Secret Garden Essays - English-language Films, The Secret Garden

Secret Garden The Secret Garden by Frances Hodgson Burnett takes place in a dreary Misselthwaite manor in England during the Victorian era. The protagonist is Mary Lennox a selfish and spoilt 11 year old. The other major characters are Master Colin Craven her sickly cousin, Dickon Sowerby the animal charmer, Master Archibald Craven her reclusive uncle, Martha Sowerby a hearty housekeeper, a dour gardener, a cheerful robin and the secret garden. The tone is melodramatic and is told in the third person omniscient. The message about life to be learned from the story is that its never too late to change, no matter how terrible, you can make the best of things. Face the problems instead of cowering from them because if your don't they'll never go away. Have a positive attitude, live life and share it with the people around. Alienating yourself is not the solution. Mary, Colin and Archibald Craven are examples of this. Mary didn't care for anything, she was so spoilt that nothing and no one meant anything to he; she was so used to everybody hating her. Colin is also spoilt and filled with ideas that he's going to die. Archibald is the coward that can't face reality or the hope for a better tomorrow. The one thing they all have in common is negatively, you get the sense that they would rather be dead and in reality it's like they are because they don't care about anything. Mary is tossed around like a rag doll nobody wants; Colin is expecting to die and Master Craven runs from the possibilities of getting to know his son. In The Secret Garden there is person vs. society and person vs. her/himself. In person vs. society Mary is unloved by her parents and by most of those who she encounters. Her parents ignore her existence and leave her to the care of a hateful ayah. After her parents die she moves to live with her uncle and is greeted by Mrs. Medlock who finds her a disagreeable child. She and others don't give Mary a chance; they judge and sentence her. They do the same to Colin; they don't give him hopes of living and expect him to die soon. Person vs. her/himself is found when Mary, Colin and Master Craven have to find the courage to face the harsh world. They all fear this loneliness which they bring amongst themselves by withdrawing themselves from the world The climax in the story would have to be when Mary can't handle Colins tantrums and all his ranting and raving about the lump on his back that's going to kill him. She realizes that the way that Colin acts was the same way she used to be and she sets him straight. She doesn't give in to his hysterics and proves to him that the only lumps on his back are his bones. From that day on things change, Mary tells him about the garden and Colin gets a sudden interest in life. After that Mary takes him to the garden and this view on life changes, he says "I shall live for ever- and ever- and ever." It's a combination of events with the help of different characters that bring this story to its conclusion. But it all starts with Mary's arrival to the manor and her curiosity about the secret garden. Mary was used to being served and being alone, neglected by her parents she becomes bitter. "Full of disagreeable thoughts about her dislikes and sour opinions of people and her determination not to be pleased by or interested in anything." There was no meaning in Mary's life and that's why she was bitter, that changed when she moved to Misselthwaite where she discovers the secret garden with fantastic healing powers. The garden is walled up and has been locked up for years. With the gardener's apprentice, Dickon, Mary coaxes the garden back to life. The garden seems to have a wonderful, magical effect on all those who come into it, allowing Mary to help restore Colin to health and a reunion with his father. It's a story where faith restores health, flowers refresh the spirit and the magic of the garden coming to life after years of neglect brings both Colin and Mary health and happiness. The garden helped Mary regenerate then helped Colin help himself and at last Master Craven. Hope was regained and the loss they had all endued stayed behind in the past.

Gun Control and the NRA essays

Gun Control and the NRA essays Gun control laws in the United States are far less strict than any other laws around the world. In public opinion polls, a majority of United States citizens (60%) throughout the nation, say there should be more strict gun control laws. Still, in the United States, such laws have not been effectively put into action due to the effective lobbying of the National Rifle Association. Opponents of stricter gun control laws, including the nearly 3 million members of the National Rifle Association, have strong beliefs. They strongly believe that under the Second Amendment, The Right to Bear Arms, that there would be no exceptions. With this, that mean the government has no authority to take away the right to bear arms to any American citizen qualifying for this right. The National Rifle Association argues that increased registration and licensing of a gun will have absolutely no effect on crime. A criminal is a criminal, and therefore he has mental problems and he cant process through his head what he is doing. 99% of all handguns bought or sold in the United States have absolutely nothing to do with a violent crime. Many of the citizens buying guns right now are buying them for the first time, and the importance of firearms training is as great as ever. The National Rifle Association has 39,000 certified instructers who teach a full course of training in gun safety and marksmanship. The course receiving the most people right now is in Personal Pretection. Focusing on the defensive use of a handgun as a last-resort option, the Personal Protection course addresses topics such as firearm selection, defensive shooting techniques and the legal morals of using a firearm for self-defense. The National Rifle Associations Refuse To Be A Victim Program also provides valuable counsel on crime-prevetion strategies. In a nationwide series of lectus, certified instructers explain helpful steps citizens can take to i ...

Personal Responsibility Annotated Bibliography Example | Topics and Well Written Essays - 500 words

Personal Responsibility - Annotated Bibliography Example The information gathered from the book strengthened the essay because it provides a good base to start writing upon the topic. The research paper aims to estimate the percentage of the public high school class students having the minimum qualification to apply for four year college. The study found that 70% of the high school students succeed to get admissions in the colleges whereas around 30% fail to do so. The study also provides data with regard to ethnic and demographic classification and concludes that no large population fail to access the college education as most of them for admissions in the colleges. While exploring the issue, the author focuses upon the attitude of students towards personal responsibly that eventually affected their overall progress at schools. The source is found relevant and reliable because it discusses the issue with the help of primary research work. The information from the study strengthens the essay because it affirms the link between persona responsibility and success in education. The blog explores the issues associated with dropout rate of the college students and strives to identify the factors behind it. The blog identifies the reasons that compel the students to leave college and school and insists that college dropout rate is point of concern for the entire society because it ultimately affects the labour market and overall economic condition of the nation. The bold also affirms that personal responsibility keeps the students near to their educational targets and lack of awareness about personal responsibility often prevent the students from gaining success at school and colleges. The source has been found very relevant and reliable source for the essay because it links the personal responsibility with the outcomes at educational level and proves the point with the help of data and different research studies. The

Cultural issues in management Essay Example | Topics and Well Written Essays - 1500 words

