Reflection in Two Pictures Essay Example | Topics and Well Written Essays - 250 words

Reflection in Two Pictures - Essay Example It could show his dream to visit the Avant Grade graveyard among other places. From this art work, people need to reflects about their life’s, from where they have come from, how far they have gone, different challenges they have experienced and what awaits them in the future. Peter Beard by Ray Johnson is the second image for reflection in this paper. Johnson, another seasoned artist, creates imaginative works based on what he thinks to reflect on different issues about life. Peter Beard is an exceptional art work, illustrated on board through ink wash and combined with acrylic, collage and pink, it is easy for anyone to know what the image intends to communicate. The image, shows an individual with a single idea on his mind, sees the idea in different dimensions, in this case reflected by use of different colours, and wants to use it to buy his dream car. The image show a frustrated individual, his head full and probably unable to implement the idea. This teaches us to only reflect on a single idea that we can

Tourism destinations Essay Example | Topics and Well Written Essays - 3000 words

Tourism destinations - Essay Example Introduction Tourism activities all over the world take place at particular destinations. Destinations are very important parts of tourism since they determine whether the country is exciting to tourists or not. Most tourists get attracted to various destinations in the world through destination marketing organizations. In Australia, the marketing of various tourist destinations is done by an organization known as tourism Australia. A destination may refer to any location in any country. However, tourists may define destinations to mean those naturally attractive sites that are pleasing to explore. Destination can be a specific geographical area or a combination of several locations. Further, in the perspective of a tourist, destination can be defined as any area that has appealing attributed and services that would enable them choose the place for their leisure purposes. To succeed in destination marketing, organization such as tourism Australia should undertake a thorough analysis of the market. They should also determine other competitive destinations that can pose challenges to the Australian tourism sector. The analysis of the market should include the assessment of factors such as hotel accommodations, nature, historic sites and other attractions in the tourist destination. Other aspects that must be considered by the destination marketing organizations include security and the cleanliness of the place (Svarcas, Cass & Australian National Audit Office 5). Ningaloo Reef and Shark Bay, Western Australia Ningaloo reef is an exciting place to visit in Australia. It is also one of the best tourist attraction sites where tourists can watch as swim with the world’s largest fish known as shark. The sharks congregate in this place shortly after the collection of coral spawning; this takes place in every third month of the year. Ningaloo reef is located in the North West region of Australia and is approximately 1200km from Perth. In addition, the reef is abo ut 260 km in length and is the only reef in Australia that is located close to a landmass. The reef is also famous for its ability to allow for the feeding and the mating of sharks. This reefs provides a favorable breeding ground to ensure that the number of sharks do not reduce to extinction levels. There are several species of fish as coral that constitute the Ningaloo reef which attract several tourists to the site every year (Ningaloo par 1). Shark Bay Shark bay has one of the best coastal scenery and islands that provide exciting leisure adventures to tourists. Shark bay is located in the western part off Australia and has an area of about 4,800 km2. Other exciting species of animals that live in Shark bay include the Dugong and the Stromatolites. Stromatolites are members of the algae family that is said to be some of the ancient forms of life the world. The shark bay Tourist attraction is an important site in providing habitat for several endangered species of animals. Some o f the endangered species of animals in Australia are actually found in this tourist site. The endangered species of animals include the Boodie, Rufous, Hare-Wallaby, Banded Hare Wallaby, the shark bay mouse and the Western barred. These species of animals

Falconry Essay Example | Topics and Well Written Essays - 250 words

Falconry - Essay Example Therefore, what I learnt from young age is how to take care of the birds of prey, especially the Saker Falcon, since it was the type of bird that we used often, as well as learning how to feed the bird. In addition, I learnt more about the health problems and diseases that affect birds, especially the birds of prey that has changed their natural habitat from wild birds, to become bred at home. We used to treat the bird when they would show some symptoms of sickness, and then feed and rest them until they recovered fully. The experiences I obtained from the game is that; hares and Stone-curlews mostly inhabit the arid or semi-arid areas, where camping was also convenient. The game was most enjoyable here, due to the full uninterrupted view of the falcons hunting the hares or the birds even over long distances. The game has impacted me through making me develop love for birds, such that I have learnt the care and feeding for different varieties of birds, and the methods of training and treating the

Gender Inequalities in the Workplace Essay Example for Free

Gender Inequalities in the Workplace Essay The issue of gender inequality has been in the eyes of the public and been in awareness of society for decades. The problem of inequality in employment is one of the most vital issues in todays society. In order to understand this situation one must try to get to the root of the problem and must understand the factors that cause the female sex to have a much more difficult time in getting the same benefits, wages, and job opportunities as the male sex. The society in which we live has been shaped historically by men. A womans primary attachment is to the family role; women are therefore less intrinsically committed to work than men and less likely to maintain a high level of specialized knowledge (Oakley, 1974, p. 28)President Clinton proclaimed April 11, 1996, as the National Pay Inequality Awareness Day. In the year 1972, the Equal Employment Opportunity Act was established; the goal of the government was to change and eliminate the discrimination in the workplace. The major