Have we met before? The mutable Oscar Isaac.
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Welcome to Oscar season — Oscar Isaac season, that is

Oscar Isaac exploits his unique charisma and mutable appearance in two of the biggest films released this awards season.

A Most Violent Year (15)
dir: J C Chandor

Ex Machina (15)
dir: Alex Garland

I’m a sucker for Oscar season. Oscar Isaac season, that is. When I failed to recognise him last year in Hossein Amini’s The Two Faces of January it occurred to me that this Lonely Planet compendium of a man (he has Cuban, Guatemalan, French and Israeli branches in his family tree) might be a born star. In that sun-kissed Patricia Highsmith adaptation, it was tantalisingly unclear whether his true designs were on a chirpy young bride or her shady older husband. Where had this matinee idol sprung from? It was as though the film-makers had travelled back in time and kidnapped Ramon Novarro.

I’d seen Isaac only a few months earlier in the Coen brothers’ Inside Llewyn Davis. He looked entirely different with his inky beard and his curls like black lianas; his sleepwalking presence as a forlorn folk minstrel was spellbinding. The magic is in those coolly insinuating eyes, not so much “Come to bed” as: “Come back to bed, we haven’t finished yet.”

It transpires that Oscar Isaac amnesia is a common ailment. At the premiere in Cannes of the Coens’ film, reporters wondered if he was a real folk singer. All memory of him as a smouldering jailbird in Drive had been erased. (His turn as a piano-playing security guard in Madonna’s WE had also been forgotten, which was probably a blessing.) Now Isaac has arrived, as proven by his presence in two new films and the next instalments of X-Men and Star Wars. But do the movies know what to do with him?

The answer, in A Most Violent Year, is: sort of. He plays Abel Morales, an immigrant businessman whose rise as New York City’s leading fuel supplier in the early 1980s is threatened by competitors. His drivers are being ambushed and his fuel stolen. Still he never raises his voice above a soothing rumble. Stalking the concrete plains of the city’s waterfront, all weeds and warehouses and crumbling walls, Abel is like a magnificent lion in his desert-coloured, box-shouldered camel-hair coat. What a pity that his pronouncements – “I like to own the things I use”; “I will not allow the weaknesses of others to affect me” – make him sound like a capitalist fortune cookie.

Imagine a New York version of The Long Good Friday and you’ll have some idea of where the plot is heading. Jessica Chastain, as Abel’s brassy mobster wife, even seems to be channelling Helen Mirren. Unfortunately, the writer-director, J C Chandor, extinguishes drama at every opportunity. When he isn’t resorting to ponderous wide shots of men exchanging briefcases under the gaze of the grey Manhattan skyline, he is filling the screen with tasteful images of the Morales family home; this tale of crime, corruption and soft furnishings resembles a Sunday-supplement Scorsese. Abel has two young daughters who pop up only when the plot needs them (one finds a loaded gun; the other has her birthday party interrupted by police) but there’s not a toy to be seen in the house. These lives don’t look lived-in.

A Most Violent Year draws any potency it has from its leading man. His strongest scene, when Abel is teaching the sales team to captivate customers (“Hold the eye contact longer than you’d like – you see what happens”), is like an Oscar Isaac acting masterclass. Ex Machina also exploits his unique charisma and mutable appearance. He swaps Abel’s sleek hair helmet for a shaved head and a beard like a hairy nosebag; his face seems to be on upside-down.

Isaac plays Nathan, a billionaire who is developing artificial intelligence at his remote mountain hideaway. He invites a young programmer (Domhnall Gleeson) to spend time with his synthetic creation (Alicia Vikander), to determine if she can pass for human. There are sweeping helicopter shots and chic cinematography but this three-hander isn’t cinema: it’s a Ted talk shot in a boutique hotel, with ideas about consciousness and evolution itemised rather than dramatised. Isaac delivers a detailed study in derangement, whether breaking into a dance routine or experiencing perverse delight as the megabytes hit the fan (“This is fucking unreal!”). But if it’s complex female characters you want, stick with the Fembots from Austin Powers.

Ryan Gilbey is the New Statesman's film critic. He is also the author of It Don't Worry Me (Faber), about 1970s US cinema, and a study of Groundhog Day in the "Modern Classics" series (BFI Publishing). He was named reviewer of the year in the 2007 Press Gazette awards.

This article first appeared in the 23 January 2015 issue of the New Statesman, Christianity in the Middle East

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The Brexit Beartraps, #2: Could dropping out of the open skies agreement cancel your holiday?

Flying to Europe is about to get a lot more difficult.

So what is it this time, eh? Brexit is going to wipe out every banana planet on the entire planet? Brexit will get the Last Night of the Proms cancelled? Brexit will bring about World War Three?

To be honest, I think we’re pretty well covered already on that last score, but no, this week it’s nothing so terrifying. It’s just that Brexit might get your holiday cancelled.

What are you blithering about now?

Well, only if you want to holiday in Europe, I suppose. If you’re going to Blackpool you’ll be fine. Or Pakistan, according to some people...

You’re making this up.

