Mayan Writing :: essays research papers

Mayan writing is one of the most beautiful but highly complex and difficult scripts in the world. It is a system that uses pictographs and phonetic or syllabic elements. The Maya used this sophisticated style to carve symbols into stone. The most common place for writing was the perishable books they made from bark paper, coated with lime to make a fresh white surface. These books were screen-folded and bound with wood and deer hide. They were referred to as codices, however only four remain today because of their perishable nature and Spanish book burning. The Maya writing system was one of the greatest achievements of their civilization.   Ã‚  Ã‚  Ã‚  Ã‚  Maya writing also appears on an array of materials and in many places such as carved stone, door lintels, architectural stuccos, painted murals and carved on pottery. The Maya believed events were repeated over cycles of time, they kept detailed histories anchored in time by their calendars to predict events. By keeping records of rainy and dry seasons, the Maya could determine the best times to plant and harvest crops. They had developed these accurate calendars that could be used for prophecy. They also were able to predict planetary cycles, phases of the moon and Venus.   Ã‚  Ã‚  Ã‚  Ã‚  The Maya, like all Mesoamerican people, used a vigesimal numbering system. The first nineteen numerals were similar to our English terms, with unique numerals from one through ten, and the numerals eleven through nineteen produced by combining one through nine with ten.   Ã‚  Ã‚  Ã‚  Ã‚  The symbols used by the Maya to write numbers-bars and dots- were used throughout Mesoamerica. The dot has the value of one, and the bar has the value of five. The Maya are also believed to have the first known concept of zero. This is represented by the elliptical shell.   Ã‚  Ã‚  Ã‚  Ã‚  Symbols known as glyphs were used to record non-numerical information. The Maya used logographs (shorthand symbols) for many more words than we do. Another class of glyphs stood for sounds that make up words. Mayan words are generally regular in sound structure. Most of the syllables consist of two or three sounds. There are a little over 800 known Maya glyphs. The glyphs usually contain several elements that are combined to give individual glyphs an oval appearance. The largest glyphic element is the main sign. Maya glyphs appear to me as very complicated. Although some are recognizable as pictures of natural objects, others are very unrecognizable and unclear.

European Literature Essay

In distinguishing between the genres of short story, novel and annovel, it is important to take into considerations such factors as: rather social or individual subtext, size, coverage of certain topic, the presence of mythology and spirituality, confrontation either with daily routines or with unusual situations. In this sense, novel is probably the most ;social’ genre, as it necessarily points to certain societal pathologies, describes the antagonism between private and public interests and normally consists of a number of chapters, gradually developing the plot. Furthermore, novel is characterized by the authenticity to material facts and thorough depiction of events and social interactions. Annovel is close to novel in terms of genre, as both works of fiction cover much space, yet the entire novel is as a rule dedicated to putting into chronological order the lives of certain characters, whose fates are normally depicted completely, especially if they are protagonists. Annovel, in turn, can contain a collection of short stories, which fit into the context of the creative work, but describe completely different characters and develop dissimilar plotlines. Nevertheless, annovel should be viewed as an entity, as sometimes certain characters can ‘wander’ among stories, so that they are depicted in various situations. Short story, as a genre, is characterized by the considerable impact of individual and spiritual (mystic) components: as a rule, they have either oversimplified abstractive plots or extremely multifaceted plotlines, presented briefly, as they usually cover short time period (conversely to novels and annovels, which give details for epochal changes). Furthermore, lyrical, intuitive and personality aspects are also attributed to short story, as it is aimed at highlighting certain human impulse or momentary change in human life (sudden death, irrational decisions and so forth). Whereas novels are viewed as well-organized and structured works, short stories might switch between various temporal phases (from the future to the past, for instance) and usually include peculiar temporal discourse. The most prominent example of annovel genre is â€Å"Dubliners† by James Joyce. The writing contains more than ten stories, which, if integrated, present the topic of Irish lifestyle, beliefs and social order and constitute a brief encyclopedia of Dublin urban dynamics. Different characters are thrown into various troubles, so that the annovel provides several plots. Annovel therefore to some extent combines the elements of short story and novel Charles Dickens’s â€Å"Hard Times† is a typical novel, relatively large in volume – its considerable size is intended to create the impression of reality and allow the reader to dive into both social and psychological contexts of the basic plotline, which seems to be developed gradually. The short stories ‘Araby’ and ‘Clay’ from Dubliners   to some extent reaffirm the existence of ‘parallel’ or ‘absurd’ reality, as both, in spite of their conciseness, in fact depict the interrelation between the past, the present and the future and note each character’s reflections upon the past events, i.e. necessarily contain conscience flow and use psychological tools like ‘sublime object’. Dramatic monologue in fact includes two key terms – ‘dramatic’ and ‘monologue’. The ‘dramatic’ shows it can be acted out like drama, while the ‘monologue’ points to certain person’s speech, so dramatic monologue is a poem, in which attention is paid to both situation and character. This poetry form implies the presence of listener or audience, so that the monologue is intended as a component or independent part of dramatic performance. For instance, in Yeats â€Å"Leda and the Swan† the author present his lyrical dramatic monologue as a set of rhetorical questions, upon which the audience is supposed to reflect. In order to strengthen the overall effect and impression, the author refers to mythological characters (the reference tool is widely used, as it allows incorporating the others’ ideas and experiences into the monologue) and utilizes metaphorical language in order to enrich the argumentative aspect of the monologue with the emotions, feelings, perceptions and therefore appeal to the reader’s affection and emotional intelligence. ‘Sailing to Byzantium’ is a dramatic monologue, presenting certain case or situation: the lyrical character or protagonist, feeling aged and tired, sails towards the sun, in order to reach the holy city. The monologue, as one can note, contains certain argument: the poet depicts rather negative discourse between the realms of the young and the elderly and substantiates each viewpoint through representing social issues through metaphors and parallelisms.

