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Landseaire airborne yacht

James Kightly, journalist and author of the Vintage Aeroplane Writer, shows off the glamorous postwar conversion of Consolidated PBY-5A 34045 (civil registry N69043) to a Landseaire flying yacht.  His informative and droll image captions are not to be missed.

You’ll forgive me for marvelling at the aesthetics of film photography, flying boats and pleasant company, of course.

(Loomis Dean / LIFE magazine.  February 2nd, 1950)

Mid-cabin sleeping area. (Loomis Dean / LIFE magazine. February 2nd, 1950)

Suunbathing on one of the Pratt & Whitney R-1830-92 Twin Wasp radial engines. (Loomis Dean / LIFE magazine. February 2nd, 1950)

Lounge/bar in one of what was formerly one of the waist gunner blisters. (Loomis Dean / LIFE magazine. February 2nd, 1950)

On-board shower. (Loomis Dean / LIFE magazine. February 2nd, 1950)

Moored for port visit. Note nose gunner blister has been removed; bow is more streamlined than typical wartime PBY. (Loomis Dean / LIFE magazine. February 2nd, 1950)

At the saloon table, playing cards. (Loomis Dean / LIFE magazine. February 2nd, 1950)

For a fuller description of the amenities aboard these hedonistic craft, see Maurice F. Allward’s article “Airborne Yachts—Luxury Conversions of  Wartime Catalinas” in the July 1953 issue of Flight International.  Also see the full LIFE magazine archive of images of this craft, if you desire more.

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Old London street scenes (1903)

The British Film Institute shares some great footage of Edwardian London over a century ago.

I get a kick out of seeing the traffic congestion (horse-drawn, not automobile) near the 3-minute mark. It should remind us that in the centuries-long life of cities, familiar problems occur, vanish and recur as our technology changes.

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The light that burns twice as bright burns for half as long

I viewed Blade Runner last night, which was probably a mistake.  Whenever I see this film, I become congisant of Time as predator, stalking me; like the Star Trek villain Dr. Tolian Soren, I am increasingly aware that sooner or later, Time will hunt me down and make the kill.  When I first saw this film, I was sixteen years old, watching a heavily-used VHS tape in a friend’s basement on a tiny television.  Today I am more than twice as old as I was then; VHS and non-HD televisions have all but disappeared from the consumer landscape; the edge-of-farmland community I grew up in on north of the city has exploded into highly-developed urban sprawl; and despite the wonders of Facebook and modern social media, I have no idea what became of that particular friend.

It is not death I fear so much as the unconscious passage of time; we are all being carried along on a current whose swiftness is not always evident, forever leaving behind sights and sounds we do not realise will never be experienced again.  Some of the people, places and things we see today we will never see again hereafter; or if we do see them, they too will have been altered irrevocably by the passage of time.

Blade Runner itself is one of these things; it is no longer the film you have seen in theatres or VHS; every iteration since (laserdisc, Director’s Cut, Final Cut) has been subtly altered.  Deckard’s voiceover/narration is no longer present, for example; other scenes have been added, and some—present for theatrical release—have been deleted.  Ridley Scott’s penultimate work is still, on the whole, a thoroughly engaging and immersive film; visual futurist Syd Mead’s iconic designs are every bit as intriguing and alluring as they once were.  But there is something insidious and unsettling about the film itself slowly morphing and changing as the years ago by.

Some of us enjoyed Blade Runner as a detective film that happens to be set in the future; we may have enjoyed the nods to film noir such as Deckard’s mid-movie narration—even if the bolted-on ending was unnecessary.  Others might enjoy it as a future movie featuring a detective as a main character, and are happier without the heavy leaning toward noir conventions.  My own sense is that the film’s own narrative precludes hasty changes to its themes or characters.  Deckard’s boss, Bryant, clearly has memories of working with him in the distant past; yet director Scott’s latest tweaks are meant to make the audience think that perhaps “blade runner” Rick Deckard is himself a replicant.  This then raises the question of how Bryant could have memories of working with replicant Deckard, who presumably has a finite four-year life span.  Does that make Bryant a replicant, too?  Or is he merely lying?  What would be the point?