aim of these two acts is to protect individual rights and promotes employment opportunities and fairness for everyone within the workplace. We accept that the government is aware of the inequality between men and women in work place, and they are trying every way they can to prevent and discontinue the inequality; so the question is what are the reasons why women are still being treated unfairly at work?Work plays an important role in helping individuals find their true identity as well as helping one builds their self-este em. However, in the past women were not encouraged to work real jobs, instead they often stayed at home and are often labeled as housewives. The truth is women do work, they always have worked, but the work that they do are often unpaid labor work. Before men assumed that women didnt really want to work; they didnt need the money; and that they have different interests. (Kimmel, 2000, p.175) So it was assumed that women either couldnt do a job, or, if they could, they would neither want to nor need to do it. Now in the twenty-first century things have changed dramatically, more women are educated, and more determined to search for their identity. In order for them to do that, they often time seek employment. Womens participation in the labor force has grown to such an extent that society can no longer ignore and view women as unimportant. Women face many obstacles when seeking out jobs, and even more obstacles when they are working with men. Sex discrimination and gender inequality have always existed in society, but when does it actually start? The answer is ever since the minute they were born. In 1995 Wall Street Journal report observed that elementary school girls receive smaller allowances and are asked to do more chores than boys. (Kimmel, 2000, p.174) When a woman grows up and enters womanhood, if she wishes to work, she would have to face many irrelevant tribulations. Sex discrimination occurs when we treat people unequally because of personal characteristics that are not related to the job. Discrimination can be when we treat people who are similar in different ways, or when we treat people who are different in similar ways. (Kimmel, 2000) We often discriminate the people we meet because of our past experiences, from what we have learned, and through stereotyping. Stereotyping is the process of judging someone on the basis of our perception of the group to which he or she belongs. (Robbins, 2003) Stereotypes exist because of the differences among individuals. Since it is almost impossible for human brains to process such large degree of differences quickly, people simplify these differences and make generalizations without even noticing doing so. While these generalizations has originally begun with observed differences among people and have a shred of truth to them, most of these generalization have been so largely exaggerated over time that they no longer serve their original purpose of describing people accurately. The way that people make these generalizations are greatly dependent on their ability, background and culture. These characteristics influence how individuals perceive the world around them and their expectations toward others. Socialization and information overload also play a big role in gender stereotyping. Individuals begin learning stereotypes as early as in their infancy. According to The Reproduction Mothering theory by Nancy Chodorow (1978), infants learn expected gender behaviors and stereotypes from their mothers. The girls remain attached to their mothers to learn about emotionally intimacy, while boys are forced to separate from their mothers to be strong and independent. Then from media, school, peers and religion institution, children gradually learned what is to be expected from people who are different from themselves in ethnicity and gender, for instance. The  large amount of information readily available to us today also increases stereotyping. Since it is impossible to take in all the information, individuals have to cope with information overload by simplifying what is around them. Stereotyping generally prevents people from recognizing who an individual really is. When a person believes certain stereotypes to be true, his or her perception of a group will most probably be limited by these stereotypes and are unlikely to change. These groundless generalizations can often delay effective communications as a person assumes things about another. In the workplace, this can lead to not recognizing individual achievements and unfriendly relationships between groups, which reduces employee morale and productivity. It is important to recognize stereotypes in the workplace because of the diverse workforce today. Globalization and feminist movement have greatly increased the diversity in the work force. However, stereotypes delay management from recognizing the value of diversity and reinforce conformity in the workplace, thus limiting the organizations potential to grow. For instance, managements can miss out good potential employees who can do good. Stereotypes are also noises in communications. (Robbins, 2003) In todays organizations where communications are essential to success, stereotypes can create misunderstandings and harmfully affect day-to-day operations. Therefore, it is important that people should understand the harmful impact of stereotypes. It is also important to mention that even though occupational sex segregation started to decrease in the 1970s and in the 1980s, it still exists in todays workforce. Such discrimination is operated through interviewing techniques and the stereotypes of the initial recruiter. A recruiter may believe, for example, that a managerial position is a mans job. He or she may believe that a womans nature does not allow her to be a good manager because women are seen to lack leadership, managerial and technical skills. Recruiters should avoid stereotyping and realize that women are ready to join the work force in any type of job. (Robbins, 2003)Men and  women differ in their experiences with both paid and unpaid work. In comparison to men, for example women do a disproportionate share of unpaid and usually less valued work. Discrimination at work often leads to income gap, for doing the same job as the men, women get less pay. One of the reasons for the inequality wage gap is the assumption that when a man enters a labor force, he enters for good, while for a woman the assumption is that when she enters will eventually take time out for childbearing and parental leave. This too greatly affects womens wages; women who drop out of the labor force have lower real wages when they come back to work than