Cultural issues in management - Essay Example Key issues in International HRM In the contemporary environment of competitive business, expanding business must understand the changing socio-cultural background of the country, where one needs to establish the business interests. Social scientists assert that national cultures are vital elements that determine the negotiator’s assumptions and help evolve business strategy based on behavioral pattern (Cohen, 2004; Rubin & Sander, 1991). China has a culturally distinct economy. The socio-cultural value systems are vastly different and business practices are very sensitive to behavioural pattern and intrinsically linked to their socio-cultural value system. Dowling et al (1999) argue that Chinese socio-political and cultural environment is complex, especially as Chinese nationalism remains key obstacle for foreign firms and poses serious challenge to their IHRM. Many scholars strongly support use of local talent and resources as important part of joint ventures that promote loc al economy as people prefer to deal with local professionals rather than expatriate managers (Schuler, 2001; Poole, 1999). This is a highly pertinent issue for foreign firms as they tend to spend huge amount on training and cross-cultural adjustments. There is lot of conflict if the expatriate manager tries to impose his/her own values on the local people. Chinese culture promotes ‘guanxi’, a shared language and a shared culture, where Chinese employees prefer to interact with people who are well versed in their language and culture (Dunning & Kim, 2007; Chen & Starosta, 1998). Thus, IHRM has huge responsibility vis-a-vis managing its human resources and optimizing performances when their business has to be conducted with Chinese, within or outside China. The need to understand the Chinese...Microsoft’s HR strategies were highly creative which were able to exploit human competencies. It promoted a facilitating organization culture that emphasized cross-cultural u nderstanding, trust-building and mutual respect. Preparing cross cultural teams Microsoft promoted multicultural team. Microsoft’s success in China was mainly due to their understanding of Chinese culture and people which was exploited by the HR leadership. Negotiation Business negotiations are intrinsic part of corporate strategy which is designed to reduce conflicts and promote mutually satisfying partnership contract vis-Ã  -vis business goals, financial outcome, terms and conditions, scope etc. In international business across national borders, negotiations are sensitive issues due to different value system, socio-cultural perspective, currency, legal paradigms and market conditions. Culture is integral part of negotiation. Effective CI practices CI practices are intrinsic part of global business planning which rely on information gathering regarding various aspects of business in countries which are perceived to have huge potential for business expansion (Adidam et al, 2009). China, being a major developing economy with vast potential, is highly attractive for foreign businesses. IHRM practices must be dynamic for effective negotiation and running of businesses in countries like China which offers huge opportunities.

MGM330-0704A-04 Business Decision-Making - Phase 3 Discussion Board Essay

MGM330-0704A-04 Business Decision-Making - Phase 3 Discussion Board - Essay Example Hypothesis testing is a statistical method can be utilized in a variety of applications. The method basically allows a researcher to make a claim about a particular population (data) called the null hypothesis which is then tested by this method to determine if the claim was true or false (Levine & Stephan & Krehbel & Berenson, 2006, p.332). The test works by providing a null hypothesis and an alternative hypothesis. If the null hypothesis is either accepted or rejected. If the null hypothesis is rejected that means there is sufficient evidence to validate the alternative hypothesis is true. The normal curve and its corresponding normal distribution table which is associated with Z values is an important variable in the process of a hypothesis test. Hypothesis testing follow a particular algorithm or procedure that must be perform every time the test is perform. The key steps of a hypothesis test are: Another powerful and very useful statistical method is regression analysis. The regression analysis method is a predictive model that allows the statistician to determine the values of a variable within an equation based on the given data about the other variable. This method has very valuable application for forecasting. A common technique of this model is simple regression which can be applied utilizing the least square approach. This approach uses the formula Y = aX + b (McClave & Benson & Sinich, 2001, p.460). The two key variables are called the dependent and the independent variables. An example of an application of this model is a production problem. A company can used this equation to predict many sales it can generate in the future based on past sales totals of the past years. Software such as Microsoft Excel, Minitab or graphical calculators such as the Ti-89 Titanium created by Texas Instrument can be utilized to perform linear regression analysis. There is another type o f regression analysis called multiple

