The Namesake Film Analysis Essay Example

The Namesake Film Analysis Essay At the start of the film, Ashoke and Ashima leave India for America and their life together begins. The move from the big city of Calcutta to the big city of New York is much lonelier because they have no family nearby and the land is unfamiliar. The climate is also different, it is winter time and the weather is cold. Ashima is learning very quickly that the living conditions are different. Ashoke explains to her that they have gas twenty-four hours a day, and the difference between hot and cold water symbols. Also there was no need for her to boil the water for drinking; she could just drink straight from the tap. Life in America is different and at times lonely, however Ashoke believes it’s the land of opportunity. When Ashima accepted her arranged marriage the cost was to leave her family of orientation behind, and all that she had ever known. The benefits were a companionship and the opportunity to build life in the U. S. Ashoke also shared the same benefits, but the costs seemed less because he had already traveled abroad. Ashoke was more familiar with U. S. culture, and had a job in New York City. We will write a custom essay sample on The Namesake Film Analysis specifically for you for only $16.38 $13.9/page Order now We will write a custom essay sample on The Namesake Film Analysis specifically for you FOR ONLY $16.38 $13.9/page Hire Writer We will write a custom essay sample on The Namesake Film Analysis specifically for you FOR ONLY $16.38 $13.9/page Hire Writer He seemed to gain more immediately from the arranged marriage than Ashima because now along with his job he had a life companion. As the story evolves, Ashoke and Ashima don’t show a lot of physical affection, but it seems apparent that they care for one another as people of the same culture, learning to be together. Ashoke dreams about being physically intimate with Ashima, and that tells the viewer that he desires her. In the U. S. , relationships that are just beginning have a higher desire for physical affection and intimacy than relationships in older stages. However this could be true because in the U. S. , people are allowed to choose their partner, rather than the selection being arranged. Also a high amount of affection or display of affection is accepted by American standards, and it seemed less accepted by Indian culture. Their marriage begins as a companionate marriage, and as time progresses there is definitely a love for one another. When Ashima’s father dies, Ashoke holds her and comforts her while she cries. He is helpful with the children in the airport on the way to India, and convinces her to go to her father’s ceremony. On the family vacation to the Taj Mahal when their children are teenagers, Ashima says she always wanted to go there with him. She talks about the Taj Mahal being built out of love, and Ashoke says â€Å"all husbands love their wives they just can’t afford to build the Taj Mahal† as he holds her hand. Ashoke loves his wife, so when he is preparing to leave for Ohio he has an alarm system installed in the house to protect Ashima. He asks her to come with him, and she is concerned how he will manage by himself. Their concern for one another’s well being shows how the companionship turned into a relationship filled with love. When Ashima and Ashoke have their first child, they don’t want to name him before leaving the hospital because they were waiting for Ashima’s 85 year old grandmother to choose his name. In the U. S. , parents are required to name a child before leaving the hopsital for the birth certificate. They choose Gogol as a pet name, and wait to choose a â€Å"good name†. In Indian culture a person has two names, a pet name and a good name. When Gogol starts school, he chooses at an early age that he wants to remain being called Gogol after his parents pick the good name of Nikhil. Ashima tells Ashoke â€Å"in this country the children decide, not the parents†. This is an obvious clash of cultures, individualism prevails. As Gogol matures and is in high school he is irritated with his parents name choice of Gogol because it was his father’s favorite author not his own. He wants to change his name back to the good name of Nikhil when he goes off to college. Gogol’s view is very individualistic; he wants his own name and is about himself. His parents’ views are about the family, and the respect for the family. When the family is at the table eating, Gogol calls his parents â€Å"guys†, and Ashima says â€Å"don’t call us guys† because she wants to be respected as his mother. The clashes are both cultural and generation based. Teenagers in any culture choose not to listen to their parents, and play loud music as Gogol did in the movie. The Ganguli home is often filled with Bengali family and friends, and that provides a support system for Ashoke and Ashima. It makes the Ganguli’s feel like they did when they were in India, surrounded by family. Gogol receives some advice from his aunt before leaving for college. She