I’m honestly not, though we can’t entirely rule out the possibility somebody is. Last month Michael O’Leary, the Ryanair boss who attracts headlines the way certain other things attract flies, warned that, “There is a real prospect... that there are going to be no flights between the UK and Europe for a period of weeks, months beyond March 2019... We will be cancelling people’s holidays for summer of 2019.”

He’s just trying to block Brexit, the bloody saboteur.

Well, yes, he’s been quite explicit about that, and says we should just ignore the referendum result. Honestly, he’s so Remainiac he makes me look like Dan Hannan.

But he’s not wrong that there are issues: please fasten your seatbelt, and brace yourself for some turbulence.

Not so long ago, aviation was a very national sort of a business: many of the big airports were owned by nation states, and the airline industry was dominated by the state-backed national flag carriers (British Airways, Air France and so on). Since governments set airline regulations too, that meant those airlines were given all sorts of competitive advantages in their own country, and pretty much everyone faced barriers to entry in others. 

The EU changed all that. Since 1994, the European Single Aviation Market (ESAM) has allowed free movement of people and cargo; established common rules over safety, security, the environment and so on; and ensured fair competition between European airlines. It also means that an AOC – an Air Operator Certificate, the bit of paper an airline needs to fly – from any European country would be enough to operate in all of them. 

Do we really need all these acronyms?

No, alas, we need more of them. There’s also ECAA, the European Common Aviation Area – that’s the area ESAM covers; basically, ESAM is the aviation bit of the single market, and ECAA the aviation bit of the European Economic Area, or EEA. Then there’s ESAA, the European Aviation Safety Agency, which regulates, well, you can probably guess what it regulates to be honest.

All this may sound a bit dry-

It is.

-it is a bit dry, yes. But it’s also the thing that made it much easier to travel around Europe. It made the European aviation industry much more competitive, which is where the whole cheap flights thing came from.

In a speech last December, Andrew Haines, the boss of Britain’s Civil Aviation Authority said that, since 2000, the number of destinations served from UK airports has doubled; since 1993, fares have dropped by a third. Which is brilliant.

Brexit, though, means we’re probably going to have to pull out of these arrangements.

Stop talking Britain down.

Don’t tell me, tell Brexit secretary David Davis. To monitor and enforce all these international agreements, you need an international court system. That’s the European Court of Justice, which ministers have repeatedly made clear that we’re leaving.

So: last March, when Davis was asked by a select committee whether the open skies system would persist, he replied: “One would presume that would not apply to us” – although he promised he’d fight for a successor, which is very reassuring. 

We can always holiday elsewhere. 

Perhaps you can – O’Leary also claimed (I’m still not making this up) that a senior Brexit minister had told him that lost European airline traffic could be made up for through a bilateral agreement with Pakistan. Which seems a bit optimistic to me, but what do I know.

Intercontinental flights are still likely to be more difficult, though. Since 2007, flights between Europe and the US have operated under a separate open skies agreement, and leaving the EU means we’re we’re about to fall out of that, too.  

Surely we’ll just revert to whatever rules there were before.

Apparently not. Airlines for America – a trade body for... well, you can probably guess that, too – has pointed out that, if we do, there are no historic rules to fall back on: there’s no aviation equivalent of the WTO.

The claim that flights are going to just stop is definitely a worst case scenario: in practice, we can probably negotiate a bunch of new agreements. But we’re already negotiating a lot of other things, and we’re on a deadline, so we’re tight for time.

In fact, we’re really tight for time. Airlines for America has also argued that – because so many tickets are sold a year or more in advance – airlines really need a new deal in place by March 2018, if they’re to have faith they can keep flying. So it’s asking for aviation to be prioritised in negotiations.

The only problem is, we can’t negotiate anything else until the EU decides we’ve made enough progress on the divorce bill and the rights of EU nationals. And the clock’s ticking.

This is just remoaning. Brexit will set us free.

A little bit, maybe. CAA’s Haines has also said he believes “talk of significant retrenchment is very much over-stated, and Brexit offers potential opportunities in other areas”. Falling out of Europe means falling out of European ownership rules, so itcould bring foreign capital into the UK aviation industry (assuming anyone still wants to invest, of course). It would also mean more flexibility on “slot rules”, by which airports have to hand out landing times, and which are I gather a source of some contention at the moment.

But Haines also pointed out that the UK has been one of the most influential contributors to European aviation regulations: leaving the European system will mean we lose that influence. And let’s not forget that it was European law that gave passengers the right to redress when things go wrong: if you’ve ever had a refund after long delays, you’ve got the EU to thank.

So: the planes may not stop flying. But the UK will have less influence over the future of aviation; passengers might have fewer consumer rights; and while it’s not clear that Brexit will mean vastly fewer flights, it’s hard to see how it will mean more, so between that and the slide in sterling, prices are likely to rise, too.

It’s not that Brexit is inevitably going to mean disaster. It’s just that it’ll take a lot of effort for very little obvious reward. Which is becoming something of a theme.

Still, we’ll be free of those bureaucrats at the ECJ, won’t be?

This’ll be a great comfort when we’re all holidaying in Grimsby.

Jonn Elledge edits the New Statesman's sister site CityMetric, and writes for the NS about subjects including politics, history and Brexit. You can find him on Twitter or Facebook.