Australia essays

Australia essays Australia is a continent and it is also a country of its own. Australia is located between the South Pacific and Indian Oceans. Australia is often called, the land down under, because it lies entirely within the southern hemisphere. In Latin, Australia means southern. The official name of the country is the Commonwealth of Australia. Australia is surrounded by water like an island, but geographers classify it as a continent rather than an island because of its great size. Australia covers about 5% of earths land area. Most of Australia is low and flat, the highest and most mountainous land lies along the east coast. Nearly all the land west of this region consists of level plains and plateaus. At one time, all the continents were part of one huge land mass. Australia became separated from this landmass about 200 million years ago. As a result, its animals developed differently from those on other continents. Australias most famous native animals include kangaroos, koalas, wallabies, wombats, and other marsupials. Australias first settlers were ancestors of todays Aborigines. They may have reached the continent as early as 50 thousand years ago and came from Asia by way of New Guinea. When the first whites arrived in 1788, about 750 thousand Aborigines lived in Australia. The European discovery of Australia began with the discovery of New Guinea by Portuguese and Spanish explorers during the 1500s. These explorers and others after them were searching for a mysterious continent that they believed lay south of Asia. Between 1616 and 1636 other Dutch navigators explored Australias west, southwest, and northwest coasts. Explorers then began to believe they had found the mysterious southern continent. In 1642 and 1643, Abel Janszoon Tasman, a Dutch sea captain, sailed the continent without sighting it. During his voyage, he visited a landmass...

Hiphops Impact on Society essays

Hiphops Impact on Society essays In The mid 70s a new culture emerged in The South Bronx section of New York City, little did anyone know that it would spread like a wild fire throughout the nation effecting not only the music industry, but Media, Fashion, marketing and advertising, and almost every aspect of modern society. It has reached beyond color barriers, and stretched past urban streets where it originated, reaching a status of a global phenomenon. This culture, this Movement is called Hip-hop. It always has been the voice of the youth even from its beginnings, which makes it an advertising goldmine. The Pepsi and Coca-Cola Companies have used Hip hop Artist or some reference to the culture in their Ad campaigns, as well as Reebok, Nike, who traditionally use Athletes to promote their products. Other Corporations have followed in the same trend. We, the youth of the United States are considered to be the Generation to spend the most money, so what better way for a Corporation to reach its Demo graph then to sell their products directly to them then by speak though their music. There isnt really a way for me to explain exactly how we have been effected by hip-hop without first taking you back in retrospect on its humble origins and show you how even then it was making ground breaking changes in the way we think, act and speak, even live. The hip hop movement was first produced in a poor African American and Latino Neighborhood in the Bronx, New York, It started as a new style of music, Provided by a DJ, mixing and blending rhythms and percussion to make the clearly distinctive hip-hop sound. The Music has strong ties to Jamaican dance hall music. The innovator of this technique of Mixing and using breaks went by the name of DJ KOOL HERC he was a native Jamaican who immigrated to the Bronx as a teen some call him the one of the leading pioneers of the early hip hop movement going as far as accrediting him as ...

U.S. History - Reflection Paper Essay Example | Topics and Well Written Essays - 750 words

U.S. History - Reflection Paper - Essay Example While pursuing the course under consideration I came across a few things that were new to me. Britain first lost the War for Freedom in the minds and hearts of the people inhabiting the American colonies, before it lost it on the battlefields of America. Britain never tried to holistically and formally participate in the political issues that were of emotional, social, economic and cultural significance to the colonies. Whatever political influence Britain exercised on the colonies was pecuniary and ‘Britain centric’ in nature that included recognition of the Proclamation Line, posting of British garrisons and imposing arbitrary taxes. Had Britain been more sensitive and astute in its response, perhaps the American Revolution would have never taken place. The other thing that was new to me was the fact that the political and social figures that are oft revered in the American history were marked by immense contradictions in their personal choices and political beliefs. For example Thomas Jefferson is considered to be one of the greatest American Presidents who was publically opposed to slavery. Yet, it was amazing to find out after some research that due to a big personal debt, Jefferson owned slaves for his entire life. 2. One most important thing about the American history that surprised me pleasantly was the text of the Declaration of Independence and its moral and ethical ramifications. I personally feel that the Declaration of Independence is a document that is not only of timeless relevance to the American democracy, but the very ability of its drafters to envisage and formally consolidate the ideals and principles that were of universal appeal and importance, in an age when the means of communication and hence the possibility o f a global spread of ideas was very constrained, is amazing, surprising and pleasant indeed. The Declaration of Independence was indeed a worthy culmination of the liberal ideas enshrined in the Western philosophy and politics. Consider the words: â€Å"We hold these truths to be self-evident, that all men are created equal, that they are endowed by their Creator with certain unalienable Rights that among these are Life, Liberty and the pursuit of Happiness.† The very ability of the drafters to come out with the idea of universal equality in those times is indeed astonishing and surprising. No doubt, at a very late stage, it was Lincoln who once more brought to fore the views and ideals of the Founding Fathers enshrined in the Declaration of Independence to start a war to end slavery, which was to change America forever. I found it really surprising that the Declaration of Independence is a document of recurring importance that is perhaps never going to lose its salubrious fr eshness and appeal in the times to come. 3. The things about the US history that surprised me unpleasantly or disappointed me were the treatment met to the Native Americans and blacks and the very fact that America harbored and exercised imperialist intentions and designs at some time in its history. These aspects of the US history were not only contrary to the American ethos and beliefs, but signified the tendency of a nation to resort to hypocrisy in the face of commercial advantages and interests. Though, the Founding Fathers promised a fair treatment to Native Americans, yet the practice of a specific race to resort to unchecked expansion in the Indian territories, encouraged by a belief in the inferiority of the Native races and culture sounded simply horrific and contradictory. The very same beliefs allowed the plantation holders to exploit the black slaves in an emotional and ethically callous pursuit for

Home Food Deliver Essay Example | Topics and Well Written Essays - 1000 words

Home Food Deliver - Essay Example From this essay it is clear that  the main target customers of this business are those who go to work and leave their children who are unable to cook for themselves at home. Such customers will be required to make their orders anywhere they are through phone calls and then provide the address to their homes, and the author will deliver the food to the children. Another group of customers that his business targets are the unmarried or people who are living alone without family and have difficulties in making their meals. These groups of people will be in a position to make their orders, and he will deliver the food to their respective homesteads.  As the paper discusses  the services will also consider people with special eating habits as prescribed by their doctors. For example, the diabetic people will have the freedom to choose the ingredients they require to be used in preparing their food and the ones their food should not contain depending on their doctors advice. There wi ll be free lunch weekends where he will be delivering free food to the loyal and regular customers to enhance customer loyalty and improve customer relation.  The market profile consists of the characteristics of the people the reporter expect would buy his services. These characteristics include age, social group, the location of the business and many other factors that the customers would consider to buy his services