they had when they left. Jobs held by mostly females are considered unimportant and lower skilled as compared to male jobs. The other obstacle that women face in workplace is the glass ceiling and the sticky floor; these two elements are barriers preventing women from succeeding and raising their status at work. The glass ceiling is an expression used to describe the inequalities of men and women within the workforce. It seems that women can become employed but then run into an invisible barrier when they try to move up the ladder of hierarchy within the organization (McGuire, 2000, p. 3). Employers should pay close attention to gender stereotyping which exists within a workplace. If they avoid doing so they may lose an opportunity to hire or promote a good employee. In order to avoid gender stereotyping it would be of use to mention the stereotypes that exist today. Some common masculine behavior include: independence, superiority, status, competition and aggression. In contrast, the feminine behaviors are consensus, inferiority, harmony, and gentleness. (Kimmel, 2000) David Geary, a psychology professor at the University of Missouri, Columbia, concluded that such qualities of men and women are generally true. He states that these stereotypical behaviors are strongly influenced by nature. He also mentions that Over the course of evolution, these stereotypes have resulted due to strategies used by males and females to attract mates. Men and women use certain sexual strategies in order to reproduce, and they are essential to our mating patterns. These sexual strategies are the cause of the male and female differences of today including physical attributes, social behavior,  parental interests, and motivational and emotional patterns. However, as an employer, it is important to realize that these are generalities, and that one person can express both masculine and feminine behaviors. People should not be labeled, but instead they should be judged as individuals. Men believe that it is easier to work with men and that men do a better job and therefore deserve more money. Their pride and egos tell them that women cannot do the job as well as they can. These personal beliefs must be changed. Pairing men and women together on teams will expand the male mindset and hopefully help them realize that females and minorities are as equally qualified. Valuing the differences of all employees can make an organization stronger. Society requires that men and women work together and this is not going to change. What has to change is the way we work together. Communication is the key. If we do not communicate effectively, then the best intentions of both genders will fail (Heim, 1995, p.3). Society influences what we are taught as children in regards to roles of females and males overflow into the workplace (Hale, 1999, p.14) In sum, it is the relationship between social roles, interests, intergroup relationships and organizational culture norms and values that set the conditions that perpetuate unequal employment opportunities and outcomes (Hale, 1999, p.13). It is impossible to change people overnight; especially what they have been taught and what they have always have confidence in generation after generation. The managers of today grew up in families where their mothers stayed at home, kept house, and took care of children. They have been taught at home that men should be the bread winner; the leader of the house, and women should only be housewives and take care of the house. They are also taught that men are stronger and should be the leader of the household and therefore these behaviors flow into the work setting. Even the Bible states that a woman should not be over a man. These beliefs are taught generation after generation. Despite the awareness of gender inequality, there are still arguments about gender difference and assumptions that women and men are from different planets; women and men are still treated distinguishably in society. The  workplace still remains an unequal arena, plague by persistent sex segregation, wage inequality, sex discrimination, and sexual harassment. Women and men work because they want to and because they have to. Employers should not judge women as being non-dependable. Family structure has changed dramatically over the years. Fathers and mothers today now share family responsibilities. To compensate for this change, businesses have introduced flextime, job sharing, telecommuting, on-site child care and parental leave. (Kimmel, 2000) Employers should accommodate a womans needs and expand the gender diversity of their company. There was a time where the balance of respect and roles never existed between the two, but today, men and women are truly redefining themselves and their relationships with each other. Most importantly, women have broken from the bondage of dependence on men. Women no longer have to submit themselves to one main role in family life as the mother. Along with being the mother, women have become the educated breadwinners. As for men, the need for dominancy has changed dramatically because today, men have been found to be the nurturing stay-at-home fathers of their family. Male and female relation is not entirely a dispute on inequality that women received from society, although that is what propels finding equality between the two genders. Besides, men today also require such needs and hiring based on gender is no longer relevant. Rather, male and female relation resolute this emergent society to work together as a unit. References Oakley, Ann. (1974) The Sociology of Housework New York: Pantheon BooksStromberg, Ann H. Harkess, Shirley. (1978) Women Working: Theories and Facts inPerspective. California: Mayfield Publishing CompanyRobbins, Stephen P. (2003) Organizational Behavior. New Jersey: Prentice HallMcGuire, Gail M. (2000) Gender, Race, Ethnicity, Networks [Electronic version]. Work Occupations, 27(4), 500-523. Hale, Mary. (1999) He Says, She Says: Gender and Worklife. Public Administration Review,59(5). Retrieved March 4, 2009, from www.questia.comKimmel, Michael S. (2000) The Gendered Society. New York: Oxford University Press

The Aircraft Structural Layout Engineering Essay