A parts manufacturer approval

A parts manufacturer approval CHAPTER 1 : INTRODUCTION 1.1 Introduction Parts Manufacturer Approval (PMA) is a combined design and production approval for modification and replacement parts. It allows qualified sources that are not the original type certificate holder to design and manufacture replacement parts for commercial aircraft. The FAA (Federal Aviation Administration) approves materials, processes, appliances and other parts by other means like a Technical Standards Order (TSO) or in conjunction with a type certificate. The concept is pretty straight-forward: TheFAAsays that as long as you dont infringe upon someone elses patent, you can make a part or system of parts that someone can install on their aircraft in lieu of the original item. The FAA, specifically the ACO (Aircraft Certification Office) of the FAA, is responsible for approving any part design related to commercial aircraft. An OEM (Original Equipment Manufacturer) is subject to the same regulations to qualify and validate parts as a PMA holder is. An OEM does not approve its own pa rts. Order8110.42prescribes the approval procedures for FAA personnel and guides applicants in the approval process. Of course, for safetys sake, the FAA wants detailed proof that the PMA part is as good or better than the one made by the original equipment manufacturer, but thats a hurdle that more than a thousand PMA manufacturers have jumped many, many times. The rewards for their efforts are the profits received from building what they feel are better products, less expensive products or both. Today, airlines on every continent have an increasing demand for the PMA parts. The use of high-quality PMA parts has given airlines the cost savings that are translated into operational economy. Airlines are now working directly with PMA suppliers to develop replacement parts as a hedge against what they view as the monopoly pricing power of OEMs. 1.2 Problem definition Being first to the market is not as important as giving the customers what they want. Although being the major player in the industry, OEMs such as Boeing and Airbus have to take into considerations of how the customer feels about the cost-cutting value that the PMA part offers. The OEM might have paved the road in the industry, but PMAs are taking advantage of the situations that arise from it. At a time of weak revenue growth, the global airline industry has continued to seek more innovative cost containment strategies. Maintenance, which ranks second behind fuel as the largest cost line item for airlines, has huge potential for cost savings. Much of these savings can be realised through the use of DER repairs i.e. repairs approved by FAA Designated Engineering Representatives and parts manufactured under PMA by reputable sources other than the original OEM. (Andrew Farrant,October 2010). The battle between the original parts and the aftermarket parts have been a heated one, not only in the aviation industry but also from other businesses as well. We can see almost in every automotive workshops that aftermarket products are being sold widely to cater for the demand of the customers. Original manufacturers wants their customer to buy and use their products, whereas aftermarket products manufacturers is offering a cheaper alternative that can work as good as the original part. The OEM says theres plenty wrong in using aftermarket products, because if the OEM didnt make it, theres no guarantee that it will perform as well as the original; a situation that could jeopardize lives and indirectly ruin the reputation of the aircraft builder. A simple situation could explain all this. If in the event of an aircrash, the general public only hears that a particular model aircraft crashed, not the fact that an aftermarket part may have caused it. In the other hand, the PMA manufacturer says theres nothing wrong with their parts, especially since the FAA has to certify them as being equal to or better than the OEMs product before they can be sold to anyone. This is to prove that only a certified part can be used on an aircraft, thus keeping the standard of airworthiness. Use of such parts does not in any way affect the airworthiness of the aircraft. Such parts are identical in design specifications and part number to that of original manufacturer. Such parts are not bogus parts. They meet the drawing and material specifications and are manufactured under approval. Often, PMA parts are cheaper than the OEM parts as PMA holder does not have to make any investment on research and development. The PMA parts are identified by OEMs part number with either a prefix or suffix to differentiate it from OEM part number and to have traceability. It is almost identical, but with a lower price tag. The way that the OEM addresses this proble m is to say that once PMA parts is being used with their aircraft, the warranty for that particular aircraft, if still valid, is not accepted anymore. That is a big blow for the PMA industry, having a minority say in the situation.But like everything else in a free market, the victor is chosen by the customers, and for now theyre split, with some swearing by PMA parts and others swearing at them. In this battle, both OEM and PMA have their own strength. The OEM is armed with guaranteed compatibility and the PMA steps forward with compatibility, as well as lower prices and better availability. It is hard to see which side is winning the parts battle. It all comes to which part and what kinds of customers are being examined. 1.3 Objective of research The objective of this research is to determine the acceptance of PMA usage within the aviation industry in Malaysia. There is always two sides on a coin. Some may say that PMA is really the way to go especially in this dire economic state that the aviation industry is facing, while others may opt for the guaranteed OEM parts. According to Jason Dickstein, president of the Modification and Parts Replacement Association (MARPA), the attitude toward PMA parts was very different in the 1990s than it is today. He says that as some larger companies recognized that PMA parts could be a viable threat to their business, people became more reluctant to accept them. Efforts to try to disadvantage PMA parts ensued in the Aviation Rulemaking Advisory Committee (ARAC). â€Å"I think that there has been some anti-PMA sentiment in the past,† says Dickstein. â€Å"People who didnt understand PMAs were averse to PMAs because they represented an unknown quality. Over the last decade or so, MARPA, the PMA parts manufacturers themselves, and even some of the government agencies have done a good job cooperatively of better educating the public, particularly the public within the industry, about what a PMA part is. In response to OEM concerns, the FAA put its Aviation Safety (AVS) Repair, Alteration, and Fabrication (RAF) Team to work. Its task was to â€Å"provide recommendations to close any gaps existing in both current and in-process regulations, policy, and guidance necessary to ensure an acceptable level of safety commensurate with the criticality of affected parts.† â€Å"What they concluded was that what the FAA has been doing is safe, that PMA parts are safe, and a lot of the OEM concerns are competitive, rather than safety-driven,† says Dickstein. 1.4 Research scope This research will be targeted mainly on the two biggest airline operators in Malaysia, which are Malaysia Airlines System and Air Asia. The scope of the study will only be concentrated in the maintenance and financial field. * Maintenance the practicallity of PMA parts to be the substitude for OEM parts (how they perform,do they fit easily,the availability of parts etc) * Financial the pros and cons in terms of monetary value, both in short and long term aspects (how much difference does PMA parts offers in terms of savings, to what extend does PMA parts affect the warranty of an aircraft etc) This research will only cover the perceptions and opinions of people who are involved with the aviation industry, particularly on PMA issues. The outcome from this research could possibly help both airlines in deciding whether to go for or against PMA parts. There are a few big names working together with the PMA manufacturers. Names such as British Airways, Delta Airlines, Pratt Whitney are now enjoying the benefits that the PMA parts offers, both to them and also to their customers. Airline operators in Malaysia must have their stand on the PMA issue in order to be on par with the big names. CHAPTER 2 : LITERATURE REVIEW 2.1 Introduction PMA parts have been produced for 50 years, beginning with the demand for replacement parts for World War II-vintage aircraft. At that time, companies other than the original manufacturers were allowed to design and make spare parts for aircraft under a PMA to help a large number of military aircraft sold to civilian operators to fly again. However, even after 50 years of usage throughout the industry, arguments between the airlines, the OEMs and the PMAs are still highly debated. This is due to the questionable quality and safety concerns used by Original Equipment Manufacturers (OEM) to challenge PMAs, whom they take as a big competitor in the market. 2.2 Certification According to the FAA, PMA means the design and production approval for modification and replacement parts. It allows a manufacturer other than the OEM to produce and sell these parts for installation on type certificated products. Without the PMA, aircraft parts would be designed and manufactured exclusively by the OEM, granting them a monopoly in the replacement parts market. The FAA requires that companies or individuals that produce parts for sale for installation into type certificated aircraft may only sell approved parts. These approved aircraft parts, other than hardware, are parts that are approved by TSO, PMA, a type certificate, or a production certificate. To receive a TSO or PMA approval for a part, the manufacturer of the part must demonstrate to the FAA that the part will operate just like the original part, as intended in an aircraft environment and will be manufactured according to the FAA standards. The FAA regulations states that it is the responsibility of the person installing the parts on an aircraft to ensure the parts meet the appropriate airworthiness standards. The Technical Standard Order (TSO) is one of the procedures that the FAA uses to establish standards for aircraft parts. TSOs have been established for many types of aircraft parts such as landing gear parts, engine parts and many avionics equipments. TSOs are divided into d ifferent categories and the testing required to cover a wide range of environmental conditions such as heat, temperature, altitude, vibration, etc must be established. If a TSO is available for a part, a manufacturer will test the part in an FAA-approved laboratory to meet the requirements as per the TSO. If the part successfully passes all the tests, then the manufacturer will be granted a letter from the FAA stating that the part is approved per the TSO. This TSO approval letter means the part can be used for installation in any aircraft via an STC (Supplemental Type Certificate) or TC (Type Certificate) as long as the operating environment of the part in the aircraft is within the TSO criteria. If there are no TSO categories established for the part that the manufacturer wants to produce and sell, the manufacturer can still get the approval from FAA by testing the part in the actual aircraft type where it is designed to be used. To achieve this, the part must be conformed to the design drawings by a FAA-designated inspector to ensure it meets the type design. Then it will be installed and tested in accordance with a FAA-approved test plan. Upon completion of the tests, submittal of the appropriate documentation, and verification of a FAA-approved manufacturing system for the part, the FAA will issue a letter identifying the part as eligible for installation under PMA for the specific aircraft type in which it was tested. The PMA part may then be installed in the specific aircraft via STC or TC. If the part manufacturer wants to use the part in another aircraft type, additional documentation and testing may be required. In any case, a PMA part can only be installed in an air craft types where it has specifically been approved. Airliner who manufacture parts for their own use, do not require a PMA for the manufactured parts since they are not being sold to another party. The parts, however, still must be approved and manufactured according to the FAA standards and installed using a STC or other FAA-approved installation procedure. The regulations states that a PMA part must be equal to or better than the OEM equivalent. John Wicht, a project manager at Wisconsin-based Rapco, Inc pointed out that the FAA Aircraft Certifications Office wont accept on ‘equal to parts, according to his involvement in many PMAs. He also said that â€Å"If you cant definitively demonstrate that your part will exceed the performance of the OEM part, theyre just not interested in talking to you. 2.3 Safety issues The FAA or EASA have no statistical evidence for safety concerns with PMA parts. It is as if they are turning a blind eye on the matter, which is definitely not a good news for the OEM. For them, anything will do as long as all the required procedures are being followed accordingly. To achieve certification, PMA manufacturers must prove to the FAA that a part that they manufacture is the same in all respects to a design in a type-certificated product or, through test an computation, that the part is the same as, or better than, the one it seeks to replace. â€Å"You have to prove that the quality assurance system is adequate before you get production approval, just like the OEM products are proven,† says Jason Dickstein, president of the Modification and Replacement Parts Association (MARPA). As people begin to see what the regulatory structure surrounding PMA parts before it is being approved, those people begin to accept PMA parts. Many air carriers are now starting up programs to identify and purchase PMA parts because they believe that the PMA parts are safe and that, because they represent competition, PMA parts would bring prices down. British Airways had been on the opposite of the PMA parts until representatives from Heico International Inc., a maker of hydraulic cylinders, sat down with them to explain the benefits of PMA parts. After the presentation, British Airways had turned around 180 degrees and begin purchasing PMA parts. Air carriers are now being more acceptance towards PMA at the purchasing and quality assurance levels because they have conducted investigations prior to the actual usage of it. Air carriers had to investigate the usage of PMA to figure out whether or not they represent a good economic value. What the carriers found out was that not only were they a good economic value, but theyre also safe. A PMA may be obtained for replacement parts for TSO articles that are approved as part of a product type design, provided that installation eligibility to that product can be shown. Approval of a part that would result in a major design change to the TSO article cannot be done under a PMA and would require a new TSO authorization. Even critical components can be ‘PMAed, given that it is in compliance with the specific FAA guidance. When there is a PMA on