WHAT IS MEANT BY STIGMA,AND DOES IT LINK WITH THE CONCEPT OF SOCIAL Essay

WHAT IS MEANT BY STIGMA,AND DOES IT LINK WITH THE CONCEPT OF SOCIAL EXCLUSIONS AND WHAT ARE THE IMPLICATIONS FOR POLICY AND PRACTICE - Essay Example In this regard, social labelling that discredits individuals’ virtual identities (Crocker et al 1998, p.505), inevitably leads to stigmatization that often times leads to distortion of individual identities. Social exclusion, on the other hand, refers to the state of being locked out from participation in the central social activities in one’s own society (Burchardt et al 2002, p.30); this means that if an individual fails to take part in social activities then they are ‘socially excluded’. The purpose of this paper is to explain what is meant by the term ‘stigma’, and to explore the possible linkage there is between this term and the concept of social exclusion; consequently, the conclusion of this paper will draw upon this knowledge to give implications for policy and practice. Simply put, stigma denotes ‘a mark of shame’ (Oxford Dictionaries, 2012), concomitant particularly with certain individuals in the society, thus, people who are stigmatized actually view themselves inferior due to social labels that describe them so, distorting their real identities. According to Chamberlin, stigma often leads to discrimination implying that the individual being stigmatized has a problem (Sayce 1998, pp.331-332); in this case, language is a powerful tool that functions in the creation of certain perceptions and stereotypes about individuals. When people make biased judgments concerning others, this negative labelling coupled with the resultant social labels and subsequent stigmatization that arises can be attributable to mental health issues. Language is very effective in helping people with mental illnesses to manage and eventually overcome their problem especially because the words used in reference to people influence their perceptions and expectatio ns respectively (Lynn 2010 p.1). For instance, existing knowledge shows that relapse rates of patients with mental