The Aircraft Structural Layout Engineering Essay Introduction The A380, when first produced was one of the newest and most technologically advanced civil airliners in the world, hosting the use of new materials, new manufacturing techniques and overcoming many engineering problems that the sheer size of the aircraft procured. The requirement for an ultra high capacity aircraft, UHCA , came about at the conclusion of the cold war; international conflict and tensions were dissipating and international travel became more viable. Airports were becoming more and more congested and Boeing was monopolising the civil air transport market Airbus needed something to new and preferably big to combat these issues. The A3XX was conceived in 1988 and developed over the years until what we know now as the largest passenger airliner in the world; the A380. The eight was chosen to reflect the structure of the airframe, the two floor arrangement and the fact that in many Asian countries the number eight is considered as a lucky number. At the time, the aircraft was the latest feat of engineering for the aviation industry; if not for engineering in general. Its technological advances are something to admire but there were several problems to face this pioneering project. Many new manufacturing practices and techniques had to be developed; along with the logistical problems of combining over one hundred international partners contributing parts. Then the huge task of transporting the various oversized parts to the assembly line in Toulouse, France. Designers were confronted with countless questions, how to transfer the immense loads the aircraft would come under? How will the undercarriage distribute the weight of such and still be manoeuvre efficiently in existing airports? How much power would an aircraft of such size require? Noise levels to comply with newly implemented restrictions? The 3Es were imposed during the design process; environment, economy and energy. This report will discuss the options and solutions that were chosen to overcome the many problems mentioned above. DESCRIPTION OF THE STRUCTURE OF THE AIRFRAME The complex number of airframe components were all put together as one part and were analysed and optimised using very advanced computational fluid dynamics. The A380 is quite a blunt aircraft and this helps by cutting drag by 2% as opposed to other desings. The designer enhanced many aspects of the A380 such as the wing body fairing and the wing. This enabled weight to be saved without creating drag consequences. The airframe of the A380 was built to last 25 years. On Page 5 of Appendix F a detailed cutaway can be seen of the A380. Also in Appendix A Figure 3 an overview of the components of the A380 can be seen. Full specifications of the A380 can be seen in Appendix E. Nose Section The nose section was difficult to engineer as the double deck design created a deep profile requirement. There is a large pressure bulkhead which is above and behind the nose gear bay. It is made from a double curved panel stiffened by longitudinal stringers which are locally welded. This bulkhead panel is unique as it is designed to form part of the cock pit floor. The unpressurized nose gear bay is in the forward lower part. Fuselage The fuselage of the A380 is the biggest in the world and the most complex ever made by Airbus. For example, just taking the middle section of the fuselage, there is a large amount of components. There are three doors, the belly fairing, main landing gear bay, centre wing box, two wing gears and the body gears. Although the structure of the A380 is relatively traditional new materials were used. This will be discussed in more detail later in the report, here is a summary; the semi monocoque structure of the fuselage is formed from very advanced aluminium alloy. There are plastic frames in the tail cone section reinforced with CFRP, carbon fibre reinforced polymer. The skins of the upper and lateral fuselage, forward and aft, are made from GLARE, glass fibre reinforced aluminium laminate. The centre fuselage however is made from aluminium alloys and glass fibres with imbedded adhesive. This is a very advanced way to save weight. This was not the only reason advanced composites were used; they also have better damage tolerance and fatigue. The fuselage is 230ft long and has two main types of cross section. It is spherical until frame 31 then aft of this it becomes ovoid. This can be seen in figure 3 of appendix B where four possible cross sections for the A380 are compared. For interest only there is a sketch in Appendix C which shows what the A380 could have looked like with the horizontal double bubble fuselage cross section. Also in Appendix A Figure 2 a comparison can be seen of the A380 (marked A3xx) and the Boeing 747 cross section. The rear section is unpressurized. The tail section and the forward unit section form this. The tail section is separated from the rest of the fuselage by a CFRP reinforced plastic rear pressure bulkhead. The rear section is attached to aft section of the fuselage. This runs from frame 74 to 95. The rear fuselage section is a very complex set up. This is because it has to support the fin and horizontal tailplane. The substructure is reinforced with highly loaded aluminium frames as well as resin frames. The panels that attach to the substructure are chemically milled CFRP skins. Welded stringer panels are used in the lower fuselage. They are machined with integrated stringers in tandem. This creates stronger panels. The upper shell is strengthened by GLARE. There are areas of high stress within the fuselage such as around the wing root area and the frames that run the length of the fuselage. These areas are machined. Areas which are less loaded are extruded, for example the upper shell. The upper deck and the main deck are constructed in a similar manner, a floor grid supported by cross beams and frames in turn supported by vertical struts, but use different materials. The upper deck uses CFRP crossbeams which connect to the frames by a shear joint. The main decks cross beam is made from advanced aluminium lithium alloy. There are two stairways within the fuselage. By door one is the double width stairway for in flight activity. In the curvature of the rear pressure bulkhead is another stairway made wide enough for service equipment and a stretcher. The belly fairing has an aluminium substructure which supports panels made of a nomex honeycomb and hybrid epoxy skin sandwich. Deformation occurs between the fuselage structure and the belly fairing and this means loads from the fuselage are transferred to the fairing. Also there is a metallic strip in the rear section of the fairing it allows bending loads to be absorbed as it enables the composite shell to flex. Wings Due to the above wings of the A380 are the biggest ever made. They cover 9104sqft with a chord of 13ft and a 261ft6inch span and have an aspect ratio of 7.52. The sweep angle is 33.5 degrees at the 25% chord mark. The dihedral is 5.6 degrees at the tip. The wings are very complex. The leading edge has six slat sections and two droop noses. The trailing edge