 2005, respectively.

9.The  Company  includes  changes in the  fair  value  of  certain
  derivative  financial instruments that qualify for hedge accounting,
  changes in minimum pension liabilities and unrealized gains and losses
  on available-for-sale securities in comprehensive loss. For the three
  months  ended March 31, 2005 and 2004, comprehensive loss  was  $126
  million  and $199 million, respectively. The difference between  net
  loss and comprehensive loss for the three months ended March 31, 2005
  and  2004  is  due  primarily to the accounting  for  the  Company's
  derivative financial instruments.






















                                   -6-

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

Forward-Looking Information

Statements  in this report contain various forward-looking  statements
within  the meaning of Section 27A of the Securities Act of  1933,  as
amended,  and Section 21E of the Securities Exchange Act of  1934,  as
amended,  which  represent  the  Company's  expectations  or   beliefs
concerning future events.  When used in this document and in documents
incorporated  herein  by  reference,  the  words  "expects,"  "plans,"
"anticipates,"   "indicates,"  "believes,"   "forecast,"   "guidance,"
"outlook"  and  similar expressions are intended to identify  forward-
looking   statements.  Forward-looking  statements  include,   without
limitation,  the  Company's  expectations  concerning  operations  and
financial  conditions,  including changes in capacity,  revenues,  and
costs,  future financing plans and needs, overall economic conditions,
plans  and  objectives for future operations, and the  impact  on  the
Company  of  its  results  of  operations  in  recent  years  and  the
sufficiency  of its financial resources to absorb that  impact.  Other
forward-looking  statements include statements  which  do  not  relate
solely  to  historical facts, such as, without limitation,  statements
which  discuss the possible future effects of current known trends  or
uncertainties,  or  which indicate that the future  effects  of  known
trends  or  uncertainties cannot be predicted, guaranteed or  assured.
All   forward-looking  statements  in  this  report  are  based   upon
information  available to the Company on the date of this report.  The
Company  undertakes  no obligation to publicly update  or  revise  any
forward-looking  statement, whether as a result  of  new  information,
future events, or otherwise.

Forward-looking  statements are subject to a number  of  factors  that
could cause the Company's actual results to differ materially from the
Company's  expectations. The following factors, in addition  to  other
possible factors not listed, could cause the Company's actual  results
to   differ   materially  from  those  expressed  in   forward-looking
statements:  changes  in economic, business and financial  conditions;
the Company's substantial indebtedness; continued high fuel prices and
the  availability of fuel; further increases in the price of fuel; the
impact  of  events in Iraq; conflicts in the Middle East or elsewhere;
the highly competitive business environment faced by the Company, with
increasing pricing transparency and competition from low cost carriers
and  financially distressed carriers; historically low fare levels and
fare  simplification  initiatives (both of which  could  result  in  a
further deterioration of the revenue environment); the ability of  the
Company  to  reduce  its  costs  further without  adversely  affecting
operational performance and service levels; uncertainties with respect
to  the  Company's international operations; changes in the  Company's
business strategy; actions by U.S. or foreign government agencies; the
possible  occurrence of additional terrorist attacks; another outbreak
of   a   disease   (such  as  SARS)  that  affects  travel   behavior;
uncertainties  with  respect  to  the  Company's   relationships  with
unionized and other employee work groups; the inability of the Company
to  satisfy  existing financial or other covenants in certain  of  its
credit agreements; the availability and terms of future financing; the
ability  of  the  Company to reach acceptable  agreements  with  third
parties;  and  increased insurance costs and potential  reductions  of
available insurance coverage. Additional information concerning  these
and  other  factors  is  contained in  the  Company's  Securities  and
Exchange  Commission filings, including but not limited  to  the  2004
Form 10-K.

Overview

The  Company incurred a $171 million net loss during the first quarter
of 2005 compared to a net loss of $182 million in the same period last
year.   The Company's first quarter 2005 results were impacted by  the
continuing  increase  in  fuel  prices,  offset  by  only   a   modest
improvement  in  unit revenues (passenger revenue per  available  seat
mile),  a benefit of $69 million related to certain excise tax refunds
relating  to prior years - - $55 million in aircraft fuel expense  and
$14  million  in  interest income - - and a $27  million  decrease  in
depreciation expense related to a change in the depreciable  lives  of
certain aircraft types.

Fuel  price increases resulted in a year-over-year increase  of  35.6
cents per gallon for the first quarter (including the benefit of  the
7.5  cents  per gallon impact of the fuel excise tax refund discussed
above). This price increase negatively impacted fuel expense by  $259
million  (including the benefit of the $55 million  fuel  excise  tax
refund  discussed above) during the quarter based on fuel consumption
of  729  million  gallons.  Continuing high fuel  prices,  additional
increases  in the price of fuel, and/or disruptions in the supply  of
fuel would further adversely affect the Company's financial condition
and its results of operations.

