My Introduction To Northwest Coast Native American Art
My Introduction To Northwest Coast Native American Art
I had lived in Vancouver very briefly as a child and it was during that time when I was first exposed to the art of the Northwest Coast Native American Indians. It was the towering colorful totem poles out in Stanley Park that everyone gazed at with wonder and appreciation. It took about 30 years later during a return trip to Vancouver when Northwest Coast Native American art caught my eyes again.I was in Vancouver for business and landed at the city's new airport terminal. One could not help but notice the huge native carvings near the arrivals area. Later on during my stay, I decided to wander around in the Gastown district. It was in these shops and galleries in Gastown where I fell in love with Northwest Coast Native American art. I saw many wonderful wooden plaques representing different animals. There were also art prints, paintings, masks, wooden bowls and even furnature with these animals either painted or carved right into the pieces.The colors and designs, which might be considered a bit exaggerated to non-native eyes, were striking as well as bold. I knew at that time that I wanted to include some of this magnificent artwork on my walls back at home. So I bought two plaque carvings and carried them home like newly found treasure.Historically, the native Indians who lived along the river valleys and coastal waters of the Pacific Northwest were all hunters and gatherers. The region was blessed with abundant resources from both the seas and forests. These people captured in their artwork the animals they hunted and observed. These included bears, killer whales, eagles, ravens, salmons, wolves, hummingbirds and even frogs. Chiefs and mythical characters important in their legends such as thunderbirds were also included as art subjects.Northwest Coast Native American art is just only recently gaining some major attention in some galleries and museums around the world. Compared to other native arts such as Inuit (Eskimo), exposure of Northwest Coast Native American art is still rather limited to the northwest coast of Canada and the United States.This form of artwork is virtually unknown to most parts of the world including many regions of North America. This will hopefully change as more people from around the world travel to Vancouver. The future winter Olympics in 2010 up in Whistler, BC will also have a positive impact on the region's Native Indian art. I personally believe that Northwest Coast Native American art has a lot of potential to be internationally recognized and accepted.Clint Leung is owner of Free Spirit Gallery (http://www.FreeSpiritGallery.ca), an online gallery specializing in Inuit and Northwest Native American art including carvings, sculpture and prints. Free Spirit Gallery has numerous information resource articles with photos of authentic Inuit and Native Indian art as well as free eCards.
Propaganda and American Journalism, Born Joined at Birth
Propaganda and American Journalism, Born Joined at Birth
Passion was the main stuff of journalism long before the Civil War, the birthplace of modern American journalism. The Press of the American Revolution during the War and before it, was borne of it. Newspapers then were not as we know them today. Weekly advertising mediums they were, but they were primarily opinion pieces designed to protect interests or to provoke the readership. They were propaganda organs in the truest sense. They were virtual flagpoles of ideology from which the editor could wave his political flag. As tools of political activism they often published articles of principles treating of various freedoms or governmental responsibilities, as the editors saw them to be, mostly by pseudonymous authors sometimes using names taken from the Greek or Roman classics like Cato or Ovid.What news did exist was usually a local crime graphically treated, a poem perhaps, or a reference to a literary work or some happening from Europe that occurred months previously and brought to the editor's notice by people arriving in town. Newspapers shared news too, for as fever rose in the colonies and happenings became more frequent the need to know took place and the sharing of news from paper to paper became more commonplace.But news gathering during the war coverage was not organized, newspapers relied almost wholly on the chance arrival of private letters and of official and semi-official documents. News sources were scarce, but opinion was abundant and it covered both sides. Tory and patriot presses would fire verbal broadsides at each other's interests and any newspaper hoping to maintain a dispassionate objectivity examining both sides of the issues, found themselves in a "no-man's land" and was considered "on the other side." Often the news was engineered, perhaps none so well as the 'reportage' of the Boston Massacre by the Boston Gazette.What led up to the shootings, deemed a " Boston massacre", was the business of quartering British troops in the public houses and private homes of residents in America when barracks space was not available. The additional insult to the public was that the colonial legislative body was to provide financing.This was going on for four years after the British Parliament enacted a piece of legislation called the Quartering Act in 1765 and expanded it in 1766, ostensibly to economize on troop expense. When the soldiers first appeared in Boston in 1766 resplendent in redcoats and brandishing gleaming muskets and bayonets, they were held in awe but when it was learned that they were ordered never to use force and that in order to fire a musket they would first have to seek an order from a magistrate, bellicose crowds of youth began to taunt them. A mutual dislike developed between soldier and citizen, taunts epithets and curses the main discourse. Tempers began to flare as Boston tolerance dipped to increasingly low levels. One citizen's distaste for things British turned extreme resulting in the shooting