has three single slotted fowler flaps. The ailerons, outer flaps and spoilers are made from composites. The inner flap is metallic. The wing itself has three ailerons and eight spoilers. Also the wing supports two engine pylons and the wing landing gear. A kruger flap would have been on the inboard leading edge but because of the huge depth of the A380 wing a droop nose device was included. It is completely sealed which means it makes the wing stall inboard and it pivots around a fixed point. The wings frame is made from a CFRP and aluminium alloy hybrid centre box and a metallic outer part. The centre box consists of a root rib, rear, front and centre spars with skins above and below. The centre box is joined to the fuselage by frame fittings. Diagonally orientated struts support the floor structure above. The wing frame can be split into two parts the inboard frame, from ribs 1 to 17, and outboard frame, from ribs 17 to 49.They are differentiated by the fact that the outboard from has no centre spar, only front and rear. The spar material changes from aluminium at the middle point between the engines as a weight saving device. Twenty three of the forty nine ribs are made partly from CFRP. The winglets take aerodynamic loads in roll. The A380 winglets have a 13ft chord, are at a length of 119ft away from the fuselage and are an optional item in the specification. Tail The tailplane in totality is a height of 79ft5inches and has a 99ft span. To put this into perspective this is almost the span of an A320 wing and the same chord as the A340. The tailplanes support from the fuselage has been spoken about previously. The tailplane is attached to the fuselage using two rows of lug and shear bolts. This is a similar concept the A340 design of this area. The frame that supports the tailplane is before the first row of lug bolts at frame 108. There is also double curvature of the skin at the root of the tailplane. This is because the airflow locally around the stabilizer will be greater than mach 1. The double curvature enables any drag rise to be dispersed. Between frames 99 and 100 is the single trim screw. Rear of the tail cone is the rear fairing made up of titanium firewalls and is home to the APU (Auxillary Processing Unit) exhaust. The APU itself sits just forward of this within the tailcones CFRP frame and stringers. A revolutionary design that utilises a single torsion box with a lower and upper rudder has been used for both the fin and rudder. The fin box for example consists of a rear and front spar that span the whole fin with a framework of ribs made from CFRP and resin. The end fittings are made from aluminium alloy. The vertical stabiliser is 48ft high and has a chord of 39ft6inches with a taper ratio of 0.39 and an aspect ratio of 1.74. The horizontal stabilizer has an integral fuel tank. The lateral loads of this stabilizer are taken by a heavily reinforced structure. The landing gear bays surround the cargo compartment between the aft cargo section and the centre wing box. The walls (inner and upper) are made from self stiffened panels. DISCUSSION OF THE PRODUCTION AND ASSEMBLY PROCESS With an aircraft of such size choosing the final assembly site was going to cause problems. The decision would have to involve a political and logistical discussion as to decide the options that were going to be best for the whole process. A collaboration between many companies throughout the airbus group and some other specialist companies was going to be vital to getting the highest quality for the aircraft. . The five largest contributors to A380, by value, are Rolls-Royce, SAFRAN, United Technologies, General Electric, and Goodrich. Airbus sized the production facilities and supply chain for a production rate of four A380s. Many newly created and some most advanced manufacturing techniques were used in the production of the A380 to allow this rate to be achieved. Production Companies across Europe built the major structural sections in France, Germany, Spain, and the United Kingdom; other components came from across the world. JAMCO made the upper deck floor carbon cross beams and the stiffners and stringers for the fin centre box. Shin Maywa was contracted for the main wing root fillet fairing and the wing ramp surfaces. Yokohama made the water and waste tanks. Korean Aerospace Industries constructed the lower outer wing skin panels. Australian company Hawker de Havilland built the large wingtip fences. Chinese company AVIC make the panels of the landing gear bay. Hamilton Sundstrand produced the air generation system. Canadian Pratt and Whitney make the Auxillary Power Unit. Honeywell made the flight management system. American company Eaton provided the high pressure hydraulic system and the high pressure hoses. Parkers Aerospaces Electronic Systems Division provides the fuel management systems. Rockwell Collins supplies the avionics full duplex AFDX Ethernet switch. A final example of the multi-corporate build is Goodrich developing the evacuation slides. The construction of such an aircraft required huge amounts of money to be spent in order to design and build the sites that could cater for the A380 components. For example Airbus UKs build site at Broughton received a brand new  £35million building to contain the wing construction. Each manufacture site was delegated different areas of manufacture; these were split into or aircraft component management teams (ACMTs) then further split into combined design build teams (CDBTs). carrying on from above the wing construction was in Broughton but the Wing assembly was delegated to Filton. ACMTs were created for wing nose, centre fuselage, forward and aft fuselage, propulsion, empennage, landing gear, systems, interior and final assembly. The use of breaking down the ACMTs into CDBT allowed for responsibility if components had issues, late deadlines etc. As stated earlier, new production techniques were introduced. Laser beam welding; involves a highly accurate automated laser beam, typically carbon dioxide or solid state YAG (yttrium-aluminium-garnet) laser, which was introduced into manufacture in 2001. It has a built in inspection unit leading to much quicker and quality welds. This technique was used to attach the stringers of the lower fuselage shell skins, reducing dramatically the weight, need for fasteners and time taken of previous technique (reaching a production speed of 26ft a minute when welding the stringers it). This manufacturing process was also used for the curved bulkhead panel and lower fuselage skin. Another manufacturing technique which revolutionised the A380 manufacture was an advanced robotic milling machine. It had a fixed