American Airlines Quotes

  “Bad news. The Egyptians have left Bogotá on one of six American Airlines’ flights. Steve, I lost them.

The year I snuck an interracial lesbian couple into the background of an American Airlines commercial, I was feeling particularly flush.

It was in fact the ordinary nature of everything preceding the event that prevented me from truly believing it had happened, absorbing it, incorporating it, getting past it. I recognize now that there was nothing unusual in this: confronted with sudden disaster we all focus on how unremarkable the circumstances were in which the unthinkable occurred, the clear blue sky from which the plane fell, the routine errand that ended on the shoulder with the car in flames, the swings where the children were playing as usual when the rattlesnake struck from the ivy. "He was on his way home from work — happy, successful, healthy — and then, gone," I read in the account of a psychiatric nurse whose husband was killed in a highway accident. In 1966 I happened to interview many people who had been living in Honolulu on the morning of December 7, 1941; without exception, these people began their accounts of Pearl Harbor by telling me what an "ordinary Sunday morning" it had been. "It was just an ordinary beautiful September day," people still say when asked to describe the morning in New York when American Airlines 11 and United Airlines 175 got flown into the World Trade towers. Even the report of the 9/11 Commission opened on this insistently premonitory and yet still dumbstruck narrative note: "Tuesday, September 11, 2001, dawned temperate and nearly cloudless in the eastern United States.

Well … things are beginning to stack up a little,” said Gordo. It was the same old sod-hut drawl. He sounded like the airline pilot who, having just slipped two seemingly certain mid-air collisions and finding himself in the midst of a radar fuse-out and control-tower dysarthria, says over the intercom: “Well, ladies and gentlemen, we’ll be busy up here in the cockpit making our final approach into Pittsburgh, and so we want to take this opportunity to thank you for flying American and we hope we’ll see you again real soon.” It was second-generation Yeager, now coming from earth orbit. Cooper was having a good time. He knew everybody was in a sweat down below. But this was what he and the boys had wanted all along, wasn’t it?

Suppose we were planning to impose a dictatorial regime upon the American people—the following preparations would be essential: 1. Concentrate the populace in megalopolitan masses so that they can be kept under close surveillance and where, in case of trouble, they can be bombed, burned, gassed or machine-gunned with a minimum of expense and waste. 2. Mechanize agriculture to the highest degree of refinement, thus forcing most of the scattered farm and ranching population into the cities. Such a policy is desirable because farmers, woodsmen, cowboys, Indians, fishermen and other relatively self-sufficient types are difficult to manage unless displaced from their natural environment. 3. Restrict the possession of firearms to the police and the regular military organizations. 4. Encourage or at least fail to discourage population growth. Large masses of people are more easily manipulated and dominated than scattered individuals. 5. Continue military conscription. Nothing excels military training for creating in young men an attitude of prompt, cheerful obedience to officially constituted authority. 6. Divert attention from deep conflicts within the society by engaging in foreign wars; make support of these wars a test of loyalty, thereby exposing and isolating potential opposition to the new order. 7. Overlay the nation with a finely reticulated network of communications, airlines and interstate autobahns. 8. Raze the wilderness. Dam the rivers, flood the canyons, drain the swamps, log the forests, strip-mine the hills, bulldoze the mountains, irrigate the deserts and improve the national parks into national parking lots. Idle speculations, feeble and hopeless protest. It was all foreseen nearly half a century ago by the most cold-eyed and clear-eyed of our national poets, on California’s shore, at the end of the open road. Shine, perishing republic.

Manjula,” the Internet assistant, had stolen all his miles on American Airlines last week.

When I started researching airline stewardesses, I found that the topic made for amusing cocktail party banter. “You’re writing a book about that? Wow, what fun!” Yes, it was fun, but it was also serious history. Pretty women do not fit into what we have come to think of as serious history. Real history covers topics like Lincoln, World War II, or, frankly, anything involving powerful white males.

Then she told me that the Americans with Disabilities Act was recently interpreted as allowing “people with anxiety disorders to travel with an emotional-support pony on airlines.” So basically I could bring a goddamn pony on board with me. I’m pretty sure a pony wouldn’t fit under my seat or in my lap, but I rather liked the idea of a small medicinal horse standing in the aisle beside me while I braided his mane.

keep the conversation focused on deli meats. Behind the counter, Otto politely slices and listens, occasionally interjecting questions. We’re on track here. And then we’re not. ‘So! My daddy has been in London for ten days, and he comes back in four days, on Wednesday. He comes in to JFK airport on American Airlines flight 100, at terminal 8,

The federal prosecutors were asking him about his role in the $6 million Lufthansa German Airlines robbery, the largest successful cash robbery in American history.

It was now clear that Yousef and his colleagues had developed their terrorist plans by studying American airline security procedures. “If terrorists operating in this country are similarly methodical, they will identify serious vulnerabilities in the security system for domestic flights.” The National Intelligence Estimate made no mention of Osama bin Laden.36

crews, added to the unfolding chaos around Washington. It’s possible—perhaps even likely, given a study of the morning’s timeline—that reports of the Doomsday plane over the capital are what triggered concerns to evacuate the White House and activate COG procedures. NEACP’s takeoff just six minutes after American Airlines Flight 77 hit the Pentagon injected confusion

It is a challenge to believe that there was ever a time that airline food was exciting, when stewardesses were happy to see you, when flying was such an occasion that you wore your finest clothes.

On Thanksgiving Day, 2011, my pastor Peter Jonker preached a marvelous sermon on Psalm 65 with an introduction from the life of Seth MacFarlane, who had been on NPR’s Fresh Air program with Terry Gross. MacFarlane is a cartoonist and comedian. He’s the creator of the animated comedy show “The Family Guy,” which my pastor called “arguably the most cynical show on television.” Terry Gross asked MacFarlane about 9/11. It seems that on that day of national tragedy MacFarlane had been booked on American Airlines Flight 11, Boston to LA, but he had arrived late at Logan airport and missed it. As we know, hijackers flew Flight 11 into the North Tower of the World Trade Center. My preacher said, “MacFarlane should have been on that plane. He should have been dead at 29 years of age. But somehow, at the end of that terrible day, he found himself healthy and alive, still able to turn his face toward the sun.” Terry Gross asked the inevitable question: “After that narrow escape, do you think of the rest of your life as a gift?” “No,” said MacFarlane. “That experience didn’t change me at all. It made no difference in the way I live my life. It made no difference in the way I look at things. It was just a coincidence.” And my preacher commented that MacFarlane had created “a missile defense system” against the threat of incoming gratitude — which might have lodged in his soul and changed him forever. MacFarlane, “the Grinch who stole gratitude,” perfectly set up what Peter Jonker had to say to us about how it is right and proper for us to give thanks to God at all times and in all places, and especially when our life has been spared.