a critical part, chances are that the critical part has gone through a whole lot of FAA scrutiny that the OEM part didnt go through. This means that a PMA part is being more thoroughly checked. The FAA has to witness all the tests being carried out to the most critical components. These will never be delegated to a DER (designated engineering representatives). The FAA has to perform its own analysis of all the data and make the individual regulatory compliance findings themselves. The draft for FAA Order 8120.2F also states that once a PMA part has passed through a PMA holders quality system, the holder must establish a procedure to report any failure, malfunction, or defect of the part to the FAA. 2.4 Cost savings By using the PMA parts, airlines all over the world can also save a lot of money. The economic imperative for airlines to minimize maintenance costs means the savings offered by PMA parts, when compared to OEM catalogue prices are a big advantage. DER repairs and PMA parts programmes that specifically focus on gas path components can result in savings of more than US$500,000 per shop visit, or over 50 percent of the typical OEM catalogue pricing. These alternative parts and repair programmes not only represent a great opportunity for savings, I believe they represent the only form of competition available in this specialised market. [ Andrew Farrant, 2010 ] As mentioned earlier, British Airwaysis clearly showing a very high interest on using PMA parts. They are now looking to make massive savings through the extensive use of PMA parts instead of sourcing them from the OEM. Speaking at The Great PMA Debate event at the Royal Aeronautical Society in London, Ameet Bhalla, British Airways technical manager, airframe systems, explained that the strategy follows on from a deal signed with Heico, the worlds largest independent designer, manufacturer and distributor of FAA and EASA approved replacement parts for jet engines and aircraft components. This will see that Heico will be managing BAs alternative parts programme while at the same time helping the airline maximise savings through using alternative aircraft parts. Through this deal with Heico, we will actively seek PMA opportunities going forward. We will no longer be the cash machine for OEMs, said Bhalla. Contrary to popular belief, PMA parts have been used for many years within BA. There has been an approval process since 1997 and hundreds of PMA parts are now in use. In 2006 alone, 28 new PMA parts were approved, he added. These are not bogus parts but approved by the very same regulatory authorities that approve OEM aircraft parts. BA reviews all applicable PMA parts and approves each one on a case-by-case basis. Once installed, the parts are monitored for any defect trends and we note failure modes of PMA parts to check that they are similar, if not the same, as their OEM equivalent, he says. Bhalla also said that BA are now looking on to exploring the potential of 95% of Heicos inventory that are non-critical items. There has been no overall financial saving target set but we have said that we will openly entertain the PMA concept and w ould consider putting non-critical PMA parts on any of our aircraft, he says. James Bennett, Heico European sales director, told Flight International: Historically BA, while not anti-PMA, could not be said to be advocates either. They are well known as being extremely conservative as an airline but the move byLufthansa, which isa stakeholder in Heico, was seen in the industry as an extremely successful move to keep the OEMs in check. BA must certainly be looking in the region of saving between 30-40% off OEM list prices and will be focusing on high-cost items. Heico will head that PMA management process and review together with BA where further PMA applications can be used. We will be the fulcrum for BA to explore PMA. 2.5 Availability PMA manufacturers are also proud of their inventories, having the ability to supply immediate availability on a variety of parts that the OEMs have trouble keeping in stock. Although customers most frequent complaints are with engine OEMs, shortages can be found with everything from fasteners to landing gear struts. During the summer of 2003, owners of MDHIs helicopters noticed a dramatic decline in the availability of OEM parts. It wasnt long afterwards that everyone realized the company was in the grips of severe cash flow problems, resulting in angry suppliers refusing to deliver new components to the factory floor until outstanding debts were paid. As a result, sales of MDHIs light single-engine MD500s and twin-engine Explorers plummeted and there are rumours that MDHI was months away from bankruptcy. Meanwhile, MDHI aircraft around the world were on the ground with timed-out parts and some very angry operators. Aerometals, a California-based supplier of PMA parts, which had been selling PMA parts for MDHI (then Hughes Helicopters) since 1983, was perfectly positioned to take advantage of the problem with the OEM and sell tons of products to MDHIs anxious customers. And even though the health of MDHI has greatly improved since its acquisition by Patriarch Partners investment group in 2005, customers still call on Aerometals for a wide variety of components. Aerometals tend to have 95 percent of their product line available for same-day shipment, whereas the OEM competitor has many items back ordered for six months or more. Aerometals has experienced a huge rise in sales simply because they have the items in stock and the OEM doesnt. Even some of the healthy helicopter manufacturers have had trouble filling orders. Since the terrorist attacks of September 11, companies likeAgustaWestland, Bell andEurocopterhave seen orders for new aircraft come in at a record pace. The increase in orders at the helicopter manufacturers still have their assembly lines running at maximum capacity. A new Bell orEurocopterproduct will have to wait around two to three years before it can be delivered. The ripple effect of those sales has overwhelmed the engine manufacturers and other OEM subcontractors in the chain as well, leaving the door open for PMA manufacturers to step in with parts ready for immediate shipment to aircraft already in-service. 2.6 Wider acceptance Acceptance comes with maturity. And where there is acceptance, market potential could grow from it. This statement briefly concludes the PMA parts in aviation world today. Every year, more businesses discover the advantage of buying PMA parts. As a result, the aerospace industry has witnessed a continuous rise in the usage of PMA parts on a global scale. But their acceptance by the airlines has escalated only recently. PMA parts acceptance among airlines was pretty low just five years ago, says Hal Chrisman, a principal at the Ann Arbor, Mich.-based management consulting firm, AeroStrategy. North American airlines have long used PMA parts, but their interest in their cost-cutting value has increased noticeably since 9/11 and the resulting economic downturn. PMA parts provide the irresistible cost advantage of 30 percent to 50 percent, says Kirti Timmanagoudar, research analysis at the consulting analysis company, Frost Sullivan, San Jose, California. Equally important to industry p otential is the emerging interest coming from Europe and Asia. Europes growing use of PMA parts is being supported by an improved industry structure and by major third-party MRO providers that are encouraging airlines to switch to PMA parts, according to a Frost Sullivan survey of European maintenance trends. The increased use of PMA parts in Europe is in tandem with the continents growing number of low-cost carriers (nearly 50 of the more than 80 carriers, according to Frost Sullivan) and the trend to outsource maintenance, which has brought the rapid increase in numbers of third-party MROs. Ironically, despite this growing demand for PMA parts (made in the United States and approved for acceptance in other countries through bilateral agreements), Europe has virtually no parts manufacturers other than the OEMs. This escalating interest in PMA parts led to a two-day meeting of airline maintenance officials in Seattle in late January 2006, the purpose of which was to better understand PMA parts and theFAAparts approval process for the airlines. They want to, first, find out how each of the attending airlines handle PMA parts and, second, find ways to expedite, and perhaps standardize, the use of PMA parts. Before, the airlines apparently didnt talk much to each other [about PMA parts processing], according to Gloria Nations, president of the Modification and Replacement Parts Association (MARPA) and attendee of the Seattle meeting. Spearheaded by Alaska Airlines, the meeting included presentations by invited association, government and industry officials. Airlines like United, Delta, Air Canada, Japan Airlines and, most recently, British Airways have struck strategic partnership deals with Heico, reputedly the worlds largest independent designer, manufacturer and distributor of FAA- and EASA- approved alternative parts for aircraft and jet engines. American Airlines has a joint venture with the company to manage its alternative parts, while Lufthansa Technik actively encourages the development and production of PMA parts through its 20 percent stake in Heico. Carl Pedersen, president and CEO of Cimber Air Support, a passionate advocate of PMA, told delegates that PMA will become more relevant than ever as operators are forced to cut cost without jeopardizing safety. Yet, whenever the use of PMA parts is put up for discussion, said Pedersen, the individual who tables the issue is often looked upon as the bad guy of the movie which, to my mind, indicates that the subject of PMA is not fully understood.† EASA will only grant approval to a PMA part today if its not a critical component, it has been manufactured under license or if any minor changes or more major supplemental type certifications meet specific EASA approval. But now, Pedersen said, EASA has plans in place for a European PMA equivalent to the FAA under the banner of an EPA part, for which a tender for review has been commissioned but not yet finalized. It could be argued that design and manufacturing procedures are already in place under EASAs Part 21, said Pedersen, but creating a recognized European equivalent will put European operators and MROs on an even footing with their U.S. counterparts, eliminating the unfair trade limitations we have today†. To this end, he said the issue of PMA might yet be included in the imminent EU/U.S. Bilateral Air Safety Agreement which, reportedly, currently is embroiled in the politics of fees and charges. Yves Morier, EASAs head of product safety, confirmed EASA is discussing with its FAA counterparts how best to cooperate on PMA rulemaking. Currently, there is no statistical evidence for safety concerns with PMA, said Morier. But the overall experience may not be sufficient to draw definitive conclusions. Chris Carter, who manages the FAAs Certification Procedures Branch, had a definite view. PMA is here to stay, he said. Its deeply embedded in our system, and theres an ever-growing demand, especially now that Pratt Whitney is entering the market, he said. Moreover, in terms of PMA product quality, he confirmed the FAA has no better than or safer than criteria. The only bar required is the absolute safeguard of industrial regulation. Any latent risk in PMA has more to do with the financial standing of the PMA manufacturer than the PMA part itself, and, in his view, some PMA manufacturers are attaining the scale and stability of many OEMs. Looking ahead, he told the delegates that the FAA will continually improve its processes and work very closely with MARPA (Modification and Replacement Parts Association) on upcoming policy and new changes. Were also expanding delegation as the industry matures its capabilities and responsibilities, he said. Indeed, the U.S. has signed its first PMA bilateral agreement with Australia, which now has its own PMA approval processes, he said. The greatest supporting fact that PMA is now being accepted is the defence from the FAA on the side of PMA. In an attempt to counter anti-PMA safety concerns, the FAA released Special Airworthiness Information Bulletin (SAIB) NE-08-40 on Aug. 8, 2008. There have been a few wording in some OEM manuals that drove the FAA to issue the bulletin as a closing statement in an ongoing argument about the validity of PMA parts. According to Jason Dickstein, president of the Modification and Parts Replacement Association (MARPA), the SAIB was driven by the FAAs dismay at the fact that some OEMs were using safety documents for competitive purposes. A MARPA release from Aug. 10, 2008, states that some manufacturers have made commercial statements designed to demoralize the publics confidence in PMA parts. OEM decisions cannot override the word of the FAA. â€Å"If the FAA approved a PMA part to be used, the OEM is in no position to tell you that the FAAs approval is invalid,† says Dickstei n. MARPA says that the FAA expects the industry to treat its approval of PMA parts with the respect to the FAA decision. â€Å"We are an extremely risk-averse industry,† says Dickstein. â€Å"Many industries will go with a new product as long as they dont see anything wrong with it. Our industry wont go with a product unless we see everything is right with it.† 2.7 Different views As a customer, the airline industry comprises of many different subcategories. Each of them have a different approach on the PMA issue and whether they best fit into their operation or not. 2.7.1 The Airlines It is in a very competitive business environment that airlines are operating, with profit margins so small, every dollar has to be treated as if it was worth a million. That is why all airlines are very interested at the low cost that PMA parts do offer. Most of the engine parts that must be replaced on a regular basis, needs to be changed periodically and the cost of sustaining such activity are directly proportional to the usage of the engine. This means that the more the engine is being used, the more maintenance that it has to go through and the more money needs to come out from the pocket of the airline. Maximising the usage of the airlines resources, in this case the aircraft itself, is very crucial in keeping the airline in business. Obtaining the less expensive part such as the PMA parts to cater to the demand of the ever increasing cost in maintenance is a very good move. The airlines are trying to control the amount of money that comes out from their pocket in order to oper ate efficiently. They cannot control the price of fuel, so the next best thing that they can control is the price of maintenance activity. But what scares them is the OEMs asking the billion dollar question: Are you willing to risk lives, law suits and ruining your good name because you decided to buy cheap parts? In response to not knowing which part to be in, whether going to the people who say PMA parts are safe and inexpensive or the OEMs who say PMA parts are unsafe because theyre inexpensive, some airlines conducted evaluations. Samples of an OEM part and its PMA equivalent are run in controlled tests side by side to evaluate their performance. Many airlines that conduct their own tests end up selecting certain PMA parts, while keeping some OEM components. The buzz around the airl