axis and spun up to 24000 rpm and operated under a shower of lubricant. This was utilised in the manufacture of the aluminium alloy cockpit window frames. Assembly Assembly of such an aircraft was going to be an epic logistical journey. Getting the parts to the final assembly hall in Toulouse was going to be the hardest part as a new technique for spatial alignment had been created. This groundbreaking feature of the assembly was vital; the positioning system aided by lasers (41/40 single station unit) aligned jigs to subassemblies with high tech optics to attach the fuselage and the wings together. It was very advanced as it calculates exact dimensions of sections and is interfaced with a CAD system which could derive structural qualities and average tolerances. Techniques adopted by previous Airbus models used the A300-600ST Beluga aircraft to transport large parts; however this was not going to be as much use for the A380. This meant another option of travel was going to be used. Land and water was going to have to be used to get all components to Toulouse. The decision as to where the final assembly should be located caused friction within the airbus family at first. The German airbus section had to be appeased by using its Ville de Bordeaux, Roll-on Roll-off sea vessel (RORO) as seen in Figure 5, to allow the choice of Toulouse as Final Assembly. Parts from across the world where transported to Europe to respective manufacturing areas and eventually moved to France. Two main transport systems were utilised in the assembly of the A380. Air transport used of a number of guppy aircraft, devised by Felix Kracht, to manufacturing sites. By sea the RORO vessel travels to four different countries in Europe collecting parts; then transfers them to Paupac. From there it is transported by canal and road to Toulouse. The front and rear sections of the fuselage are loaded on to RORO in Hamburg, northern Germany, whence they are shipped to the United Kingdom. The wings; transported by barge to Mostyn from Filton in Bristol and Broughton in North Wales, where the ship adds them to its cargo. In Saint-Nazaire in western France, the ship trades the fuselage sections from Hamburg for larger, assembled sections, some of which include the nose. The ship unloads in Bordeaux. Afterwards, the ship picks up the belly and tail sections by Construcciones Aeronà ¡uticas SA in Cadiz in southern Spain, and delivers them to Bordeaux. From there, the A380 parts are transported by barge to Langon, and by oversize road convoys to the assembly hall in Toulouse. The original pathways that were going to be used for transportation were simply not sufficient enough; therefore new wider roads, canal systems and barges were developed to deliver the A380 parts. After assembly, the aircraft are flown to Hamburg to be furnished and painted. It takes 3,600 litres of paint to cover the 3,100 m ² exterior of an A380. DISCUSSION OF THE CHOSEN MATERIALS USED IN THE STRUCTURE The A380 was very progressive in its design. Forty percent of its structure consisted of carbon composites and advanced metal alloys. The wing structure for example was constructed with a carbon fibre wing box. They used monolithic CFRP as it was found to be one and a half tonnes lighter than using aluminium alloys. The fin also created in this manner with a solid laminate CFRP fin box cured in an autoclave. This was also utilised in the rudder, horizontal stabilizer and elevators. CFRP was employed in other areas of the plane too not just external components. Pressure bulkheads and upper deck floor beams were also made of this material. The vertical tail is made of a CFRP truss structure. The wing skin was changed from aluminium alloys to composites in the design process. Thermoplastics were used for lots of components. For example the ribs in the fixed leading edges of the vertical and horizontal stabilisers. Also for the secondary support holding the interior furnishing and the cabin trim. Impact resistant thermoplastics were used on the wing leading edges. The A380 as an engineering feat used revolutionary materials. For example GLARE. The acronym stands for glass fibre reinforced aluminium laminate. It was used for the upper fuselage shell. The material was tested in 1990 and consists of alternation layers of 0.015inch aluminium sheet and glass fibre reinforced bond film. This material is revolutionary because it has better corrosion, fatigue and damage resistance properties than aluminium. It is also less dense with a weight saving of between fifteen and thirty percent. The weight saving was about 500kg in construction. This material is exceptional as the glass fibre layers between the aluminium stop cracks propagating and even operate as a load path. Aluminium alloy was utilised massively within the production of the A380. One area where it was exploited was the windows in the cockpit. The frames were made from AL7040 aluminium alloy. A strengthened variant of the alloy was used as the bird impact shield. The windshield fairing was also redesigned to use aluminium. It consists of aluminium skins, which were chemically milled, covering machined ribs and extruded stringers. Aluminium alloy was used as a substructure for the massive belly fairing. It supported panels which utilised modern materials. The panel core is a nomex honeycomb core which is covered in a hybrid carbon glass fibre epoxy skin. Titanium was utilised in the fairing also with a corrosion resistant variant being used for stringers and frame roots. The intuitive designers saved weight and increased performance wherever they could. The engines pylons where mostly made from titanium, however they had a secondary structure made from thermoplastic carbon and aluminium. An epoxy CFRP was used for the nacelle cowl and fan cowl skin. These advanced materials were used as they reduced the weight of the structural form, made it more aerodynamic and improved the performance of the aircraft. Take the centre wing box as a case study. 