Sunday, December 29, 2019

Black Men A And Iron Triangle - 874 Words

Black Men Profiled in Miami: Connected to Iron Triangle? In recent years, our views of diverse races have gone from being particular, to being almost certain in our heads. Since the case of Michael Brown, our nation has been keeping a close eye on the men and women that guard us on our homeland. Black men in a certain area of Miami are being profiled for incoherent reasons. Policemen, but not all of them, are indulging on these situations for some reason. This is potentially a major problem. Finding out why police are spending time on these men is a growing question that both sides of the story want to hear. In a 2013 article, USA Today states a report from the Miami Herald about the story of a young black man named Earl Sampson, being â€Å"stopped and questioned by police in Miami Gardens 258 times in 4 years, searched more than 100 times and arrested 56 times.† Many people would think that this is a little extreme for anyone. The highest charge that Sampson was given throughout the 4 years was the possession of illegal substance- marijuana. Yes, the police officers have to be suspicious of certain people, but why do the cops find him suspicious every time he walks down the road to go to work at Quickstop? The owner of the Quickstop that Sampson works at, named Alex Saleh, set up several cameras around the station, and has seen footages of cops â€Å"stopping people, aggressively searching them, arresting them for trespassing in places where their presence presentsShow MoreRelatedHoward Zinn Chapter 131427 Words   |  6 Pages  Upton Sinclair published  The Jungle  in 1906, as a commentary on Chicago’s meatpacking industry.  In writing the book, Sinclair was influenced by writers like Jack London, a Socialist who had grown up in poverty in the Bay Area.   London publish  The Iron Heel  in 1906, warning Americans about fascism and indicts the capitalist system† In the face of the facts that modern man lives more wretchedly than the cave-man, and that his producing power is a thousand times greater than that of the cave-man, noRead MoreHistory : Existence Of Slavery Essay1596 Words   |  7 Pagesof defense was less advanced than that of America or Britain. The birth of slavery in America emerged when the first Africans were brought to the North American colonies. A Dutch ship arrived at Jamestown, VA in 1619, among this ship were African men and women, and were the very first recorded to land in America. Although, there was no evidence stating that the first African people were slaves rather than hired servants, but this ultimately lead to slavery, a system that evolved into human abuseRead MoreThe New England Colonist Living In The New World In The1191 Words   |  5 Pagesconditioned to the humid climates of the South. As the need for agricultural labor grew so did the importation of African slaves. As the trade began to grow so did the English influence in the slave trade which would eventually be known as the iron triangle. By 1640 England and their merchants had established themselves as one of the largest exporters of African slaves. England no longer had to rely on the Dutch and Portuguese for their slaves. By cutting out the Dutch and Portuguese it made slavesRead MoreInterpretation Of Africa s History Through Maps1493 Words   |  6 PagesInterpretation of Africa s History through Maps There are many misconceptions about Africa’s past. However, Africa’s earliest people adapted to a wide range of geographic conditions to establish societies based on family ties, religion, iron technology, and trade. Today Africa is a continent made up of 54 independent countries, and it’s the world’s oldest populated area. Africa’s is more than three times the size of the United States, and over time there has been a great deal of trade and movementRead MoreSlavery Of The South : Biblical Demonstrations Essay1328 Words   |  6 PagesAfrica, they would use minerals such as iron, gold and at times diamonds to exchange goods. In places such as West Africa, they would trade horses, ostrich feathers and gold. These means were used as a measure of one’s value until the whites came into Africa and introduced the concept of slavery. In the past, slavery was still existent. However, the white missionaries, explorers and traders added value to the idea of having slaves. In the Transatlantic Trade (Triangle Trade), slaves, at some point, becameRead MoreSlave Trade and Colonialism1306 Words   |  6 Pagesalone.   In the late eighteenth century and early nineteenth century that would have been wealth on a scale only equalled today in the City of London’s money markets. The slaves were not brought directly to Liverpool; they were just one part of a triangle.   Manufactured goods were shipped from Liverpool to Guinea.   