John Cage Essay -- Biography Bio Musician 1950s

John Cage Defined in the 1950s John Cage is considered by many to be the defining voice of avant-garde music throughout the 20th century. Fusing philosophy with composition, he reinvented the face of modern music, leading composer Arnold Schoenberg to declare, "Of course he's not a composer, but he's an inventor -- of genius" (Kostelanetz 6). For Cage, the 1950s brought a series of critical events that both refined his message as a composer and brought him great fame, or infamy to some. His interest in Eastern Zen philosophy blossomed throughout the early part of the decade, a subject that is actively pursued and reinforced in all of his following musical works. The 1950s also brought the revelation for Cage that sound is inherently present in all of us when he entered an anechoic chamber at Harvard University. This manifested in his work as the famous "silent" piece 4'33". Cage's involvement at Black Mountain College during this period contributed remarkable development to his music and ideas that defined the res t of his works. The 1950s were the defining decade for the career of philosopher and composer, John Cage. Cage was born into a Los Angeles middle class family in 1912. His father was a less than successful inventor -- dabbling in the areas of submarines, medicine, space travel, and electrical engineering -- who instilled in him the idea that "if someone says 'can't', that shows you what to do." (Cage, An Autobiographical Statement) Cage learned how to play the piano as a child and took a liking to Grieg, and even briefly considered becoming a concert pianist. However, when Cage went to college it was to become a writer. He was deeply disillusioned by the conformity he saw in the students: I was shocked at college... ... remainder of his life. References Cage, John "An Autobiographical Statement" 1988 http://www.newalbion.com/artists/cagej/autobiog.html Cage, John. For the Birds: John Cage in conversation with Daniel Charles. Salem, NH: Marion Boyars. 1976. Cage, John. Silence: Lectures and Writings by John Cage. Hanover, NH: Wesleyan University Press. 1961. Kostelanetz, Richard. Conversing with Cage. New York, NY: Routledge. 2004 (1987 orig.). Patterson, David Wayne. Appraising the Catchwords, c. 1942-1959: John Cage's Asian-Derived Rhetoric and the Historical Reference of Black Mountain College. PhD thesis, Columbia University. 1996 Pritchett, James. The Music of John Cage. New York, NY: Cambridge University Press. 1993. Solomon, Larry J. PhD. "The Sounds of Silence: John Cage and 4'33"". Pima College, 1998. http://music.research.home.att.net/4min33se.htm