I was spitting mad, having just endured a four-hour flight, economy class, on American Airlines where I'd found myself seated between two gigantic specimens of humanity. One of them, a woman of Jabba the Hutt proportions, literally took up half my seat in addition to her own, leaving me balanced on one butt cheek, leaning forward and against the seat back in front of me. I couldn't sleep. I couldn't sit back. I couldn't do anything but fume silently. Neither she nor the flight attendants ever acknowledged my obvious distress. For the duration of the flight, I tried to lull myself into a state of calm by focusing on the in-flight telephone against which my face was mashed, imagining what would happen if I wrapped the cord around my neck, leaned forward with my full body weight, and ended my life. That thought was what got me through.

FAT CHARLIE LIKED CARIBBEAIR. THEY MIGHT HAVE BEEN AN INTERNATIONAL airline, but they felt like a local bus company. The flight attendant called him “darlin’ ” and told him jus’ to sit anywhere that struck his fancy.

Sometimes the foreign direct investor may even actively destroy the existing productive capabilities of the company bought by engaging in 'asset stripping'. For example, when the Spanish airline Iberia bought some Latin American airlines in the 1990s, it swapped its own old planes for the new ones owned by the Latin American airlines, eventually driving some of the latter into bankruptcy due to a poor service record and high maintenance costs.

The FBI issued 216 secret, internal threat warnings between January 1 and September 10, 2001, of which 6 mentioned possible attacks against airports or airlines. The State Department issued 9 separate warnings during the same period to embassies and citizens abroad, including 5 that highlighted a general threat to Americans all over the world. The Federal Aviation Administration issued 15 notices of possible terrorist threats against American airlines.19

At first glance, the stewardess appears to have been a reflection of conservative postwar gender roles—an impeccable airborne incarnation of the mythical homemaker of the 1950s who would happily abandon work to settle down with Mr. Right. A high-flying expert at applying lipstick, warming baby bottles, and mixing a martini, the stewardess was popularly imagined as the quintessential wife to be. Dubbed the “typical American girl,” this masterful charmer—known for pampering her mostly male passengers while maintaining perfect poise (and straight stocking seams) thirty thousand feet above sea level—became an esteemed national heroine for her womanly perfection. But while the the stewardess appears to have been an airborne Donna Reed, a closer look reveals that she was also popularly represented as a sophisticated, independent, ambitious career woman employed on the cutting edge of technology. This iconic woman in the workforce was in a unique position to bring acceptance and respect to working women by bridging the gap between the postwar domestic ideal and wage work for women. As both the apotheosis of feminine charm and American careerism, the stewardess deftly straddled the domestic ideal and a career that took her far from home. Ultimately, she became a crucial figure in paving the way for feminism in America.

Whataboutism does not work with the police, judges, or our mothers. If you work in customer service, do not try this. If you work for an airline, when a customer comes to you complaining that the airline has lost his family's luggage, it will not lead to job retention if you say, as a representative of the airline, that the other airlines lose luggage too.

Had Stella been named anything else, and/or had we lived in any other city besides New Orleans, my desperate call would have been just my desperate call. In that alternate universe the neighbors might have peeked from behind the curtains but they wouldn't have laughed or, worse, joined in. But you simply cannot shout the name Stella while standing under a window in New Orleans and hope for anything like an authentic or even mildly earnest moment. Literature had beaten me to this moment, had staked its flag here first, and there was nothing I could do outside in that soupy, rain-drenched alleyway that could rise above sad parody. Perhaps if she'd been named Beatrice, or Katarzyna-maybe then my life would have turned out differently. Maybe then my voice would have roused her to the window, maybe then I could have told her that I was sorry, that I could be a better man, that I couldn't promise I knew everything it meant but I loved her. Instead I stared up at that black window, shutmouthed and impotent, blinking and reblinking my eyes to flush out the rainwater. "Stella," I whispered. The French have an expression: "Without literature life is hell." Yeah, well. Life with it bears its own set of flames.

the world hate you? Most of them you will never even meet, and yet they really don’t like you at all. All the people who write software at Microsoft hate you, and so do most of the people who answer phones at Expedia. The people at TripAdvisor would hate you, too, if they weren’t so fucking stupid. Almost all frontline hotel employees detest you, as do airline employees without exception. All the people who have ever worked for British Telecom, including some who died before you were born, hate you; BT employs

But one strand of conspiratorial thinking has proven quite eerie, and that is the extraordinary number of elevens associated with the attacks. There are eleven letters in ‘New York City’, ‘The Pentagon’, ‘George W. Bush’ and ‘Afghanistan’. New York was the eleventh state admitted to the union. American Airlines Flight 11 was the first plane to hit the Twin Towers, which incidentally looked like a giant 11, with 92 people aboard; 9 + 2 = 11. United Airlines Flight 175, which struck the South Tower, was carrying 65 people; 6 + 5 = 11. Meanwhile, 11 September is the 254th day of the year (2 + 5 + 4 = 11), with 111 days remaining. Even the popular rendering of the date – 9/11 – adds up to eleven (9 + 1 + 1), as well as resembling the US emergency number, 911. Coincidence? It gets weirder. On 11 March 2004, ten coordinated explosions on four packed commuter trains killed 191 people in Madrid. Numerologists were quick to point out that the date not only contained another eleven and added up to eleven (1 + 1 + 3 + 2 + 0 + 0 + 4 = 11), as did the number of victims (1 + 9 + 1 = 11), but also that it fell exactly 911 days after 9/11.

I know that the consequences of scientific illiteracy are far more dangerous in our time than in any that has come before. It’s perilous and foolhardy for the average citizen to remain ignorant about global warming, say, or ozone depletion, air pollution, toxic and radioactive wastes, acid rain, topsoil erosion, tropical deforestation, exponential population growth. Jobs and wages depend on science and technology. If our nation can’t manufacture, at high quality and low price, products people want to buy, then industries will continue to drift away and transfer a little more prosperity to other parts of the world. Consider the social ramifications of fission and fusion power, supercomputers, data “highways,” abortion, radon, massive reductions in strategic weapons, addiction, government eavesdropping on the lives of its citizens, high-resolution TV, airline and airport safety, fetal tissue transplants, health costs, food additives, drugs to ameliorate mania or depression or schizophrenia, animal rights, superconductivity, morning-after pills, alleged hereditary antisocial predispositions, space stations, going to Mars, finding cures for AIDS and cancer. How can we affect national policy—or even make intelligent decisions in our own lives—if we don’t grasp the underlying issues? As I write, Congress is dissolving its own Office of Technology Assessment—the only organization specifically tasked to provide advice to the House and Senate on science and technology. Its competence and integrity over the years have been exemplary. Of the 535 members of the U.S. Congress, rarely in the twentieth century have as many as one percent had any significant background in science. The last scientifically literate President may have been Thomas Jefferson.* So how do Americans decide these matters? How do they instruct their representatives? Who in fact makes these decisions, and on what basis? —