of his neighbor's son, Christopher Seider, an eleven year old Boston youngsterTension between soldier and citizen was stretched thin and snapped on March 2 after rumors were circulated through Boston that the soldiers were planning a massacre of Boston citizens following an incident in which one soldier with a broadsword, slightly injured one young man, who with three companions wished to pass in an alleyway.Later a brawl between some troops and some rope makers erupted, the latter besting the former leaving emotions in a tattered state, then on March 5th, a group of youths taunted a British sentry who took exception by beating one of them with his musket. Fire alarms sounded bringing a crowd of about four hundred to the scene, surrounding the sentry and throwing snowballs, ice and sticks at him. Seven soldiers led by Captain Thomas Preston came to the sentry's support but suffered the crowd's taunts and physical assault with clubs. Daring the soldiers to fire on them, one soldier did after being hit with a club and the others followed suit. Three citizens died on the spot, another the next day and another one a few days later, five were dangerously wounded and a few slightly.One can imagine the reaction of the citizens in the tavern as they heard, through sips of ale , the report in the Boston Gazette informing its readers that the man with a broadsword,who was described as having grown "to uncommon size" and who was now accompanied by " a person of a mean countenance armed with a large cudgel," attacked two of the youths wounding them with sword punctures then reenforced by two more soldiers armed with tongs and shovel, they continued beating the boys who valiantly defended themselves."The noise bro't people together, and John Hicks, a young lad, coming up, knock'd the soldier down, but let him get up again; and more lads gathering drove them back to the barrack, where the boys stood some time as it were to keep them in. In less than a minute 10 or 12 of them came out with drawn cutlasses, clubs and bayonets, and set upon the unarmed boys and young folks, who stood them a little while, but finding the inequality of their equipment dispersed,- In hearing the noise, one Samuel Atwood, came up to see what was the matter, and entering the alley from Dock-square, heard the latter part of the combat, and when the boys had dispersed he met the 10 or 12 soldiers aforesaid rushing down the alley towards the square, and asked them if they intended to murder people? They answered 'Yes by G-d, root and branch! With that one of them struck Mr, Atwood with a club, which was repeated by another, and being unarmed he turned to go off, and received a wound on the left shoulder which reached the bone and gave him much pain.Retreating a few steps, Mr. Atwood met two officers and said, 'Gentlemen, what is the matter?' They answered, 'you'll see by and by.' Immediately after those heroes appeared in the square, asking 'where were the boogers? Where the cowards?'...Thirty or forty persons, mostly lads...gathered in Kingstreet, Capt. Preston, with a party of men with charged bayonets, came from the main guard to the Commissioners house, the soldiers pushing their bayonets, crying, 'Make way!' They took place by the custom-house, and continuing to push to drive the people off, pricked some in several places; on which they were clamorous, and ,it is said, threw snow-balls. On this, the Captain commanded them to fire, and more snowballs coming, he again said, 'Damn you, Fire, be the consequence what it will.! One soldier then fired, and a townsman with a cudgel struck him over the hands with such force that he dropt his firelock; and rushing forward aimed a blow at the Captain's head, which graz'd his hat and fell pretty heavy upon his arm; however, the soldiers continued the fire, successively, til 7 or 8, or as some say 11 guns were discharged.By this fatal maneuvre, three men were laid dead on the spot, and two more struggling for life; but what shewed a degree of cruelty unknown to British troops, at least since the house of Hanover has directed their operation, was an attempt to fire upon or push with bayonets the persons who undertook to remove the slain or wounded."Following the imputation of unusual cruelty for this final bit of brutality the Gazette went on to describe the slain and to comment on the outrage felt by the Boston citizenry, the outrage, undoubtedly, now shared by the gentry in their drawing rooms and the lads in the taverns. The flames of passions that were kindled by the outrageous Stamp Act of 1765 and the infuriating Quartering Act of the same year, had been flickering but now found new fuel and burst into the blaze of revolution. A "massacre ' had now been committed. A "massacre!" Blood had been drawn.The following week, the grand jury indicted the British soldiers for wilful murder but the court thought fit to hold trial when tempers had cooled in the following term. On October 24th, trial was held for Captain Preston and on November 12th, for the soldiers. John Adams, second U.S. President-to-be, was one of four defense lawyer for all. The captain was acquitted as were six of the eight soldiers. Two were found guilty not of murder but manslaughter. The jury was drawn from residents of towns surrounding Boston.In the courtroom, reality replaced fiction, but the impression of a massacre had not been erased. The words of the Gazette in its best fictional form were truly the words of revolution.John Adams in 1815, summarized: "What do we mean by Revolution? The war? That was no part of the revolution; it was only an effect and consequence of it. The Revolution was in the minds of the people, and this was effected, from 1760 to 1775, in the course of fifteen years before a drop of blood was shed at Lexington."Journalism had moved the minds of the people.Don Bracken is the author of 'Times of the Civil War', a study of the American Civil War and the coverage of it by the New York Times and the Charleston Mercury. He is Senior Editor of History Publishing Conmpany,LLC.