                                 -7-


Mainline  unit  revenues increased 3.7 percent for the first  quarter
due  to  a  4.3 point load factor increase, offset by a  2.1  percent
decrease  in  passenger yield (passenger revenue per passenger  mile)
compared  to  the  same  period in 2004. The  Company  believes  this
decline  in  passenger yield is due in large part to a  corresponding
decline in the Company's pricing power. The Company's reduced pricing
power  is  the  product of several factors, including:  greater  cost
sensitivity   on   the  part  of  travelers  (particularly   business
travelers);  greater  competition from  low-cost  carriers  and  from
carriers   that   have  recently  reorganized  or  are  reorganizing,
including under the protection of Chapter 11 of the Bankruptcy  Code;
significant increases in overall capacity during 2004 and  continuing
into  2005  that  exceeded economic growth; and, more recently,  fare
simplification efforts by certain carriers. The Company believes that
its  reduced  pricing  power will persist indefinitely  and  possibly
permanently.

During  the first quarter, the Company continued to work - under  the
basic  tenets of the Turnaround Plan - with its unions and  employees
to identify and implement additional initiatives designed to increase
efficiencies and revenues and reduce costs.  As part of this  effort,
it recently announced jointly with Transport Workers Union leadership
from  American's Maintenance and Engineering Center in Tulsa,  OK  an
initiative  to transform the Tulsa maintenance center into  a  future
profit  center.  In addition, American and all of its unions  jointly
issued a statement during the first quarter regarding defined benefit
pension  plan  legislation  that  supports  a  position  that  better
protects  employees' retirement benefits by making it  more  flexible
and affordable for companies to fund them.  The Company will continue
to  work with its labor unions and employees as its business partners
on the need for continuous improvement under the Turnaround Plan.

The  Company's  ability  to  become profitable  and  its  ability  to
continue to fund its obligations on an ongoing basis will depend on a
number  of  factors, some of which are largely beyond  the  Company's
control.  Some of the risk factors that affect the Company's business
and   financial   results  are  referred  to  under  "Forward-Looking
Information"  above and are discussed in the Risk Factors  listed  in
Item  7 (on pages 27-30) in the 2004 Form 10-K. As the Company  seeks
to improve its financial condition, it must continue to take steps to
generate  additional revenues and to significantly reduce its  costs.
Although the Company has a number of initiatives underway to  address
its cost and revenue challenges, the adequacy and ultimate success of
these  initiatives is not known at this time and cannot  be  assured.
It  will  be  very difficult, absent continued restructuring  of  its
operations, for the Company to continue to fund its obligations on an
ongoing basis or to become profitable if the overall industry revenue
environment  does not improve and fuel prices remain at  historically
high levels for an extended period.

OTHER INFORMATION

Significant Indebtedness and Future Financing

During  2002,  2003  and  2004, in addition to  refinancing  its  $834
million  credit facility with a new $850 million credit  facility  (in
December 2004), the Company raised an aggregate of approximately  $3.8
billion  of financing, mostly to fund capital commitments (mainly  for
aircraft  and facilities) and operating losses. The Company ended  the
quarter   with  $3.0  billion  of  unrestricted  cash  and  short-term
investments.   The  Company believes that it  should  have  sufficient
liquidity to fund its operations for the foreseeable future, including
repayment  of debt and capital leases, capital expenditures and  other
contractual  obligations.  Nonetheless, the  Company  remains  heavily
indebted   and  has  significant  obligations  (including  substantial
pension  funding obligations) due in 2005 and thereafter, as described
more  fully  under Item 7, "Management's Discussion  and  Analysis  of
Financial  Condition  and Results of Operations"  in  the  2004  10-K.
Accordingly, to maintain sufficient liquidity as the Company continues
to  implement  its  restructuring and cost reduction initiatives,  the
Company will need access to additional funding. The Company's possible
financing   sources  primarily  include:  (i)  a  limited  amount   of
additional  secured  aircraft  debt (a  very  large  majority  of  the
Company's  owned  aircraft, including virtually all of  the  Company's
Section  1110-eligible  aircraft, are  encumbered)  or  sale-leaseback
transactions  involving  owned aircraft;  (ii)  debt  secured  by  new
aircraft  deliveries;  (iii)  debt  secured  by  other  assets;   (iv)
securitization  of  future  operating  receipts;  (v)  the   sale   or
monetization of certain assets; and (vi) unsecured debt. However,  the
availability and level of these financing sources cannot  be  assured,
particularly  in light of the Company's reduced credit  ratings,  high
fuel prices, historically weak revenues and the financial difficulties
being  experienced  in  the airline industry.  The  inability  of  the
Company  to  obtain additional funding would have a material  negative
impact  on  the ability of the Company to sustain its operations  over
the long-term.