If you ever hear the words conventional and wisdom conjoined, reject them. Because if it is conventional, it isn’t wisdom. And if it’s wisdom, it isn’t conventional. —Herb Kelleher How has Southwest been able to attain uncommon results in the worst industry in capitalism? The company has succeeded by being unconventional. Herb likes to tell the story of how a Washington think tank told the company that it would not be able to survive without six of the “keys to success” that other carriers have used. Southwest followed none of those keys to success. At every point of Southwest’s history, the company has successfully challenged industry norms. Southwest differed from the competition because of its low-cost fares. In the 1970s, before deregulation, flying was expensive, because the government controlled the prices. Rollin King and Herb Kelleher’s idea was to provide lower fares and enable a greater number of Americans to fly. Southwest would not be competing with other airlines but with other forms of transportation.

My shrink suggested that if I was going to continue traveling so much that I could look into getting a service animal expressly trained to provide emotional support to people with anxiety disorders. I considered getting Hunter S. Thomcat trained, but then I remembered that he gets spontaneous nervous diarrhea every time he's in a moving car, and I'd imagine that holding a cat who seems to have explosive plane dysentery wouldn't necessarily *help* my anxiety as give me something new (and horribly unsanitary) to be anxious about. I called around to different service-animal specialists and spoke to a woman who told me it's better to get an animal who has already been trained and has the right temperament. She also told me cats aren’t preferred emotional-support animals for anxiety disorder, but my cats hate dogs so I figured I was fucked, but then she told me that the Americans with Disabilities Act was recently interpreted as allowing “people with anxiety disorders to travel with an emotional-support pony on airlines.” So basically I could bring a goddamn pony on board with me. I’m pretty sure a pony wouldn’t fit under my seat or in my lap, but I rather liked the idea of a small medicinal horse standing in the aisle beside me while I braided his mane. Plus, Pony Danza would make a great pack animal and instead of bringing suitcases I could just put my extra clothes on him and that way I wouldn’t have to pay to check a bag. Plus, the pony wouldn’t get cold because it would be wearing my pajamas.

the greatest inspiration for institutional change in American law enforcement came on an airport tarmac in Jacksonville, Florida, on October 4, 1971. The United States was experiencing an epidemic of airline hijackings at the time; there were five in one three-day period in 1970. It was in that charged atmosphere that an unhinged man named George Giffe Jr. hijacked a chartered plane out of Nashville, Tennessee, planning to head to the Bahamas. By the time the incident was over, Giffe had murdered two hostages—his estranged wife and the pilot—and killed himself to boot. But this time the blame didn’t fall on the hijacker; instead, it fell squarely on the FBI. Two hostages had managed to convince Giffe to let them go on the tarmac in Jacksonville, where they’d stopped to refuel. But the agents had gotten impatient and shot out the engine. And that had pushed Giffe to the nuclear option. In fact, the blame placed on the FBI was so strong that when the pilot’s wife and Giffe’s daughter filed a wrongful death suit alleging FBI negligence, the courts agreed. In the landmark Downs v. United States decision of 1975, the U.S. Court of Appeals wrote that “there was a better suited alternative to protecting the hostages’ well-being,” and said that the FBI had turned “what had been a successful ‘waiting game,’ during which two persons safely left the plane, into a ‘shooting match’ that left three persons dead.” The court concluded that “a reasonable attempt at negotiations must be made prior to a tactical intervention.” The Downs hijacking case came to epitomize everything not to do in a crisis situation, and inspired the development of today’s theories, training, and techniques for hostage negotiations. Soon after the Giffe tragedy, the New York City Police Department (NYPD) became the first police force in the country to put together a dedicated team of specialists to design a process and handle crisis negotiations. The FBI and others followed. A new era of negotiation had begun. HEART

Part of the Growth Plan's genius lay in how diabolical it was. The one controlling obstacle to the plan, of course, were the unions at American [Airlines in the early 1980s]. The very concept of a two-tier wage system ran 180 degrees counter to the fundamental all-for-one, one-for-all principles of unionism. But the Growth Plan was conspicuously structured to benefit _existing_ union members, who in an expanding airline would enjoy vastly greater promotion opportunities, meaning that their salaries would increase even more than otherwise. The incumbent employees would reap this windfall on the backs of future employees, but what did it matter when the winners under this strategy were the only ones able to vote on the proposal?

Because the rapture teaching has been promoted so heavily in our society, even outside the church, a rumor has circulated that some higher-ups at American Airlines want at least one non-Christian pilot aboard each flight—just in case!

9:37, the west wall of the Pentagon was hit by hijacked American Airlines Flight 77, a Boeing 757. The crash caused immediate and catastrophic damage. All 64 people aboard the airliner were killed,as were 125 people inside the Pentagon (70 civilians and 55 military service members). One hundred six people were seriously injured and transported to area hospitals.192 While no emergency response is flawless, the response to the 9/11 terror= ist attack on the Pentagon was mainly a success for three reasons:first,the strong professional relationships and trust established among emergency responders; second, the adoption of the Incident Command System; and third, the pursuit of a regional approach to response. Many fire and police agencies that responded had extensive