It is worth remembering that Blade Runner rose from forgotten mediocrity to mass popularity in ten years as a video rental—and all of it based on the pacing and story of its theatrical release form.  Ridley Scott’s constant tweaking of his creation in later years is a strong clue that perhaps he does not understand what made his film great in the first place.  And he is not alone; the same could be said for many directors who have befouled their own creations with unnecessary adjustments.  Amadeus, Apocalypse Now, Donnie Darko, The Exorcist, The Last Emperor, and the Star Wars original trilogy are all films that have been cheapened by “Director’s Cut” editions.  Perhaps the only director’s cut I have seen that actually improved a film’s story and pacing was the extra 17 minutes in James Cameron’s Aliens—but that is the rare exception.

There is one little touch in Blade Runner that really sold me; when we see Gaff’s spinner ascend (with Deckard aboard), Gaff puts on a helmet and mic, and communicates with local air traffic control.  He doesn’t do crazy things like engage in an airborne car chase, or make sudden, erratic movements with other spinners/aircraft in close proximity.  It’s all calm, cool and collected; a lot like air traffic control today.  Contrast this with the cityscape and speeder/flying car scenes in Attack of the Clones, an inferior realisation by any estimation.

As I mentioned earlier, even with the changes, I still enjoyed Blade Runner.  It is one of the most visually compelling and completely realised science fiction worlds to ever grace the silver screen.  I just wish directors would quit fussing with their successful products decades after their original release.  Logically speaking, it is not the successful films which require tweaking; they already have a winning formula.  The ones that don’t do well, on the other hand, are the ones that need to have their stories, editing or pacing re-examined.

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Chew, if only you could see what I’ve seen with your eyes!

A selection of images tagged “Blade Runner” on Flickr.

Blade Runner II, originally uploaded by SBA73.

Blade Runner, originally uploaded by Heaven`s Gate (John).

New York or Blade Runner?, originally uploaded by Joseph Price.
Blade Runner, originally uploaded by cuellar.
Meet Pris, originally uploaded by naeros.

In the last photo: Mad props to Joe Turkel for sporting the tinted, oversized glasses—much like his character Dr. Eldon Tyrell.  And that goes double for Sean Young, who did her best to emulate the hairstyle and wardrobe of Rachael.  Trying to look like a character you played twenty-eight years ago isn’t easy.

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Blade Runner (1982): Spinner Ascent

Change the 360p to 480p for better resolution, if your connection can handle it.

The background air traffic control chatter is something my 16-year-old self missed, but my adult self is impressed by; details count.

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Remco “Flying Fox” Ad (1959)

A Christmas toy of yesteryear.  Why didn’t they make stuff like this when I was a kid?

Did we lose the required engineering knowledge, somehow?

RELATED: Fun for adults, too!

Flying Fox, originally uploaded by katzenfinch.

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Category: Media  Tags:  Comments off

Goodwood Revival 2009 by Bernie Condon

The skillful, fortunate Bernie Condon has captured some great images and rare vehicles seen at this year’s Goodwood Revival.  His efforts reinforce my conviction that a man should attend at least one Goodwood meet before he departs from this earth.

Vickers Vimy Bomber, originally uploaded by Bernie Condon.
Spitfire Pair, originally uploaded by Bernie Condon.
Flying Today, originally uploaded by Bernie Condon.
Out of Petrol, originally uploaded by Bernie Condon.
Racing Cars, originally uploaded by Bernie Condon.
DH Rapide, originally uploaded by Bernie Condon.

See more images in Mr. Condon’s Goodwood Revival 2009 Flickr set.

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Category: Historica  Tags: ,  Comments off

The World’s Greatest Travel System

There was a time in the Jazz Age when sure-footed Canadian businesses dared tread amongst the world’s titans, and even declared themselves to be of the first rank.  One of these was the Canadian Pacific Railway, which operated a full-blown vertically integrated empire encompassing a railway, steamship line, airline, and hotel chain.  CP gave itself the grandiose title of “World’s Greatest Travel System”, and buttressed the claim with a sheaf of beautiful ad posters.

cp_rail_hudson

The powerful Hudson 4-6-4 steam locomotive. Several remain operable; CP Rail still runs one (#2816) on sightseeing tours through the Rockies.

Looking out at Lake Louise from the Chateau of the same name.

An idealised view of Lake Louise from the Chateau of the same name.

RMS Empress of Britain, 42,348 gross tons.  Construction started 1928, launched 1931.  Carried 1,195 passengers (in two classes) in the summer, converted to 700 all-first-class berths in the winter.  Torpedoed and sunk by U-32 off Northern Ireland on October 26th, 1940.