                                -8-


The   Company's   substantial  indebtedness   could   have   important
consequences.  For example, it could: (i) limit the Company's  ability
to   obtain   additional  financing  for  working   capital,   capital
expenditures,   acquisitions  and  general  corporate   purposes,   or
adversely  affect the terms on which such financing could be obtained;
(ii) require the Company to dedicate a substantial portion of its cash
flow from operations to payments on its indebtedness, thereby reducing
the  funds  available for other purposes; (iii) make the Company  more
vulnerable to economic downturns; (iv) limit its ability to  withstand
competitive  pressures  and reduce its flexibility  in  responding  to
changing business and economic conditions; and (v) limit the Company's
flexibility  in planning for, or reacting to, changes in its  business
and the industry in which it operates.

Credit Facility Covenants

American  has a fully drawn $850 million credit facility  (the  Credit
Facility)  which  consists of a $600 million senior secured  revolving
credit  facility  with a final maturity on June 17, 2009  and  a  $250
million term loan facility with a final maturity on December 17, 2010.
The  Credit  Facility  contains a covenant  (the  Liquidity  Covenant)
requiring  American  to  maintain,  as  defined,  unrestricted   cash,
unencumbered short term investments and amounts available for  drawing
under  committed  revolving credit facilities of not  less  than  $1.5
billion for each quarterly period through September 30, 2005 and $1.25
billion  for  each  quarterly  period  thereafter.  American  was   in
compliance  with  the  Liquidity Covenant as of  March  31,  2005  and
expects  to  be  able to continue to comply with  this  covenant.   In
addition,  the  Credit  Facility  contains  a  covenant  (the  EBITDAR
Covenant)  requiring AMR to maintain a ratio of cash flow (defined  as
consolidated  net  income, before interest expense  (less  capitalized
interest),  income taxes, depreciation and amortization  and  rentals,
adjusted  for  certain gains or losses and non-cash  items)  to  fixed
charges  (comprising interest expense (less capitalized interest)  and
rentals).   This  ratio was 0.85 to 1.00 for the four  quarter  period
ending March 31, 2005 and will increase gradually to 1.50 to 1.00  for
the  four  quarter  period ending March 31, 2008  and  for  each  four
quarter  period ending on each fiscal quarter thereafter. AMR  was  in
compliance with the EBITDAR covenant as of March 31, 2005 and  expects
to be able to continue to comply with this covenant in the near term.

Given  the historically high price of fuel and the volatility of  fuel
prices  and  revenues,  it  is difficult to  assess  whether  AMR  and
American  will  be  able  to  continue to comply  with  the  Liquidity
Covenant  and  in particular the EBITDAR Covenant, and  there  are  no
assurances  that they will be able to do so.  Failure to  comply  with
these  covenants  would result in a default under the Credit  Facility
which - - if the Company did not take steps to obtain a waiver of,  or
otherwise mitigate, the default - - could result in a default under  a
significant amount of the Company's other debt and lease obligations.

Pension Funding Obligation

The  Company expects to contribute approximately $310 million to  its
defined benefit pension plans in 2005. The Company's estimates of its
defined benefit pension plan contributions reflect the provisions  of
the  Pension  Funding  Equity  Act  of  2004.  Due  to  uncertainties
regarding  significant  assumptions  involved  in  estimating  future
required contributions to its defined benefit pension plans, such  as
interest rate levels, the amount and timing of asset returns, and the
impact of proposed legislation, the Company is not able to reasonably
estimate  its  future required contributions beyond  2005.   However,
based  on  the current regulatory environment and market  conditions,
the Company expects that its 2006 minimum required contributions will
exceed  its  2005  expected contributions. Of the  $310  million  the
Company expects to contribute to its defined benefit pension plans in
2005,  the Company contributed approximately $138 million during  the
three months ended March 31, 2005.

Other Operating and Investing Activities

Net  cash provided by operating activities in the three-month  period
ended  March  31, 2005 was $413 million, an increase of $115  million
over  the same period in 2004.  The Company contributed $138  million
to  its  defined benefit pension plans in the first quarter  of  2005
compared to $213 million during the first quarter of 2004.

Capital  expenditures for the first three months of  2005  were  $106
million and primarily included the cost of improvements at New York's
John F. Kennedy airport.