Pentagon.Across the Potomac River, the United States Congress was back in session. At the other end of Pennsylvania Avenue, people began to line up for a White House tour. In Sarasota, Florida, President George W. Bush went for an early morning run. For those heading to an airport, weather conditions could not have been better for a safe and pleasant journey.Among the travelers were Mohamed Atta and Abdul Aziz al Omari, who arrived at the airport in Portland, Maine. 1.1 INSIDE THE FOUR FLIGHTS Boarding the Flights Boston:American 11 and United 175. Atta and Omari boarded a 6:00 A.M. flight from Portland to Boston’s Logan International Airport.1 When he checked in for his flight to Boston,Atta was selected by a computerized prescreening system known as CAPPS (Computer Assisted Passenger Prescreening System), created to identify passengers who should be subject to special security measures. Under security rules in place at the time, the only consequence of Atta’s selection by CAPPS was that his checked bags were held off the plane until it was confirmed that he had boarded the aircraft. This did not hinder Atta’s plans.2 Atta and Omari arrived in Boston at 6:45. Seven minutes later,Atta apparently took a call from Marwan al Shehhi, a longtime colleague who was at another terminal at Logan Airport.They spoke for three minutes.3 It would be their final conversation. 1 2 THE 9/11 COMMISSION REPORT Between 6:45 and 7:40,Atta and Omari, along with Satam al Suqami,Wail al Shehri, and Waleed al Shehri, checked in and boarded American Airlines Flight 11, bound for Los Angeles.The flight was scheduled to depart at 7:45.4 In another Logan terminal, Shehhi, joined by Fayez Banihammad, Mohand al Shehri, Ahmed al Ghamdi, and Hamza al Ghamdi, checked in for United Airlines Flight 175,also bound for Los Angeles.A couple of Shehhi’s colleagues were obviously unused to travel;according to the United ticket agent,they had trouble understanding the standard security questions, and she had to go over them slowly until they gave the routine, reassuring answers.5 Their flight was scheduled to depart at 8:00. The security checkpoints through which passengers, including Atta and his colleagues, gained access to the American 11 gate were operated by Globe Security under a contract with American Airlines. In a different terminal, the single checkpoint through which passengers for United 175 passed was controlled by United Airlines, which had contracted with Huntleigh USA to perform the screening.6 In passing through these checkpoints,each of the hijackers would have been screened by a walk-through metal detector calibrated to detect items with at least the metal content of a .22-caliber handgun.Anyone who might have set off that detector would have been screened with a hand wand—a procedure requiring the screener to identify

The region is one of the world’s fastest-growing aviation markets. Its 50-odd carriers are awaiting delivery of 1,600 new planes, about the same number as are in their fleets today. Boeing, an American planemaker, thinks regional airlines will need to order more than 3,000 new aircraft over the next 20 years.

At United, the ads are generous: “Every passenger gets warmth, friendliness and extra care. And someone may get a wife.” At American, ads boast that the airline’s stews are marriage material. “A girl who can smile for five hours is hard to find,” the brochure says, “not to mention a wife who can remember what 124 people want for dinner.

The attack on 9/11 was a localized event, affecting only a relatively small number of Americans. As indicated earlier, the general threat of terrorism, even factoring in the large death toll on that tragic day, produces a statistically insignificant threat to the average person’s life. People across the country, however, were gripped with fear. And because we are an object-oriented people, most felt the need to project that fear onto something. Some people stopped flying in airplanes, worried about a repeat attack—and for years afterward, air travel always dipped on the anniversary of 9/11.4 Of course, this was and is an irrational fear; it is safer to travel by plane than by car. According to the National Safety Council, in 2010 there were over 22,000 passenger deaths involving automobiles, while no one died in scheduled airline travel that year.5 Nevertheless, Congress responded by rushing through the USA PATRIOT Act six weeks after 9/11—a 240-plus page bill that was previously written, not available to the public prior to the vote, and barely available to the elected officials in Congress, none of whom read it through before casting their votes.6 Two weeks previous to the bill’s passage, President Bush had announced the establishment of the Office of Homeland Security to “develop and coordinate the implementation of a comprehensive national strategy to secure the United States from terrorist threats or attacks.” He explained that “[t]he Office will coordinate the executive branch’s efforts to detect, prepare for, prevent, protect against, respond to, and recover from terrorist attacks within the United States.”7 The office’s efforts culminated in the creation of the Department of Homeland Security (DHS) one year later as a result of the Homeland Security Act of 2002. This law consolidated executive branch organizations related to “homeland security” into a single Cabinet department; twenty-two total agencies became part of this new apparatus. The government, responding to the outcry from a fearful citizenry, was eager to “do something.” All of this (and much, much more), affecting all Americans, because of a localized event materially affecting only a few. But while the event directly impacted only a small percentage of the population, its impact was felt throughout the entire country.

Gary admired the lengths the KGB was willing to go to get their way, and he hoped he would have that kind of power someday, because he certainly wouldn’t be afraid to use that kind of power. Terrorism continued all over the world, which also involved many aircraft hijackings. One of those hijackings was the hijacking of Trans World Airlines Flight 847, which was supposed to fly from Cairo, Egypt, to London, England. When the aircraft was flying between Athens and Rome, the plane was hijacked by Shia Muslims from Lebanon. They ended up killing an American, who was a sailor in the U.S. Navy, but they kept the rest of the passengers as hostages for the next two weeks. What everyone remembered about this particular hijacking, was when the pilot was trying to answer questions from a reporter, while he was hanging out the window of the cockpit, and had a gun at his head by one of the hijackers.

4,516 put options, equivalent to 451,600 shares of American Airlines, were traded on September 10, 2001, the day before the attack.

In the 1950s, V. Lilaram & Co. was the first company to charter a Pan American airlines cargo flight with a full load of textiles from New York to the Philippines. The top-selling item, Verhomal noticed, was Jockey undergarments, which catered to the American military which was still present in the Philippines in large numbers after the war. The largest American air and naval bases outside the US mainland were in the Philippines—Verhomal’s main market. From these military bases, Jockey’s market expanded to the local population in the Philippines. Forty years later, in the 1990s, Jockey International (USA) gave the exclusive licence to the Genomals to form a company that would launch and expand Jockey’s presence in India. Within two decades, this company—Page Industries—would go on to become the biggest licensee of Jockey in the world.

The faint glimmers from those S-type loonshots were dwarfed by the decade’s most glamorous P-type loonshot: the 747 jumbo-jet airliner. Until deregulation. Small changes that improved efficiency and lowered costs—not glamorous, kind of boring—suddenly became the key to survival. Those S-type loonshots, nurtured by startups like Southwest or major carriers like Bob Crandall’s American, spread quickly through the industry. They annihilated every unprepared airline.

Most of those S-type loonshots were invented or perfected by American Airlines CEO Bob Crandall. Crandall was a master S-type innovator. Most of the industry’s P-type loonshots were invented or perfected by Pan Am’s founder and CEO, Juan Trippe. Trippe was a master P-type innovator. Between 1978 and 2008, deregulation helped drive 170 airlines out of business or into bankruptcy, including Pan Am and every major US carrier, except for one—American Airlines.

The author concludes that in the wake of 9/11, “when American Airlines Flight 77 smashed into the building’s east side… plans were soon underway for an extensive reconstruction program, dubbed the Phoenix Project, which was completed in February 2003 at a cost of $5 billion—five times the cost of the original building.” As an interesting aside, Ms Maranzani reveals

stewardesses of the 1960s had filed a complaint with the Equal Employment Opportunity Commission (EEOC), trying to change the “no men, no marriage” policy of their job. Aileen Hernandez, the only female or African American on the EEOC, supported them. Years later they finally won, but the airlines called the ruling “improper” because Hernandez, after leaving the EEOC, had become president of the National Organization for Women. A judge actually agreed.