tells him to have fun, but come home and marry a Bengali woman. After Gogol leaves home, he meets Maxine who is American in every sense of the word. She is in the upper social class, and Gogol is attracted to her family because they are American. They call Gogol, Nick short for Nikhil. He distances himself from his parents by not returning phones calls, and upsets Ashima when he would rather visit Maxine’s parents than his own. Gogol does decide to stop at his parents on the way to visit Maxine’s, out of possible guilt for not keeping in touch. Gogol introduces Maxine, and she calls Ashima by her first name. It’s apparent that is not the respectful introduction Ashima would have preferred. Again, a clash in cultures, and what’s considered appropriate. Gogol and Maxine leave, and Maxine states she would’ve never guessed those were his parents. Gogol celebrates his birthday with Maxine’s family and his mother cannot get in contact with him. The distance he creates with his parents deeply saddens Ashima, and will later cause a great amount of regret for Gogol. When Ashoke passes away, Ashima cannot reach Gogol so finally his sister calls to give the news of their father’s death. Gogol goes to identify his dad, and gather his father’s belongings from the apartment he was staying at in Ohio. When he sees his father and is at the apartment he is remorseful for his behavior, and decides to embrace his family along with the Indian culture. At the ceremony for Ashoke, Maxine arrives to be supportive. Gogol rejects her, and is unfair to her. She was trying to be there for him, and work out the relationship. Gogol’s intent was not to take advantage of her during the relationship, but after his father dies it seems like he only wanted to be with her at the time because she was American. His parents wanted him to marry a Bengali. Gogol went from one extreme to another. He wanted to be American and shed Indian influence, but after his father died he had regrets. So, he decided to embrace his family and cut all ties with Maxine. Gogol goes on to marry a Bengali, and the marriage doesn’t survive because his wife chooses to be with another man. Gogol feels free and sets out to travel. Ashima is told by the librarian to â€Å"follow her bliss†, and she decides to share her time in India and the U. S. I really enjoyed this movie because it shed light on arranged marriages. The hardship of coming to a strange country with a stranger, and making a beautiful family was touching. I grew fond of Ashima; she was a strong respectable woman. The movie made me think about the way the relationship grew for Ashoke and Ashima. From strangers to parents to people that really cared for one another. There are American relationships that don’t turn out near as well, and they aren’t arranged. I hadn’t given as much thought to the struggle for children whose parents aren’t born in the U. S Those children have to balance more than one culture, and fit in with their peers. Children have difficultly as it is growing up and learning about being an individual. The movie also gave an example about marrying within your culture doesn’t guarantee a lasting relationship. My own family shares some of the same values as the Ganguli’s, and that was something that helped me connect to the film.

Proposed Mandatory Health Care plan by Governor Schwarzenegger Essays

Proposed Mandatory Health Care plan by Governor Schwarzenegger Essays Proposed Mandatory Health Care plan by Governor Schwarzenegger Paper Proposed Mandatory Health Care plan by Governor Schwarzenegger Paper The main rationale for Governor Arnold Schwarzenegger’s proposition of the health care plan is to make California’s healthcare system more â€Å"accessible, efficient, and affordable† (Moffit Owcharenko, 2007). This is brought about by what he considers a broken health care system of the state in which 6.5 million citizens of California (making up 20% of the state’s population) are uninsured (Office of the Governor, 2007a; MSNBC, 2007). He even stressed the current status of the state’s health care system by saying that it is â€Å"in desperate need of repair† (Office of the Governor, 2007a). It is also important to look at the present and past statistics when talking about this issue. Studies conducted in 2005 found that the rate of adults acquiring health insurance from their employers increased from 55.1 percent in 2003 to 56.2 percent in 2005 (Yoon, Brown, Lavarreda, Glenn, 2006). Aside from that, the rate of children not receiving insurance decreased from 11.3 percent in 2003 to 10. 