                                  -9-


 RESULTS OF OPERATIONS

For the Three Months Ended March 31, 2005 and 2004

Revenues

The  Company's revenues increased approximately $234 million, or  5.2
percent,  to $4.7 billion in the first quarter of 2005 from the  same
period  last  year.  American's passenger revenues increased  by  4.4
percent,  or $163 million, on a capacity (available seat mile)  (ASM)
increase  of 0.6 percent.  American's passenger load factor increased
4.3  points  to  75.4  percent  while  passenger  revenue  yield  per
passenger  mile  decreased  by  2.1 percent  to  11.88  cents.   This
resulted in an increase in passenger revenue per available seat  mile
(RASM)  of  3.7  percent  to  8.96  cents.  Following  is  additional
information regarding American's domestic and international RASM  and
capacity:

                           Three Months Ended March 31, 2005
                         RASM       Y-O-Y       ASMs      Y-O-Y
                        (cents)     Change   (billions)  Change

   Domestic              8.87        3.9%       28.3      (4.2)%
   International         9.15        3.2        14.6      11.4
      Latin America      9.44        0.4         7.9      12.8
      Europe             9.00        9.6         5.2       6.2
      Pacific            8.08       (3.4)        1.5      24.6

Regional  affiliates' passenger revenues, which are based on industry
standard  proration  agreements for flights  connecting  to  American
flights, increased $31 million, or 7.4 percent, to $451 million as  a
result  of increased capacity and load factors.  Regional affiliates'
traffic increased 22.5 percent to 1.9 billion revenue passenger miles
(RPMs),  while  capacity increased 18.9 percent to 2.9 billion  ASMs,
resulting  in  a 2.0 point increase in the passenger load  factor  to
64.7 percent.

Operating Expenses

The  Company's total operating expenses increased 5.6 percent, or $253
million, to $4.8 billion in the first quarter of 2005 compared to  the
first quarter of 2004.  American's mainline operating expenses per ASM
in  the  first quarter of 2005 increased 3.3 percent compared  to  the
first quarter of 2004 to 9.80 cents. These increases are due primarily
to  a 35.2 percent increase in American's price per gallon of fuel  in
the  first  quarter of 2005 (including the benefit of the 7.5  percent
impact of a $55 million fuel excise tax refund) relative to the  first
quarter  of  2004.  The Company's operating and financial results  are
significantly affected by the price of jet fuel. Continuing high  fuel
prices,  additional increases in the price of fuel, or disruptions  in
the  supply  of  fuel,  would further adversely affect  the  Company's
financial condition and results of operations.


   (in millions)                Three Months
                                   Ended       Change     Percentage
   Operating Expenses          March 31,2005  from 2004     Change

   Wages, salaries and benefits $  1,502        $(19)       (1.2)%
   Aircraft fuel                     996         248        33.2   (a)
   Regional payments to AMR Eagle    473          80        20.4   (b)
   Other rentals and landing fees    273          (2)       (0.7)
   Commissions, booking fees
    and credit card expense          271         (17)       (5.9)
   Depreciation and amortization     245         (40)      (14.0)  (c)
   Maintenance, materials
    and repairs                      192          (4)       (2.0)
   Aircraft rentals                  143          (5)       (3.4)
   Food service                      123         (13)       (9.6)
   Other operating expenses          563          25         4.6
    Total operating expenses    $  4,781       $ 253         5.6%

                                 -10-

(a)Aircraft fuel expense increased due to a 35.2 percent increase in
   American's price per gallon of fuel (including the benefit of the
   7.5  percent  impact  of  a $55 million fuel  excise  tax  refund
   received in March 2005 and the impact of fuel hedging) offset  by
   a  1.6  percent  decrease  in American's  fuel  consumption.  The
   Company  expects  to  receive a small amount of  additional  fuel
   excise tax refunds in 2005.
(b)Regional payment to AMR Eagle increased primarily as a result of
   increased capacity.
(c)Depreciation and amortization expense decreased primarily due to
   a change in the estimate of the depreciable lives of the Company's
   Boeing 737-800, Boeing 757-200 and McDonnell Douglas MD-80 aircraft
   from 25 to 30 years, which decreased depreciation and amortization
   expense by approximately $27 million in the first quarter of 2005.

Other Income (Expense)

Interest  income increased $21 million due primarily to a $14  million
interest refund related to the fuel excise tax refund discussed  above
and  increases  in  interest rates.  Interest  expense  increased  $15
million  due  primarily  to  increases  in  variable  interest  rates.
Miscellaneous-net decreased $21 million, due primarily to the  accrual
during the first quarter of 2004 of a $23 million award rendered by an
independent arbitrator and relating to a grievance filed by the Allied
Pilots Association.