History of insurance in Argentina Essay

In 1984, about 200 insurance companies were in operation in Argentina. Although various legal restrictions have been placed on foreign insurance companies, many retain offices. The Superintendent of Insurance of the nation regulates the insurance market, which is a branch of the Ministry of Economy. The Argentine insurance market is characterized by a relatively large number of insurers with no single organization dominating the industry. From 1994 to 1997, there was a reduction in the number of insurers as some closed operations or were liquidated. Observers believe that there will be further reductions in the number of insurance companies as consolidation of the industry and the quest for economies of scale and critical mass continues. In Argentina, insurance companies are not allowed to raise their prices without notifying their customers and explain why the raise in prices took place, nor are they allowed to renew policies without prior notification of the changes in the policy. If an insurance company does not comply with this regulation, one can take legal action against them by contacting the National Supervisory of Insurances (Advameg Inc, 2007). This paper will address the significant development of the Argentine life market of insurance, especially under the stable current conditions. Insurance Landscape in Argentina Types of insurances Apart from the obligatory social insurance, there are also a number of possibilities for obtaining private insurance to cover other eventualities. The most common insurances include: Life Insurance The need for a life insurance depends on age, and dependents. Life insurance foresees in a payment to the beneficiaries of the deceased one. This payment can take place at once, or as a partial interest bearing payment. The names of the beneficiaries are stated in the insurance policy. Insurance companies calculate the costs of your policy based on three factors. The first one is the mortality table that classifies people into groups and their rate of mortality. The higher the risk of the mortality group you belong to, the higher your cost of policy. Next is the interest rate. Insurance companies invest their money in stocks, bonds etc. The higher the interest rate of the investments, the lower the cost of the insurance. Last factor of influence on the price are the operating costs of the insurance company. Life insurance are classified according to duration where distinction is made between temporary (term) insurance and life-long insurance. Temporary insurance only covers the insured person for a time-span specified in the policy. Life long insurance provides covers until death. Secondly is premium which bring in a distinction between Fixed Premiums and Risk Premiums. Fixed premiums mean that the same amount of premium is paid during the insurance. Risk premiums rise in premium as the age of the insured person goes up. Thirdly is the persons being covered by the insurance. Lastly is the flexibility of payment of premiums where a distinction is made between traditional life insurances and savings life insurance. The traditional insurance demands that premiums are paid at set dates. With savings insurances the date and amount of premium payment are more flexible. Take into account that price is not the only criteria when choosing a company. The reputation and service the insurance company offers should also be considered importantly. Furthermore, the company should be registered so that assistance can be given in disputes between the insurance company and clients. When buying a life insurance, one ought to answer all questions on the policy form correctly which mainly refer to health issues before signing and submitting the forms.   This is mainly because if later it turns out any questions where not answered truthfully, the insurance company can decide not to pay.   Further important points when buying a life insurance include the start and end of the policy, the benefits that might be paid out and those that can become less after a certain age is reached, Clauses regarding age and payments, and the time the company takes to start the running time of the insurance. Car Insurance By law it is mandatory to have car insurance in Argentina. Car insurance in Argentina covers the driver and/or insured person and third parties from damages suffered from fire, theft and accidents. Premiums paid are calculated based on the brand and model of car, usage of the car , geographic location, marital status, sex and age. The peson buying the cover must keep in mind the start and end of coverage, how old a car is, and the value of the parts to be insured   especially if they are to be insured independently. Household Insurance The household insurance in Argentina covers the material as individuals in your household. Examples of what is covered by household insurance are damages due to fire, theft and burglary, water damages, civil responsibility, personal accidents, accidents of domestic employees. Wear and tear of property, damages due to war or natural disasters such as earthquakes and tornados is not covered. Choosing insurance Make sure before deciding with which company to buy an insurance, you know what the financial situation of the company is. Besides the price of the policy the service and reputation of the company should also be important factors to consider when deciding. If to buy directly with an insurance company or through an agent is also another factor. The Argentina Insurance Report provides independent forecasts and competitive intelligence on Argentines insurance industry. It includes BMI’s Insurance Business Environment Rating (IBER), which brings together a number of pieces of relevant quantitative data, together with BMI’s Country Risk Rating (CRR). It is now much easier to consider the business environment for the insurance sector in any one country relative to the business environment for other industries in that country that are surveyed by BMI, and the business environment for the insurance sector in other countries. Argentina’s IBER is a moderately attractive insurance market for foreign insurers. Within the region, the Bahamas has the highest IBER ranking, with a very high score in the risks to realization of potential returns. The competitive landscape, in both the non-life and the life segment, is fragmented. Both segments are open to participation by foreign groups. It is likely that the landscape will change dramatically in the next few years, possibly after considerable consolidation. This means that there is opportunity for cross-border operations that currently have a relatively small presence to become major players in the market. We do not however, expect any completely new market entrants. Although there a strong growth forecasts for Argentina, these are not at the moment translating into high growth rates for the insurance market. (BMI, 2008). The competitive landscape, in both the non-life and the life segment, is fragmented. Both segments are open to participation by foreign groups. It is likely that the landscape will change dramatically in the next few years, possibly after considerable consolidation. This means that there is opportunity for cross-border operations that currently have a relatively small presence to become major players in the market. ` However, completely new market entrants are expected. Economic and political reform if reinvigorated provides positive flow-on effects for the insurance market. Increased transparency has been campaigned on as an issue. However, it remains to be seen if it will be implemented. Although there is a strong growth in Argentina, this is not at the moment translating into high growth rates for the insurance market. (Braga, 1996). SWOT Analysis for Insurance in Argentina (Strength Weakness Opportunity Threats) SWOT Analysis is a strategic planning tool used to evaluate the Strengths, Weaknesses, Opportunities, and Threats involved in a project or in a business venture. It involves specifying the objective of the business venture or project and identifying the internal and external factors that are favorable and unfavorable to achieving that objective.The aim of any SWOT analysis is to identify the key internal and external factors that are important to achieving the objective. Internal factors are the strengths and weaknesses internal to the organization. External factors are the opportunities and threats presented by the external environment.The internal factors may be viewed as strengths or weaknesses depending upon their impact on the organizations objectives. What may represent strengths with respect to one objective may be weaknesses for another objective. The factors may include all key fields; as well as personnel, finance, manufacturing capabilities, and so on. The external factors may include macroeconomic matters, technological change, legislation, and socio-cultural changes, as well as changes in the marketplace or competitive position. The results are often presented in the form of a matrix. The aim of the insurance company ought to be maxinizing the strengths and opportunities and minimizing the weaknesses and threats. (Business help, 2008) Opportunities and threats Opportunities SWOT Analysis influences the Opportunities for the insurance businesses and these can be seen as targets to achieve and exploit in the future for example: Being in a good financial position creates a good reputation for future growth, Skilled and experienced workforce means that they can be moved and trained into other areas and locations of the business, competitor going bankrupt therefore creating a takeover opportunity, availability of broadband technology plus the installed in the area which is useful for Internet use, Increased spending power in the Local/National economy, and moving the insurance services into a new market sector . (Business help, 2008) Threats The final part of the analysis will also be seen as the most feared: the Threats. It has to be done and therefore taking into account the weaknesses, the threats seem too clear. For examples: Large and increasing competition from other insurance companies, Rising cost of Wages, Possible relocation costs, Local authority refusing plans for future building expansion, Increasing interest rates by lenders therefore increases borrowing repayments, and lastly existing covers becoming unfashionable or unpopular. (Business help, 2008) Opportunities for a US Insurance companies. As consolidation of the insurance industries and the quest for economies of scale and critical mass continues companies can still find their ways to certain regions as long as they meet the requirements and laws. (Wray, 2008). Need to Resort to International Law Accordingly, a body of international law, not dependent on the law or interpretation of any one country, has developed as the standard for expropriation claims against a host government. In turn, most political risk insurance policies over the years have required that for there to be an expropriation, the government’s actions must be in violation of this standard of international law. Application of the traditional standard to regulatory takings has proven to be difficult. Because of the â€Å"public purpose† test, normal regulations or change of law is not a wrongful action under international law and therefore is not an insurable event under political risk insurance expropriation Coverage. On the other hand, it is easy to imagine a host government attempting to cloak a wrongful expropriation with the appearance of legitimate regulatory action. (Wray, 2008). The credit derivative market: During the past ten years, credit derivatives have become a basic tool for risk management in the banking sector for both corporate credit and country risk management. Since the mid-1990s, banks have increasingly used credit protection to diversify and reduce corporate and emerging market exposure inherent in their lending activities. Insurance companies have also participated (mostly in the non-emerging market arena) both as providers of protection (to capture higher returns and better spreads), and as buyers of protection (to manage their exposure and diversify their portfolios). Insurance companies buy insurance to transfer resources from good times to bad times.  They do this by pooling risks, e.g., motor vehicle insurance. If population is large and individual risks are independent then aggregate loss is predictable. This enables simple strategies for setting premiums as a mark-up over the expected aggregate loss. Practical considerations  include availability of data for insurance companies, which enables them to estimate the distribution of aggregate losses from their pool of risk. Low enough transactions costs (collecting data, writing policies, settling claims) are what are considered as policies, which make risks attractive. Catastrophe risks, e.g., floods, hurricanes, and earthquakes together with weather risks temperature and rainfall fluctuations are not attractive to many insurance companies. The Catastrophe risks are low-frequency high-severity risks unlike motor vehicle risks, which are high-frequency low-severity risks. Low frequency has probabilities of occurrence and damages are not precisely computed. There is need for a lot more data than when it is high frequency, Variance of loss is high, Premium setting is difficult, and Capital requirements to ensure solvency are large. Markets for Catastrophe Risk A large proportion is not insured or under-insured. Premiums can be high (as high as seven times the expected losses the actuarially fair level). Premiums can change drastically with an event suggesting that probabilities of extreme events is not well established and therefore revised with any new information.   