Air France Flight 447 Crash 2009 Engineering Essay

Air France Flight 447 Crash 2009 Engineering Essay On May 31, 2009, Air Frances flight AF447 left Rio de Janeiro to take its 228 passengers to Paris. After sending the last message to Brazil ATC three hours after the flight took off, the aircraft suddenly disappeared while passing through the equatorial ITCZ. The aircraft computer system managed to transmit 24 fault messages indicating speed sensor problems to the Air Frances Paris Centre before it went missing. In the early morning hours of June 1, 2009, the aircraft dived into the Atlantic Ocean killing all passengers onboard. The investigation positively identified the main cause of the disaster as the pitot tube or the speed and temperature sensor malfunction located underneath the aircrafts cockpit. The cause of the pitot tube malfunctioning was determined to be due to the accumulation of ice crystals around it. Consequently, the aircrafts computerized navigational system was affected resulting in failure of different flight control systems. However, the physical evidences recov ered from the crash site suggest that the main pilot was not in the cockpit during the critical moments of the flight. Moreover, bodies of passengers and crew were found scattered in the crash indicating the possibility that they were not prepared for a crash landing. The analysis of the incident points to the possibility that the control of the aircraft during its final hour was left in the hands of a less experienced third officer. In general, the weather condition in the area where flight AF447 flew is the main causal factor that caused the pitot tube to malfunction. Another is Air France continuous use of a particular pitot tube that was implicated in a number of aircraft incidents in the past. Human error is also a contributing factor when the pilot made a very bad decision of flying through a known danger zone while others were diverting their route to avoid it. Another is the possibility that the captain was never in the cockpit during the critical hour as evidenced by the un prepared crew and passengers. Human error was involved in the safety design of the aircrafts computerized navigational system as evidenced by the sudden shut-down of the flight computers during the most critical moments of the incident. Finally, the worlds aviation industry and associated organizations are considered causal factors for their failure to set proper guidelines and standards for pitot tubes and travel across ITC zones. TABLE OF CONTENTS Introduction 4 The Crash of Air France Flight 447 5 2.1 Background 5 2.2 Weather Condition 7 2.3 The Air Traffic Controllers 10 2.4 The Passengers of Flight AF447 11 2.5 The Aircraft and its Navigational Computer Systems 12 2.6 The Flight Crew and Human Errors 18 2.7 The World Aviation and other Organizations 23 Discussion and Conclusion 25 References 29 Appendices 32 Introduction On May 31, 2009 at 19:03 Brazilian local time, Air Frances flight AF447 was on its way to Paris from Rio de Janeiro carrying 228 passengers and crew when it encountered some technical problem. The A330 Airbus flew over the Intertropical Convergence Zone (ITCZ) where it encountered numerous thunderstorms and on the morning of June 1, 2009, the plane crashed into the Atlantic Ocean killing all passengers and crew. The rescuers found small pieces of the aircraft indicating that it had landed like a flat hand into the waters with the nose slightly pointing upwards. The results of the investigation suggest that the cause of the incident was a malfunctioning pitot tube that was gradually covered by ice crystals during the flight. The pitot tube failed to send speed data to the aircrafts computerized navigation system resulting in a chain of problems and eventual loss of control. Four minutes before the aircraft finally hit the Atlantic Ocean, the computer system sent 24 messages informing the Air France Paris centre of the occurring failures. The last message sent by the pilot to Brazil and Senegal ATC was the one informing them that the aircraft reached high level 350 three hours after takeoff. The ATC never heard from the aircraft again and there was no way to monitor since the aircraft was out of the radar range. The investigation of the incident reveals some surprising details such as the absence of the pilot from the cockpit during the final hour of flight AF447 and dead bodies of passengers and cabin crew that seemed unprepared for an emergency landing. Moreover, the aircrafts position when it hit the water appears it had lost track of its altitude while the pilot was struggling to bring the nose up. The weather condition in the ITCZ area is undoubtedly the causal factor in flight AF447 crash since the extreme weather condition rendered the pitot tube useless. However, it could have been a successful flight if the pitot tube was designed to withstand such weather conditions or if the pilot took a diversion avoiding passing through a dangerous area. To summarize in a nutshell, three major causal factors are involved in flight AF447 disaster namely weather, pitot tube, and human error. The following sections discuss the details of the incident including background information before the disaster, the causal factors that may have contributed to the disaster, graphs and other details, discussion, and conclusion. The Crash of Air France Flight 447 Background The A330-200 Airbus, Air Frances flight AF447, was on its way to Paris from Rio de Jenario when in the early hours of that ill-fated day of June 1, 2009 something terrible and unexpected happened. Brazilian ATC got the last message from the AF447 and then all contact was lost. The plane was carrying 228 passengers and crew when it suddenly disappeared over the Atlantic Ocean. This set the background for one of the worst catastrophe in the aviation history, which killed 228 people. After hours of search and inquiry about the lost aircraft, the Air France officials did a detailed investigation of the messages transmitted from the plane before the accident. Except for some printout data indicating problems measuring air speed and difficulty in the in-flight computer control systems, the Brazilian and Senegalese air traffic controller reported that the plane never sent any distress signals. After about five days of the incident, the wreckage of the aircraft was found floating on the Atla ntic. About a month later, several pieces of the aircraft and some bodies were recovered but the flight data recorder or the black box was never recovered due to the extreme depth of the ocean (Kilner 2010, p.121). Sudden disappearance of flight AF447 causing a terrible air disaster and its discovery couple of days later, completely wrecked in pieces in the Atlantic Ocean, raises a lot of questions as to what went wrong. Various theories are given as well as various opinions. To unravel the mystery of AF447 air crash, a number of elements need to be evaluated. Since the black box was never found, people have no way of telling the actual cause of the crash. It may be because of the problem reported in the last message or some other problems after that. However, since there was no distress signal sent to the ATC except for some flight data printout of problems in air speed and computer control systems resulting in technical failures, the aircrafts flight control system would top the list. Second most prominent element that was evaluated in the investigation was the human error; the crew and particularly the pilots who were supposed to contact the ATC in case of any emergency. There were also some speculations about an explosion before the aircraft hit the water due to the presence of a long oil slick near the crash site (CNN World 2009, p.1). However, the constituting elements in this type of an accident is not limited to the people directly involved in the flight or terrorism, but extends to the prevailing weather, the control agencies, and other people who are responsible for commercial aviation (Kilner 2010, p.121). Weather Condition Meteorological analysis on the weather condition on AF447 crash doom day revealed its role in the cascade of events that occurred. There is substantial evidence that the thunderstorm and lightening resulted in raging turbulence, which affected the plane. The first thunderstorm encountered by AF447 was near Sao Luis in Brazil, followed by a dense cluster of thunderstorm and lightening in the Fernando de Noronha area, which comes in the ITCZ, the low pressure belt area at the equator. Such thunderstorms can create updrafts, which can reach up to 100 mph pooled up with downdrafts caused by cool air and vertical dry air mixing, which can lead to severe turbulence to aircraft. Other flights that were scheduled to fly the same night on the same route took a diversion of about 90 miles to avoid the storm zone, which encompassed about 50,000 feet of altitude. Then what prompted the experienced pilot and crew members of AF447, even after knowing the trouble, to enter the trouble zone? Would any pilot opt to fly in such a bad storm? This needed a serious thought and on investigating this matter it was observed that due to the small thunderstorm that the aircraft faced in the Sao Louis area before entering the huge thunderstorm front, the flights weather radar system may have got confused and thus the pilot and the crew were not aware of the big storm that was coming towards them. This reasoning is possible as aircraft radar system works on radio echoing principle. The tilt of the radar antenna beam helps the aircraft to detect the weather forecast. If by any means the tilt of the radar is set to a different angle then it is possible that the weather that might affect the aircraft ahead be missed (Ian Gilbert, 2005). This revelation about the weather condition and the radar operation raises another question as to when the weather condition was dangerous why AF447 did not try to avoid the storm and go around it. The satellite images obtained during the investigation showed that flying through the storm was inevitable for the Air France flight, as the storm covered approximately 400 miles and was in the route of the destination, making it impossible for the aircraft to go over or around the storm; unless they flew back. In such a situation, the only source to rely on for the pilot and the cabin crew would have been the onboard weather radar to navigate through, but the radar can only detect rain and not the turbulent wind shear. It is quite possible that these tempestuous weather conditions may have led to