7 percent in 2005 which is also lower than 14.8 percent in 2001 (Yoon, Brown, Lavarreda, Glenn, 2006). This decrease has been pointed to be the result of latest expansions in the enrollment of children in public insurance plans. Moreover, it has been found that most of the uninsured children are eligible for receiving public insurance programs yet most of them are not enrolled (Lavarreda, Brown, Yoon, Glenn, 2006). Particularly, the governor has specified the vital elements of the proposal: promotion of health, wellness, and prevention; affordable costs, and the program’s coverage of all citizens of California (Office of the Governor, 2007a). California would be the fifth and the largest state other than Hawaii, Maine, Massachusetts, and Vermont to attempt universal health care plan (Steinhauer, 2007). Coverage of the plan The first part of the governor’s proposal is focused on prevention, health promotion, and wellness. It included the implementation of what has been termed the â€Å"Healthy Actions Incentives/Rewards† programs which rewards individuals who would participate in health oriented programs, behaviors, and practices. These rewards may include weight management courses and gym memberships. (Office of the Governor, 2007b) Due to the increasing cases of diabetes in California, it was decided that the universal health care plan also touch on the prevention and treatment of diabetes. The plan would include different intervention methods, screening, and other programs to reduce the number of citizens acquiring diabetes and to alleviate the current condition of diabetic patients (Office of the Governor, 2007b). Aside from focusing on diabetes problems of most Californians, this program would also focus on the increasing rates of obese individuals and tobacco users. In addition to this prevention plan, medical errors and infections acquired from medical practice is also a focus of the program. The universal health care plan would require the improvement of health care facilities and practices. It also involves focusing on the medical curriculum to make sure that patients are being handled properly and undergo safe medical interventions (Office of the Governor, 2007b). Schwarzenegger stressed that the universal health care plan would be for all Californians stating that â€Å"Everyone in California must have health insurance† (Steinhauer, 2007). This includes working and non-working individuals, adults and children. Accordingly, this plan of covering all citizens would cost an estimated $12 billion (Geis Lee, 2007). The term â€Å"everyone† implies that the plan also covers illegal immigrants in California. There has been an estimated one million illegal immigrants in the state out of the 6.5 million citizens (McKinley, 2007).

Domino's Pizza VS. Pizza Hut Assignment Example | Topics and Well Written Essays - 5500 words

Domino's Pizza VS. Pizza Hut - Assignment Example Originally, the company was known as Dominick’s until it was purchased by Tom Monaghan who was the sole of owner of Domino’s. He saw some rapid growth in the company and after 38 years of success, Tom Monaghan sold over 90 percent share to Bain Capital Inc. The company stayed as a private limited company; however, after 6 more years, the shares were issued in the New York Stock Exchange under the symbol of DPZ. Since then, the company has been a hot attraction for investors. VLCEK, D. J., & DAVIDSON, J. P. (1992). The domino effect: how to grow sales, profits, and market share through super vision. Homewood, Ill, Business One Irwin. Papa John’s Pizza is another famous pizza delivery corporation in the U.S and is one of the largest pizza chains in the world. It is headquartered in Louisville, Kentucky. Papa John’s has also been growing internationally with over 500 franchises in more than 30 countries. Thin crust pizza has been the company’s specialt y since its start. The company is a public limited company with thirty percent of its shares with John Schnatter, the founder of the company. Fast food companies have been a major attraction for investors during the years as they see greater potential returns. Restaurants such as McDonalds have received a lot of positive reviews in terms of performance and now the investors are looking to invest in other food companies like Papa John/’s and Domino’s. FRANCHISEHELP, INC. (1998). Papa John's: better ingredients, better pizza. Elmsford, N.Y., FranchiseHelp. To compare different companies, the potential investors need to look at the final accounts of the company which include a profit and loss account/ Income statement, the balance sheet, and the cash flow statement. These are the 3 financial accounts that are enough for any investor if he/she needs to find compare 2 similar companies for a higher return. The financial statements measure the performance, the liquidity and the financial worth of the business which is essential for all future shareholders. However, the statements are not solely enough for the decision to invest. Ratio analysis has been widely used by several companies in order to make better decisions. These ratios can help an investor compare different companies for a higher return. As these 2 top fast food chains are public limited companies, their financial statements are available on their specific websites. This information needs to be disclosed as the trading is done in the stock exchange and the public needs to buy there share therefore; the information needs to be available to the public. The accounts for both the companies are drawn below with the latest data from the end of the last financial year of the company. Financia l accounts of both the pizza chains The income statement shows the performance of the business in terms of its basic operations. The profit that is made shows how efficient has the business been in the financial year. Domino’s Pizza Inc. Income Statement For the Years Ended January 3, January 2, 2010 $000 2011 $000 REVENUES: Domestic Company-owned stores