Markets for catastrophe risk do not work very well. Conclusion Recent developments. Congressional legislation now allows insurance carriers and other financial institutions, such as banks and securities firms, to sell one another’s products. More insurance carriers now sell financial products such as securities, mutual funds, and various retirement plans. This approach is most common in life insurance companies that already sold annuities, but property and casualty companies also are increasingly selling a wider range of financial products. In order to expand into one another’s markets, insurance carriers, banks, and securities firms have engaged in numerous mergers, allowing the merging companies access to each other’s client base and geographical markets therefore Argentines can be covered by US insurance companies. This way many insurance companies are able to insure unattractive risks. Insurance carriers have discovered that the Internet can be a powerful tool for reaching potential and existing customers. Most carriers use the Internet simply to post company information, such as sales brochures and product information, financial statements, and a list of local agents. However, an increasing number of carriers are starting to expand their Web sites to enable customers to access online account and billing information, and some carriers even allow claims to be submitted online. Many carriers also provide insurance quotes online based on the information submitted by customers on their Internet sites. In fact, some carriers will allow customers to purchase policies through the Internet without ever speaking to a live agent. In addition to individual carrier-sponsored Internet sites, several â€Å"lead-generating† sites have emerged. These sites allow potential customers to input information about their insurance policy needs. For a fee, the sites forward customer information to a number of insurance companies, which review the information and, if they decide to take on the policy, contact the customer with an offer. This practice gives consumers the freedom to accept the best rate. If this does not make the insurance landscape manageable then it is on the collapse. (Bureau of Labor Statistics, 2008). Work cited: Business Monitor International, (n.d.). Argentina insurance report. Accessed 16thMay 2008 from: http://www.businessmonitor.com/insurance/argentina.html Business Monitoring International (BMI), (2008, March). Argentina insurance report, pages: 31. Accessed 16thMay 2008 from: http://www.researchandmarkets.com/reports/c89667 Michael Braga, Tempa Bay business Journal, (1996, 21st June). Bankers insurance group on EEC Argentina. Accessed 16thMay 2008 from: http://www.bizjournals.com/tampabay/stories/1996/06/24/newscolumn1.html Business help, (2008). SWOT Analysis-Opportunities and threats Analysis. Accessed 16thMay 2008 from: http://www.bizhelp24.com/marketing/swot-analysis—opportunities-and-threats.html Robert Wray. (2008, April). Political risk Insurance Newsletter. Connecticut Avenue, nw suite 350, Washington dc, Volume 4, Issue 1 Advameg Inc, (2007). Argentina forum. Accessed 16thMay 2008 from: http://www.nationsencyclopedia.com/ Bureau of Labor Statistics, U.S. Department of Labor, Career Guide to Industries, 2008-09 Edition, Accessed 16thMay 2008 from: http://www.bls.gov/oco/cg/cgs028.htm

Illiteracy Among African Americans Essay

Abstract The high rate of illiteracy is a major problem in the United States. Although there have been programs and initiatives started to eradicate this problem, illiteracy still plagues millions of Americans. Out of all ethnic groups, African Americans have a higher illiteracy rate. Within this project, the causes of illiteracy are revealed and viable solutions to this on-going problem will be discussed. Illiteracy Among African-Americans African-American adults do not have the ability or proper skills to read, write, or speak English correctly. African-Americans have the lowest level of literacy rates in the United States. The history of literacy among African- Americans depicts the levels of literacy today. Until the Civil War, it was illegal to teach Blacks to read and write. â€Å"Compulsory ignorance† as coined by writer Brent Staples relates to the reality that â€Å"Black† literacy was obstructed as a matter of law for more than a century. Until after the Civil War, it was a crime to teach â€Å"Blacks† how to read and openly literate â€Å"Blacks† were seen as destructive and even dangerous. † The stereotype of African-American adults are considered to be part-time workers, unemployed, and non-educated illiterate people. These African-American adults are individuals who make our society incapable of succeeding because of living their life on drugs or being violent. Some African-Americans choose to follow the road of poverty in the wrong direction by being caught in armed robbery, abuse, and prison. According to the 2000 US Census of Population, 15% of African-American in the poverty level are below the 8th grade reading level. An illiteracy study which focused on African- American communities to research the job opportunities, proper education, and drug usage in the urban area stressed that lifestyles have a dramatic influence on academic levels. The urban community stresses the issues of abuse, pregnancy, drugs, and violence, but few want to help the illiterate. African Americans need to have power and motivation to educate themselves and children at home. African Americans need to focus on homework, study habits, reading comprehension skills, and written English skills. African Americans need to invest in themselves and children having the power and education to read. While the slave experiences of African Americans make experiences markedly different from other citizens, we must move forward and utilize the system. It is time to demand more from our public education systems and more from us as parents and communities. Illiteracy among African Americans was people considered middle and low class families. These are African Americans with money to invest properly, productive in education, and have low paying jobs. In the South illiteracy among African American people rate at ages ten and over from the percentage level of 76. 2%-10. 7. Illiteracy among African American makes rate at ages 20 to 64 from the percentage level of 50. 0% to 9. 6%. During the 1870 to 1979 illiteracy has been a problems throughout African American culture. The government was concern whether African Americans were capable of keeping up with modern functions in the society. The literacy rate for blacks rose from 38. 2 percent in1880 to 71. 9 percent in 1910, whereas the literacy rate for whites rose only 1.9 percentage points from its 1880 level of 93. 2 percent. Literacy among African Americans has improved statistically showing things have changed in the 20th century. Individuals were capable of receiving jobs in the Civil War period compared to the African Americans then. The characteristics of African Americans ages 55-64 were tested on three documents of illiteracy were prose, documents, and quantities skills. Each African Americans within this age range scored below average. African American with a high school diploma or GED only scored poorly on the quantities literacy test. African Americans with illiteracy have lower paying jobs like service or labor, craft, and service occupation. These African Americans with low income rates are also receiving help from the government. African American illiteracy is common because researchers feel; this ability is from cognitive and physical effects of age. Researchers feel African American are not expand to assessments of printed material written. African Americans proficiencies results showed thirty-eight percent of them scored high on there examine. The United States has specialized a program in the schools, recreation centers, and after school programs from literacy. African Americans with illiteracy receive basic skills courses to enhance their reading, writing, and English skills. The African American programs illiteracy that supports the group by designing fundamental speaking and educational classes. These classes will better prepare and motivate African American to get their GED and workforce training. African Americans have the most students of 76% or more enrolled in these classes for illiteracy. African Americans also have outreach programs for illiteracy throughout the region. African American regions are processing new strategies for people below average functioning under level number one literacy. There are state officials, business leaders, and human resources who promote assessment class to determine the adequate needs for African Americans needing more help with illiteracy. The African Americans who developmental skills are not processing the schools and recreation centers conduct remedial educational opportunities for those reading skills are below average. The government has conducted two National Assessment of Adult Literacy and The National Center for Educational Statistics. The federal government has provided funds to assist states in establishing and expanding basic education programs for individuals age 16 and over who have not completed high school. The type of services and providers funded under federal legislation has changed a number of times since it began nearly 40 years ago. Originally established under the Adult Education Act of 1966, the adult education program is currently governed by the Adult Education and Family Literacy Act (AEFLA), which is Title II of the Workforce Investment Act (WIA) of 1998, as amended (P. L. 105-220). WIA makes the adult education program part of a new â€Å"one-stop† career center system that includes many federally funded employment and training programs. The government was trying to examine whether illiteracy is arbitrary or misleading to society. The government also was trying to develop a system where African -Americans’ English language skills through literacy would change tremendously. The regions are always stereotyping on whether the lower class of succeeding in the socioeconomic groups. African Americans are not able of reading books, newspapers and interact with their environment. African Americans are put down because their illiteracy habits are poor in average. Some African Americans illiteracy knowledge of phonics and vocabulary is on a elementary level. African American illiteracy is high in change because other ethnicities have a stronger and diverse chance of having a better job. African Americans are not pushed to get ahead because they are motivated to look to the future. African Americans are not successful because they do not have self-confidence or the proper attitudes to care about being illiterate. African Americans value the least concern for being illiterate. African Americans cultural identity is a problem for people with no social skills. African Americans have had to suffer by competing with other culture with illiteracy. African American culture of having a different sense of belief in religion affects people ways of being are very skeptical about advancing with education. Some researchers feel African Americans are failures to society. There are African Americans who prefer to be illiterate because of the mismatch languages advise throughout the country. African Americans and Hispanics are compared to each other because they are behind on the level of grade four. A quarter million of Africans Americans were treated for illiteracy. African Americans educational programs were taught to read (book, newspaper, and application) and write (proper grammatical papers). African Americans illiteracy rates went down five percent every year. Researchers receive notes of reading ability fail tremendously in directives, forms, education, and informed consent skills (Hunter & Harman). Their theories on African Americans were concern with adequate informational literacy. Hunter and Harman wanted to examine the autonomy of the informed consent of literacy. These researchers believe the rapid increase of literacy is caused by critical implication. Also, the researchers discovered literacy could be modified the health reasons. The National Adult Literacy programmed examines the process of comprehending newspaper articles, employment forms, and quantities skills. The NAL realizes the lowest of African American literacy skills will limit competing skills. The African Americans having two levels below average had disabilities and mental problems. Some had physical and disable needs to have full activity to think properly. Also, the NAL realized the older compared to middle age adults. Illiteracy and health explore different links between direct measures of learning. Researchers studies the process of education had influence the ability of illiteracy (Cumming, Smith, & Shrestha1994-2004). Illiteracy has access information and navigates in literate environments to process cognitive and linguistics process. Some illiterate African Americans access crucial information for health care without taking medication. Researchers feel different readability strategies measure out their health reasons. In conclusion the idea to try to change illiteracy for African Americans is very important. It is possible to recognize, focus, and understanding of learning. These studies are process to decrease the rate of African American knowledge of illiteracy. African Americans need to start early receiving the proper need or help. African Americans need to understand that having a deficiency is nothing to be ashamed of. African Americans to support their group by learning to read, comprehend, write, and speak correct English.