structural or electrical failure that was reported by the automated computer communications between the AF447 and Air France Paris headquarters. It is generally accepted that the weather in the route where flight AF447 was flying is very bad as evidenced by a number of accidents occurring particularly in that part of the equator. The weather forecast on that day was bad and it was up to the pilot to avoid the heavy thunderstorms they would encounter en-route to their destination. According to the analysis conducted on the incident, two engine planes like the A330 Airbus can withstand such conditions and flexible enough to go around any heavy thunderstorm. However, the weather condition on this situation may be too severe and created some unexpected problems for the aircraft (Kilner 2010, p.122). According to the analysis of the Baringer et al. (2010, p.182), there are evidences to suggest that the weather was an influencing factor in the crash of flight AF447. The report points to the large warm pool directly underneath the Inter-Tropical Convergence Zone or ITCZ which was very active during that year. The Air Frances commercial flight that started its trip on the night of May 31 flew over the ITCZ passing an area of strong cumulus towers overnight. Equatorial weather data for the whole year of 2009 suggest that rainfall over the equator and tropical Pacific is 150% above normal (See satellite images in Figure A-1, p.32 and Figure A-2, p 33 in Appendix A). Aside from the ITCZ, there were also speculations about the occurrence of a microburst, a weather phenomenon that was implicated to a number of aircraft crashes like the Continental flight 3407 in New York and Delta Flight 191 in 1985 which killed 135 people (see Figure A-3, p.33 in Appendix A). According to McCormick et al. (2003, p.165), weather can play a role in accidents particularly in air transports. For instance, some of the most common affect of weather is reduced visibility, turbulence and gusting conditions, wind shear, ice and rain water on runways, and microburst conditions. In the annual review of aircraft accidents in 1995 conducted by the U.S. National Safety Board, weather contributes to 39 percent of fatal accidents while the majority at 87 percent is pilot error. The chart provided by U.S. National Safety Board shows the most usual initiating events of aircraft accidents and the most likely contributing factors. (See figure B-1 and B-2, p.34 in Appendix B) The Air Traffic Controllers In context to AF447 crash, ATC data becomes the prominent evidence in understanding the most probable reason behind the crash. The ATC details showed that the last contact made by the crew was with Brazilian ATC at 01:33 UTC, as the aircraft approached the Brazil Atlantic radar surveillance edge. After this routine message, the only information received was the 24 automated error messages received detailing flight problems and warnings, which was about 40 minutes after the last contact made at the Brazilian ATC. The last automated error message transmitted was at 2:14 UTC which mentioned about the cabin depressurization after which nothing was heard about the Air France 447. On deeper analysis of the ATC communication data that transpired during the flight, it shows that between 21:40 hr and 23:18 hr, there was successful communication between the crew and ATC. At 1 h 35 min 46 sec, the controller reported the aircraft to maintain an altitude of FL350 and to give TASIL estimate. Between 1 h 35 min 53 sec and 1 h 36 min 14 sec, the ATLANTICO checked with the crew on the estimate time of their reaching the TASIL point, which went unanswered. (BEA 2009, p.33). All these details point towards a strong possibility that the crew of flight AF447 was trying to contact the ATC before the incident but due to distance and bad weather conditions, the crew failed to get through. The ATC on the other hand had no radar coverage of that area and no weather data to warn the crew before it took off (Kilner 2010, p.122). The transcript of the investigation clearly stated that the pilot of flight AF447 reported flight level 350 which means the plane had reached its proper altitude after 3 hours. This is the last communication sent by AF447 with the ATC. In case there was a single message asking ATC for help then there might be some reason to implicate ATC on the incident, but there was none (Traufetter 2010, p.6). At this point, even the investigation conducted after the crash did not mention anything linking the Brazilian and Senegalian ATC to the incident except that they have a limited capability. The Passengers of Flight AF447 Aside from the angle of terrorism, the passengers seem an irrelevant factor contributing to the incident particularly when there was no indication of explosion in the recovered aircraft parts. However, one cannot eliminate the possibility that someone disabled the pilots and ditched the plane into the ocean. The possibility of terrorism is narrow and it cannot be eliminated completely but since there were actual distress messages from the aircraft before the crash, the possibility is irrelevant to consider. For instance, there were indeed data to prove that the aircrafts navigational system was failing minutes before the crash. Moreover, the rescue team sent to the crash site found considerable evidence that show that the crash occurred so suddenly that the bodies of passengers were not prepared for an emergency landing. The stewardess was also not sitting in the emergency seat and the life jackets were not used. From an ordinary passenger who may have been travelling through a commercial airline number of times, it is easy to visualize how crew members assigned in the cabin would prepare passengers in an emergency situation. If the imminent crash is known beforehand, passengers will be prepared for emergency landing and will be found almost in the same position and location during the rescue. Apparently, the report says that they were scattered everywhere indicating that cabin crew and passengers were not informed and wearing no seatbelts (Faith 2010, p.6). This surprising fact is linked to the man in control of the aircraft minutes before the crash. If the captain is the one maneuvering the plane, was he as an experienced and responsible person would not order or inform his cabin crew to prepare for an emergency? The passengers and even the cabin crew were mere victims and not in any way connected or contributed to the crash. The Aircraft and its Navigational Computer Systems The Airbus A330 is a modern aircraft and most commercial aircrafts are generally well-maintained. However, this aircraft model had been previously reported in one or two cases involving air speed measurement problems like the incident involving A340 flight from Tokyo to Paris, several months before the AF447 incident. Going by the investigation details, a day before the accident, the captain of AF447 had complained about some problem with the VHF1 selection key on RMP1, which was looked into. The routine Type A checks that were done on this aircraft type also did not identify any anomalies. These facts clearly indicate the otherwise good condition of the aircraft before the tragic flight. Measuring and maintaining the required air speed of the aircraft especially at high altitudes is very relevant. When air speed is not measured correctly, the pilot has a hard time controlling the plane particularly while flying in a very bad weather condition. In air transport, the most dreaded challenge faced by the pilots when things go out of control at high altitudes is the coffin corner, the area where the margin of error becomes very narrow. AF447 may also have faced the same fate with no chance of escape. On close speculation of the events that happened on 1st June, 2009 at 3 AM BST time, two main events surface. The A330 airbus reported that it has encountered bad weather and severe turbulence and ten minutes later the autopilot got disengaged as per the Aircraft Communications Addressing and Reporting System (ACARS). The succession of these two events indicate that flying the 233 ton heavy aircraft and managing the internal condition was becoming tough for the crew at the advent of storm battering the aircraft from all sides. Reviewing the error messages that were received at the Air France Paris headquarters, it was evident that the three Air Data Inertial Reference Unit (ADIRU) computers were showing different information. This information is the compilation of the data received from the pitot tubes that is then transferred to aircraft computers. Speed is a crucial factor in aerodynamics. At high altitudes, speed alteration can be treacherous. As the air becomes thinner at higher altitudes, the more speed is required to push the plane forward and to maintain its lift. If the speed is less, the plane will start stalling. At the same time, if speed becomes too much then because of passage of more air above the wings the center tends to move backwards pushing the nose of the plane down resulting in nosedive. As reported from the ACARS, it got 24 error messages from the autopilot before losing the connection. It becomes very clear from this fact that the crew members of AF447 were unaware of the actual speed and various equipments were showing inconsistent speeds. A big issue that comes up here is whether it was a complete system failure that occurred? The fact that during the vigorous attempts to save the aircraft and the passengers the plane was sending data to the maintenance facility gives a clear evidence that there was some electricity in the plane, which is impossible in case of 100% system failure. So that aspect can be completely eliminated. Investigating the automated error messages, it included 19 warnings and 5 failure messages. The equipment failure messages included the failure of cabin pressure control, autopilot, and flight controls. The warning messages were about the disengaged autopilot and disagreement between the air data systems, also warning about the cabin vertical speed. These messages and data strongly point towards speed discrepancies that happened in the aircraft due to equipment failure. From this standpoint, pitot tube is also being implicated as the most likely cause of the disaster as Pitot tube is a component of the aircraft maintenance computer or the Aircraft Communications Addressing and Reporting System (ACARS). The system transmit messages via satellite to ground stations which were the same messages received by the ATC before the AF447 incident. Going by reports, based on