How is genocide defined Essay Example | Topics and Well Written Essays - 1750 words

How is genocide defined - Essay Example They are a phenomenon of the plural society, with its marked divisions between racial, ethnic, and/or religious groups. Plural society theory deals with the relations between these groups, and the conditions promoting peaceful cohabitation, integration, or violent polarization leading to genocide. It has no application to the genocides of international war, committed in armed conflict between separate states. The Convention definition of genocide is summarized as the intent to destroy in whole or â€Å"in part a racial, ethnic, religious, or national group as such, by killing members of the group or imposing conditions inimical to survival† (Show and Schott 2005, 34). The inclusion of mental harm among the acts constituting genocide seems incongruous, but it must be read in the overall context of the intent to destroy the victim group. Under Article I of the UN Convention, the contracting â€Å"parties confirm that genocide, whether committed in time of peace or in time of wa r, is a crime under international law† (Show and Schott 2005, 17). The Convention was adopted in 1948 by the UN General Assembly. The notion â€Å"genocide† was developed by R. Lamkin in 1943. He joined two words â€Å"genos† which means family or tribe and â€Å"occidere† which means massacre and killing. Also, Lamkin developed a draft for the Genocide Convention. The main strength of this Convention is that 137 countries recognize mass killing as a crime against humanity and were obliged to prevent genocide on their territories. The main strength of the Convention is that it recognizes genocide and interprets it as â€Å"the crime against humanity†.

Education Essay Example | Topics and Well Written Essays - 500 words - 5

Education - Essay Example I seek to expand my knowledge base on every possible occasion and am good at crisis management. I am capable of handling complex situations, without becoming panicky and by maintaining my calm and composure, which is a pre-requisite for every professional in the field of Healthcare. The programme promises to help transform worthy individuals into Healthcare professionals, imparting necessary skills and temperamental polishing. It provides direction in terms of helping the students achieve ground for learning and practising the promotion of superior quality Healthcare, with better judgement skills. It also aims to help students equip themselves with scientific knowledge and also keep themselves abreast with the sweeping minute changes that take place in the industry, aiding the provision of improved healthcare to the society, at large. Therefore, keeping in mind my personal and professional strengths and abilities; and linking them up to the goals of the programme, it is evident that the programme will surely help me polish and sharpen my skills. In addition to this, I am confident that I shall work to the best of my ability and prove my stature as a candidate with immense potential and worthy of being given admission to pursue the programme. Therefore, I hope you will consider me for the same and help me make a mark for myself in the field of Healthcare, while also fulfilling my duty to this noble profession, the society and humanity, with the help of this programme.

Engine Failure Of Flight 191 Engineering Essay

Engine Failure Of Flight 191 Engineering Essay The loss of the engine by itself should not have been enough to cause the accident.[12] Flight 191 would have been perfectly capable of returning to the airport using its remaining two engines, as the DC-10 is capable of staying airborne with any single engine out of operation. However, several other factors combined to cause a catastrophic loss of control. The engine separation had severed the hydraulic lines that controlled the aircrafts leading-edge wing slats (retractable devices that decrease a wings stall speed during takeoff and landing). The damage to the lines caused a loss of hydraulic pressure, which in turn led to uncommanded retraction of the outboard slats in the left wing.[1] Unlike other aircraft designs, the DC-10 did not include a separate mechanism to lock the slats in place.[1] Investigators examined the flight data recorder (FDR) and conducted wind tunnel tests and flight simulator tests to understand the trajectory of flight 191 after the engine detached and the slats retracted. These tests established that the damage to the wing leading edge and retraction of the slats increased the stall speed of the left wing from 124kt to 159kt.