2,200 pounds of weight was saved by using composites, mainly carbon fibre, for 50% of the 23ft by 20ft by 7ft structure. Component weight reductions also reduce stresses on the planes structure. However the designers did not always go for the composite option. They considered the benefits and disadvantages carefully. For example the wing. There were many drawbacks to having a fully composite wing which were not balanced by being 1500 pounds lighter. For example the huge structural join now required would weigh more than the composite weight loss. This additional weight then required the wing to be strengthened as it had lost the bending relief moment. A more obvious drawback is the greater manufacturing costs of using composites. DISCUSSION OF THE WEIGHT GROWTH WITH SERIES DEVELOPMENT Throughout out the design phase the aircraft had been considered as passenger aircraft, with a freighter option considered as a sustainable use for the aircraft as well. However this was put on hold being postponed in March 2006 after both launch customers cancelled their orders. With an aircraft this size small component changes were going to have huge effects on weight. An example of this is when the engines had to comply with the QC/2 noise regulations many changes occurred to the engine. This had a knock on effect with the wings, fuel volume, control surfaces and the structure that holds the wing; greatly affecting the weight of the aircraft. The passenger variants of this aircraft are very versatile, but having the ability to carry up to 555 passengers and luggage, as is the case with the main A380-800 model, into an aircraft is going to significantly increase the weight. Other variants of the passenger are an extended range model with a shorter fuselage and only 481 passengers is the A380-700. Also a VIP aircraft has been ordered by HRH Prince Alaweed bin Talal bin Abdulaziz Alsaud which is known as the A380-Flying Palace. Also the United States Air Force is looking at the A380 as a replacement for the Presidential Air Force One aircraft; which is a Boeing 747 at present. A proposed stretch version the A380-900 has been proposed; it would be 12 frames longer be able to carry 656 passengers (three class layout) and would have an increase MTOW. The A380-800C11 a passenger/cargo plane is an in between variant which can carry 11 cargo pallets as well as passengers. The other main variant is the A380-800F dedicated freighter, a shelled out A380-800 model, with a capacity of 25 pallets on the upper deck, 33 pallets on the main deck, and 13 pallets on the lower deck. With a total available volume of 948.m3 it allows for a payload up to 150,000kg over 10,371km; this is almost double the capability of the Boeing 747-400F. The large range means no need for stopovers when crossing large oceans meaning quicker delivery times.But this required some of the composites to be replaced by aluminium-lithium alloys to allow for this greater loading; inevitably increasing the weight of the aircraft. More structural strengthening was undertaken fortified frames, more substantial skins and stronger landing gear. Figure 9 shows a comparison between the weights of the two main variants mentioned above. CONCLUSION The A380 is a world leading aircraft in not only in the ability to carry more passengers than any other aircraft it the market but because of the ground breaking technologies, new manufacturing techniques and the use many new materials. It is a very unique aircraft. The airframe structure is an engineering feat; the high loads and stresses due to the sheer size of the A380 were dealt with by an innovative airframe made viable by the use of advanced computational fluid dynamics. These allowed for big decreases in weight due to the design and helped reduce the effects of drag. The production and assembly process was a fairly political global project which involved the coordination of more than 100 companies. New techniques such as 41/40 single station unit used in assembly along with the laser beam welding. Collaboration of all the companies brought together by the Ville de Bordeaux the RORO ship, overland road convoys and fleet of guppy aircraft. Mad from 40% composite materials with a host of new materials being utilized across all areas of the aircraft. They reduced the weight dramatically and aided in aerodynamic properties. These are the main reasons that allow the A380 to be such a mammoth. The undercarriage design consists of a two wheel forward retracting nose bogie a six wheel rear retracting body bogie and two four wheel sideways retracting wing bogies. Extremely clever in design creating highly ground maneuverable aircraft. At the moment only the A380-800 model is in production and being used to travel to many worldwide destinations. The A380-800F model is still on hold due to companies cancelling. In this report I have discussed the structure of the airframe. I have also considered the influences of the production and assembly process, the structural materials used and the reasons behind them, the undercarriage design in terms of position and retraction and the weight growth with series development. Figure bank Figure 1: Airbus A380 Cutaway Figure 2: A380 Cutaway (Flight Global)

Big Brook :: Personal Narrative Fishing Essays

Big Brook â€Å"When you leave this place, you will always remember the nights fishin’ up on Big Brook,† my father once told me. And to this day I have never forgotten my experiences up on that little tributary of the Namakagon River in northern Wisconsin. My father always dreams of the old days when he would go out with a creel over his shoulder and catch a meal of fish. Work takes too much of his time now, but I remember the times we would go up to Big Brook after work and spend the last hours before the sun set fishing our favorite holes in hopes for a big trout to bite. I remember this now, many years later, but my memories are still perfectly clear. We would get home from work, dad would say, â€Å"Alright, I am goin’ up to Big Brook, if ya wanna come with, I am leavin’ in five.† This was our cue, my brothers and I would drop everything we were doing, grab our rods, and head out to the garden to pick a handful of worms. The garden was always the best spot for the worms; they seemed to love the dark rich soil and always grew the biggest. Even though we dug them every week, there would always seem to be more the next time we went out. When we arrived at the meandering stream, Dad would say, â€Å"Alright, I get the first 100 yards downstream, everything else is open season for you all to fight about.† My brothers would usually get the section just upstream, cause they were bigger, and I didn’t have much say in the matter. So there we were, all the guys in the family on the river, my father heading to his favorite spot, my brothers marching upstream together, and I left to make my way downstream, through the blackberry brush to the beaver pond. When I left the river to walk downstream all the difficulties from the day were left behind. I walked through a grove of aspen, and looking under a clump of brush I saw a cottontail rabbit, but he knew, if he didn’t move I wouldn’t see the little guy; so I passed quietly, in hopes not to scare him. As I walked I would be occasionally wafted with the smell of wild roses, or the smell of fresh air that would blow through the trees.