Decadence in Death in Venice

The premise of decadence was tremendously popular in late 19th century European literature. In addition, the degeneracy of the individual and society at large was represented in numerous contemporary works by Mann. In Death in Venice, the theme of decadence caused by aestheticism appears through Gustav von Achenbach’s eccentric, specifically homoerotic, feelings towards a Polish boy named Tadzio. Although his feelings spring from a sound source, the boy’s aesthetic beauty, Aschenbach becomes decadent in how excessively zealous his feelings are, and his obsession ultimately leads to his literal and existential destruction.Thus exemplifying, as will be examined in the following, how aestheticism is closely related to, and indeed often the cause of, decadence. Although the narrative is about more complexities, the author’s use of such vivid descriptions suggest the physical, literal aspect of his writing is just as important to the meaning of the story. The first an d most obvious instance of aestheticism and decadence as correlating themes in this story is the title, Death in Venice. By shear nature the title relates the concepts of death and dying to the city of Venice, which implies that the location is where a death will occur.However, this is paralleled by the opening of the story when Mann drearily tells of Aschenbach’s stroll through Germany. â€Å"It was early May, and after several cold and clammy weeks, a mock summer had set it. The English Garden, though sprouting only tender leaves as yet, had been as muggy as in August. † In the reading of this passage it proves ironic that the title is Death in Venice as the protagonist seems to be dying in Munich: from his loss of creative ability, depletion of strength to the course of his walk ultimately leading him to a graveyard from which weakness forced him to catch a train home from.There lacks a sense of elegance with Mann’s description of aspects concerning Germany a nd a typical Aschenbach. This can be contrasted with the eloquent description given to Venice, † He saw it once more, that landing-place that takes the breath away, that amazing group of incredible structures the Republic set up to meet the awe-struck eye of the approaching seafarer: the airy splendour of the palace and Bridge of Sighs. † The obvious pleasure that Aschenbach feels as a result of the aesthetically pleasing city foreshadows how aestheticism will ultimately ead to his death and decay, important ideas within the context of decadence.This novella is a decadent meditation on the downfall of man. In an attempt to inspire his writing he decides to take a trip because he believes a change in scenery may add â€Å"those aspects of fiery and playful caprice† to his work. After arriving at his mountain cottage on an Adriatic island off the Istrian coast, he decided that the environment was â€Å"not conducive to making him feel that he had found what he was looking for. His descent into decadence begins after his arrival in Venice. Aesthetic and decadent traits are present within the context of the city – his loss of dignity for falling in love with a fourteen year old boy and subsequent degradation, also the idea that this boy prompts in Aschenbach a yearning for ideal aesthetic beauty. Immediately upon first sight, he became captivated by the boy’s aesthetically pleasing appearance, â€Å"Aschenbach was amazed to see that the boy was absolutely beautiful.His face, pale and of a graceful reserve, surrounded by honey-colored curls, with its straight nose, lovely lips, earnest expression, sweet and godly, all recalled Greek statues of the noblest era; but despite the pure and consummate form, his features exerted such a unique personal char, that the observer felt he had never encountered such perfection in nature or the arts. † Eventually his aesthetic attraction evolves to that of an emotional sort and he falls in love with him, although he at first denies this to himself, and his fixation eventually leads to his decadent demise.Therefore transitively, it could be understood that Aschenbach’s aestheticism directed him toward reckless decadence. However, as he walked down the crowded city streets scrutinizing his second destination he was repulsed. â€Å"The farther he went, the more tortured he was by the dreadful alliance of sirocco and sea air – a condition that both agitates and enervates. He sweated painfully. His eyes blurred, his chest tightened, he was feverish, the blood pounded in his temples†¦wiping his forehead, he realized he had to find a different vacation spot. This idea is a strong instance of aestheticism interacting with decadence in the sense that Venice originally represented to Aschenbach, beauty and renewal. His trip was supposed to refresh him as an author and an aging man but instead he reached a land that, although aesthetically pleasing, was dirt y, crowded, and repugnant. The last moments before Aschenbach slipped into complete decadence, his object of adoration was not enough for him to suffer for. He packed his bags and said his good-bye’s to both the boy and the city that had twice made him ill, prepared to leave.Misdirected baggage was the practical reason for his remaining in Venice but as Aschenbach gazed adoringly at his idol he admits to himself that it was Tadzio, the embodiment of youthful beauty, who had made it so difficult for him to leave. At this point in the narrative it becomes clear that quite literally Tadzio is a representative of the aesthetic muse that Aschenbach, being an artist, was searching for. From this point on he watches as Tadzio eats his meals, plays on the beach, and even goes so far as to trail his family on land and sea around Venice.While following him by way of gondola, Aschenbach addresses his aesthetic intoxication, â€Å"The adventurer felt as if his eyes were drinking in the voluptuousness, as if his ears were being wooed by such melodies; he also recalled that the city was ill, but concealing its illness out of greed, and he peered more wantonly after the gondola floating ahead of him. All that the confused man knew and desire was to keep ceaselessly pursuing the object that inflamed him. † It is interesting how in the midst of the description of Aschenbach’s therapeutic tryst, Mann shows Aschenbach’s thoughts coming back to the retched illness of Venice.This time he goes into more detail by addressing the greediness of the people, in order to not scare away tourists, to lie about the impending disease. This passage gives insight into more than just Aschenbach’s captivation by Venice but of the decadent trance he is put in by Tadzio’s exquisite appearance. It exemplifies Aschenbach’s knowledge of the danger of disease that is taking over the city but proves that he is so deeply enthralled by the beauty of Tadzio that his senses have become greedy and force him to remain in Venice at all costs, despite the dismay that will come to his physical being, to get their aesthetic fix.As disease and panic runs ramped, people flee and the city becomes emptier and emptier, Aschenbach feels relieved at the lessened chance of being caught adoring Tadzio from close and far and begins to disguise his passion less. He begins dressing extravagantly in an attempt to appear more youthful and attract the young boy. â€Å"Like any love, he wanted to please, and he was terrified that it might not be possible. He added cheerful, youthful touches to his suit, he wore jewels and used perfumes; several times a day e spent a long while getting dressed, and was adorned, excited, and anxious when he showed up for meals. Viewing the boy’s sweet, bewitching youth, he was sickened by his own aging body: the sight of his gray hair, his pinched features, mortified him, left him hopeless. He felt an urge for physica l revival and renewal; he frequented the hotel barber. † As Aschenbach changed his aesthetic appearance; donning jewels and perfumes, wearing makeup, dying his hair, he begins to recapture a youthful appearance.With his young and radiant appearance he now resembles the two men featured in earlier chapters of the novella; the stranger who had inspired a youthful craving in him in Germany, and the deplorably exuberant old man from the boat ride to Venice. Both men embody, at least in Aschenbach’s eyes, frivolous indulgence and fraudulent aesthetics. In particular, the moronic drunkard from the boat appeared to Aschenbach bizarre and obtrusive. â€Å"It was repulsive to see the state to which the dandified old man had been reduced by his sham association with youth. † However, now Aschenbach’s outlook, and appearance, has changed drastically.He is now concerned with making his own appearance more youthful and aesthetically pleasing, giving into decadence just like the foppish man he had once scorned. Thomas Mann’s particular use of detailed descriptions throughout the narrative makes obvious the literary importance of aestheticism. As the story progresses, Aschenbach becomes more and more concerned with aesthetics. The reader can see this from his original desire to a change of scenery, to his obsession with Tadzio’s appearance, and finally the changing of his own appearance. Eventually his concern with aesthetics becomes an obsession, which ultimately leads to his decadence.The change of scenery for something more aesthetically youthful and beautiful that Aschenbach had yearned for turned out to be the scene of a crowded, stifling city filled with cholera that eventually leads to his demise. Before this can occur however, he becomes internally decadent through his indulgence in Tadzio’s appearance. He then changes his appearance to please his idol which in turn corrupts himself by turning him into the type of decad ent man he once despised. These themes of aestheticism and decadence, not in juxtaposition but in duality, are used frequently by Mann throughout the novella.