RMS Empress of Britain, 42,348 gross tons. Construction started 1928, launched 1931. Carried 1,195 passengers (in two classes) in the summer, converted to 700 all-first-class berths in the winter. Torpedoed and sunk by U-32 off Northern Ireland on October 26th, 1940.

I don't think anyone has ever had as much fun on a Great Lakes tour as this woman appears to be having.

I don't think anyone has ever had as much fun on a Great Lakes tour as this woman appears to be having. Also, don't slip.

They may have been the world's greatest travel system then.  Today we would settle for an airline aspiring to be world's greatest at something other than frustration and delays.

They may have been the world's greatest travel system then. Today we would settle for an airline aspiring to be world's greatest at something other than frustration and delays.

CP would have been the third airline to operate Comets, and actually lost one in service—albiet not on the Pacific routes, and not due to the famous problem with metal fatigue.  On March 3rd, 1953, a CP Air's second Comet 1A crashed on takeoff from Karachi on March 3rd, 1953, killing all 11 passengers and crew.  It was in the process of being delivered to the airline; CP's other Comet was subsequently sold to BOAC.

CP would have been the third airline to operate Comets, and actually lost one in service—albiet not on the Pacific routes, and not due to the famous problem with metal fatigue. On March 3rd, 1953, a CP Air's second Comet 1A crashed on takeoff from Karachi on March 3rd, 1953, killing all 11 passengers and crew. It was in the process of being delivered to the airline; CP's first Comet was subsequently sold to BOAC.

Canadian Pacific’s railway business still survives, of course, while the airline (sold to Pacific Western in 1987, merged with Air Canada in 2000) and steamship line (merged with Hapag-Lloyd in 2005) were not so lucky.  The CP Hotels chain, however, was wildly successful—to the point where it bought up American competitor Fairmont in 2001 and operates under that name today.

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Category: Amor Patriae, Industria  Tags:  Comments off

Canadian Pacific “Empress” #2816

Although the era of the steam locomotive is long since past, it is nice to know that the Canadian Pacific Railway has one 80-year-old legend still on active duty hauling passenger cars through the Rockies.

The Empress is a Hudson 4-6-4 steam locomotive; some of her sisters (2820 through 2864) later gained the moniker Royal Hudson after one of their class hauled King George VI’s train throughout the Dominion in 1939 without any breakdowns.

See more of Empress at CPR’s photo gallery.

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British Airways “Landor” livery, 1984-1997

Designed by the New York firm Landor Associates, this livery helped transform the British Airways brand into a byword for sophistication and luxury in the mid-Eighties.  BA’s previous colour scheme (1, 2) was not ugly, but it was bland.  The Landor scheme oozed understated British elegance and savoir faire; from the red Speedmarque along the lower fuselage to BA’s aristocratic coat of arms tastefully displayed above the Union Flag on the tail.

Alas, BA dumped the Landor scheme in 1997 for its at-the-time controversial World Tails livery (PM Thatcher detested them).  I do think many of the World Tail schemes are beautiful, but there are also many that are overly busy, or are not particularly evocative of the nations they are supposed to represent.

Perhaps the biggest flaw in the World Tails effort was that it was a counter-intuitive step away from BA’s corporate culture, not to mention the explicitly British image the company had strenuously emphasised over the previous decade.  But BA forged ahead with World Tails as a sort of global outreach, in order to solidify its position as the undisputed market leader in world travel.

Not surprisingly, wiping the Union flag from its tails sent the subliminal message that being British was bad for business; and that created a consumer backlash at home. Eventually, in 2001 BA abandoned the World Tails entirely and repainted them all in a stylised Union Flag (known as Chatham Dockyard).

Ticking off its home market (plus slashed services and increased competition on long-haul routes from low-cost and charter carriers) caused BA to lose ground and market share; today a more accurate advertising tagline would be “formerly the world’s favourite airline.”

And while British Airways’ present livery is not bad, it once again verges on the boring.  It says “we’re British,” but not much else.  Unlike the Landor scheme, there are no subtle references to an aristocracy of the air; a journey of class and refinement.

Concorde, originally uploaded by Merlin_1.

British Airways 747-136 G-AWNF, originally uploaded by caribb.
2197410068_17f28b2f39G-BIKG, originally uploaded by Martin Third Av’n.
G-BUSB, originally uploaded by Zippy’s Revenge.
Barra, 1997, originally uploaded by Neil F King.
“To Fly, To Serve”, originally uploaded by euphbass.

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Category: Aeronautics, Historica  Tags: ,  Comments off