Income Tax Benefit

The Company did not record a net tax benefit associated with its first
quarter  2005 and 2004 losses due to the Company providing a valuation
allowance,  as  discussed  in  Note 5 to  the  condensed  consolidated
financial statements.

Regional Affiliates

The following table summarizes the combined capacity purchase activity
for  the  American  Connection carriers and AMR Eagle  for  the  three
months ended March 31, 2005 and 2004 (in millions):

                                                Three Months Ended
                                                     March 31,
                                                  2005       2004
  Revenues:
   Regional Affiliates                         $    451   $    420
   Other                                             20         19
                                               $    471   $    439
  Expenses:
   Regional payments                           $    517   $    433
   Other incurred expenses                           66         55
                                               $    583   $    488

In addition, passengers connecting to American's flights from American
Connection  and  AMR  Eagle flights generated passenger  revenues  for
American flights of $350 million and $326 million in the first quarter
of  2005  and  2004, respectively, which are included  in  Revenues  -
Passenger in the consolidated statements of operations.

Outlook

The  Company currently expects second quarter 2005 mainline unit costs
to be approximately 10.19 cents and full year 2005 mainline unit costs
to  be  approximately  10.03 cents including the  impact  of  the  $55
million fuel excise tax refund.

Capacity  for  American's  mainline  jet  operations  is  expected  to
increase  about 1.7 percent in the second quarter of 2005 compared  to
the  second  quarter of 2004 and about 2.6 percent for the  full  year
2005 compared to 2004.


                                 -11-


Item 3.  Quantitative and Qualitative Disclosures about Market Risk

Except  as  discussed  below, there have been no material  changes  in
market risk from the information provided in Item 7A. Quantitative and
Qualitative Disclosures About Market Risk of the Company's  2004  Form
10-K.

The  risk inherent in the Company's fuel related market risk sensitive
instruments  and positions is the potential loss arising from  adverse
changes  in the price of fuel.  The sensitivity analyses presented  do
not consider the effects that such adverse changes may have on overall
economic  activity, nor do they consider additional actions management
may   take  to  mitigate  the  Company's  exposure  to  such  changes.
Therefore,  actual results may differ.  The Company does not  hold  or
issue derivative financial instruments for trading purposes.

Aircraft Fuel   The Company's earnings are affected by changes in  the
price  and  availability of aircraft fuel.   In  order  to  provide  a
measure of control over price and supply, the Company trades and ships
fuel  and  maintains  fuel storage facilities to  support  its  flight
operations.   The Company also manages the price risk  of  fuel  costs
primarily  by  using  jet fuel, heating oil,  and  crude  oil  hedging
contracts.   Market  risk  is estimated as a hypothetical  10  percent
increase  in  the March 31, 2005 cost per gallon of  fuel.   Based  on
projected  2005 and 2006 fuel usage through March 31,  2006,  such  an
increase  would  result  in an increase to aircraft  fuel  expense  of
approximately $495 million in the twelve months ended March 31,  2006,
inclusive of the impact of fuel hedge instruments outstanding at March
31,  2005,  and  assumes  the Company's fuel hedging  program  remains
effective under Statement of Financial Accounting Standards  No.  133,
"Accounting   for  Derivative  Instruments  and  Hedging  Activities".
Comparatively,  based on projected 2005 fuel usage, such  an  increase
would  have  resulted  in  an increase to  aircraft  fuel  expense  of
approximately  $343  million in the twelve months ended  December  31,
2005, inclusive of the impact of fuel hedge instruments outstanding at
December 31, 2004.  The change in market risk is primarily due to  the
increase in fuel prices.

As  of  March  31,  2005,  the  Company had  hedged  an  insignificant
percentage of its estimated 2005, 2006 and 2007 fuel requirements with
option contracts.

Item 4.  Controls and Procedures

The term "disclosure controls and procedures" is defined in Rules 13a-
15(e)  and  15d-15(e) of the Securities Exchange Act of 1934,  or  the
Exchange  Act.  This term refers to the controls and procedures  of  a
company  that are designed to ensure that information required  to  be
disclosed by a company in the reports that it files under the Exchange
Act  is  recorded, processed, summarized and reported within the  time
periods  specified  by  the  Securities and  Exchange  Commission.  An
evaluation   was  performed  under  the  supervision  and   with   the
participation  of  the  Company's  management,  including  the   Chief
Executive  Officer  (CEO) and Chief Financial Officer  (CFO),  of  the
effectiveness  of the Company's disclosure controls and procedures  as
of   March   31,  2005.   Based  on  that  evaluation,  the  Company's
management,  including the CEO and CFO, concluded that  the  Company's
disclosure  controls and procedures were effective  as  of  March  31,
2005. During the quarter ending on March 31, 2005, there was no change
in  the  Company's internal control over financial reporting that  has
materially affected, or is reasonably likely to materially affect, the
Company's internal control over financial reporting.