[1] Comparison of the FDR data and the simulator tests showed that the pilots of flight 191 had followed the procedure for engine failure at take-off. This procedure called for the captain to go to VHYPERLINK http://en.wikipedia.org/wiki/V_Speeds#Other_reference_speeds2 (standard safety takeoff speed) which for flight 191 was 153kt, 6kt below the stall speed.[1] At the time the engine fell off the aircraft, flight 191 was already travelling at 165kt, safely above the stall speed. Thus, by slowing the aircraft to 153kt in accordance with the emergency procedure, the pilots inadvertently induced the stall which proved fatal. Following this accident, McDonnell Douglas revised the procedure, advising that if the aircraft was already flying faster than V2 plus 10kt the pilots should maintain a margin of 10kt above V2.[1] The DC-10 incorporates two warning devices which might have alerted the pilots to the impending stall: the slat disagreement warning light which should have illuminated after the uncommanded retraction of the slats, and the stall warning system (stick-shaker) which activates close to the stall speed. Unfortunately, both of these warning devices were powered by an electric generator driven by the no. 1 engine; following the loss of that engine, they both became inoperative.[1] [edit] Engine separation An FAA diagram of the DC-10 engine and pylon assembly indicating the failed aft pylon attach fitting. From an examinaton of the detached engine, the NTSB concluded that the pylon attachment had been damaged before the crash.[1] Investigators looked at the planes maintenance history and found that its most recent service was eight weeks before the crash, in which engine number one had been removed from the aircraft, however the pylon, the rigging holding the engine onto the wing, had been damaged during the procedure. The original procedure called for removal of the engine prior to the removal of the engine pylon, but American Airlines had begun to use a procedure that saved approximately 200 man-hours per aircraft and more importantly from a safety standpoint, it would reduce the number of disconnects (i.e., hydraulic and fuel lines, electrical cables, and wiring) from 72 to 27.[1] The new procedure involved mechanics removing the engine with the pylon as one unit, rather than the engine, and then the pylon. A large forklift was used to support the engine while it was being detached from the wing a procedure that was found to be extremelly difficult to execute successfully, due to difficulties with holding the engine assembly straight while it was being removed. The field service representative from the manufacturer, McDonnell-Douglas, said it would not encourage this procedure due to the element of risk and had so advised American. However, McDonnell-Douglas does not have the authority to either approve or disapprove the maintenance procedures of its customers.[1] The accident investigation also concluded that the design of the pylon and adjacent surfaces made the parts difficult to service and prone to damage by maintenance crews. The NTSB reported that there were two different approaches to the one-step procedure: using an overhead hoist or using a forklift. United Airlines used a hoist; American and Continental Airlines used a forklift. According to the NTSB, all the cases wherein impact damage was sustained and cracks found involved the use of the forklift.[1] Under the procedure American used, if the forklift was in the wrong position, the engine would rock like a see-saw and jam against the pylon attachment points. The forklift operator was guided by hand and voice signals; the position had to be spot-on or could cause damage. Management was aware of this. The modification to the aircraft involved in Flight 191 did not go smoothly. Engineers started to disconnect the engine and pylon, but changed shift halfway through. When work continued, the pylon was jammed on the wing and the forklift had to be repositioned. This was important evidence because, in order to disconnect the pylon from the wing, a bolt had to be removed so that the flange could strike the clevis. The procedure used caused an indentation that damaged the clevis pin assembly and created an indentation in the housing of the self-aligning bearing, which in turn weakened the structure sufficiently to cause a small stress fracture. The fracture went unnoticed for several fligh ts, getting worse with each flight. During Flight 191s takeoff, enough force was generated to finally cause the pylon to fail. At the point of rotation, the engine detached and was flipped over the top of the wing. [edit] Conclusion The findings of the investigation by the National Transportation Safety Board (NTSB) were released on December 21, 1979:[1] The National Transportation Safety Board determines that the probable cause of this accident was the asymmetrical stall and the ensuing roll of the aircraft because of the uncommanded retraction of the left wing outboard leading edge slats and the loss of stall warning and slat disagreement indication