I take it as no small gesture of solidarity and, more to the point, love, or, even more to the point, tenderness, when the brother working as a flight attendant—maybe about fifty, the beginning of gray in his fade, his American Airlines vest snug on his sturdily built torso—walking backward in front of the cart, after putting my seltzer on my tray table, said, “There you go, man,” and tapped my arm twice, tap tap. Oh let me never cease extolling the virtues, and my adoration of, the warranted familiarity—you see family in that word, don’t you, family?—expressed by a look or tone of voice, or, today on this airplane between Indianapolis and Charlotte (those are real places, lest we forget), a tap—two, tap tap—on the triceps. By which, it’s really a kind of miracle, was expressed a social and bodily intimacy—on this airplane, at this moment in history, our particular bodies, making the social contract of mostly not touching each other irrelevant, or, rather, writing a brief addendum that acknowledges the official American policy, which is a kind of de facto and terrible touching of some of us, or trying to, always figuring out ways to keep touching us—and this flight attendant, tap tap, reminding me, like that, simply, remember, tap tap, how else we might be touched, and are, there you go, man.

Carter’s victory was the great opportunity for Democrats to show what they could do for the vast majority of the population. Instead they did next to nothing. Oh, they were able to get a big capital-gains tax cut passed, all right—and if you’re looking for the roots of today’s extreme inequality, it’s a good place to start. Carter’s Democrats deregulated airlines and trucking. They embraced austerity as inflation mounted higher and higher. They stood by indifferently as an employer counterattack squashed the decade’s militant unionism. When it came to New Deal programs like a proposed full-employment scheme, they proved to be worse than useless.19 What the Carter team really cared about was fighting inflation and balancing the budget, anti-populist causes for which they were willing to accept spiraling unemployment. When his handpicked Fed chairman, Paul Volcker, chose to tackle inflation by jacking interest rates up to a now unthinkable 20 percent, he sent the economy into a sharp recession that, in turn, scorched Carter’s hopes for a second term. As for the ordinary Americans who were hard hit by the shutting down of prosperity, Volcker had this winning admonition: “The standard of living of the average American has to decline.

Almost one hundred and thirteen minutes elapsed between the time American Airlines Flight 11 lost contact and was hijacked at 8:13:31 until the time United Airlines Flight 93 crashed in Shanksville, Pennsylvania at 10:06:05. One hour and fifty-three minutes went by and the USAF did not intercept any one of these four "hijacked" airliners.

It was to be the longest flight I had ever made in my young life and one of the most interesting. Having always been interested in the magic of aviation I knew that the DC-6B, I boarded was an approximately 75 seat, trans-ocean, Pan Am Clipper. It would also be the last long distance propeller driven commercial airliner. The only difference between it and the DC-6A was that it didn’t have a large cargo door in its side, and it was also approximately 5 feet longer than the DC-6A. 1955 was a good year and people felt relatively safe with Dwight D. Eisenhower in the White House. “I like Ike” had been his political motto since before he assumed office on January 20, 1953, even many Democrats held him in high esteem for his military service and winning the war in Europe. Eisenhower obtained a truce in Korea and worked diligently trying to ease the tensions of the Cold War. He did however fail to win over Georgy Malenkov, or Nikolai Bulganin who succeeded him, as Premier of the Soviet Union in February of 1955. As a moderate Conservative he left America, as the strongest and most productive nation in the world, but unfortunately because of his lack of diplomacy and love of golf, failed to prevent Cuba from slipping into the communist camp. WFLA inaugurated its broadcasting in the Tampa Bay area on February 14, 1955. The most popular music was referred to as good music, and although big bands were at their zenith in 1942, by 1947 and music critics will tell you that their time had passed. However, Benny Goodman was only 46 in 1955, Tommy Dorsey was 49 and Count Basie was 51. So, in many sheltered quarters they were still in vogue and perhaps always will be. I for one had my Hi-Fidelity 33 1/3 rpm multi stacked record player and a stash of vinyl long play recordings shipped to Africa. For me time stood still as I listened and entertained my friends. Some years later I met Harry James at the Crystal Ballroom in Disneyland. Those were the days…. Big on the scene was “Rhythm in Blues,” an offshoot of widespread African-American music, that had its beginnings in the ‘40s. It would soon become the window that Rock and Roll would come crashing through.

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With little else to do I rode my Vesper motor scooter from Harbel to Roberts Field. Perhaps there might be some excitement around the airport, but no such luck. Eric Reeves the Station Master and Air Traffic Controller was in the tower and was in communications with the incoming airliner. Everything was quiet in anticipation of a Pan American Clipper's arrival. On the ground floor all was quiet except for a solitary passenger in the terminal. Apparently he was waiting for the next flight out, which wasn't due for another two hours. As I approached him, I could see that he looked familiar…. I immediately recognized him as a world class trumpet player and gravel voiced singer from New Orleans. He must have seen the look on my face and broke the ice by introducing himself as Louie Armstrong. "Hi," I answered, "I'm Hank Bracker, Captain Hank Bracker." I noticed that he was apparently alone sitting there with a mountain of belongings which obviously included musical instruments. Here was Louis Armstrong, the famous Louie Armstrong, all alone in this dusty, hot terminal, and yes he had a big white handkerchief! He volunteered that the others in his party were at the club looking for something to eat. With no one else around, we talked about New Orleans, his music and how someone named King Oliver, a person I had never heard of, was his mentor. At the time I didn't know much about Dixie Land music or the Blues, but talking to Louie Armstrong was a thrill I'll never forget. In retrospect it’s amazing to find out that you don’t know what you didn’t know. I found out that he actually lived in Queens, NY at that time, not too far from where my aunt and uncle lived. I also found out that he was the Good Will Ambassador at Large and represented the United States on a tour that included Europe and Africa, but now he was just a friendly person I had the good fortune to meet, under these most unusual circumstances. His destination was Ghana where he, his wife and his band the All Stars group were scheduled to perform a concert in the capitol city of Accra. Little did I know that the tour he was on was scheduled by Edward R. Murrow, who would later be my neighbor in Pawling, New York. Although our time together was limited, it was obvious that he had compassion for the people of the "Third World Nations," and wanted to help them. Although after our short time together, I never saw Louie again but I just know that he did. He seemed to be the type of person that could bring sunshine with him wherever he went.…

Delta Airlines, you might have noticed, does not run negative TV ads about USAir. It does not show pictures of the crash of USAir Flight 427, with a voice-over saying: “USAir, airline of death. Going to Pittsburgh? Fly Delta instead.” And McDonald’s, you might also have noticed, does not run ads reminding viewers that Jack in the Box hamburgers once killed two customers. Why? Because Delta and McDonald’s know that if the airline and fast-food industries put on that kind of advertising, America would soon be riding trains and eating box-lunch tuna sandwiches. Yet every two years the American politics industry fills the airwaves with the most virulent, scurrilous, wall-to-wall character assassination of nearly every political practitioner in the country—and then declares itself puzzled that America has lost trust in its politicians.