American Airlines; Crash: Nov. 12, 2001
American Airlines; Crash: Nov. 12, 2001
It seems there were not many comments to the AA crash of November 2001, as soon as it was ruled an accident instead of an attack the media stopped the reports and the story disappeared. The years following have been the safest years in Airline Industry History. What if the terrorists stole an Airbus instead of an easy to fly and reliable Boeing aircraft during 9-11? They may have had the tail fall off and crash it on the way to its destination and their attack would have failed. Maybe Airbus wants US airlines to buy more of their aircraft which fall apart in the air and that will be their contribution to US anti-terrorist policy? In my humble opinion; that Airbus which crashed was a flying hunk of junk anyway.We need better standards on new airliners, which are made of composites because we now know more than we did previously about these new modern materials. We know more composites and their life cycles and airworthiness. We know more about their durability related to strength over time and after years of ultraviolet rays, heat expansion and contraction, fatigue, and sheer strength. Go read the book Airframe by Michael Creighton. It seems this episode in American Air Disasters History is a chapter that we did not have to see to fruition.Remember Chicago O hare disaster with the DC-10, engines are not suppose to fall off airplanes and aircraft should not be born with defects, airlines should maintain aircraft, and pylons which attach powerful engines to wings. These pylons and engine attachments should never be so rigid as to break off at the first sign of wind shear, adverse yaw at slow speeds or wake turbulence. If American Airlines thinks that it has inspected all its aircraft and that makes them okay to fly they are on drugs, the only way to test them is to put a lateral force on each vertical stabilizer at similar to prevailing pressures per square inch as that thought to be caused by the turbulence of the KLM 747 cargo plane at a ninety second interval with full flaps and fully loaded for a fourteen hour non-stop flight climbing out and requiring the sufficient lift to get the airplane out of the way of the NIMBY whistle blowers for airport noise abatement.Airports make noise deal with it. If you want International Trade, you will have more noise from less complying aircraft, get use to it. If you ask those aircraft to do a maximum climb out which slows the aircraft down on departure then do not take off another aircraft with a fast closing speed directly behind them at a three-minute interval, which may soon be 90 seconds or less. And for sure do not allow a pilot to jerk the controls in the most sensitive time during any flight; V-2 to 5,000 AGL. And for Pete's sake check the technology of yesterday against the knowledge of today. We know composite material is not the end all for weight reduction and strength. We know more today about this stuff than ever before. It is time to check all military aircraft too for possible fatigue and in flight failures.There was a 747 that lost a tail a few years back and it took them 27 minutes to crash that one, there have sense been several airliners land safely after losing a vertical stabilizer. A real experienced crew not using the two-axis auto-pilot for take off and actually had their hands on the controls would have had a much better chance of feeling the aircraft out of its situation and with regards to the shift in weight, loss of control, loss of two of the three hydraulic systems and been able to straighten the aircraft using minimal use of thrust differential on each engine to fly the plane and keep the airspeed. No body needed to die that day.It is high time that all Airbus aircraft with composite tails be tested for strength by pushing on the tails sideways to an appropriate PSI. Only then can you guarantee a non-repeat situation. Also any aircraft, which is built and has had its structural integrity compromised by a miss manufactured or additional hole being drilled in an integral part of the aircrafts component accidentally, ought to not be allowed to be used; scrap it, build another tail. We have performance and strict engineering principles mandated by natural laws governed by Mother Nature who could really give a darn what you do. If you jeopardize or disavow these known quantities you will get to visit Murphy much more often than originally anticipated. Shame on Airbus, Shame on AMR, shame on the pilots; shame on us; are we so stupid as to think that the characteristics of flight do not apply to those who manage AMR or build the planes at Airbus? Can they arbitrarily make decisions based on money and profits over the truth of flight characteristics which allow for maximizing time speed and distance above and beyond those natural laws relating to the truth and knowledge know the World over as Gravity, weight, thrust and lift? On this three dimensional plain called Earth, we have givens, they do not change, why do we assume? This crash was not as if it were the original Comet which crashed due to circumstances not yet known such as harmonics, no this crash was due to negligence of AMR management putting short term profitability over safety and consumer expectations. Some industry analysts say that Airbus builders are working for the laziest Union in the World selling to mostly government subsidized airlines.The aircraft involved in that crash was an old Eastern Airlines plane, which was probably not too sturdy anyway for lack of maintenance back when that airline was falling apart. Three pilots sitting in a cockpit who make way over the average standard of living and negated the reason they are so highly paid. They should not have been that close to the KLM, as the pilot in command should have moved away from the problem and when problems did occur should have flown the plane first.Composite preventative maintenance has been discussed for years and an article I saved from May 1999 in Aviation Maintenance entitled; Sharing Solutions on Composite Repair Issues will help some people understand that this accident was avoidable. Also in the article was a reference to CACRCs guidebook;ISBN # 0-7680-0020-3, Order # AE-27.After the O'Hare crash they put all DC-10 pilots through the same scenario, half survived in the simulator, thus that American Airlines flight and crash was also preventable totally. How many times are we to allow one airline with an abundance of political clout to get away with this stuff? How quickly we forget. Think about it."Lance Winslow" - If you have innovative thoughts and unique perspectives, come think with Lance; www.WorldThinkTank.net/wttbbs