systems resulting from maintenance-induced damage leading to the separation of the No. 1 engine and pylon assembly at a critical point during takeoff. The separation resulted from damage by improper maintenance procedures which led to failure of the pylon structure. Contributing to the-cause of the accident were the vulnerability of the design of the pylon attach points to maintenance damage; the vulnerability of the design of the leading edge slat system to the damage which produced asymmetry; deficiencies in Federal Aviation Administration surveillance and reporting systems which failed to detect and prevent the use of improper maintenance procedures; deficiencies in the practices and communications among the operators, the manufacturer, and the FAA which failed to determine and disseminate the particulars regarding previous maintenance damage incidents; and the intolerance of prescribed operational procedures to this unique emergency. The NTSB determined that the damage to the left wing engine pylon had occurred during an earlier engine change at the American Airlines aircraft maintenance facility in Tulsa, Oklahoma on March 29 and 30, 1979.[1] The evidence came from the flange, a critical part of the pylon assembly. [edit] Aftermath First responders survey the Flight 191 crash site in Des Plaines, Illinois. Problems with DC-10s were discovered as a cause of the accident, including deficiencies in both design specifications and maintenance procedures which made damage very likely. In response to this incident, American Airlines was fined by the United States government $500,000 for improper maintenance procedures[12]. Two weeks after the accident, on June 6, the FAA ordered all DC-10s to be grounded until all problems were solved. The ban was lifted on July 13.[13] The crash of another DC-10 in November 1979, Air New Zealand Flight 901, would only add to the DC-10s negative reputation at the time however, Flight 901 was caused by several human and environmental factors not related to the airworthiness of the DC-10, and the aircraft was later completely exonerated in that accident. Although McDonnell Douglas employees participated in an Im proud of the DC-10 campaign, the companys shares fell more than 20% following the crash of Flight 191. In 1997, the McDonnell Douglas company was taken over by its rival, Boeing. Despite the safety concerns, the DC-10 went on to outsell its closest competitor, the Lockheed L-1011 TriStar, by nearly 2 to 1. This was due to the L-1011s launch being delayed, the introduction of the DC-10-30 long range model without a competing TriStar variant, and the DC-10 having a greater choice of engines (the L-1011 was only available with Rolls-Royce engines, while the DC-10 could be ordered with General Electric or Pratt HYPERLINK http://en.wikipedia.org/wiki/Pratt__WhitneyHYPERLINK http://en.wikipedia.org/wiki/Pratt__Whitney Whitney engines). The DC-10 program also benefited from obtaining a U.S. Air Force contract to develop a long-range refueller, which culminated in the KC-10 Extender. Lockheed had no such support for the TriStar, and halted production in 1982. NTSB investigation The crash of flight 191 brought fierce criticism from the media because it was the fourth fatal accident involving a DC-10 at the time. Six hundred and twenty-two people had died in DC-10 accidents, including flight 191. As the weather was perfect for flying and there was no indication that a flock of birds or another plane caused the crash, the remains of engine #1 raised serious concerns of the safety of the DC-10. The separated engine was not the only concern, as the public wanted to know whether the detached engine was the only cause of the crash. Investigators wondered if a fire was possibly the cause, as this was backed up by testimony from air traffic controller Ed Rucker who said he saw a flash from the wing. This raised concerns that 191 was the result of a terrorist attack. Sixty witnesses who saw the plane on the runway ruled out a bomb, as they all saw engine #1 swing forward then flip up and over the top of the wing, which pointed to structural failure as the cause. The findings of the investigation by the National Transportation Safety Board (NTSB) were released on December 21, 1979. It revealed the probable cause to be attributable to damage to the left wing engine pylon that occurred during an earlier engine change at American Airliness aircraft maintenance facility in Tulsa, Oklahoma on March 29 and 30, 1979. cite web |url=http://amelia.db.erau.edu/reports/ntsb/aar/AAR79-17.pdf |title=NTSB (National Transportation Safety Board) Report] Evidence came from the flange, a critical part of the pylon assembly. It was revealed to be damaged before the crash, and investigators looked at the planes maintenance history and found it was serviced eight weeks before the crash. The pylon was damaged due to an ill-thought-out engine removal procedure. The original procedure called for removal of the engine prior to the removal of the engine pylon. To save time and costs, American