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This is not every man. Dao is in another place, another time. The savagery of his ejection may have triggered some deep rooted trauma. In 1975, Saigon had fallen. His home was no longer his home. Dao was forced to flee as a refugee, and he and his wife raised their family of five kids in Kentucky, a new home that – if reports are to be believed about his checkered history – had its own share of absurd hardships. Dao was caught trafficking prescription drugs for sex and lost his medical license, after which he earned his income as a poker player. While I agree with his defenders that his rap sheet is irrelevant to the United Airlines incident, it's relevant to me, since it helps us to see Dao in a more complex, realistic light. Dao is not a criminal nor is he some industrious automaton who could escape the devastation of his homeland and, through a miraculous arc of resilience, become an upstanding doctor whose kids are also doctors. For may immigrants, if you move here with trauma, you're going to do what it takes to get by. You cheat. You beat your wife. You gamble. You're a survivor and, like most survivors, you are a god-awful parent.

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What are we talking about in 2001? A Tuesday morning with a crystalline sky. American Airlines Flight 11 from Boston to Los Angeles crashes into the North Tower of the World Trade Center at 8:46 a.m. United Airlines Flight 175, also from Boston to Los Angeles, crashes into the South Tower at 9:03. American Airlines Flight 77 from Washington Dulles to Los Angeles hits the Pentagon at 9:37 a.m. And at 10:03 a.m., United Flight 93 from Newark to San Francisco crashes in a field near Shanksville, Pennsylvania. There are 2,996 fatalities. The country is stunned and grief-stricken. We have been attacked on our own soil for the first time since the Japanese bombed Pearl Harbor in December 1941. A man in a navy-blue summer-weight suit launches himself from a 103rd-floor window. An El Salvadoran line chef running late for his prep shift at Windows on the World watches the sky turn to fire and the top of the building—six floors beneath the kitchen where he works—explode. Cantor Fitzgerald. President Bush in a bunker. The pregnant widow of a brave man who says, “Let’s roll.” The plane that went down in Pennsylvania was headed for the Capitol Building. The world says, America was attacked. America says, New York was attacked. New York says, Downtown was attacked. There’s a televised benefit concert, America: A Tribute to Heroes. The Goo Goo Dolls and Limp Bizkit sing “Wish You Were Here.” Voicemail messages from the dead. First responders running up the stairs while civilians run down. Flyers plastered across Manhattan: MISSING. The date—chosen by the terrorists because of the bluebird weather—has an eerie significance: 9/11. Though we will all come to call it Nine Eleven

Follow-up Call (Script) Seller: “Hello Mr. Prospect, my name is Tom Freese, and I’m the regional manager for KnowledgeWare in Kansas City. I wanted to contact you about the CASE application development seminar we are hosting at IBM’s Regional Headquarters on August 26. Do you remember receiving the invitation we sent you? (Pause for a response) “Frankly, we are expecting a record turnout—over one hundred people, including development managers from Sprint, Hallmark Cards, Pepsi Co., Yellow Freight, Kansas Power & Light, the Federal Reserve Bank, Northwest Mutual Life, American Family Life, St. Luke’s Hospital, Anheuser-Busch, MasterCard, American Express, Worldspan, and United Airlines, just to name a few. “I wanted to follow up because we haven’t yet received an RSVP from your company, and I wanted to make sure you didn’t get left out.” Granted, this was a highly positioned approach, but it was also 100 percent accurate. I wanted prospects to know that IBM was endorsing this event. I also wanted to let them know that I expected “everyone else” to participate. I accomplished this by rattling off an impressive list of marquee company names that we were “expected” to attend. Most importantly, I wanted to make sure that they didn’t get left out.

Suppose we were planning to impose a dictatorial regime upon the American people — the following preparations would be essential: 1. Concentrate the populace in megalopolitan masses so that they can be kept under close surveillance and where, in case of trouble, they can be bombed, burned, gassed or machine-gunned with a minimum of trouble. 2. Mechanize agriculture to the highest degree of refinement, thus forcing most of the scattered farm and ranching population into the cities. Such a policy is desirable because farmers, woodsmen, cowboys, Indians, fishermen and other relatively self-sufficient types are difficult to manage unless displaced from their natural environment. 3. Restrict the possession of firearms to the police and the regular military organizations. 4. Encourage or at least fail to discourage population growth. Large masses of people are more easy manipulated and dominated that scattered individuals. 5. Continue military conscription. Nothing excels military training for creating in young men an attitude of prompt, cheerful obedience to officially constituted authority. 6. Divert attention from deep conflicts within society by engaging in foreign wars; make support of these wars a test for loyalty, thereby exposing and isolating potential opposition to the new order. 7. Overlay the nation with a finely reticulated network of communications, airlines and interstate autobahns. 8. Raze the wilderness. Dam the rivers, flood the canyons, drain the swamps, log the forests, strip-mine the hills, bulldoze the mountains, irrigate the deserts and improve the national parks into national parking lots.

100 Air China: 22" × 16" × 8" (max: Economy, 11 pounds/Business, 2 pieces of luggage, 17 pounds each) 101 American Airlines: 22" × 14" × 9" (max: undisclosed) 102 Delta Air Lines: 22" × 14" × 9" (max: 15 pounds when flying out of Singapore Changi Airport, 22 pounds when flying out of Beijing Capital Airport and Shanghai Pudong Airport) 103 EasyJet: 22" × 17.7" × 9.8" (max: undisclosed) 104 Emirates: 22" × 15" × 8" (max: 15 pounds) 105 Quantas: 22" × 14.2" × 9" (max: 15 pounds) 106 Ryanair: 21.7" × 15.7" × 7.9" (max: 22 pounds) 107 Southwest Airlines: 24" × 16" × 10" (max: 15.4 pounds) 108 Turkish Airlines: 21.7" × 15.7" × 9" (max: 17.6 pounds) 109 United Airlines: 22" × 14" × 9" (max: undisclosed)

American Express (AXP) Apple (AAPL) Bank of America (BAC) Bank of New York Mellon (BK) Charter Communications (CHTR) The Coca-Cola Company (KO) Delta Air Lines (DAL) Goldman Sachs (GS) JPMorgan Chase (JPM) Moody's (MCO) Southwest Airlines (LUV) United Continental Holdings (UAL) U.S. Bancorp (USB) USG Corporation (USG) Wells Fargo (WFC)

when Malaysia Airlines Flight 370 went missing in March 2014, the media’s thinking was somewhat less grounded in plausibility. CNN’s Don Lemon asked whether a black hole could have been responsible.