These cargoes were exchanged for slaves who were then taken direct to the West Indies and sold. Nearly all the leading people in Liverpool, including many of the town s mayors, were involvedRead MoreEssay about Geography: Customs, Culture and Government of Jordan1646 Words   |  7 Pagesvalleys. The main language of Jordan is Arabic but English is also taught and spoken. The capital of Jordan is Amman (Advameg, Inc., 2014). Their flag has 4 colors: black, white, red, and green. The flag contains of horizontal stripes black, white, and green in that order and it has a red triangle on the left side of the hoist. In the triangle is a seven-pointed star. The flag of Palestine is much similar to the flag of Jordan but the only difference is that flag of Palestine doesn’t have a star (AdvamegRead MoreHistory Of The United States Before The Civil War1600 Words   |  7 PagesUnfree Exchange: 1600-1800 The history of the United States before the Civil War is not only a history of democracy, freedom, and constitutional rule, but also one of slavery. By the time colonial America started buying and selling captured Africans, black slavery had become an institution in the Spanish and Portuguese colonies in South America and the Caribbean islands. The discovery of raw sugar and rum in the Caribbean created a lucrative opportunity for the Spanish and Portuguese, but they neededRead MoreThe Triangle Of The Bermuda Triangle2023 Words   |  9 PagesIntroduction The Bermuda Triangle also known as the Devils Triangle it is considered to be a cursed region. Over one thousand ships, planes and lives have been lost in the Triangle without leaving a trace of what happened. Many theories have been put forth, but still none universally accepted explanation exists for the mystery that surrounds the Bermuda Triangle. The first written boundaries of the Bermuda Triangle were from an article by Vincent Gaddis in a 1964 issue of the pulp magazine ArgosyRead MoreHistory of the Slavery Trade Essay1190 Words   |  5 Pagesbegan. The slave trade was the transporting and selling of slaves between the old world and the new world. This took place from the 16th century through the 19th century. The Atlantic slave trade is also known as the triangular trade because of the triangle the ships made through their journey from Africa, to the Americas, and finally to Europe. Journeys could last anywhere between 40-150 days. Spain was one of the biggest countries slave trading countries. The Portuguese were the first to engage in

Saturday, December 21, 2019

Unique Senses of Place in Poetry by Edward Thomas and...

Both Edward Thomas and Robert Frost explore many poems where they describe a place which would transport the reader to a specific scene that implies that this place is somewhat important to the poet. Edward Thomas’ poem, ‘Adlestrop’ describes where he witnessed a place for only a few moments as his train stopped at a station, named ‘Adlestrop’. Adlestrop is a small rural parish on the eastern border of Gloucestershire, and it is very well-known for its countryside and walks. This poem begins with the line â€Å"Yes, I remember Adlestrop†; this leads us to believe that someone may have asked him if he knew this place and also creates a conversational feel of the poem to intrigue the reader to find out how exactly he did remember Adlestrop.†¦show more content†¦Someone†¦Ã¢â‚¬  This creates an image in the reader’s mind where they can imagine the sound of the train. Thomas once more uses the caesura to emphasise that all he saw on the platform was only the sign which said the name ‘Adlestrop’. This is then contrasted with the next two stanzas where the speaker describes the nature surrounding the station as nature seems to be full of life while the station is empty. The third stanza begins with an enjambment which creates a flowing effect which can relate to the conversational style of this poem. There is a great use of imagery in this stanza as the reader is given a list of plants which the speaker can see. He pers onifies the cloudlets as being lonely and uses sibilance to give an impression of the fullness of the nature surrounding him in a peaceful manner e.g. â€Å"And willows, willow-herb, and grass, and meadowsweet†¦Ã¢â‚¬  In stanza four he begins with â€Å"And for that minute†¦Ã¢â‚¬  which is again adding more precise details to the memory as he first says that it was â€Å"one afternoon†. The narrator describes how the song of the blackbirds multiplied which could be associated with the happiness Thomas feels with nature. He makes use of repetition to emphasise how the blackbirds flew ‘farther and farther’ away which can be described as a hyperbole. Robert Frost uses similar techniques in his poem ‘Stopping by woods on a Snowy evening’.Show MoreRelatedAleryani. Coach Will Rikard. British Literature. 25 January1836 Words   |  8 PagesAleryani Coach Will Rikard British Literature 25 January 2017 Robert Frost Inspired by many great ones before him, Robert Lee Frost reached the pinnacle of literary and poetic greatness. He lived a life full of suffering, lost most of his loved ones, and even thought of suicide at one point. He loved one woman for forty years. He suffered from depression when he recited Twilight to her and she demurred him. Robert Frost s aesthetic view on the world in his poem stopping by woods on a snowy eveningRead MoreANALIZ TEXT INTERPRETATION AND ANALYSIS28843 Words   |  116 Pagesï » ¿TEXT INTERPRETATION AND ANALYSIS The purpose of Text Interpretation and Analysis is a literary and linguistic commentary in which the reader explains what the text reveals under close examination. Any literary work is unique. It is created by the author in accordance with his vision and is permeated with his idea of the world. The reader’s interpretation is also highly individual and depends to a great extent on his knowledge and personal experience. That’s why one cannot lay down a fixed â€Å"model†Read MoreStephen P. Robbins Timothy A. Judge (2011) Organizational Behaviour 15th Edition New Jersey: Prentice Hall393164 Words   |  1573 Pages, with David DeCenzo (Wiley, 2010) Prentice Hall’s Self-Assessment Library 3.4 (Prentice Hall, 2010) Fundamentals of Management, 8th ed., with David DeCenzo and Mary Coulter (Prentice Hall, 2013) Supervision Today! 