AVIATION LAW

AVIATION LAW This highly specialized field of law encompasses most facets of air travel, as well as the operation and regulation of business issues relating to air travel, which requires a comprehensive knowledge of FAA regulations, specific laws regarding flight, and an in depth understanding of aviation. It governs the operation of aircraft and the maintenance of aviation facilities. Aviation law pertains to nearly all individuals connected to the operation and maintenance of aircraft. Air traffic regulation polices, in both federal and state government, has created laws and administrative agencies with certain restrictions preventing states from regulating routes, services, or the rates of all air carriers authorized to provide interstate air transportation by the Federal Aviation Acts. Through Laws, aviation industry been organized in terms of their activities and professionalism prohibiting all acts that may endanger airplanes, airports or any facility related to aviation services. The law obligates aviation workers to obtain permit or license from recognized bodies, with penalties and fines to be imposed for violations. The law has been utilized to assess and screen all aviation exercises and aeronautics specialists, and may additionally characterize any demonstrations that constitute hazard on aviation facilities, air operations, aeroplanes, air travellers and air traffic. To cut it short, the law that has to do with aviation is Aviation law and this is the branch of law that governs the legalities and business aspects of flight and air transport, such as air traffic rights, aviation safety and security, economic regulations of airlines, and the operation of airports. 2.1 Aviation Safety A remarkable means of mobility is one of the skeletal make up of a modern society. Every means of transportation connects with each other. They perform a same function at different dimensions. Out of all the means of transportation, air transport is the safest in regards to the ratio between the number of accidents and that of passenger/kilometers. Another issue is that when incidents or accidents occur such as plane crash, with casualties, all ears are aware about it and this gets the attention of the government. It is therefore not new or surprising that every State government priorities and give attention to it more than other means of transportation. One of the key elements to increase the public confidence in air transport is put in place a standard impeccable level of safety in the Aviation Sector through law. Aviation safety is not an agenda of a group or a sect of people; it s a universal concern that needs an international attention and enforcement. It is just simply the very important issues on a world stage. Being able to critically interpret the word safety in the aviation is very important. What does safety means? According to Merriam-Webster definition, safety itself means the condition of being safe from undergoing or causing hurt, injury, or loss. This definition, if applied to the aviation world, would totally picture the idea of do not go against the fundamental principle of nature since the law of gravity is universal and machines (which is prone to technical fault) are not human. Another definition made it clear that safety is a mechanical device designed to prevent inadvertent or hazardous operations. This could mean that if we go against the laws of nature, devices with high technological concepts can be used to carry out operations of high risk with the tendencies of circumventing inevitable catastrophes. A source gave another definition of safety as a complete understanding of your work and knowledge of every step that must be taken and the realization that mistakes could be costly to yourself and to the company. This in actual sense could mean that every personnel in the (aviation) industry must be completely learned and adequately trained always towards every operation going on in the industry and not having believe in luck but having the right mind to handle any sudden hitches that may come up briskly. More so, safety could mean remembering the safety rules set up by a company and applying them every minute when on the job. It can be finally concluded, with the understanding of air transportation, according to the definition given by ICAO Air Navigation Commission that aviation safety is a state of freedom from unacceptable risk of injury to persons or damage to aircraft and property . This meaning is very comprehending as it indicates that mistake(s) that lead to fatal accidents would become an intolerable hazard, for lessons must be learnt and since safety is not a rigid concept, it has to be flexibly and exposed to changes in synchronism with technological and innovative advancement. What caused power failure, wire sparks, o r technical problem in last year s crash must not repeat itself in the present year. According to the ICAO definition of aviation safety, everything must be put or set right and there must be a zero or insignificant risk before operations. However, marriage between safety and security cannot be sundered. No matter the highest precautions put in place to ascertain safety in a situation, such situation must be secured. The September 11, 2001 attack on US was not as a result of default in safety, it was the ability of the terrorists to bye-pass the security instruments, which nullified the effective safety mechanisms that was put in place. To make aviation safety at its optimal level, aviation security must be kept and treated as a subset to it. Every airline company has a duty to comply with the rules and regulations of the States Aviation Regulatory Bodies. Likewise, no State Aviation Authority is autonomous, they must be under the international body, which gives and determines rules that all aircrafts and airlines must comply with before flying. The role of aviation safety is but not limited to prevention of accidents but covers all scopes but this study will focus on just the legal dimensional aspect of it. It has been noted that safety is not limited to accident prevention, but should be considered in a broader term as risk management. Keeping the aviation industry safe is just the law, which sets right the right things to put in place to ensure safety. For example, the Federal Aviation Agency which is saddled with the responsibility to regulate airlines in US has embraced safety as its core mission with the statement Our mission is to provide the safest, most efficient aerospace system in the world and our mantra is to improve the safety and efficiency of aviation, while being responsive to our customers and accountable to the public . Equally in, the EU, the European Aviation Safety Agency, EASA, which is the centrepiece of the European Union’s strategy for aviation safety has its mission, which states that t o promote the highest common standards of safety and environmental protection in civil aviation. They mainly draft legislation that centres on aviation safety and works hand in hand with the national authorities, which continue to carry out many operational tasks, such as certification of individual aircraft or licensing of pilots. Additionally, in Nigeria, the most populated black nation in the world, has Nigerian Civil Aviation Authority, NCAA, as its highest aviation regulatory body that ensures that all stakeholders in the sector comply with the aviation safety regulations. Where safety rules are breeched, the NCAA takes strong corrective actions to enforce compliance which may include sanctions. As it is conspicuous that every democratic government must have a 3-arm component, which constitute of the executive, legislature and judiciary, it is also not new that they must function as a sovereign entity. They can make laws that would solely affect them and form ties with friendly nations with treaties of economic and political importance. As it is extremely pertinent for states to be free of any form of external aggression, its will be disturbing and dangerous to leave some issues in the hands of States to regulate fully without some international bodies influencing them. In as much that citizens of State A can have the freedom to chose another State of interests to visit for any good reasons, then safety doctrines that is regimented by international bodies would save State B from the possible safety negligence from State A s aviation sector. Since law is a product of drafting of bills, passing the bills and giving assent to it and implementing it, it can be seen that when laws dealing with aviation industry, having in mind that there are rules of international standards which binds all, every legislative arm of a State have the duty to marry the national laws with the international rules such that the world will have a safe air transport system. 2.2 Civil Aviation It is among the most widely controlled sector in the world. Every single technical personnel, equipment and airport must be certified and monitored by competent regulatory agencies known as Civil Aviation Authorities (CAAs). Indeed, the International Civil Aviation Organization (ICAO) and other global bodies thus evaluate even the CAAs themselves. The working standards, rules and measures used in civil aviation have Standards And Recommended Practices (SARP) of ICAO and stipulated National laws and regulations as there working template. 