Airlines, without the approval of McDonnell Douglas, had begun to use a faste r procedure. They instructed their mechanics to remove the engine with the pylon all together as one unit. A large forklift was used to support the engine while it was being detached from the wing. This procedure was extremely difficult to execute successfully, due to difficulties with holding the engine assembly straight while it was being removed. This method of engine-pylon removal was used to save man hours and was encouraged despite differences with the manufacturers specifications on how the procedure was supposed to be performed. The accident investigation also concluded that the design of the pylon and adjacent surfaces made the parts difficult to service and prone to damage by maintenance crews. According to the History Channel,cite video title = The Crash of Flight 191 url = http://store.aetv.com/html/product/index.jhtml?id=71451 publisher = The History Channel publisherid = AAE-71451 medium = DVD] United Airlines and Continental Airlines were also using a one-step procedure. After the accident, cracks were found in the bulkheads of DC-10s in both fleets. The procedure used for maintenance did not proceed smoothly. If the forklift was in the wrong position, the engine would rock like a see-saw and jam against the pylon attachment points. The forklift operator was guided by hand and voice signals; the position had to be spot-on or could cause damage, but management was unaware of this. The modification to the aircraft involved in flight 191 did not go smoothly; engineers started to disconnect the engine and pylon but changed shift halfway through; when work continued, the pylon was jammed on the wing and the forklift had to be re-positioned. This was important evidence because, in order to disconnect the pylon from the wing, a bolt had to be removed so that the flange could strike the clevis. The procedure used caused an indentation that damaged the clevis pin assembly and created an indentation in the housing of the self-aligning bearing, which in turn weakened the structure sufficiently to cause a small stress fracture. The fracture went unnoticed for several flights, getting worse with each flight that the plane had taken. During flight 191s takeoff, enough force was generated to finally cause the pylon to fail. At the point of rotation, the engine detached and was flipped over the top of the wing. The loss of the engine by itself should not have been enough to cause the accident. During an interview on Seconds From Disaster, Former NTSB investigator Michael Marx mentioned there were other incidents where the engine fell off, yet they landed without incident. Flight 191 would have been perfectly capable of returning to the airport using its remaining two engines, as the DC-10 is capable of staying airborne with any single engine out of operation. Unfortunately, several other factors combined to cause a catastrophic loss of control. The separation of the engine severed electrical wiring and hydraulic lines which were routed through the leading edge of the wing. The damage to the lines caused a loss of hydraulic pressure, which in turn led to uncommanded retraction of the outboard slats in the port wing. The DC-10 design included a back-up hydraulic system which should have been enough to keep the slats in place; however, both lines are too close together, a design also used on the DC-9. There should have been enough fluid to keep the slats extended, so investigators wanted to know why they were never re-extended by the pilot. The answer came from the end of the recording on the CVR. The number 1 engine powered both the recorder and the slat warning system, which left the pilot and co-pilot with no way of knowing about the position of the slats. Investigators examined the FDR to see what occurred after the engine detached. The procedure called for the captain to go to V2 which he did perfectly, but investigators found that it said nothing about incidents where the speed was already above V2, as it was in this case. Therefore, the pilot had to reduce speed. Simulator tests were done to see if this made a difference; 13 pilots followed the procedure 70 times and not one was able to recover. The NTSB concluded that reducing speed when the slats are back may actually have made it more difficult for the pilot to recover control of the aircraft. When a DC-10 is about to stall it gives two warnings: The first is the stick-shaker which causes the yoke to vibrate, and the second is a warning light that flashes. These combined warnings should have alerted the pilots to increase speed immediately. American Airlines had chosen to have the stick-shaker on the pilots side only, but the stick-shaker did not operate because it was powered by the missing left engine. In the event of an engine failure, it is possible for the flight engineer to switch the pilots controls to a backup power supply. However, inv estigators determined that in order for him to access the necessary switch, the engineer would have had to