Sucessful in the World

INDIVIDUAL ESSAY PAPER:   40% DUE DATE:   Midnight Saturday 1st December 2012 (Week 7) WORD LENGTH:   2500 words The paper should be written in an essay style and not like a business report, and is based on a case study of McDonald's restaurants in six countries around the world. Each Student is randomly assigned one of the 6 chapters in Royle and Towers (2002) ‘Labour Relations in the Global Fast – Food Industry’. – This book can be accessed and read electronically via the RMIT Library website) OR   Ã‚  you may access the copies of each of these chapters that are placed here on Blackboard. The particular countries are: the United States, Germany, Netherland, Russia, Singapore and Australia Topic of Individual Essay †¢   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  You are required to read and analyse your assigned topic in your study time, and also to research further the topic from other sources. †¢   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  The questions you are to answer in essay form for your allocated country are : â€Å"1. What are the main elements (parties, laws, processes) of the industrial relations system of your allocated country? 2. Arising from these elements, what challenges exist for the global fast food companies in seeking to have a standard approach to HRM adopted internationally?To answer this consider: a. What elements are compatible with the standard approach to HRM b. What elements work against the adoption of standardised methods of HRM in the fast food industry? Justify your answer. â€Å" CHARACTERISTICS OF A GOOD CASE STUDY A good case analysis has the following qualities: †¢   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  focusing on the major themes of the case; †¢   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  linking the case to the theoretical framework discussed in the text or reading; †¢   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  addressing main issues or illustrating best practices; †¢   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Referencing the work of o thers is critically important Turnitin Used   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Trial the software before your final submission †¢   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Avoid the last minute submission †¢   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Re-submit next day if the first time it did not get through †¢   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Do not contact your lecturer for any Turnitin problems Essay Guidelines 1. Use of consistent referencing style (Harvard system as described in RMIT Reference Guide); 2. a well structured essay contains introduction, body, conclusion and references with minimum headings; 3. and, remember that a 2,500 word limit applies. A 5% deduction in marks is made for each 10% over or under the word limit. A Good Essay 1.Demonstrates that you carefully argue your case and the statements you make are justified with appropriate references; 2. shows that your discussion is grounded in the relevant field of research; 3. refers to cited materials, which are analysed in a critical and re flective manner; 4. and, cite scholarly journal papers, NOT Wikipedia or website materials without adequate academic citation Submission and Feedback †¢   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Essay should be submitted into Turnitin by midnight of the due date. †¢   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Late submissions will be automatically penalised at a rate of 10% of possible mark, per day late.And assignments will not be accepted more than five days late. Extensions are not normally granted. However, in cases of exceptional and genuine hardship (not including inconvenience, poor planning, completing assignments for other courses, or pressure of work) limited extensions MAY be given. Applications should be made in writing to the Course Coordinator, 7 days before the due date for submission, and, where appropriate, a medical certificate should be provided. Such applications will be granted, or refused, in writing.   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Feedback from lecturers is included in the marking s heets. †¢   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  All assignments must have a coversheet (blank copy attached) †¢   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  A signed Statement of Authorship (blank copy attached) is also to be given to your lecturer in class †¢   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ask your lecturer if they require a hard-copy submission of the essay or if soft-copy submission to Turnitin is sufficient. †¢   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Requests for special consideration in the assessment of the final examination must be made before the examination takes place (See Student Information Booklet).Marking criteria for individual essay Essays are marked according to two principles: o   Ã‚  First are matters of style: use of bibliographic conventions, style, grammar and spelling, and the organisation of the essay. o   Ã‚  Second are matters of content: amount of work in the essay, quality of arguments, application of theory and background knowledge to compare the pattern of HRM and th e strategies and to evaluate them. Both are important, and the best essays are best on both measures. ____________________________________________________________ ESSAY EVALUATION: A. STYLE: 1. Reference List 2. Grammar and style 3. Structure of essay – Introduction – Organisation – Conclusion: B. CONTENT 4. Extent of research 5. Coherence of argument 6. Comprehension of theoretical principles 7. Application of principles to the proposals 8. Critical analysis is especially important Please keep a secure copy of your work until the final result for the course is given. PAPERS WHICH HAVE NO INTERNAL REFERENCING / NO REFERENCE LIST WILL NOT BE ASSESSED