The Daily Parker

Work, work, work, and more than an hour each way to the airport, and it turns out I haven't flown in three years. Time to renew my medical certificate and get back in the air.

I miss this, this, and this.

Oh, and this.

Maps? Check. Dogs? Check. New York? Check. I give you, Dogs of NYC:

If you own a dog in New York City, odds are it’s a mutt named Max.

The city’s dog licensing records show that out of almost 100,000 registered dogs, this is the most common breed and name in town. WNYC obtained the complete list from the Department of Health and Mental Hygiene, which runs the dog licensing program.

The first thing you notice is the names. The most popular ones in the city hew pretty close to the most popular names across all English-speaking countries: Max, Bella, Lucky, etc. But this is New York, so there have to be some named Jeter (40 dogs) and Carmelo (7). In a town also known for its fashion, that explains the prevalence of dogs named Chanel (44), and Dolce (39). There are 83 dogs named Gucci. We've come a long way from Rover.

And if I want, I can get a custom T-Shirt that tells everyone "Parker is a mixed-breed dog, like the 23,185 registered in New York City."

While in New York this past weekend, I visited my old hangout in Hoboken, N.J., The Nag's Head:

It looked subtly different than I remembered it, about which I asked the manager. She explained that they had to nearly gut the place after Sandy. Take a look at this:

You can just make out a change in the bar's finish about halfway up from the floor. That's where the floodwaters sat for about four days. This blogger posted a flood map of Hoboken after the storm that gives you an idea just how bad things were. I used to live near Monroe and Observer Highway, in the area marked Ward 4. That turns out to be the lowest point in the city, about one meter above sea level. I didn't talk to anyone in my old building, but given the damage to the Nag's Head, I imagine it was heavily damaged.

Two months after Sandy, and everything is cleaned up. Amazing. That's New York for you.

...and it's pretty hideous:

Reactions have been a mixed bag of negative and scathing. Here's Patrick Smith:

Simply put, I cannot believe how awful a makeover this is. It’s so disappointing that it pains me even to write about it, and how anybody signed off on this I’ll never understand.

The body and tail manage to be boring and garish at the same time, with a cheap, downmarket lilt to the whole thing. The typeface is the strongest aspect of the whole mess, and that’s not saying much.

Those are (almost) forgivable aspects. Doing away with the AA symbol, however, was a tragic and unspeakably bad call.

And in its place… What exactly is that new, Amtrak-y logo? It looks like an eagle’s beak poking through a shower curtain. No other word will do: it’s horrible. If it’s not the worst corporate trademark I have ever seen, I don’t know what is.

Cranky Flier said only:

Personally, I hate that the eagle has been marginalized to the point that it’s unrecognizable. And the tail, well, yeah, the tail. I think I heard it put best in this excellent quote:

"Colgan had sex with CSA and Cubana on a Greyhound bus in the same weekend and got pregnant. We know Colgan is the mother but we can’t tell who the father is. Nor do we care because the baby is still ugly either way."

Maybe it will grow on me. Or maybe it won’t last very long anyway…

Why did they do this right now? They're weeks away from either merging or dying. Did US Airways want them to do this? No, according to CEO Tom Horton:

First, Horton said the two issues — merger and rebranding — were separate. Second, he said American needed to go ahead with the new look because in two weeks it is introducing a new flagship aircraft, the Boeing 777-300ER, that needs painting.

Horton also said US Airways had no input into the rebranding and didn’t get an advance look at it.

“We are competitors today, so we didn’t think it appropriate to discuss it with them,” Horton said. “I will tell you that on my drive home last night [Wednesday], I called my good friend Doug Parker and informed him of what we were doing as a courtesy. So I did do that, and we had a very nice chat.”

Well, there you have it. I'm sure Parker was thrilled. US Airways already said they want to keep the American Airlines brand, but I think they rather had in mind the brand from 1968, not this new stuff. Further, I think it's this kind of management thinking that got American into the position it's in today.

The fun part about UAT is that 38 known issues can become 100 known issues in just a few hours. So, once again, I have a lot of stuff to read and no time to read it:

• WTF is this about a college football player's dead girlfriend hoax? It strains credulity to argue he wasn't in on it, don't you think?
• Cranky Flier examines the Great Chicago Aviation Fuel Scandal in which United and American save millions buying fuel from a small office in Sycamore, Ill., and not from Chicago. The Chicago Tribune has more.
• Law professor Dawn Clark Netsch, for whose 1994 Illinois Gubernatorial campaign I volunteered, has ALS.
• Since the Chicago ordinance allowing cops to issue tickets for small marijuana possession went into effect last July, arrests are down but without a concomitant rise in tickets.
• Paul Krugman explains why greenhouse gases aren't the same as entitlements in economic analysis.
• Ask The Pilot talks about the Boeing 787 troubles.
• Illinois State Climatologist Jim Angel shows how normal isn't average.