                                -12-



PART II:  OTHER INFORMATION

Item 1.  Legal Proceedings

On  July  26, 1999, a class action lawsuit was filed, and in  November
1999 an amended complaint was filed, against AMR Corporation, American
Airlines,  Inc.,  AMR  Eagle Holding Corporation,  Airlines  Reporting
Corporation,  and the Sabre Group Holdings, Inc. in the United  States
District  Court  for  the  Central  District  of  California,  Western
Division  (Westways  World Travel, Inc. v. AMR Corp.,  et  al.).   The
lawsuit  alleges that requiring travel agencies to pay debit memos  to
American for violations of American's fare rules (by customers of  the
agencies): (1) breaches the Agent Reporting Agreement between American
and  AMR  Eagle and the plaintiffs; (2) constitutes unjust enrichment;
and  (3)  violates the Racketeer Influenced and Corrupt  Organizations
Act of 1970 (RICO).  On July 9, 2003, the court certified a class that
included all travel agencies who have been or will be required to  pay
money to American for debit memos for fare rules violations from  July
26,  1995 to the present.  On February 24, 2005, the court decertified
the  class.  The remaining two plaintiffs seek to enjoin American from
enforcing  the  pricing rules in question and to recover  the  amounts
paid for debit memos, plus treble damages, attorneys' fees, and costs.
The  Company  is  to vigorously defending the lawsuit.   Although  the
Company believes that the litigation is without merit, a final adverse
court   decision   could   impose  restrictions   on   the   Company's
relationships with travel agencies, which could have an adverse impact
on the Company.

Between  April 3, 2003 and June 5, 2003, three lawsuits were filed  by
travel  agents  some of whom opted out of a prior  class  action  (now
dismissed)  to  pursue  their  claims  individually  against  American
Airlines,  Inc.,  other airline defendants, and in  one  case  against
certain  airline defendants and Orbitz LLC.  (Tam Travel et.  al.,  v.
Delta  Air Lines et. al., in the United States District Court for  the
Northern  District  of  California  -  San  Francisco  (51  individual
agencies),  Paula  Fausky d/b/a Timeless Travel v. American  Airlines,
et.  al, in the United States District Court for the Northern District
of  Ohio  Eastern Division (29 agencies) and Swope Travel  et  al.  v.
Orbitz  et.  al. in the United States District Court for  the  Eastern
District  of  Texas  Beaumont Division (6  agencies)).   Collectively,
these  lawsuits seek damages and injunctive relief alleging  that  the
certain  airline defendants and Orbitz LLC: (i) conspired  to  prevent
travel agents from acting as effective competitors in the distribution
of  airline  tickets to passengers in violation of Section  1  of  the
Sherman Act;  (ii) conspired to monopolize the distribution of  common
carrier  air travel between airports in the United States in violation
of  Section 2 of the Sherman Act; and that (iii) between 1995 and  the
present,  the airline defendants conspired to reduce commissions  paid
to  U.S.-based travel agents in violation of Section 1 of the  Sherman
Act.  These cases have been consolidated in the United States District
Court for the Northern District of Ohio Eastern Division.  American is
vigorously  defending these lawsuits. A final adverse  court  decision
awarding  substantial  money damages or placing  restrictions  on  the
Company's distribution practices would have an adverse impact  on  the
Company.

On  August  19, 2002, a class action lawsuit seeking monetary  damages
was  filed, and on May 7, 2003 an amended complaint was filed  in  the
United  States District Court for the Southern District  of  New  York
(Power Travel International, Inc. v. American Airlines, Inc., et  al.)
against  American,  Continental  Airlines,  Delta  Air  Lines,  United
Airlines, and Northwest Airlines, alleging that American and the other
defendants breached their contracts with the agency and were  unjustly
enriched  when  these  carriers at various times  reduced  their  base
commissions to zero.  The as yet uncertified class includes all travel
agencies accredited by the Airlines Reporting Corporation "whose  base
commissions on airline tickets were unilaterally reduced to  zero  by"
the  defendants.  The case is stayed as to United Airlines,  since  it
filed  for bankruptcy.  American is vigorously defending the  lawsuit.
Although the Company believes that the litigation is without merit,  a
final  adverse  court decision awarding substantial money  damages  or
forcing  the Company to pay agency commissions would have  an  adverse
impact on the Company.