2.3 History of Aviation Safety It is very important to always have a fine connection between the past, present and the future. Aviation safety did not just become an issue of concern today. It can be dated back to when humans began to add air to the means of transportation. History of airplane can be traced to the age of the Wright Brothers who went against all odds to air-control an aircraft that was engine-powered for 12 seconds in 1903. However, the ideas of these brothers were tailored to meet the aims of victory that spelt doom to the generations in the World War I (1914 – 1918). This ushered in a new era of flight. There came into existence the invention of flights instruments, airplanes were equipped with radar, the first jet engine was already in production. Technological advancement bringing about improved aerodynamics, high-powered engines and aircraft (fabric) metals enabled these flying machines to go on high cruising altitudes and bringing about transoceanic flights. After the ending of the World War II, jet airliners began. Airline companies such as Pan Am and airplane manufacturers, for example, Boeing are into air transporting meeting the fast mobility need of uncountable number of passengers all over the world. Fear was an element that gripped people in regards to their safety. In course of making sure that public confidence is buffered, aviation safety became the channel by which the establishment of ICAO came into being. Regulations were put in place, which happens to be the earliest form of legislation, to make sure that everyone on the ground not aboard is safe from the aircraft impact on the ground. This however became or was seen as a biased legislation, which did not consider those on-board. Aviation Law that has to do with safety got a new face when in 1819, France enacted a law which required that man-flight balloons be equipped with parachutes which can be seen as to incorporate not only safety on the ground but also safety on board aircraft. In Paris, the year 1889 gave birth to first international aeronautical congress in which Brazil, Mexico, France, United Kingdom and United States were in attendance. In this convention, issues such as aeronauts certificates; liability of aeronauts towards passenger, the public and landowners; salvage; and the use of aircraft in war were discussed. Another conference was held in 1910 in France attended by nineteen states but suffered no adoption of a single convention due to the fact that the participants could not agree on the kind of treatment to be extended to foreign and national aircraft in regards to over flight freedom. This convention happens to be the first international air law conference that displayed the very much eagerness to make provision for a regulatory regime of global standard for civil aviation. However, in 1913, precisely, July 26 1913, France and Germany signed the first bilateral agreement, which allowed for airships from Germany to enter French airspace and remained in France. The first legal instrument to enter into force in the world of aviation was the Paris Convention of 1919, which is enclosed with a recognised comprehensive and exclusive sovereignty of states over the airspace. This convention enjoyed a ratification by 32 nations. Few of the features of this convention was the generally acceptable definition of aircraft; CINA, the Commission Internationale de la Navigation Aerienne , was established in Article 34, which got a far-reaching regulatory powers chiefly directed towards technical matter. ICAN, the International Commission for Air Navigation was established by this Paris Convention, which dealt exclusively with the regulation of international air navigation and in particular public international air law. In law the ICAN was placed, and remained, under the direction of League of Nations, in practice direction was replaced by friendly cooperation. The League never attempted to exercise any authority on the ICAN, and the ICAN never attempted t o break away from the League; cooperation was mostly carried on through the League s Committee on Transit and Communications. This Committee and the ICAN were represented at each other s meetings, when any question of common interest was under discussion. It also provided for innocent passage of the aircraft of other jurisdictions in times of peace and prohibited aircraft from carrying explosives or weapons. The Paris Convention was starved with universal acceptance, which should have been the desired goal that coloured aviation safety. Like it was said above that this Convention got a 32-state-ratification, however, giant states; Russia, Germany, China, United States were absent in this States ratification of the Convention. In Madrid, the Ibero-American Convention on Air Navigation (which is also referred to as Convenio Ibero Americano de Navegaci n AÃÆ' ©rea, or CIANA, also called the Madrid Convention) was formed which seems to succeed the Paris Convention. This Convention came up due to the growth of aviation activity between Spain and South-America and as a result of the failure by the USA and most Central and South American States to adhere to the Paris Convention, Spain decided to initiate a diplomatic counteraction and invited all Latin American and Caribbean States and Portugal to the Ibero-American Conference to be held in Madrid from 25 to 30 October 1926. This Convention suffered neglect because at no point in time was it registered with any international body. It was labelled unsuccessful; reason being that at the time it was being formed, aircraft of the period were not sufficiently developed to tie together Iberia and Latin America. Another factor that made this Convention to lack succe ss was Spain s political environment during the period was very unsettled, deteriorating into Civil War and the change of focus of Latin America energies on North America keeping them distracted away from Iberia. 1927 marked the year when the United States commenced the drafting of an air navigation Convention for the Americas identified as Pan-American Convention. It was not signed until 1928 at Havana. It can be said that the modelling of the Pan-American Convention was after Paris Convention being applicable to not government aircraft but only Private aircraft. Mutual freedom of air passage was orchestrated by this Convention with stone-rules for aerial traffic as the principal structures lacking technical standards of uniformity and Annexes. This Convention however did not help ICAN but weakened it. Unfortunately, after the World War II, it became out-dated due to the mammoth improvement of aerial transport in the period of war. On 7th of December 1944, some 50 states signed the Chicago Convention couple with two agreements annexed to it, which are the International Air Services Transit Agreement, and the International Air Transport Agreement. This Convention was a replacement for the Paris Convention and became an heir to the safety framework set by the Paris Convention, in fact, Chicago Convention would not have been what it claimed to be if not for the residues of previous conventions, conferences and all-important statement of aerospace sovereignty. Even though there is no such Convention that is stable and universally accepted, Chicago Convention seems to be a package of agreements that is use today. It is widely known formally as Convention on International Civil Aviation (CICA). Without mincing words, it created an independent agency known as the International Civil Aviation Organisation (ICAO), which succeeded International Commission for Air Navigation (ICAN). This Convention is pregnant with sub-ag reements listed below: The right to fly across another’s territory without landing; 1. The right to put down passengers and cargo taken on in the territory of the aircraft’s nationality; 2. The right to take passengers and cargo destined for the territory of the aircraft’s nationality; and 3. The right to take on passengers and cargo, and to drop-off passengers and cargo destined for, or coming from the territory of any state signatory to the Chicago Convention The right to land for non-traffic purposes (such as to re-fuel). 2.4 Aviation safety Regulatory agencies With a specific end goal to meet the prerequisites for safe air transport benefits, various organisations and foundations have been set up at worldwide, regional and national levels to create basic guidelines, regulations, benchmarks and methods on safety and administer their execution over all aviation jurisdictions. The administrative system and safety necessities have been developed over decades and are persistently being changed or amended and upgraded to accomplish a perpetually expanding safety execution and to meet future difficulties postured by the usage of new air navigation ideas and the need to guarantee manageable advancement of civil aviation. Before distinguishing the three basic layers of safety regulations, it is important to state that all administrative regulatory agencies perform the functions of making of rules, enforcement of the rules, or adjudication. The rulemaking function is very much like the legislative process performed by the Congress; enforcement is the same sort of process performed by the executive branch of government and adjudication is essentially the function performed by the judiciary. The three basic levels of aviation safety regulations are: 1. International regulatory arrangements and requirements, established and promulgated by the International Civil Aviation Organisation (ICAO), 2. Regional regulatory arrangements and requirements, 3. National regulatory arrangements and requirements, promulgated in national legislations and other normative acts by the designated State authorities. 2.4.1 International Regulatory Arrangements The standard global aviation regulatory organ is the International Civil Aviation Organization (ICAO). ICAO is an agency of the United Nations and was set up in 1944 through the Convention on International Civil Aviation, identified as the Chicago Convention. Through the cooperation of complying states, ICAO creates Standards and Recommended Practices (SARPs) that cover all parts of aviation, incorporating safety. SARPs give the establishment of all safety organizational administrations at a worldwide scale. There are currently over 10,000 SARPs reflected in the 19 Annexes to the Chicago Convention which ICAO oversees, and it is through these provisions † as well as ICAO s complementary policy, auditing and capacity-building efforts † that today s global air transport network is able to operate close to 100,000 daily flights, safely, efficiently and securely in every region of the world. By being a signatory to the Chicago Convention, a state concurs that the entrenched standards will be effected in its own constitutional domains, and if there is any conflict or variance, ICAO must be aware of it. As a matter of fact, ICAO does not concern itself with military aviation, which embodies combatant and non-combatants aircraft and facilities, which are solely operated by member States military force. As of late the aviation service provider organ and aircraft administrators have stretched the ICAO provisions out to necessitate usage of a formal safety management. ICAO directs the advancement of safety regulatory structures by Member States through the Universal Safety Oversight Audit Program (USOAP) that was set up in 1999 to guarantee the uniform use of ICAO standards. These safety regulatory structures are the International Standards and Practices which stands to be of advantage and profit to member States. According to the United Nations Charter Articles 57 and 63, through the United Nations Economic and Social Council, ICAO was declared an autonomous Intergovernmental organisational. Members States who are having membership in ICAO are 191 at present. Based on the institutional structures, ICAO consist of a plenary body, the Assembly; a permanent body responsible to the Assembly, the Council; and the Secretariat headed by the Chief Executive Officer of the Organization, the Secretary General. The Council has 36 member States, which is responsible to the assembly. One of the required functions of the Council in connection to safety is the selection and correction of the Annexes to the Chicago Convention, which contain inter-national standards and recommended practices. The Annexes are continually looked into and corrected to keep pace with new improvement and propelled innovation. At the flip side of the range, ICAO has seen solid regional and national activities to re-uphold the safety administration for civil aviation. 