7th ed., with David DeCenzo and Robert Wolter (Prentice Hall, 2013) Training in Interpersonal Skills: TIPS for Managing People at Work, 6th ed., with Phillip Hunsaker (Prentice Hall, 2012) Managing Today! 2nd ed. (Prentice Hall, 2000) Organization Theory, 3rd ed. (Prentice Hall, 1990)

Thursday, December 12, 2019

Flight 1420, A Preventable Disaster free essay sample

Flight 1420 was a disaster that taught the aviation community several important lessons. All the Seven Major Elements of Aviation safety can be seen as contributing factors but the greatest factor was human error and the impact of pilot fatigue. With proper preventative measures, the pilots probably would have had the time to arm the MD-82’s spoiler system and the flight would have touched down safely. On June 1st, 1999 American Airlines flight 1420 experienced a tragic accident that claimed many lives and made an impact on aviation worldwide. The event and it subsequent investigation shed light on issues and pressures airline pilots face and resulted in new technologies and new regulation that have made aviation safer for all pilots and passengers. Any aviation accident that results in the death of pilots or passengers is a tragedy but these accidents present lessons to be learned through investigation of the human factors, industry efforts and regulation and other factors of aviation safety. American Airlines Flight 1420 is an excellent example of James Reason’s Swiss Cheese Model of accident causation, whereby causal factors in an accident slowly slip by preventative measures until they compound into a preventable accident. A variety of contributable actions and conditions ultimately lined up to create the opportunity for a major accident to occur. The first action in the chain can be found in the flight plan from Dallas-Ft Worth International Airport to fly to Little Rock National Airport in between two converging storms, called a â€Å"bowling alley† by the flight dispatcher. The aircraft was on its final leg, on a multi-leg flight that started at Chicago O’Hare and the conclusion of a 3-day sequence for the flight crew. The plan to race the storm was not in violation of any company policy or Federal Aviation Regulation but could be deemed risky. The pilots were experienced Captain Richard Buschman and inexperienced First Officer Michael Origel, and both were willing to try and fly between the storms to reach Little Rock. At this point in time, the flight was already two hours delayed and the pilots were already under heavy pressure to make up lost time. (Singer, 2003) This could have hypothetically set the stage for future mistakes and reckless behavior to occur. Later in the event, the pilots would be faced with an extremely heavy workload and it could be assumed the anxiety only compounded on initial worries. As the flight progressed, and the aircraft approached its destination, the flight crew had some confusing interchanges with Little Rock Air Traffic Control (ATC). It became apparent that Little Rock ATC had inferior weather technology compared to the American Airlines McDonald Douglas MD-82 and the controller instructed the flight crew to make their own weather analysis based on the onboard weather radar. (Singer, 2003) Little Rock ATC was equipped with a monochromatic radar that inhibited the controller from noticing the strength and intensity of the approaching storm, enhanced technology could have enabled the controller to alert the aircrew (who may not have been as knowledgeable of weather systems) to the growing intensity of the weather. To compound an already stressful situation ATC also informed the inbound aircraft that surface winds were gusting up to 45 knots, this far exceeded the MD-82’s crosswind limitation of 25 knots. The crosswind limitations for the MD-82 also are specified for dry runways, Flight 1420 was going to be landing in a thunderstorm and crosswind capability on a wet runway is 15 knots. The aircrew decided that since the wind direction was 40 degrees from their vector for the runway and that the aircraft could safely land and the flight continued as planned. As the aircraft neared the airport the aircraft began sending pilot’s windshear warnings via the flight deck computer. The aircrew requested an alternate runway and diverged from the planned approach and requested an alternate landing on runway 4R, opposite of 22L (which was the planned runway). This was a wise decision as landing in a tailwind is one of the most precarious situations a pilot can