                                 -13-


Miami-Dade   County  (the  County)  is  currently  investigating   and
remediating   various   environmental   conditions   at   the    Miami
International Airport (MIA) and funding the remediation costs  through
landing  fees  and  various cost recovery methods.  American  and  AMR
Eagle  have  been named as potentially responsible parties (PRPs)  for
the  contamination  at MIA.  During the second quarter  of  2001,  the
County  filed  a  lawsuit  against 17 defendants,  including  American
Airlines,  Inc., in an attempt to recover its past and future  cleanup
costs (Miami-Dade County, Florida v. Advance Cargo Services, Inc.,  et
al. in the Florida Circuit Court). The Company is vigorously defending
the  lawsuit.  In addition to the 17 defendants named in the  lawsuit,
243  other  agencies  and  companies  were  also  named  as  PRPs  and
contributors to the contamination.  The case is currently stayed while
the  parties  pursue an alternative dispute resolution  process.   The
County has proposed draft allocation models for remedial costs for the
Terminal  and  Tank Farm areas of MIA.  While it is  anticipated  that
American  and AMR Eagle will be allocated equitable shares of remedial
costs,  the Company does not expect the allocated amounts  to  have  a
material adverse effect on the Company.

Four  cases  (each  being a purported class action)  have  been  filed
against American arising from the disclosure of passenger name records
by  a vendor of American.  The cases are:  Kimmell v. AMR, et al.  (U.
S.  District  Court, Texas), Baldwin v. AMR, et al.  (U.  S.  District
Court,  Texas),  Rosenberg v. AMR, et al. (U. S. District  Court,  New
York)  and  Anapolsky v. AMR, et al. (U.S. District Court, New  York).
The  Kimmell  suit was filed in April 2004. The Baldwin and  Rosenberg
cases  were  filed  in  May  2004. The Anapolsky  suit  was  filed  in
September  2004.  The suits allege various causes of action, including
but  not  limited  to,  violations of  the  Electronic  Communications
Privacy  Act,  negligent  misrepresentation, breach  of  contract  and
violation  of  alleged  common law rights of privacy.   In  each  case
plaintiffs  seek  statutory  damages  of  $1000  per  passenger,  plus
additional  unspecified monetary damages.  The Company  is  vigorously
defending  these  suits  and believes the  suits  are  without  merit.
However,  a final adverse court decision awarding a maximum amount  of
statutory damages would have an adverse impact on the Company.

American is defending three lawsuits, filed as class actions  but  not
certified  as such, arising from allegedly improper failure to  refund
certain governmental taxes and fees collected by the Company upon  the
sale  of  nonrefundable tickets when such tickets  are  not  used  for
travel.   The  suits  are:  Coleman v. American  Airlines,  Inc.,  No.
101106,  filed  December  31, 2002, pending  (on  appeal)  before  the
Supreme Court of Oklahoma.  The Coleman Plaintiffs seek actual damages
(not  specified) and interest.  Hayes v. American Airlines, Inc.,  No.
04-3231,  pending in the United States District Court for the  Eastern
District  of New York, filed July 2, 2004.  The Hayes Plaintiffs  seek
unspecified damages, declaratory judgment, costs, attorneys' fees, and
interest.    Harrington v. Delta Air Lines, Inc.,  et.  al.,  No.  04-
12558, pending in the United States District Court for the District of
Massachusetts, filed November 4, 2004.  The Harrington plaintiffs seek
unspecified actual damages (trebled), declaratory judgment, injunctive
relief,  costs, and attorneys' fees.  The suits assert various  causes
of  action,  including  breach  of contract,  conversion,  and  unjust
enrichment.   The  Company  is  vigorously  defending  the  suits  and
believes them to be without merit.

On March 11, 2004, a patent infringement lawsuit was filed against AMR
Corporation,  American Airlines, Inc., AMR Eagle Holding  Corporation,
and  American Eagle Airlines, Inc. in the United States District Court
for  the  Eastern  District of Texas (IAP Intermodal,  L.L.C.  v.  AMR
Corp.,  et al.). The case was consolidated with eight similar lawsuits
filed  against  a  number  of other unaffiliated  airlines,  including
Continental,   Northwest,  British  Airways,  Air   France,   Pinnacle
Airlines,  Korean  Air  and Singapore Airlines  (as  well  as  various
regional affiliates of the foregoing). The plaintiff alleges that  the
airline defendants infringe three patents, each of which relates to  a
system   of   scheduling  vehicles  based  on  freight  and  passenger
transportation requests received from remote computer terminals.   The
plaintiff  is  seeking past and future royalties of over  $30  billion
dollars,  injunctive relief, costs and attorneys' fees.  Although  the
Company believes that the plaintiff's claims are without merit and  is
vigorously  defending  the  lawsuit, a final  adverse  court  decision
awarding substantial money damages or placing material restrictions on
existing  scheduling  practices would have an adverse  impact  on  the
Company.