Polluter

Polluter Corp (the â€Å"Company†) has three manufacturing facilities in the United States, which produce various household cleaning products. The company has a fiscal year end of December 31 and was granted emission allowances (â€Å"EAs†) of various vintage years to be used between 2010 and 2030. To comply with The Federal Energy Regulatory Commission (â€Å"FERC†) accounting guidance, Polluter recorded the EAs as intangible assets with a cost basis of zero.Each individual EA has a vintage year designation and those with the same vintage year designation are interchangeable, which allows entities to either buy or sell EAs to other entities, usually initiated through a broker. The Company has plans to upgrade its facilities in 2014 in order to decrease greenhouse gas emissions. It is anticipated the company will need additional EAs in fiscal years 2010-2014 but also believe there will be excess EAs after 2014.The Company operates in a capital-intensive industry and analysts and investors focus on important ratios and measures including working capital, capital expenditures, cash flows from operations, and free cash flow. The company entered into the following two separate transactions in fiscal year 2010 which will impact the Company’s results as presented in the statement of cash flows. . To meet its need for additional EAs in fiscal years 2010-2014, on April 2, 2010, the Company spent $3 million to purchase EAs with a vintage year of 2012 from Clean Air Corp. 2. In an effort to offset the costs of the April 2, 2010, purchase of 2012 EAs, the Company sold EAs with a vintage year of 2016 to Dirty Chemical Corp. for $2 million