2.4.2 Regional regulatory arrangements Considering the topography, environmental conditions, climatic situations, natural disturbances and other salient factors, there must be needs to be flexible with measures to ensure safety. ICAO as the international body that regulates all aviation industry of all States Aviation Sectors has delegated responsibilities to regions, which allows or gives room for regions to come up with regulations in accordance with ICAO doctrines that would facilitate safety in the air and on the land. These regional regulatory organizations are directly under ICAO and they are: (1) African Civil Aviation Commission This is an ICAO African branch, which was set up by the Constitutive Conference, convened by the ICAO and the Organization of African Unity, OAU, in Addis Ababa, Ethiopia in 1969. It was established primarily to handle Civil Aviation matters in Africa in collaboration with ICAO. The OAU itself is a body that embodies African States. They are made up of Head of States/Governments, which occupies the highest decision making component of the organization. It also has Council of Minsters, which constitutes Ministers responsible for Civil Aviation. They predominantly recommend high profile policies for the OAU Summit. They have a commission named African Civil Aviation Commission , (AFCAC) which is a specialized agency of the AU responsible for coordinating aviation activities in Africa and is also the Executing Agency of the Yamoussoukro Decision (YD). The Commission understands that to boost business capacity of Africa, influx of tourists, cultural and social structures of Africa, there must be a need for a save aviation sector. One of the most remarkable objectives of this body has to do with adopting or and promoting the implementation of ICAO Standard and Recommended Practices for safety, security, environmental protection and regularity of aviation sector. They make this happen by marrying and sustaining the harmony between ICAO rules and regulations couple with the States in areas that has to do with safety, security and other areas clustering around the integrity of the aviation sector. They do not give less attention to the balancing of advocacy and defenses of common locus of member States at international levels when the agendum revolves round civil aviation. This body has been known to examine specific challenges that can destabilize the growth and optimal functioning of African Civil Aviation sector with the ever-prompt actions to correct and or prevent any member State going out of the recommended standards. Africa has been known for higher accident rates due to the fact that, upon placing safety as a paramount issue, they still have an oversight mechanism, which is very ineffective for safety. This is one of the biggest problems in Africa s aviation sector. To ensure that aviation industry is coloured with safe operations, AFCAC have come up with cooperative and collaborative mechanisms that will orchestrate safety oversight which is however inline with the vision statement of the African Civil Aviation which states that to foster a safe, secure, efficient, cost effective, sustainable and environmentally friendly civil aviation industry in Africa . It is imperative to state that not only humans need to be the potential victims of ineffective safety in the aviation industry; the natural environment can be affected as well. Environmental degradation takes diverse forms, ranging from pollution and destruction of ecosystems to degraded fresh water supplies and arable land. The Aviation sector has contributed to global warming and depletion of the ozone layer in its own capacity through pollution. The 1992 United Nations Conference on Environment and Development adopted Agenda 21 that called States/governments to work together with appropriate UN bodies to solve this environmental problem posed towards the aviation industry. In fact, one of the relevant UN bodies, United Nations Framework Convention on Climate Change, UNFCC, gave recognition to ICAO as a primary body responsible for the regulation of aviation-related environmental issues on aircraft engine emission, and which calls upon developed countries to pursue limitation or re duction of greenhouse gases from aviation bunker fuels working through ICAO. In other words, under the guidance of ICAO, all African States have a duty to have contribution to the protection of the environment via a safe aviation industry. It has been clearly stated that all aviation laws, regulations and practices shall be based on the Chicago Convention and its Annexes that make up the bedrock of international air law which regulates the conduct of international civil aviation, coupled with the air law instruments and guidance provided by ICAO. It is however expected that every Member State must ratify her key aviation legislation such that it would empower the civil aviation activities, which involves conducting, and over sighting within the jurisdictions of the State which must not fall outside the provisions of the Chicago Convention. States shall also adopt adequate regulations to address, at a minimum, national requirements emanating from the primary aviation legislation and providing for standardized operational procedures, equipment and infrastructures including safety management and training systems as well as enforcement mechanisms, in accordance with ICAO SARPs (Standards and Recommended Practices). These R egulations in standard terms cover all instructions, rules, edicts, directives, and sets of laws, requirements, policies, and orders. To further enhance safety in Africa, member States are allowed through the legislative system to make aviation safety laws, which must be in consonance with international aviation laws, rule and regulations. These laws must be appraised and modified to accommodate existing ICAO SARPs. When these are done, the Civil Aviation Authorities, CAAs, are authorized by their member States to implement and put to force all the international Conventions, protocols and resolutions. Meanwhile, each CAAs of member States must be autonomous with legitimate power and devoid of interference when carrying out enforcement of safety laws and over sighting over the aviation industry so as to easily realize safe air transportation in all the African regions involved in aviation. The oversight in aviation safety actually means adequately putting in place safety measures via the effective implementation of the safety-related Standards and Recommended Practices (SARPs) in civil aviation. The CAAs exercise there oversight obligations on aircraft operators, maintenance and repair organisations, Airports/Aerodrome and Air Navigation Service Providers, Aeronautical Meteorology, Aviation Training Organisations, handling companies, aviation fuel suppliers, among others. All licences issued to personnel involved in the aviation sector are under the logistical approach of CAAs in ensuring safety as well. The member States also have the role of conducting training and orientation programmes for all safety inspectors. Such programmes includes ICAO s Train the Trainers courses, seminars, workshop, conferences and so on which help to update aviation stakeholders towards embracing all the safety cultures and practices. The AFCAC under the discretion of OAU allows Member State to create Regional/Sub-Regional Aviation Safety Oversight Organisations (RSOOs), which helps the involved Member States to improve the regulatory, and oversight proficiencies. Examples of the RSOOs include Civil Aviation Safety and Security Oversight Agency (CASSOA) of the East African Community (EAC) and the Banjul Accord Group Aviation Safety Oversight Organisation (BAGASOO). (2) Federal Aviation Administration The F.A.A. (Federal Aviation Administration), is an aviation authority of the United States of America, which was founded in 1958. It concerns itself with the airspace glitches; most of the glitches they are concerned with are on the runways of aerodromes coupled with extra-terrestrial life. Since the year this body was established, regulation of air commerce for the promotion of Aviation safety and development had been a centerpiece of their duty. FAA rules are known as Federal Aviation Regulations ( FAR ), and are published annually in the Code of Federal Regulations ( CFR ). FAA regulations are extensive, comprising many thousands of separate sections, which touches areas of both commercial and general aviation. This includes design of aircraft and certification, airspace design, procedures involved in air traffic control, rules involved in carriers operations, implementation of administrative rules and so on. The agency, established as an independent authority with a civilian administrator, is combined with the Civil Aeronautics Administration, the Airways Modernization Board, and the Civil Aeronautics Board to carry out their functions. It was made a division of the Transportation Department in 1967. One of the responsibilities of FAA which is stated under the Federal Aviation Act of 1958 (49 U.S.C.A.  § 106) is to regulating air commerce to promote its development and safety and to meet national defense requirements and also in addition to their responsibility is the development and implementation of programs and regulations to control aircraft noise, sonic booms, and other environmental effects of civil aviation. According to the mission, vision and values of FAA, safety seems to be the core key of there existence. Between 2001 and 2007, with the influence of FAA, aviation industry has witnessed one of its safest periods for scheduled air carriers. According to statistics, rate of accidents has dropped drastically. In the world today, FAA has delivered the safest and reliable transport system in this industry. In the civil aviation, not only FAA is involved, there are other federal entities that are worth noting. It includes National Aeronautics and Space Administration (NASA). This body has safety programmes that emphasize not only accident reduction, but also a decrease in injuries when accidents do occur. The program has to do with research to reduce human-error-caused accidents and incidents, predict and prevent mechanical and software malfunctions, and eliminate accidents involving hazardous weather and controlled flight into terrain. These programmes additionally will utilize information technology to set a more safe aviation framework to bolster pilots and air traffic controller. Another entity is National Oceanic and Atmospheric Administration, which basically support FAA as regards making provision for research and operations for the forecasting of weather. Also, is Transportation Security Administration in the Department of Homeland Security, which exercise authority over civil a viation security and consequently, the National Transportation Safety Board, which investigates aviation accidents and makes safety recommendations to FAA and proposals for additional regulations. In addition, the Transport Security Administration (TSA) is saddled with the responsibility of aviation security. The FAA is additionally actualizing the Next Generation Air Transportation System (NextGen), a progression of technological and system abilities to propel air carrier operations by improving safety, lessening travel delays, saving fuel and diminishing flight’s ecological effect. The FAA Office of Aviation Safety (AVS) governs compliance with FAA safety regulations and directives. Perhaps a FAR violation is conveyed or noticed, the FAA will conduct an investigation and may introduce prosecution action. In the shape the violation takes, the FAA might enforce civil fine charges or suggest the issue to be prosecuted criminally. The FAA Office of Aviation Safety (AVS) oversees compliance with FAA safety regulations and orders. On the off chance that a FAR infringement is accounted for or found, the FAA may carry out investigation and may lay down enforcement action. Depending on the infringement, the FAA may force a common fine or elude the matter for criminal indictment. The immediate and precise reporting of mishaps and occurrences in the field is a vital part of safety and accident preventive actions. Keeping in mind the end goal to assemble this data, the FAA has initiated the Aviation Safety Action Program (ASAP), which is a voluntary reporting system of safety issues and occasions that is intended to improve safety and avert accidents. The FAA likewise obliges carriers, owners, operators and others to make available report that has to do with failures, technical malfunctions or anomalies to a Service Difficulty Reporting System. These reports, which are freely accessible through the FAA’s website, are implied to recognize patterns or issues with administration, and alarm the FAA and relevant unit of the aviation sector. FAA has issued new necessities with respect to qualification standards for first officers, for the most part obliging that they meet the same certification minimum training and experience prerequisites as airline captains. FAA is revamping regulations regarding airline-training programs for flight crews and dispatchers, and air carrier safety management systems to provide comprehensive, process-oriented programs for managing safety throughout an airline organization. It additionally plans to put up some adjustments to air carrier training programmes to address mentoring, leadership, and expert improvement of less experienced pilots. (3) European Aviation Safety Agency EASA is an Agency of the European Union. As a Community Agency, EASA is a body governed by European public law; it is distinct from the Community Institutions (Council, Parliament, Commission, and so on.) and has its own legitimate identity. EASA was set up by a Council and Parliament (Regulation (EC) 1592/2002 cancelled by Regulation (EC) No 216/2008 and corrected by Regulation (EC) 1108/2009) and was given particular to ensure a high and uniform level of safety in civil aviation, by the implementation of common safety rules and measures. EASA has assumed control over the obligations of the previous Joint Aviation Authorities (JAA) framework, which ended on 30 June 2009. On the other hand, it is not a successor body in lawful terms since it works straightforwardly under EU statute. The primary distinction between EASA and the JAA is that EASA is Regulatory Authority, which uses NAAs to actualize its Regulations while the JAA depended upon the active involvement of NAAs to apply its orchestrated regulations without having any intensity of law at source. Since it is self apparently difficult to make another Regulatory System â€Å"overnight† EASA has needed to acknowledge expansive parts of the JAA framework as its own particular whilst it builds up the new blended framework needed under EU statute. EASA is, in addition, actually responsible to giving of advice to the EU when new laws that concern aviation are drafted. The entire safety rule, which does not exempt inspecting EU member States, are developed, implemented and monitored by the EASA. They are known for Certification of organisations located outside the territory subject to the EC law and responsible for providing ATM/ANS services or ATCO training in the Member States where EC law applies; and the Safety analysis and research, including publication of an Annual Safety Review. EASA is also an agency that helps the Community legislature to design common standards to guarantee the most elevated conceivable levels of safety and protection of the environment. They guarantee that all the standards are complied with in Europe and that any important safety measures are all carried out and it ensures the adoption of these standards around the world. Since the inception and operation of the Basic Regulation, EASA is the equipped and eligible Community Aviation Authority to see into the safety in air transport. Aftereffects or outcome of air incidents and accidents investigation is to be treated and followed up on as an issue of direness, specifically when they have connection with inadequate aircraft design or plan and/or operational matters, keeping in mind the end goal to guarantee public confidence in air transport without ill reference to the Community law; consequently, EASA is the beneficiary of safety suggestions within its remit. Under international and community law, all safety recommendations must be given full acknowledgement by the element to which they are directed to. At whatever point the investigation is carried out in an EU Member State, EASA displays an advisory role to guide the Investigator in control. Outside an EU Member State, EASA also advise the European Accredited Representative delegated by the State where the vital spot of business of the aircraft producer is. 2.4.3 National regulatory arrangements and requirements A national safety regulatory capacity is built up in every state. There is an extensive variety in the execution of the international safety regulations at the national level. This takes into consideration flexibility at all regional levels but it as well amounts to some irregularities. Numerous safety regulatory requirements seem hard to execute, both in states with restricted pre-existing safety regulation and those with well-grounded regulatory systems. Making sure that national regulatory structures are consistently in line with each other is difficult to achieve most times. Despite all this, there is still broad consensus that the matter of safety is global in nature, and that ICAO should remain the world regulatory authority for the safety of civil aviation. It is also noteworthy to say that before there can be in existence an international service airline operation to a destinated State, the State with the airline must enter into treaty with the government of the destinated State. This type of treaty is termed as Bilateral Air Service Agreements. 2.5 Bilateral Air Service Agreement (BASA) This treaty facilitates cooperation between States, standardization of regulations and harmonization of these regulations on matters that has to do with aviation safety. Under the Chicago Convention, it was clearly stated that no scheduled international air service may be operated over or into the territory of a contracting state without their permission. Since the need for movement across borders is just too inevitable, and destination country would want a situation whereby there standards for safety is not compromised, there came up the need for States to enter into agreements with each other which appeared in the form of bilateral air service. Under the Appendix 5 ICAO Template Air Service Agreement (TASA), which is an ICAO guidance material for agreement negotiation with parties entering into agreement, it was stated that each party grants to the other party the right to fly without landing across the territory of the other party and the right to make stops in the territory of the other party for non-traffic purposes. The selected airlines of each party can take on board, in the territory of the other party, passengers, cargo, mail and still go on operating for other reasons within the territory of the party. For safety reasons, each party, according to this Appendix, have the right to, in written, select the appropriate airlines that is worth operating and also the right to withdraw or change the airline if the part designating the airline fails to comply with the safety provisions. Any designated airlines for operation within the territories of each party has the discretionary right to reject or accept this designation.

Personal Growth Response Paper Essay Example | Topics and Well Written Essays - 1750 words

Personal Growth Response Paper - Essay Example In lieu of these situations they motivate and develop strategic responses. While being effective leaders the CEOs must actively engage themselves in the realization of action-oriented plans. This meant that leaders are vision oriented whereas the manager is objective oriented. He further emphasized that a leader works under unstructured environment and the manager is facilitated by a semi-structured environment under well-defined policies and guidelines. This lead to an important decision in my life which was a choice between a leader and manager and I came to realize that why should one settle for a manager whose goal is, basically, to maintain the status quo Thus I came to recognize that the true task of a leader is to reinvent strategies so that the organization and every person who works with him continuously become better. A leader should be flexible enough to be associated with the change in structure. To further explain this I would like to quote the example of Z.A. Bhutto explaining that Bhutto's downfall had come as a result of his inability to adapt to the changing political situation in the country. While the military and the U.S. backed out in supporting him, he persisted with his old policy eventually he failed. Therefore a leader needs to change oneself according to the environment and the structure. Sincerity: A leader has to be sincere to all stakeholders on all fronts ranging from