Air France Airbus earlier incidents, it was identified that the existing Pitot tubes had a high probability of malfunctioning in cold and icy conditions. The problems that were highlighted at that time due to Pitot tube malfunctioning were fluctuating and wrong speed indications, automatic switch off of the autopilot, and even a false warning under extreme conditions. On 1st June, 2009 before AF447 vanished into the Atlantic, the first automatic error message that ATC reported was that the aircraft was fluctuating badly, which followed by automatics switch off of fly-by-wire system. On comparing both the reports and facts of the incident, the vulnerability of the pitot tubes that were attached to the aircrafts cockpit comes out more distinctly, which in turn decided the fate of the aircraft and its passengers on the doom day. A330-200 Airbus had three pitot probes fitted to its aircraft, so it seems like all the three pitot tubes got iced up simultaneously. Most probably, all three of them were unable to tolerate the extreme conditions faced by AF447. According to BEA investigation report, it was identified that the present pitot tubes are certified only to handle temperatures of -40C. From the meteorological details and satellite images obtained on crash day in and around the ITCZ area, it is very obvious that the aircraft was in the bulk of the cloud fields for a significant amount of time due to the heavy thunderstorms and the super-cooled water in the clouds may have blocked and disabled all the three pitot tubes. Pitot tubes malfunction had caused several incidents in 2008 and generated similar messages or print out data that preceded the flight AF447 crash in June 1, 2009. According to Hichri (2009, p.5), unlike other commercial airlines which upgraded their pitot tubes, Air France did nothing about the problem. Examining the initial physical evidence found on the scene and the information sent by flight AF447 before it crashed, investigators said that the aircraft went through a heavy turbulence without a fully functioning flight control system. The flattened and crushed nose cone of the aircraft tells the story of its high speed impaction with the water. Consequently, the pilot may have struggled to revive their flight management computers while the aircraft was breaking up due to excessive speed (Aviation Human Factors 2009, p.2). Failure of in-flight computer systems is not a novel issue. In fact, it was the mostly considered causal factor in previous aviation incidents. For instance, the causal factor in the shutdown of the busy Hartsfield-Jackson Atlanta International Airport in April 19, 2006 was caused by software malfunction. The communication failure between FAA Air Traffic Control Center and the aircraft in September 14, 2004 at the Los Angeles International Airport was due to the sudden and unexpected computer shut-down. The crash of Korean Air Flight 801 was also partly caused by malfunctioning Minimum Safe Altitude Warning system or MSAW and the failure of FAA to adequately manage the system. Another is the crash of American Airlines Flight 965, where errors in navigational computer programming are the leading cause of the incident. Similarly, the onboard automating reporting system in Air Frances Flight AF447 sent a total of 24 error messages while the computerized navigational systems failed throu ghout the aircraft (Wong et al., 2009, p.1-8).. After several months of investigation, the scenario depicting the final hour of Flight AF447 was constructed. (See figure C-1, p 35 in Appendix C). This scenario suggests that the horrific disaster was caused by a very small technical failure a false reading from the temperature sensor covered by ice crystals (Traufetter 2010, p.1). Since there was no more airspeed to gather and display, the autopilot and the automatic throttle system also malfunctioned and the computer automatically entered the emergency control mode. At this point, the pilot could no longer control the aircraft as it sped towards the ocean at 2, 500 feet per minute. As a natural reaction, it can be expected that the pilot tried every second to regain control of the aircraft by restarting the flight computer, but evidence suggests that he failed. The disaster in this scenario took place in a matter of four minutes after the pilot lost control of the navigational system due to failure of the temperature probe. Another causal factor suggested by Anleitner (2010, p.123) is the material used in the wiring of this type of aircraft. Kapton an insulating material used in the wiring of most modern aircraft has been shown to decay over time. The same material was one of the suspected causal factors in Swiss Air Flight 111 incident in 1998, TWA 800 disaster, and being considered as a potential contributing factor in the crash of Air France Flight 447 in the Atlantic. When completely decayed, this type of material contributes to short circuit or strong electrical arcing which can ignite fuel vapor. Computers have been blamed for several disasters including the death of 22 American servicemen due to faults in the Blackhawk helicopters computer-based fly-by-wire system. Similarly, an Iraqi Scud missile penetrated the U.S. military barracks due to the failure of the computerized Patriot missile defense system. The failure of the Hubble space telescope was also associated with programming error that shut down the onboard computer unexpectedly. Much worse is the downing of the Korean Air Lines flight 007, sinking of the HMS Sheffield in the Falklands, and the Nepalese A320 disaster caused by faulty software running a computerized fly-by-wire system (Forester Morrison 1994, p.3). The Flight Crew and Human Errors The flight crew of flight AF447 was very experienced but according to Kilner (2010, p.122), too much experience can make some people overconfident. There is, therefore, a possibility that the pilot of flight AF447 overestimated his capability and underestimated the danger ahead. The fact that the pilot decided to fly despite bad weather forecast is an indication of extreme confidence, which novice pilots would never do in such a situation. A less experienced person would probably delay the flight, re-route, or make an emergency stopover in an airport somewhere before the ocean. There is indeed a possibility of a pilot error or errors contributed by one of the crew. For instance, the first officer and the navigator are all working inside the cockpit and their functions if not performed correctly can lead to unimaginable disaster. The first officer is in charge of communication between the plane and the ATC and any mistake can put the plane in a critical situation. The first officer is also in charge of assisting the captain and can put the aircraft in or out of the automated mode, which if done out of procedure or if the captain is not aware can result in sudden or severe dive. Similarly, any wrong input of the navigator in the flight computer can result in wrong flight directions which are very dangerous (McCormick et al. 2003, p.120). In Air Frances flight AF447, the computer system had warned the pilot and the crew of faults very early in the flight. In fact, 24 error messages reached the Air France centre in Paris before the crash. The pilot could have heeded the warnings and turned back, but he never did and in fact took the chances maneuvering over numerous thunderstorms in the ITCZ area. Human error not only exists in inputs or confusions over a navigational chart and communication but does exist in ignorance of warnings also. According to Faith (1997, p.164), pilots are trained individuals that would likely follow set procedures precisely. However, these trainings and familiarity with procedures can sometimes create problems particularly when independent thinking is required. For instance, a certain pilot for Ariana Afghan Airlines Flight 701 flying from Frankfurt to London suffered the most fatal pilot problems a pilot could have indecisiveness. Having years of experience and training, the pilot was considered perfectly competent, but with a tendency to go by with routine procedures regardless of circumstances. Heathrow Airport was clear and most pilots decided to land on it rather than in the foggy area of Gatwick; however, the Ariana Afghan flight 701 pilot decided to land on Gatwick and while nearing the airport, thinking of something else, the pilot was surprised by a thick fog and tried to pull the aircraft nose up but it was too late. Consequently, a second pause killed 43 passengers and all the o ccupants of the house swept by the aircraft. Apparently, the pilot had a second thought on landing the aircraft at the Gatwick airport He was actually hesitating and this may be the reason why he was not concentrating and paused a moment during the approach. The possibility of human error in flight AF447 is great. Although, the weather is the major contributing factor that caused the instability of the aircraft, the warnings from the weather forecast and those released by the computer system could have saved all 228 passengers and crew, if the pilot listened to them and made emergency landing to the nearest available airport. Clearly, the pilot decided to depart from Brazil despite the bad weather on his route and while experiencing tremendous pressure from the ITCZ area, he never decided to return. Confusion inside the cockpit happens, and in an aircraft accident in Dulles International Airport in 1975, confusion over the approach chart and the air traffic controller instructions brought a descending aircraft to a ridge (Johnson Palanque (2004, p.20). According to Forester Morrison (1994, p.2), regardless if the problem is directly associated with computers, the cause of failure is eventually human error. This is because they were designed by humans and the software running them are also produced by humans. Another problem is human input which in many occasions is the cause of computer glitches. For instance, when an American Airlines jet crashed in Colombia, the investigators found out that the pilot missed one letter of the computer command. This very small error sent the plane crashing into the mountain and killed 163 innocent people. The pilot, the investigator reported, entered the coordinated for Cali, their actual destination was coordinates, but made a mistake in one letter of the code which sent the aircraft to the opposite direction towards Bogota (Pfleeger Atlee 2009, p.43). Incidents like these are good example how humans, regardless of advanced computer systems can take erroneous actions res