face, but the added workload of developing a new landing pattern from scratch added one more layer of stress and pressure to the issues that had been mounting since Dallas Ft.Worth. The alternate runway pattern added an additional ten minutes to the pilot’s 2 hour delay. The pilot workload exponentially increased as the aircraft entered in a new pattern and began to have great difficulty establishing a visual fix on the airport. When asked if the aircraft was going to shoot an ILS approach or continue on visual the captain elected to remain on a visual approach. Afterward it can be guessed that Captain Buschman didn’t expect the storm to intensify even further as he neared the field. The aircrew lost sight of the field as the storm worsened and was given approach vectors by ATC. The flight deck voice recorder indicated there was confusion between the pilots and there was a disparity between what one pilot was observing as opposed to the other. (NTSB 2001) As the aircraft finally was lined up final approach the runway visibility dropped to less than 1 mile with a runway visual range of 3000 feet. The crew had a brief disagreement on whether to continue the landing and elected to attempt it. On approach wind were gusting at 45 knots. The aircrew was under immense pressure as the aircraft descended, running through landing checklist, countering the crosswinds and dealing with last-minute configuration changes. The aircrew then made the critical error; they did not arm the spoiler system or the automatic braking system. The spoilers on the MD-82 are designed to disrupt airflow over the wings and eliminate lift so that the weight of the aircraft transfers fully to the wheels. As the aircraft touched down at high speeds, the spoilers never deployed. The aircrafts wheels only supported 10% of the aircraft’s weight as it careened down the runway. (NTSB, 2001) The aircrew noticed that the aircraft was sliding and not losing airspeed, Captain Buschman immediately deployed full brakes. The brakes on the MD-82 would have engaged automatically but were never armed to do so, this isn’t wrong as it is an optional function and the Captain opted to not arm them. However the aircrew also expected the spoilers to deploy and crucial seconds were lost in the pilot’s reaction time. From the cockpit Captain Buschman’s words were â€Å"Were down, were sliding†. The reverse thrust was immediately applied, however too much was used, exceeding the aircrafts recommended pressure ratio. This also is not necessarily wrong as the MD-82 flight manual states that exceeding recommended reverse thrust is acceptable in the event of an emergency. However, the aircraft was still technically flying and the result was a total loss of control as the aircraft began yawing wildly. The aircraft slid of the end runway and slammed into a steel walkway. The walkway was part of  the landing system for runway 22L, most systems like this are designed to be â€Å"frangible†, meaning they will shear off easily after impact. This landing system however was on the slopes of the Arkansas River bed and was firmly rooted underground. Contact with this walkway broke the aircraft into 3 parts and ignited the fuel system; it also killed Captain Buschman instantly. Many passengers revived the crash; emergency services arrived promptly on the scene and began evacuating people from the crash site. Most of the passengers escaped the crash, however 10 were fatally injured. Among 139 passengers, 41 had serious injuries, 64 had minor injuries and 24 escaped unharmed. This qualifies the accident of Flight 1420 as a Fatal, Major Accident. The National Transportation Safety Board (NTSB) investigated the crash; its lead investigator was Gregory Feith. The NTSB set up a command center on site and spent 2 months in the field collecting data. The investigation was conclusive; some of the areas examined were the tire marks from the aircraft skidding which lent evidence that the aircraft was unable to slow down even with full braking pressure applied. Analysis from the flight computer showed the corrective actions the pilot attempted during the skidding; suggesting that the aircraft was still generating lift long after the aircraft had been grounded. Testimony from the passengers and evidence taken from metallurgist confirmed that the aircraft spoilers did not deploy in the entire course of the landing and crash. (Associated Press, 1999) The investigator also did widespread test on airframes similar to the MD-82 to determine if a spoiler malfunction could be found anywhere else in the industry, no compelling evidence was found to indicate the aircraft had a malfunction. The NTSB also tested the runway extensively for unserviceability and ability to transfer water, the runway was found to be serviceable. The classification for the crash was fatal as the pilot and 10 passengers suffered fatal injuries. In 2001, two years after the crash the NTSB finalized their report and listed the following as the probable cause; NTSB (2001) â€Å"The flight crew’s failure to discontinue the approach even when severe thunderstorms and their associated hazards to flight operations has moved into the area and the crew’s failure to ensure the spoilers extended after touchdown. There were numerous legal charges and lawsuits following the crash. In hearings afterward the co-pilot claimed to have called for an abandoned approach but no evidence could be found that supported his claim. (Lunsford 1999) The legal impacts encompassed both a domestic and international passengers. Air Traffic Control technology was an element in the disaster. Little Rock ATC was not equipped with advanced radar equipment that could determine the magnitude of storms. The Dallas Ft.  