Imran Khan Essays

Imran Khan Essays Imran Khan Essay Imran Khan Essay Imran Khan was born on the fifth of November 1952 in Lahore. His father, Ikramullah Khan Niazi was an engineer by profession. His family was most accurately described as upper-middle class, and comfortably off rather than rich. Eight of Imrans numerous cousins who grew up in his home suburb of Lahore, Zaman Park, became first class cricketers. Among them are Javed Burki and Majid Khan, both of whom preceded Imran in going to Oxford and captaining Pakistan. Imran started playing cricket at the age of thirteen and was inspired by his cousins . He completed school n Lahore and then moved on to England for higher studies at Oxford. He completed his education at Oxford. He initially played cricket for his college and later represented the English county Worcester at the first class level. He made his debut for Pakistan during the 1972 England series when he was eighteen and then went on to become a major force in world cricket. Imran Khan was a fine fast bowler and inspirational captain whose crowning achievement was leading Pakistan in winning the 1992 World Cup. A genuine all-rounder he consistently made useful contributions with the bat in all forms of cricket. Imran was also a bowler capable of producing enormous swing due to his somewhat unique action. He could also produce deadly bouncers, which terrorized batsmen all over the world. As a fast bowler Imran traded bouncer for bouncer with particularly the West Indians and any side that he felt had a weakness against short-pitched bowling. In the mid-70s, a bouncer from Andy Roberts, a tailender to whom Imran had bowled too many bouncers, almost killed him. It is often said that fast bowlers hunt in pairs. Imran had developed a patnership with Sarfaraz Nawaz in his early days and then combined with Wasim Akram and Waqar Younis to take Pakistan to the top. A determined and committed individual, Imran bowled fast up until his retirement at the age of 39, an exceptionally long career for a fast bowler. Imran Khan is still the highest wicket taker for Pakistan in Test matches with a career haul of 362 wickets. Imran Khan was a batsman with a tremendous hard-hitting ability. He would often come in to bat in the slog overs and would increase the run-rate with the help of some aggressive batting. Imran had a liking for the slow bowlers and was particularly severe on the spinners, often hitting them out of the ground for sixes. He was a stylish hard-hitting batsman generally orthodox in his approach, but an effective improviser when conditions demanded . His most memorable batting performance was in the final of the World Cup when he scored 73 valuable runs against a strong English attack. For a bowler to take 362 wickets and then to score runs at an average of 37. 69, add to that the burden of captaincy, is Just a remarkable achievement . Imran Khan is regarded as the greatest all-rounder cricket has ever produced. From the late 70s to the early 90s, four all-rounders bulked large on the international ricket scene. Imran Khan, Ian Botham, Kapil Dev and Richard Hadlee vied, during all that time, for the title of the worlds finest all-rounder. Statistically their achievements are remarkable. The four are the only players to have achieved the exciting match-dominating fgures, and each played decisive hands to win tests for his country. By examining their career averages, it should be recognized that Imran had the best career batting average of the four as far as Test cricket is concerned, while his bowling average was second to Richard Hadlees by only a very small margin. And when the four all-rounders are compared with each other generally, Imran comes out the best of all. And this is an assessment with which at least one of Imrans rivals, Richard Hadlee, agrees. In his 1989 book, Rhythm and Swing, the New Zealander confidently tags him: The Best of the Age . Following a revolt by some of the senior members in the team, Imran was made captain for the tour of England in 1982. As a sportsman, Imran is best remembered primarily for his leadership. Pakistan has long been one of the most troublesome sides to captain. But Pakistan got the Just the right captain in Imran. Gradually during his term, Imran became the most influential figure in Pakistans cricket setup. His success as captain owed largely to his own match-winning performances. When Pakistan started off badly at the 1992 World Cup and at a stage were completely out of contention for the title, Imran told his players to fght like cornered tigers and they did. Imran led Pakistan to a well-deserved World Cup victory at Melbourne. This was surely Imrans greatest moment as a cricketer. Imran oversaw Pakistans emergence and maturing as a force in world cricket and was responsible for the nurturing of the ext generation of Pakistani players most notably Saeed Anwar, Wasim Akram, Waqar Younis and Inzamam-Ul-Haq. Imran is the most successful Pakistani Captain to date . Imran was victimized by a shoulder injury throughout his career which had prompted him to retire in 1988. But he came out of retirement for a number of reasons. The most important reason, which lured Imran out of retirement, was the cancer hospital appeal. The appeal evidently needed him to remain in the public eye. But the very apex of Pakistans autocratic society provided the impetus for him to return. The State President, General Zia-Ul-Haq, himself. It was at a dinner, hosted by the President in honor of the sides successes in India and England that the President made his public appeal to Imran to make a return to cricket. After presenting the players with gold medals, he praised Imrans decision to retire while at his peak, but added: A sportsman is like a soldier who is always ready to help his country. Imran was left with little choice than to respond: I am always ready to serve the nation and the game. In September 1992, shortly before his fortieth birthday, Imran announced his retirement from all cricket. Imran had taken six months to take the decision. The reason for taking the time was that he wanted to be doubly sure of retirement to avoid facing the embarrassment of a second comeback. The most painful decision that he took as captain was to drop his cousin, Majid Khan, who was also his childhood hero. His most satisfying moments were beating India in India, Pakistans performances against the West Indies in 1988 and winning the World Cup. The lowest point was when, after taking 87 wickets in 18 Tests, he developed his stress time, Michael Holding as the fastest and Ian Chapel as the finest captain. Imrans criterion was value to the side in time of need rather than skill alone. Statistically Imrans achievements were remarkable both as a batsman and a bowler. He is one of the only four cricketers to have achieved the feat of scoring 3000 runs and 300 wickets in Test cricket. Imran Khan played 88 Test matches for Pakistan and scored 3807 runs at an average of 37. 69, he also took 362 wickets. And in 175 one-day internationals he has scored 3709 runs at an average of 33. 1 and has taken 182 wickets. Imran led Pakistan in 47 Test matches and 139 one-day internationals with 4 Test match victories and 75 one-day international victories, which makes him the most successful Pakistani Captain to date . Imran Khan had always been very close to his mother and had enjoyed her support. In 1984, Imrans mother, Shaukat Khanum became ill to such an extent that once properly diagnosed, she was almost inoperable. She suffered from cancer, which was known to be a rich mans disease in Pakistan in that only well off people could afford to fly to Europe to receive the treatment. Inspite of flying to Cromwell Hospital in 1984, Shaukat Khanum died the following year in acute pain. Imran was by her side during her last days when she suffered terribly. He felt her pain but could not do anything for her. Imrans career was thus determined. When he retired from cricket he would build the first cancer hospital in Pakistan in honor of his mother. His mothers death and his own serious injury made Imran appreciate Just how precarious was the existence he had taken for granted. He was at his peak as a cricketer only to be told that he would not play again. His mother, a constantly reassuring presence in his life, suddenly was dying. He reassured his values and sense of direction. His visits to hospitals in Pakistan where he would see three or four children suffering from cancer having to share a bed and uneducated people unable to afford basic medicine, made him appreciate how desperately the poor needed specialist cancer treatment. He then vowed to raise five million pounds to build and equip a hospital in Lahore, his home city. Since Imran retired in 1992, his study of the Quran has supplanted his assimilation of cricket. He prays everyday and punctuates his conversation with quotations from the Quran, which he feels, encompasses the wisdom of the Bible and Torah and is a ractical guide to life. His belief in fate that his life was being shaped for him strengthened his faith, which had wavered after his mothers death. He had long believed in adhering to the guidelines of the Quran as he was best able to do. It was not practical for him to attempt to pray five times a day when he was playing cricket but he would say prayers every morning on a mat facing Mecca when his belief in God had returned. His study of the Quran satisfied a desire for knowledge that could no longer be stated by textbooks of cricket. Imrans sudden awakening to the realities of life did not happen overnight. Watching his mother, die slowly of cancer made him stop and see where his life was going. He explains that it was a gradual awakening His fundraising and his faith were interfluent, although he would not improve either on anyone else. During Imrans cricketing days the likelihood was that he would not marry. Though he dated a string of glamorous women in London. Imran said that by not marrying he was being saved for something that should not be constrained by marriage. As the years went by, an arranged marriage became increasingly improbable in Pakistan as most girls were married at a very young age. It surprised and shocked his friends and countrymen when Imran announced his marriage with Jemima Goldsmith, the 21 -year-old daughter of British tycoon, Sir James Goldsmith. Imran married Jemima Goldsmith in a Muslim ceremony on May 16th 1995 in Paris, France, then in a civil ceremony in Richmond on June 21st. Before Marriage Jemima converted to Islam and was renamed Haiqa. They live part of the year in Lahore, Jemima visiting London often. In June 1996, the couple announced that they were expecting their first child. Jemima gave birth to a baby boy, named Suleiman Isa on 8th November 1996, in London. After deciding to set up a cancer hospital in memory of his mother, Imran Khan decided that he had to work extremely hard to succeed in his mission. Imran was forced to come out of retirement in 1988 because of the cancer hospital project. His friends and relatives insisted that he wont be able to achieve his goal without playing an active and significant role in cricket. He had vowed to raise five million pounds to build and equip the hospital in Lahore. Even though the Government of Pakistan donated twenty acres of land on the outskirts of Lahore, it was to become pparent that five million pounds would cover only the initial phase. When eventually the construction was complete and the equipments installed, the running costs would be such that Imran would be shackled to the project for the rest of his life. Inspite of knowing the difficulties he would have to face, Imran did not turn back. The World Cup victory in 1992 went a long way in fulfilling Imrans dream project. Pakistan had to win the World Cup if Imrans appeal was not to collapse. Imran had worked very hard to win the Cup. In the run up to the World Cup Imran used to work ut Pakistans best side and the strengths and weakness of the others. On the journey home from Australia, Imrans team stopped at Singapore for a reception given by the Pakistani Ambassador. A cheque was handed over for money raised by the Asian community in that area. Imran had given his own prize money from the World Cup, 85,000 pounds, to the appeal. By the following year he had donated 200,000 pounds, the extra contribution coming from his shares at Wall Street. His was the single largest private donation. He had also invested in a supermarket in Lahore and pledged that a proportion of the profits would go to the appeal. It had taken more than two years to raise the first one and a half million pounds; in the six weeks immediately after the World Cup the same amount was raised. After years of hard work and the collection of money worldwide, the time had come to turn Imrans dream project into reality. He had received tremendous support from the people of Pakistan who had always seen him as a hero. The Shaukat Khanum more than anything in this world. Today the hospital runs on charity, without any assistance or aid from government organizations and with Imran being the largest contributor to the funds . Imran soon began to emerge as a public figure in Pakistan and began to face continuous problems and harassment at the hands of government officials. From leading the Pakistan team, to waging a personal crusade against cancer and the substandard education system in Pakistan, Imran always fought from the front and in the process won million of hearts. Even today thousands worship him and are playing an important role in ensuring the smooth functioning of the hospital in Lahore. The lively cricketer had been around the country giving fiery speeches like a politician rather than a former cricketer raising funds for his project. The politicians began to see him as their possible rival. Imran was banned from appearing on Pakistan Television for his call to raise money. He wasnt given free tickets by the national carrier of Pakistan, PIA, which other airlines offered . Imran began to see a conspiracy framed against him and felt the urgent need to reform the society. After the success of Imrans hospital there was wide speculation from the media that Imran would soon be entering politics. Imran had never thought of entering politics during his cricketing days. General Zia-Ul-Haq, the late President of Pakistan and a lose friend of Imran, had offered Imran a post in his government days before his death, but Imran had declined the offer. He had declined a further offer of a cabinet position in 1993 from Pakistans interim government. After his experience of collecting funds, where he had direct interaction with the poorest and learnt of their grievances, Imran decided that there was the need for a revolution. Imran wanted to save Pakistan, which is one of the most corrupt nations in the world, from disaster. He wanted to serve the people who had given him fame and respect. He wanted to change the system for the better. Imran Khan had no previous experience in politics except when he had accepted an unpaid position as Ambassador of Tourism during the 1993 interim government . At the time of his appointment there were riots in Pakistan, and the country was not a tourist destination. As Ambassador of Tourism, he planned to attend functions, to write books or documentaries promoting Pakistan and to bring out influential visitors two or three times a year. Imran truly believed that Pakistan had considerable potential. Although through his fame the hospital was a tourist attraction itself, Imran was aware that Pakistan would never attract mass tourism. He felt that Pakistan had bad publicity abroad because it was branded with Muslim fundamentalism and a military dictatorship that leads people to think of suppression. He also expressed that Pakistanis love tourists, but there was always this fear of Islam which was always portrayed as an evil religion. In April 1996, Imran launched the Pakistan Tehrik-e-lnsaaf, which was Just a movement against the corrupt. In November 1996 Imran Khan, who had never voted in his life, Joined politics and announced that his party would contest the general lawyers, doctors and other well-educated people who had no previous experience in politics . The main aim of his party was to fght the evil of corruption from society. He started campaigning for the elections and worked almost 18 hours a day. Imrans rivals started campaigning against him and indicated a Zionist hand behind his movement, as his father-in-law was a Jew. Furthermore, as a celebrity bachelor in London, Imran had affairs with A number of women, one of them, Sita White, claimed that Imran is the father of her four-year-old daughter. Imran has admitted the affair but says that he is not the father. This allegation proved to be a major setback to Imrans campaign, although the allegation wasnt proved. The general elections in Pakistan were held on the 3rd of February 1997 in which Tehrik-e-lnsaaf failed to win a single seat. His party, which was projected as a third force in Pakistan, was completely wiped out in the elections. Imran had contested from nine seats. In seven constituencies, he lost his security deposit by securing less than ten percent of the votes of the winning candidates. Imran said that a low turnout of voters was the main reason of his defeat. He also said that he got very little time to prepare for the elections as Tehrik-e-lnsaaf was formed only four months before the elections. But Imran was successful in raising issues like corruption and accountability. There can be little doubt that the long and painful journey he undertook to turn his hospital project in reality was testimony to his social and humane commitment. He has been criticized for being over zealous about the project, he has been accused of exploiting his star status, his connections, and even the game itself for achieving his goal. I would like to know, if there is, another instance in human history where a single human being, a sportsman at that, who has staked his fame, fortune and future on such a humanitarian project. Five hundred years of bloody tribal feuds merge in this deeply proud Pathan whose genes, more than the knowledge he assimilated in England, made him the cricketer he was. The red mists that clouded his eyes when he was hit for four made him only want to bowl the next ball faster because Pathans are an avenging race. Imran was always a controversial fgure, always a man who gave rise to a hot debate on account of his strong conviction and hard line views. The bottom line was always the honesty, commitment and conviction with which he played cricket and it was by his conviction alone that he won over many to his point of view.