George Washington: Flaws and All Essay -- Informative Essay

There are many individuals in American History, whom we as Americans regard for their courage and audacity in shaping our nation. We learn in our history classes the great accomplishments of our founding fathers such as Thomas Jefferson, John Adams and Ben Franklin. One other great founding father and our First President, George Washington was one whom we learned much about. We learn in school that he is as a prime example of leadership, citizenship, and overall individual achievement for his many contributions to our nation’s earliest struggles. But although we are taught that George Washington was this man of great disposition, no man is without his flaws. Many scholars have sought to enlighten individuals to these cracks in the Nation’s perspective of our first president. The following composition will give an analysis of literature that shows George Washington was in consistent regarding his views on slavery. Although Washington is well-known for his many political accomplishments little is spoken about his views regarding slavery. George Washington was born on February 22, 1732. Despite losing his father at a juvenile age, 11, Lawrence his half-brother, 14 years older, quickly took over as a surrogate father figure to all of his younger siblings. Washington’s mother, Mary, became very protecting after the death of her husband (Georges father), Augustine. She kept George from enlisting in the British Navy contrary to the wishes of older brother, Lawrence. George lived with his older brother from the time he was about 15 and attended school in Virginia and never went to college. He was very good at mathematics which was quite suitable to his later occupation as a surveyor. In 1752, Lawrence also passed away his c... ...ntributions that they have made to our society. But it may be that we are disillusioned by what we are taught as children that we assume these people don’t have any faults. Maybe knowing these great men had faults helps to see them as more human. Minus the character flaw George Washington was still one of the framers of American society. Works Cited 1. Bordewich, Fergus M. Washington: The Making of the American Capital. HarperCollins Publisher, 2008. 2. Colbert, David. Eyewitness to America: 500 Years of America in the Words of Those Who Saw It Happen. New York. Pantheon Books, 1997. 3. Ellis, Joseph J. His Excellency George Washington. New York. Alfred A. Knopf, 2004. 4. McCullough, David. 1776. New York. Simon & Schuster, 2005. 5. Stevenson, Jay PhD and Budman, Matthew. The Complete Idiots Guide to American Heroes. New York. Alpha Books, 1999.