unfasten his seat belt, stand up, and turn around. The DC-10 hit the ground with a bank of 112ÂÂ °, and at a nose-down attitude of 21ÂÂ °. The NTSB concluded that given the circumstances of the situation, the pilots could not be reasonably blamed for the resulting accident. In his book Blind Trust, [cite book | title = Blind Trust | last=Nance | first=John J. | authorlink=John J. Nance | publisher = William Morrow Co | isbn = 0-688-05360-2 | year = 1987] John J. Nance argues that the 1978 Airline Deregulation Act caused havoc and induced cost-cutting in the industry, producing a serious erosion of the margin of safety for passengers. Nance argues that the industry reverted from an industry under partial surveillance to an industry running on the honor system. Aftermath Problems with DC-10s were discovered as a cause of the accident, including deficiencies in both design specifications and maintenance procedures which made damage very likely. Since the crash happened just before a Western Airlines DC-10 crashed in Mexico City and five years after a Turkish Airlines DC-10 crashed near Paris, the FAA quickly ordered all DC-10s to be grounded until all problems were solved. The result of the problem-solving was an arguably more efficient and safe DC-10. The US government fined American Airlines $500,000 for improper maintenance procedures, but the insurance settlement for the replacement of the aircraft gave American Airlines $25,000,000 beyond the amount of the fine.Fact|date=June 2007 Although the companys employees participated in an Im proud of the DC-10 campaign, McDonnell Douglas shares fell more than 20% following the crash of Flight 191. The DC-10 itself had a bad reputation, but ironically it was often caused by poor maintenance procedures, and not design flaw. In 1997 the McDonnell Douglas company was taken over by its rival, Boeing, which moved its corporate headquarters from Seattle to Chicago. Despite the safety concerns, the DC-10 went on to outsell its closest competitor, the Lockheed L-1011, by nearly 2 to 1. This was due to the L-1011s launch being delayed and the DC-10 having a greater choice of engines (the L-1011 was only available with Rolls-Royce engines, while the DC-10 could be ordered with General Electric or Pratt Whitney engines).

Modern Turkey :: essays research papers

THE REPUBLIC PERIOD Modern Turkish Period (1923-Present) 1923 Establishment of the Turkish Republic with Ataturk as its first president 1924 Abolition of Caliphate 1925-38 Ataturk's program of reforms to modernize Turkey 1938 Death of Ataturk; Ismet Inonu becomes the Republic's second president 1939-45 Despite the alliance with Britain and France, Turkey remains neutral during World War II 1946 Turkey becomes a charter member of United Nations 1950 Turkey enters Korean War as a part of United Nations force; change from a single-party to a multi-party system 1952 Joins the North Atlantic Treaty Organization (NATO) The attempt of the victorious Allies to control the Anatolian territory led to the Turkish War of Independence (1918-23). Following the occupation of Istanbul in 1920 by the British, Italian and French, a Greek army advanced from Izmir deep into Anatolia. While the sultan offered no resistance, under the leadership of Kemal Ataturk, the Turkish Nationalists overturned the postwar settlement embodied in the Treaty of Sà ©vres (1920) and established the Republic of Turkey, formally recognized by the Treaty of Lausanne in 1923. Mustafa Kemal retired his military uniform and inspired the people to an even greater task: Transformation of the country into the democratic, secular Republic of Turkey. Mustafa Kemal Ataturk 1881 Birth of Mustafa in Salonika 1893 Enters Military Secondary School where he is given the name of Kema 1899 Enters War College in Constantinople 1902 Graduates as lieutenant 1905 Posted to 5th Army in Damascus 1907 Posted to 3rd Army in Salonika 1908 "Young Turk" Revolution in Salonika 1911 Posted to General Staff in Constantinople; goes to Tobruk and Derna with Turkish Forces, promoted to Major 1912 Balkan War; severe defeat, returns home 1913 Appointed Military Attachà © in Sofia 1914 Promoted Lieutenant-Colonel; Turkey signs secret alliance with Germany; Russia, Britain and France declare war on Turkey 1915 Appointed to reorganize 9th Division, in Thrace; unsuccessful allied naval attack on Dardanelles; allied military landing at Ariburnu (Anzac); promoted to colonel; appointed to command 16th Army Corps 1916 Allied evacuation of Gallipoli Peninsula; transferred to Caucasus front; promoted to General and Pasa 1917 Returns to Constantinople 1919 Appointed Inspector-General in Anatolia; lands in Samsun; issues "Declaration of Independence" at Amasya; ordered by Government to return; resigns from the army; Nationalist Congress at Sivas and Erzurum; National Pact; new parliament elected; headquarters at Angora 1920 (April 23) First Turkish Grand National Assembly (TGNA) at Ankara 1921 Consecutive battles against different enemies; given title of Gazi and rank of Marshal by TGNA