Escobar had drawn particular attention to himself by his terrorist tactics—he even bombed an airliner, killing 110 passengers, as pressure to stop his being extradited to the United States. His brutal violence against rivals also created so many enemies that victims formed a paramilitary group to get him. A curious alliance was formed of Colombian police, soldiers, and criminals, and American spies, drug agents, and troops, all after the big guy. Escobar was just waiting to die. Colombian police finally caught up with him in a residential Medellín house, shot him dead, and posed smiling with his corpse. Drug warriors learned a new modus operandi—sometimes it is better to forget about an arrest and go for the clean kill.

French fries are America’s vegetable of choice, and the average American eats the fat equivalent of one whole stick of butter each day. This has forced airlines to add more fuel to planes to compensate for heavier passengers, manufacturers increase the size of car seats for children while selling seat belt extenders for adults, and curved shower curtain rods are creating space for those needing extra room while bathing. There is no way one size can possibly fit all. Time reports, “As Americans have grown physically larger, brands have shifted their metrics to make shoppers feel skinnier—so much so that a women’s size 12 in 1958 is now a size 6.” Disguising this doubling in size is called vanity sizing but has been derided as “insanity sizing”.

BAG: What do you suppose would happen to an American airline, not necessarily American Airlines, but all the airlines use officialese . . . What do you suppose would happen to that airline if you and I were hired to rewrite all their spiels in good, plain, humane English? Would that be a business drag on that company, or would it be good for them? DFW: I think the really interesting question is why hasn’t this been done before? It would be a fascinating experiment. Here’s my guess. It would be a great marketing device. It would be a way to look different from other airlines. It would sound more human. Right? I mean, we always get these corporations: “We care about you. Therefore, we proactively try to facilitate your growing business needs.” Well, that second clause communicates the opposite of “We care about you” because that second clause isn’t a human-to-human contact.

John Myers, who spent thirty-seven years at GE, ran its pension fund for years, and sat on the GE Capital board, explained to me the keys to the success of GE Capital: GE’s AAA credit rating, allowing it to borrow money very cheaply. “Banks weren’t even rated AAA at that time,” he said. “We borrowed money cheaper than anyone could.” GE could also use GE Capital to reduce the taxes GE would otherwise pay on earnings from its very profitable industrial businesses. Here’s how that worked: If, say, an airline bought a new jet, it would have an asset that would depreciate over time, and the airline could use the depreciation to reduce its taxable income. But, at that time anyway, most airlines didn’t make much money, if any, so the value of the depreciation deductions was of little use to them. But to GE, the depreciation—the tax deductions—would be very valuable as a way to reduce GE’s pretax income and therefore to pay less in taxes. With that logic, GE Capital would buy the jets, lease them to the airlines at commercially attractive rates, and then use the depreciation on the jets to reduce the pretax income at GE.

I start searching for one-way tickets and am surprised to discover that you can fly Spirit Airlines from Las Vegas to Chicago for under $74. Even manic me doesn’t really want to fly Spirit, though, so I choose a flight with an auspicious number, 2345, on American.

But now, in the age of Reagan, Bush mostly flew a big old 707, the Stratoliner, a Cadillac-with-tailfins kind of plane, so heavy, noisy, and greedy for fuel that no commercial airline would be permitted to land one at an American airport.

Because neither Ruth nor Charlotte was a housewife. Barbie, from the outset, worked—at both dream and humdrum jobs. She served drinks to thankless travelers as an American Airlines stewardess and emptied bedpans as a registered nurse.

At railroad and bus stations across the country, which includes subways, checkpoints are set-up as you come into the station. Like the airports, the TSA will screen all travelers, and if necessary, frisk a traveler if TSA finds anything suspicious. Train and bus schedules, like airline schedules, will necessarily be delayed as travelers are screened. Remember, your safety is of paramount importance to your government as we do not want to see our fellow Americans killed by more random acts of terrorism.

Powerful. Inspirational. Actionable. Kaufman gracefully infuses wisdom, insight, and practical advice into real life success stories. Doug Parker, CEO of American Airlines

Had United Flight 93 taken off on schedule, instead of forty-one minutes late, and the passengers hadn’t had time to learn of the other attacks and storm the cockpit, the plane might very well have successfully continued to Washington and hit the Capitol at about the same time as American Airlines Flight 77 hit the Pentagon. “With hundreds dead and perhaps hundreds of others in burn units in hospitals, Congress would likely have been without a quorum, without a building, without the ability to function,” American Enterprise Institute scholar Norm Ornstein worried.

After January 1, 1959, the Castro Revolution changed the way business was done in Cuba. Abruptly, supplies for Cubana were no longer available, most routes were altered or suspended, and many of the pilots deserted their jobs or were exiled. In May of 1960, the new Castro administration merged all of the existing Cuban airlines and nationalized them under a drastically restructured Cubana management. At the time, many of Cubana’s experienced personnel took advantage of their foreign connections, and left for employment with other airlines. During the Bay of Pigs Invasion in April of 1961, two of the remaining Cubana DC-3’s were destroyed in the selective bombing of Cuba’s airports. Actually the only civil aviation airport that was proven to be bombed was the Antonio Maceo Airport in Santiago de Cuba. During the following years, the number of hijackings increased and some aircraft were abandoned at American airports, as the flight crews sought asylum in the United States. This corporate instability, as well as political unrest, resulted in a drastic reduction of passengers willing to fly with Cubana. Of course, this resulted in a severe reduction in revenue, making the airline less competitive. The Castro régime reacted by blaming the CIA for many of Cubana’s problems. However, slowly, except to the United States, most of the scheduled flights were restored. Not being able to replace their aging fleet with American manufactured aircraft, they turned to the Soviet Union. Currently Cubana’s fleet includes Ukrainian designed and built Antonov An-148’s and An-158’s. The Cubana fleet also has Soviet designed and built Illyushin II-96’s and Tupolev TU-204’s built in Kazan, Russia. Despite daunting difficulties, primarily due to the United States’ imposed embargo and the lack of sufficient assistance from Canada, efforts to expand and improve operations during the 1990’s proved successful. “AeroCaribbean” originally named “Empresa Aero” was established in 1982 to serve as Cuba’s domestic airline. It also supported Cubana’s operations and undertook its maintenance. Today Cubana’s scheduled service includes many Caribbean, European, South and Central American destinations. In North America, the airline flies to Mexico and Canada. With Cuban tourism increasing, Cubana has positioned itself to be relatively competitive. However much depends on Cuba’s future relations with the United States. The embargo imposed in February of 1962 continues and is the longest on record. However, Cubana has continued to expand, helping to make Cuba one of the most important tourist destinations in Latin America. A little known fact is that although Cubana, as expected, is wholly owned by the Cuban government, the other Cuban airlines are technically not. Instead, they are held, operated and maintained by the Cuban military, having been created by Raúl Castro during his tenure as the Minister of the Revolutionary Armed Forces.