Political Institutions Essay

The parliament which is officially known as the European Parliament is the only union’s body that directly elected. It is made up of 785 members who are elected for five year terms by universal suffrage and are determined by the political loyalty. By virtue of being the only elected body of the union, parliament reflects the more than 500 million citizen’s wishes, however, it has relatively weaker power as compared to the council in some areas such having the absolute legislative   powers. Its powers include co-owning the legislative and budgetary authority of the union with the council. Further, it has power over the commission which the council do not enjoy and hence earning it the praises that it is the most powerful and democratic legislature in the globe. [Parliament overview, 2007] Its current president who also doubles as its speaker is Hans-Gert Pottering elected in 2007. The council of the European Union which was also known as the Council of Ministers due to its composition, it is composed of national ministers, one per nation, who meets various capacities depending with the issue to be discussed e.g. if it is security matters being discussed then the respective ministers in charge of security matters in every nation attends the council. It co-holds both the legislative and budgetary powers with the parliament, and further it holds the executive powers, making it the main decision making organ of the EU. The power of the council is however, kept at bay through a rotating kind of its leadership, its presidency rotates between the member states every six months and therefore preventing any attempts to override the mandate of the council over the other unions institutions. Again, the decision making is subject to voting with majority or unanimity being set as the requirements, with the votes being allocated by the ratio of population. The council’s power also extends to the control of the other two pillars of the union namely; the common Foreign and Security Policy and the Police and Judicial Co-operation in Criminal matters. [The Council of the European Union, 2007] The commission of the European Communities forms the executive arm of the union; its composition includes one member each from the union’s states i.e. twenty seven. The members are elected on condition that they will not represent their respective national interests. The body’s main duty is to draft all the law of the union and has a monopoly of legislative inventiveness within the European Community pillar; however, the laws are subject to approval by both the parliament and the council. Again, its powers extend to overseeing the daily  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   activities of the union and also it has got a duty to up hold the law and treaties and hence playing the role of a â€Å"Guardian of the Treaties† that makeup the union. Its powers are put to check by the fact that the president who is the commissions head is nominated by the council and approved by the parliament. Other members of the commission who are known as the commissioners are proposed by member states in consultation with the commission’s president and again approved by the parliament. The commission’s current president is Jose Manuel Baroso who together with his commission was elected into office in 2004. [Institutions: Commission, 2007]   This is the supreme court of justice of the European Communities also known as the European Court of Justice; it acts on Union law matters. It is composed of twenty seven judges one apiece from the member states, the court president is chosen (elected) from among the 27, currently Vassilos Skouris is the occupier of the post. The courts major role is to make sure that the Union law is adhered to by all the member states, its supremacy is seen on the fact that the Union law overrides national laws of members nations. For instance in 2001 it ruled that a section of the national constitution of Germany was not in order with the Union law because it barred women from engaging in military roles. [20] The court of justice does not act all alone in matters concerning the Union law; it is assisted by two lesser courts known as the Court of First Instance of the European Communities (CFI) and Civil Service Tribunal. [Institutions: Court of Justice, 2007] The sensitivity of fraud cases and the fact that the Union’s Budget involved large amounts of money, an auditing body was necessary; the court of auditors is responsible for the monitoring of the expenditure of the union and preparing yearly audits on the Union’s budget. Its name does not necessarily imply any legal or judicial powers but it gives views on legislations that involve financial matters. It is composed of one member apiece from the union members and who are appointed by the council every six years, with the president being elected every three years from among them, currently Hubert Weber occupies the seat. [Institutions: Court of Auditors, 2007] With new laws and treaties being enacted chiefly to accommodate new members and new ideologies and partly to streamline the functioning of the Unions institutions, new institutions have been proposed to be created. Under Lisbon Treaty of Changes the following institutions are proposed; the European Council, which has been formerly acting as an informal body under the Council â€Å"of ministers†. Its inception will see it assuming the executive powers that were initially the preserve of the council of ministers and therefore becoming the highest political body of the Union. Other powers will include delineating the Union’s policy agenda and creating the momentum for integration, other features will be similar to that of the council of ministers. The other proposed institution is the European Central Bank, this bank is tipped to represent the interests of the euro-zone i.e. the fifteen states that have adopted the euro, and the main idea behind the formation of this body is to induce fiscal controls in order to sustain price stability. Its governance will include a board made national bank governors and a president appointed by the European Council; currently Jean-Claude Trichet is the president. [Draft Treaty modifying, 2007] The European Union system of government though unique can be likened to other models of governance, for instance, Germany’s federalism and the Swiss federal council where power is principally shared between the state and the federal government with the states having a principal say in the decision making process even at the federal level unlike in US where powers are clearly divided between the state and the federal government with the state having limited say over decision making process. The rotating presidency, the choice of lesser cities to host the headquarters of the Community Institutions, the spreading of executive powers between the institutions, are some of the   equal representation measures employed by the EU. [Borzel, Tanja A, 2002]    References:  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   EU Law Blog, available at;   Ã‚  Ã‚  Ã‚  Ã‚   http://eulaw.typad.com, accessed on November 26, 2008 Merging of the executives, available at;   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   http://www.enalu?lang=2&doc=473, accessed on November 26, 2008 EUR-Lex: Treaties, available at;

Euoplocephalus - Facts and Figures

Euoplocephalus - Facts and Figures Name: Euoplocephalus (Greek for well-armored head); pronounced YOU-oh-plo-SEFF-ah-luss Habitat: Woodlands of North America Historical Period: Late Cretaceous (75-65 million years ago) Size and Weight: About 20 feet long and two tons Diet: Plants Distinguishing Characteristics: Large spines on back; quadrupedal posture; clubbed tail; armored eyelids About Euoplocephalus Probably the most evolved, or derived, of all the ankylosaurs, or armored dinosaurs, Euoplocephalus was the Cretaceous equivalent of the Batmobile: this dinosaurs back, head and sides were completely armored, even its eyelids, and it wielded a prominent club on the end of its tail. One can imagine that the apex predators of late Cretaceous North America (such as Tyrannosaurus Rex) went after easier prey, since the only way to kill and eat a full-grown Euoplocephalus would be to somehow flip it onto its back and dig into its soft bellya process that might entail a few cuts and bruises, not to mention the occasional loss of limb. Although its close cousin Ankylosaurus gets all the press, Euoplocephalus is the best-known ankylosaur among paleontologists, thanks to the discovery of over 40 more-or-less complete fossil specimens (including about 15 intact skulls) in the American west. However, since the remains of multiple Euoplocephalus males, females, and juveniles have never been found heaped together, its likely that this plant-eater led a solitary lifestyle (though some experts hold out hope that Euoplocephalus roamed the North American plains in small herds, which would have afforded them an extra layer of protection against hungry tyrannosaurs and raptors). As well-attested as it is, theres still a lot about Euoplocephalus that we dont understand. For example, theres some debate about how usefully this dinosaur could wield its tail club in combat, and whether this was a defensive or offensive adaptation (one can imagine male Euoplocephalus bonking each other with their tail clubs during mating season, rather than trying to use them to intimidate a hungry Gorgosaurus). There are also some tantalizing hints that Euoplocephalus may not have been as slow and plodding a creature as its anatomy would indicate; perhaps it was able to charge at full speed when enraged, like an angry hippopotamus! Like many dinosaurs of North America, the type specimen of Euoplocephalus was discovered in Canada rather than the U.S., by the famous Canadian paleontologist Lawrence Lambe in 1897. (Lambe originally named his discovery Stereocephalus, Greek for solid head, but since this name turned out to be already preoccupied by another animal genus, he coined Euoplocephalus, well-armored head, in 1910.) Lambe also assigned Euoplocephalus to the stegosaur family, which was not quite as big a blunder as it may seem, since stegosaurs and ankylosaurs are both classified as thyreophoran dinosaurs and not as much was known about these armored plant-eaters 100 years ago as it is today.