Worth Flight Dispatcher also did not have access to real time weather such as a Doppler Radar, and was unable to give the flight updated weather information. (NTSB, 2001) If the flight dispatcher or Little Rock ATC had been equipped with a greater weather system they would have been able to alert the crew of the sudden increase in storm intensity. The aircraft weather technology played a role as well. The MD-82 is equipped with windshear detection that functioned as it should, however such technologies did not sound alerts until the aircraft was in the middle of the adverse weather. The MD-82 is also equipped with advanced weather radar technology and the pilots could see the progression of the storm. However subsequent investigations show that the aircrew may not have had the training needed to interpret the radar effectively. (NTSB, 2001) Human Factors, such as stress and fatigue had a major role in Flight 1420’s accident. Industry-wide studies showed evidence that willingly flying into thunderstorms was a common practice. Studies were conducted that observed Dallas Ft. Worth airport during convective weather it was found that 2 out of 3 pilots would continue into a thunderstorm. The term â€Å"get-there-itis†, meaning a symptom of pilot recklessness when behind schedule was coined during the trials and became studied throughout the airline industry. American Airlines has since revamped its human resource policies to address rest and fatigue, the airline also incorporates new training modules designed to train aircrews to challenge each other en flight on action items (such as arming spoilers). During the crash investigation, a test was also conducted to show the aircrew’s likelihood of error related to their Time Since Awakening (TSA). As to be expected it was found that pilots begin to make errors exponential to their fatigue level. Captain Buschman and First Officer Origel had both been awake over thirteen hours, a critical TSA period in which pilots are 40% more likely to make critical errors. (NTSB, 2001) American Airlines changed many of their operating regulations and policies following the accident. One measure is a revised landing checklist to include arming spoilers, also it specifies it is the non-flying pilot’s duty to challenge all the action items on the checklist and it is the specific duty of the flying pilot to arm the spoilers. American Airlines also made changes to its go-around policy and explicitly states now that electing a go-around for diversion is reprise-free. The Flight Safety department of American Airlines also revamped its operational practices to focus more on identifying and tracking big-picture operational trends and revised thunderstorm procedures. A measure was also clarifying landing limits for pilots, especially in convective weather. Pilots of American Airlines also have weather radar familiarization and now carry a weather radar booklet during the flight. (NTSB 2001) The Massachusetts Institutes of Technology’s (MIT) study on the behavior of pilots flying into thunderstorms made large impact industry efforts as well as on safety data analysis. Not only was it observed that 2 out of 3 pilots will fly into a strong thunderstorm but that pilots were more likely to not accept a diversion the closer to the end-goal they got. The NTSB recommended a standard crew duty day be implemented to help pilots avoid the risk high-TSA flight time. (NTSB, 2001) If the trend of pilots flying into dangerous territory had been spotted earlier, airline management could have taken steps to change organizational culture to discourage â€Å"get-there-itis†. American Airline’s Safety Action Program shifted its focus to identifying similar trends and many airlines worldwide adopted related policies. It can be gathered that different methods of gathering safety data could have exposed this trend earlier. The events of flight 1420 forever changed the lives of the passengers, their families and the employees of American Airlines. (Harter, 2001) This incident had a wide-range of impacts on the aviation industry; many airlines became aware of the dangers of pressuring pilots to adhere to deadlines, and the reckless behavior that can result from it. Many airlines realized a training gap existed in pilot’s ability to interpret and make decisions based on weather radar. Also pilots learned that performing task in the cockpit should be the responsibility of all pilots involved, that even experienced and seasoned pilots can make great mistakes under duress. Hopefully the lessons learned have saved other lives somewhere in the world of aviation and hopefully the industry continues learn and improve from this tragedy.