Same Sex or Same Rights essays

Same Sex or Same Rights essays It has been a controversial subject for decades now, yet still a solution has not been achieved. Hundreds of writers have written for and against this subject and many great points have been made. There are two specific essays that appeared in Newsweek, June 3, 1996. Andrew Sullivan wrote Let Gays Marry in his hopes to persuade the audience that gay marriage is perfectly legitimate. In response to this essay, William Bennett, wrote Leave Marriage Alone, and published it in the same issue as Sullivan. Both of these authors produce effective arguments; which makes this controversy that much more interesting. These two essays are similar in many ways although their differences are just as significant. Let Gays Marry was written on gay marriages. Sullivan touches on many points including human rights, love, separation of church and state, and hypocrisy. Sullivan describes the Supreme Court ruling (1996) by quoting their decision. A state cannot deem a class of persons a stranger to its laws.(p. 25) Thus he believes that all humans have the same rights and should be given the same opportunities to marry. Sullivan goes on to say that marriage is a bond symbolizing a loving relationship between two people. He argues that there is no reason to try to prevent two people from expressing their love since love is exactly what marriage is based on. One major point that Sullivan made is that he is not requesting that religion change its beliefs. He continues to believe that church and state should be separate. Sullivan (1996) only argues that when the government gives out civil marriage licenses, those of us who are gay should be treated like anybody else.(p. 26) Finally, Sulliva n describes his disgust towards the hypocrisy of the involved within this controversy. Many of those against gay marriage feel that the definition of marriage involves the raising of children. Although, Sullivan brings up the poin...

Evaluating the Effectiveness of the Special Court for Sierra Leone Essay

Evaluating the Effectiveness of the Special Court for Sierra Leone - Essay Example After the end of the conflict, the citizens of Sierra Leone wanted the individual responsible for the conflict and the atrocities that followed to be held accountable for their actions and face justice. Nevertheless, the country at the time did not have an established judicial system and the necessary infrastructure to bring these perpetrators into book (Nzongola-Ntalaja 2000). Furthermore, the existence of Lome Peace Agreement of 1999 was a big hindrance to the courts in the country to indict the alleged perpetrators as they were given a blanket amnesty by the aforementioned agreement. For this reason, there was an urgent need to form a court that would be capable of addressing the situation in the country, thus, the formation of The Special Court for Sierra Leone (SCSL). The United Nations Security Council and the government of Sierra Leone agreed to form The Special Court for Sierra Leone (SCSL) which was established in the year 2002 on a request from Ahmad Tejan Kabbah, the then president of Sierra Leone. Unlike the courts established by the United Nations Security Council to deal with the perpetrators of the conflict in the former Yugoslavia and the Rwandan genocide, the Special Court for Sierra Leone (SCSL) was able to dispense a diverse judicial model hence characterized as a hybrid tribunal so to speak. The main aim of the special court for Sierra Leone was to deal with the post conflict justice expeditiously, and in a more economical way unlike the local courts and tribunals in the country which were slow and more expensive, not to mention their inability to respond to the plight of the citizens in the country (Murphy 2003). This court was characterized by new ways of handling judicial processes in the post conflict situations. Such characteristics include the pressure to accomplish its mandate expeditiously, use of a very tight budget, and its location. Discussion The composition of the court includes both international and local judges, counsel, and employees. This composition allows the court to administer justice without undue influence from the domestic or international pressure. The mandate of the Special Court for Sierra Leone (SCSL) is to try the persons suspected of having the greatest responsibility in perpetrating the violence that ensued in Sierra Leone during the 11 years conflict. It is worth noting that this special court is independent in its operation from the domestic legal system of Sierra Leone and as such, the court uses limited statutory guidelines from the country’s criminal law and heavily depend on international humanitarian law in its proceedings (Stover 2005). The Special Court for Sierra Leone (SCSL) statute empowers the court to prosecute violations of Article 3 under the Geneva Convention, international humanitarian law violations, and crimes against humanity. One of the major strengths witnessed in the operation of the Special Court for Sierra Leone (SCSL) is the responsiveness of the court i n the witness protection and management, since most of them are victims of the atrocities that ensued in Sierra Leone. The court has continued to ensure that the witness feel protected and safe during and after their testimony. This has been done by involving a variety of security resources as well as new psychosocial support program. The

Final Cultural Research Paper Example | Topics and Well Written Essays - 1750 words

Final Cultural - Research Paper Example Development has led society to modified modern foragers who supplement their gathering and hunting with wages, trade, horticulture agriculture and many more forms of survival. Gatherers are becoming extinct in some cultures. However, in other cultures, gatherers remain relevant. For instance, the Mikea of Madagascar is a famous group of foragers. Foragers have different kinds of relationship with their environment than most of other societies. A good example is the Zulu tribe. They interrelate well among themselves and spend most of their leisure time together in conversations, listening to music and dances (Haviland, 2009). Among the Zulu, women are the primary gatherers who gather fruits and can at times kill small animals for food. They live in small groups, determined by availability of food. They do not believe in material wealth, but most of animals they keep are for purposes of food. They live their life in the present, and they never worry of what they do not have. They live in temporary homes that could be made of wood or other material gathered. The group believes that by sharing they expect nothing in return. Values and belief diversity differs from one group of gatherers to the other but this could be due to time, ethnicity, and pattern of their cultural behavior (Leonard, 2010). The zulu have well established political systems. They were governed by a powerful king called shaka. The king had an army that was responsible for protecting the tribe from any likely aggressors. For instance, Shaka’s army fought against British rule during the scramble and partition of Africa. The kingdom was established in the early 1800s and it was as a result of the union of the various clans thereby forming a powerful kingdom (Axel-Ivar, 1976). Horticulture is the science of cultivation of plants. It includes the use of seedlings to produce plants. Economically viable countries show a high potential of a variety of farming activities. The Zulu, like most of