Examples of Interviewing Techniques

Examples of Interviewing Techniques In composition, an interview is a  conversation in which one person (the interviewer) elicits information from another person (the subject or interviewee). A transcript or account of such a conversation is also called an interview. The interview is both a research method and a popular form of nonfiction. EtymologyFrom the Latin, between see Methods and Observations Interviewing Tips The following interviewing tips have been adapted from Chapter 12, Writing about People: The Interview, of William Zinssers book On Writing Well (HarperCollins, 2006). Choose as your subject someone whose job [or experience] is so important or so interesting or so unusual that the average reader would want to read about that person. In other words, choose someone who touches some corner of the readers life.Before the interview, make a list of questions to ask your subject.Get people talking. Learn to ask questions that will elicit answers about what is most interesting or vivid in their lives.Take notes during the interview. If you have trouble keeping up with your subject, just say, Hold it a minute, please, and write until you catch up.Use a combination of direct quotations and summaries. If the speakers conversation is ragged, ... the writer has no choice but to clean up the English and provide the missing links... Whats wrong... is to fabricate quotes or to surmise what someone might have said. To get the facts right, remember that you can call [or revisit] the person you interviewed. Honor Moore When I first began talking to people, I tended to monopolize the conversation, to steer my subject to my own interpretation of Margaretts life. Listening to my tapes, I learned that I often interrupted people just before they were about to tell me something I never would have suspected, so now I tried to let the subject guide the interview and to encourage the interviewees anecdotes. I came to understand that I was interviewing people not to substantiate my own theories but to learn Margaretts story.–Twelve Years and Counting: Writing Biography. Writing Creative Nonfiction, 2001 Elizabeth Chiseri-Strater and Bonnie Stone-Sunstein When we interview, we are not extracting information like a dentist pulls a tooth, but we make meaning together like two dancers, one leading and one following. Interview questions range between closed and open. Closed questions are like those we fill out in popular magazines or application forms: How many years of schooling have you had? Do you rent your apartment? Do you own a car?... Some closed questions are essential for gathering background data,... [but] these questions often yield single phrase answers and can shut down further talk...Open questions, by contrast, help elicit your informants perspective and allow for more conversational exchange. Because there is no single answer to open-ended questions, you will need to listen, respond, and follow the informants lead...Here are some very general open questions- sometimes called experimental and descriptive- that try to get the informant to share experiences or to describe them from his or her own point of view: Tell me more about the time when...Describe the people who were most important to...Describe the first time you...Tell me about the person who taught you about...What stands out for you when you remember...Tell me the story behind that interesting item you have.Describe a typical day in your life. When thinking of questions to ask an informant, make your informant your teacher.–FieldWorking: Reading and Writing Research, 1997 John McPhee In the way that a documentary-film crew can, by its very presence, alter a scene it is filming, a tape recorder can affect the milieu of an interview. Some interviewees will shift their gaze and talk to the recorder rather than to you. Moreover, you may find yourself not listening to the answer to a question you have asked. Use a tape recorder, yes, but maybe not as a first choice- more like a relief pitcher.–Elicitation. The New Yorker, April 7, 2014

Strategic Systems Management Assignment Example | Topics and Well Written Essays - 1500 words

Strategic Systems Management - Assignment Example Mercedes Benz has a very long history of cars manufacturing, being a part of Daimler-Benz company and later belonging to Daimler-Chrysler. Perhaps, Mercedes-Benz is the most well-known automotive brand worldwide. Its rich history and known top-level quality have earned a reputation of luxury cars manufacturer for the company. Mercedes Benz automobiles being prized for prestige and quality often become the choice of the rich and famous. Throughout the history, the goal of Mercedes Benz was providing its customers with more than just cars. Owning a Mercedes Benz was a symbol of belonging to community valuing quality above all. The focus of Mercedes-Benz vehicles is set on high quality and state of the art engineering. Of course it makes them expensive; thus they are made in lower volumes compared to cheaper cars. The company has carefully cultivated an image of superior engineering, quality, and service. Mercedes-Benz is clear leader in the luxury and upper range segment of the market. Recent efforts of the company to move towards lower segments were rather successful: its Smart brand has become a market leader in microcar segment in several European countries. Hence the famous luxury cars manufacturer now tries to make its products popular among low-priced cars to achieve global dominance. The mission statement of Daimler-Chrysler, which Mercedes Benz is currently a part of, indicates efforts towards fulfilling customers' desire for mobile independence (Daimler-Chrysler 2005). Mercedes-Benz is proud of his long 120 years history of car manufacturing, putting its experience and commitment to use in making quality cars. Nevertheless, quality is not the only pillar the company stands upon. The corporate strategy of Mercedes Benz is based on four cornerstones: global presence, strong brands, broad product range, and technology leadership. Invention and innovation put to good use at Mercedes Benz allows a company to set up a high quality standard. Broad product range reflects the company's direction towards dominance rather than being a niche player in luxury cars segment. Its strong brand is often seen as its greatest competitive advantage providing Mercedes Benz cars with a spirit of precision and comfort. Finally, steps taken in the establishment of global presence allow Mercedes Benz to enter new national markets. The great Daimler-Chrysler merger made in 1998 can be seen as an example of establishing global presence of Daimler-Benz. Although the deal was supposed to be a merger of equals, Daimler-Benz quickly took the wheel of the new formed company. "When the dust settled, Daimler was firmly in control of Chrysler, and the shock waves were reverberating on both sides of the Atlantic. An American icon would lose its independence, and a German giant would grow in power and influence." (Stertz and Vlasic, 2000) Another example of expansion is purchasing of Mitsubishi departments serving two purposes: 1) getting closer to a perspective Asian market and 2) using the expertise of Asian car manufacturers in producing small cars. Nevertheless, the sky is not clear for Mercedes Benz. Its recent trends of moving into lower market segments has not gone unnoticed for its luxury cars. "In recent years the brand's reputation once sterling reliability record has been called into question when it was recently ranked rather low in consumer surveys." (Wikipedia 2006) Thus Mercedes-Benz is now

House of cards Essay Example | Topics and Well Written Essays - 500 words

House of cards - Essay Example House of cards is a politically inclined drama television series. Judging by the first episode, the series will be full of manipulation, pragmatism, and twists. This piece is a very elaborate and engaging channel to introduce management principles to neophytes. At random, the average person may deduce management to be the study of managing people. This entails keeping good relationships within an organization: studying people, what makes them tick and what makes them laugh, all in the effort to make them go into the direction you want them to go. After watching one episode, one may realize that while all these elements are present, these are not all there is to management. Management is the art of managing people. It is essential to understand the people in the organization. It is crucial to understand what makes them work and what does not. Identifying these elements enable you to delve deeper into the person, granting you the ability to utilize people to their maximum potential. Frank Underwood is seen to associate and group himself with people who share the same interests: with Zoe Barnes, a vigilant and truth-seeking journalist, and with Catherine Durant, an anti-Walker politician who has her own tricks. These relationships will enable him to achieve his goal, since he has aligned goals with these persons. It is crucial to note that while people have aligned goals at the moment, it may not be so eventually.It is also essential to not only understand, but to establish your relationship with the people in the organization. Doing so grants you knowledge on how you can handle them.