Today’s equivalent is probably ‘get an engineering degree’, but it will not necessarily be as lucrative. A third of Americans who graduated in STEM subjects (science, technology, engineering and maths) are in jobs that do not require any such qualification.52 They must still pay off their student debts. Up and down America there are programmers working as office temps and even fast-food servers. In the age of artificial intelligence, more and more will drift into obsolescence. On the evidence so far, this latest technological revolution is different in its dynamics from earlier ones. In contrast to earlier disruptions, which affected particular sectors of the economy, the effects of today’s revolution are general-purpose. From janitors to surgeons, virtually no jobs will be immune. Whether you are training to be an airline pilot, a retail assistant, a lawyer or a financial trader, labour-saving technology is whittling down your numbers – in some cases drastically so. In 2000, financial services employed 150,000 people in New York. By 2013 that had dropped to 100,000. Over the same period, Wall Street’s profits have soared. Up to 70 per cent of all equity trades are now executed by algorithms.53 Or take social media. In 2006, Google bought YouTube for $1.65 billion. It had sixty-five employees, so the price amounted to $25 million per employee. In 2012 Facebook bought Instagram, which had thirteen employees, for $1 billion. That came to $77 million per employee. In 2014, it bought WhatsApp, with fifty-five employees, for $19 billion, at a staggering $345 million per employee.54 Such riches are little comfort to the thousands of engineers who cannot find work. Facebook’s data servers are now managed by Cyborg, a software program. It requires one human technician for every twenty thousand computers.

Apart from IBM, companies approached included Hilton Hotels, Parker Pens, Pan American World Airlines, Hewlett-Packard, Bell Labs, Armstrong Cork, Seabrook Farms, Bausch & Lomb, and Whirlpool. The number of firms consulted ultimately topped forty.

I.T.I. had also agreed to set up a training camp to teach Libyans bombing and political assassination techniques and to fill Libya’s order for an American-made Redeye missile, which is capable of shooting down a commercial airliner.

Still, the gross-out footage is what really embodied the band’s aesthetic. “Listen, man, one has no choice but to laugh in the face of terror,” Haynes explained. “I think probably most airline pilots, when they see the ground coming at them, just before they hit, go, ‘Oh my god, we’re in trouble! Ha-ha-ha!

Aerovías Cuba Internacional was a small, separately owned airline, sometimes confused with Aerovías Q or Cubana. Two months after its origin, the company attempted to expand its flights to Spain, naming it the “Route of Columbus,” Ruta de Colón. The Cuban-owned four-engine DC-4 carried the American registration N44567 and required five people in the cockpit to fly it. Flying the shared Havana-Madrid route, it crashed on February 6, 1947, at an altitude of 4,593 feet in the “Sierra de Gredos,” a mountain range in central Spain that is located in the Province of Ávila, approximately 100 miles west of Madrid. All 12 people aboard were instantly killed. It was shortly thereafter that Aerovías Cuba Internacional went out of business.

The conclusion I draw from the writings in this anthology, then, is finally this. That the overwhelming majority of attempts to supplant the postmodern consist in large measure of attaching a new prefix to the word 'modern' strikes me as a clear indication that we are not yet done with our modernity; and that such a number of new prefixes are being mooted (such as 're-' and 'dis-'; 'alter-' and 'auto-'; 'hyper-' and "meta-'; 'ana-' and 'digi-'; you might also have come across 'geo-' and 'neo-', too? suggests to me that there is a broadening variety of ways in which we experience or negotiate our modernity - or, alternatively, a broadening awareness that there is, and probably always has been, a variety of modernities. It was always simplistic to assume that for some reason they all came to an end suddenly, whether that was in May 1968, or when the Pruitt-Igoe housing project was dynamited, or at any other time. By the same token, it is no more sensible to assume that some new modernity was born when the Berlin Wall fell, or when American Airlines flight 1 crashed into the North Tower of the World Trade Center on September 11, 2001, or at some other arbitrarily selected moment of historical significance. Instead, ti might be worth suggesting that - with a nod to Bruno Latour - we have never been postmodern. Hence, I predict that debating the end of postmodernity will ultimately prove futile, but no more and no less futile than debating its origins and its birth. What the newly prefixed modernisms to be found in this anthology suggest to my mind is that what supplants postmodernity is a realization that we never left modernity behind in the first place, and that the discourses seeking to formulate or describe the late twentieth century as an era that was somehow (though there was never much clarity as to h o w 'post-'modernity amount to little more than half a century of groping down a blind alley.

I have been there, in the world of no electricity, on many occasions—in the aftermath of hurricanes in Houston, in the face of faulty equipment in northern California, after an ice storm in New England. You learn to cope, eating food out of a can and using the water you hopefully stored in your bathtub once you realized a problem was coming. My Houston neighbors maintained one analog phone, which was handy if you wanted to call an airline to see if you could fly somewhere else until electricity was restored—that is, if you had sufficient gasoline to get to the airport, because gasoline pumps need electricity to dispense fuel.

Our people have been tested while you have become soft and flabby. Even if this coronavirus takes root here in America, let’s be realistic. Sacrifice never comes to American shores. In a global pandemic, you will continue to enjoy life in restaurants and taverns and crowd the beaches while swapping breaths filled with bat fluids. Could you have taken high casualties as we did during World War II, our cities surrounded by enemy troops during a cold winter at Leningrad, where we stood fast for over eight hundred days? No, for you Americans, nothing should interfere with your right to party. To observe one of your sacred Capitalist holidays like Black Friday, a perfect image for your society, where, if you are not fast or greedy enough, you get trampled. You Americans don’t know hardship. You’ve become bloated. The airlines have had to create bigger seats to accommodate your fat asses, yet you’re always telling pollsters the country is moving in the wrong direction. Slothful. Pampered. Life has never been a spring break for us Russians. Life was not a social for Marina, yet she produced four-to-six liners that were like little jewels. Her Palm Sunday poem, “1920” for example.’ Reciting the poem, he closed his eyes like Andrei Voznesensky when reciting a poem. He had Voznesensky’s tight, intense face.