                                -14-



On  July  12,  2004, a consolidated class action complaint,  that  was
subsequently amended on November 30, 2004, was filed against  American
Airlines,  Inc. and the Association of Professional Flight  Attendants
(APFA),  the  Union  which represents the Company's flight  attendants
(Ann  M.  Marcoux, et al., v. American Airlines Inc., et  al.  in  the
United  States District Court for the Eastern District of  New  York).
While  a class has not yet been certified, the lawsuit seeks on behalf
of  all  of American's flight attendants or various subclasses to  set
aside, and to obtain damages allegedly resulting from, the April  2003
Collective  Bargaining  Agreement referred  to  as  the  Restructuring
Participation  Agreement  (RPA).  The  RPA  was  one  of  three  labor
agreements the Company successfully reached with its unions  in  order
to  avoid  filing for bankruptcy in 2003.  In a related  case  (Sherry
Cooper, et al. v. TWA Airlines, LLC, et al., also in the United States
District Court for the Eastern District of New York), the court denied
a preliminary injunction against implementation of the RPA on June 30,
2003.  The  Marcoux suit alleges various claims against the Union  and
American relating to the RPA and the ratification vote on the  RPA  by
individual Union members, including: violation of the Labor Management
Reporting  and Disclosure Act (LMRDA) and the APFA's Constitution  and
By-laws, violation by the Union of its duty of fair representation  to
its  members,  violation by the Company of provisions of  the  Railway
Labor  Act through improper coercion of flight attendants into  voting
or  changing  their  vote  for ratification,  and  violations  of  the
Racketeer  Influenced and Corrupt Organizations Act  of  1970  (RICO).
Although the Company believes the case against it is without merit and
both the Company and the Union are vigorously defending the lawsuit, a
final  adverse  court  decision  invalidating  the  RPA  and  awarding
substantial money damages would have an adverse impact on the Company.






















                                   -15-


Item 5.  Other Information

American  has  announced a pay plan, funded at 1.5 percent,  for  all
American employees on U.S. payroll, to be effective May 1, 2005.   On
April 20, 2005, the Board approved increases in the base salaries for
officers (including the executive officers of AMR and American).  For
the  executive officers the increase is effective May  1,  2005,  and
will equal 1.5 percent of the current base salary.

Item 6.  Exhibits and Reports on Form 8-K

The following exhibits are included herein:

12    Computation of ratio of earnings to fixed charges for the  three
      months ended March 31, 2005 and 2004.

31.1  Certification of Chief Executive Officer pursuant to  Rule  13a-14(a).

31.2  Certification of Chief Financial Officer pursuant to  Rule  13a-14(a).

32    Certification pursuant to Rule 13a-14(b) and section 906 of  the
      Sarbanes-Oxley Act of 2002 (subsections (a) and (b) of section 1350,
      chapter 63 of title 18, United States Code).


Form 8-Ks filed under Item 1.01 - Entry into a Material Definitive
Agreement and Item 9.01 Financial Statements and Exhibits

On February 4, 2005, American filed a report on Form 8-K to provide
the 2005 Annual Incentive Plan for American.

Form  8-Ks  furnished  under  Item 2.02 - Results  of  Operations  and
Financial Condition and filed under Item 8.01 - Other Events and  Item
9.01 - Financial Statements and Exhibits

On January 19, 2005, American filed a report on Form 8-K to furnish  a
press  release  issued  by  its parent company,  AMR  Corporation,  to
announce  AMR's  and  American's fourth quarter  and  full  year  2004
results.

Form 8-Ks filed under Item 8.01 - Other Events

On January 5, 2005, American filed a report on Form 8-K to provide a
press release issued to report the Company's December traffic.

On February 4, 2005, American filed a report on Form 8-K to provide a
press release issued to report the Company's January traffic.

On March 3, 2005, American filed a report on Form 8-K to provide a
press release issued to report the Company's February traffic.

On March 29, 2005, American furnished a report on Form 8-K to provide
actual fuel cost, unit cost and capacity and traffic information for
January and February as well as certain forecasts of unit cost,
revenue performance and fuel prices, capacity and traffic estimates,
liquidity expectations and other matters for March, the first quarter
and the full year 2005.









                                -16-




Signature

Pursuant to the requirements of the Securities Exchange Act of  1934,
the registrant has duly caused this report to be signed on its behalf
by the undersigned thereunto duly authorized.


                               AMERICAN AIRLINES, INC.




Date:  April 21, 2005          BY: /s/ James A. Beer
                               James A. Beer
                               Senior Vice President and Chief
                               Financial Officer
                               (Principal Financial  and
                               Accounting Officer)


















                                   -17-