Yay, Instapaper!

Now off to lunch, followed by more debugging.

You'll never guess where I am:

This is Chicago in December (though it looks and feels more like November). I tried flipping that photo between black & white and color a couple times, and I couldn't tell the difference.

Tonight I meet the nephews...

Like James Fallows, I'm a member of the Airplane Owners and Pilots Association (AOPA), which has a rigid, give-no-ground policy against aviation user fees. Fallows draws a parallel to the NRA, and notes the key difference:

The merits of the user fee debate are not my point right now. (Summary of the AOPA side: non-airline aviation activity already "pays its way" through the quite hefty tax imposed on each gallon of airplane fuel, plus providing all kinds of ancillary benefits to the country. I agree about the benefits and that the American aviation scene is the envy of the world.) Rather it is to introduce a comparison between AOPA and the real NRA. This comes from my friend Garrett Gruener, a successful Bay Area entrepreneur and venture capitalist who is also a longtime pilot. In the 1990s he even took an around-the-world trip, with his wife and daughter, in their turboprop airplane. He writes:

The difference is the overwhelming focus on safety. I feel that AOPA is the FAA's partner in trying to reduce the number of fatalities in aviation, while the NRA never gets beyond "guns don't kill...".

What Gruener says about the AOPA rings true to my experience. The only thing the AOPA talks about more than user fees is safety, and the individual and system-wide changes that can reduce the accident level.

So far, more than 24 hours after the killings in Newtown, Conn., the NRA hasn't said a peep about it.

Cranky Flier analyzes the surprise Delta-Virgin merger in terms of JFK–LHR:

Of course, British Airways and American have the strongest position in London by far. Delta would have been hard-pressed to grow a position itself considering the slot restrictions at the airport along with the already ample capacity on these routes. With this deal, Delta becomes more relevant in London, but more importantly, it becomes more relevant in places like New York, from where London is one of the most important business destinations. This simple chart showing daily flights each way from all New York airports should make it very clear.

Routes	AA/BA	Delta	Delta + Virgin
New York-Heathrow	15	2	8

I told you it was a simple one. Today, Delta is an afterthought. If its schedule fits a loyal traveler’s needs, then people will take it. But more often than not, that probably won’t happen. Combined with Virgin Atlantic, however, there is a very respectable schedule that now also covers the other side of the Hudson in Newark. Delta becomes relevant.

Whatever happens, I just hope there are at least three airlines left standing. That's enough for real competition on popular routes, and none is more popular for trans-Atlantic travel than New York to London.

Chicago has had no measurable snowfall since March 4th, 281 days ago, which is the longest such period in Chicago history:

If no measurable snow falls at O'Hare today [it didn't—DB], we could go on to shatter the previous record by at least another 4 days. The forecast is dry after today through the end of the week. The graphics [on WGN's blog post] show the total snowfall accumulation forecast for the next 10 days ending early next Thursday morning. The GFS model (on top) shows a potential of 33 mm during the period while the European model (on bottom) shows a potential for up to 102 mm. Hang in there snow lovers!

A snow-free environment from March 4th to December 14th is more normal for Raleigh, N.C., not for Chicago. Or anyway, it used to be.

The Cranky Flier has some inside dish on the possible airline merger that I mentioned Friday:

US Airways is still trying to convince American that its plan is better. Maybe American management will get a big enough payout to go along. Or maybe AA’s management will see the writing on the wall depending upon how this offer unfolds and just decide it can’t win. Or maybe it can actually come up with something that will keep American independent, but I’d say that the chances of that are slim.

As we head toward the holidays, everything starts to slow down. We might not hear anything about a merger until the new year, but I wouldn’t expect that we’d be waiting much longer than that. The time to decide which way this airline is going is here. Now we just have to sit and wait to see what happens. I’m still expecting that a merger will happen, but I’m really curious to see how it all unfolds.

This comes on the heels of American's pilots reaching agreement with management on a labor contract, which helps fix the value of the combined airline.