Attraction Essay Example | Topics and Well Written Essays - 1500 words

Attraction - Essay Example It is also possible that the other individual is repelled when it comes to the liking and disliking discussion. Speaking from a very spiritual perspective, it is up to the human beings as to how they see the basis of their life shaping up and what measures they enact in order to decide between the good and the bad, the virtue and the evil. It is also a known truth that evil seems to make home within the hearts of the human beings in a faster manner than goodness would do. (Author Unknown, 2006) This is because there is more attraction in going towards the evil and actually committing to it as compared to the good deeds that are also in abundance in this world. The difference is that good deeds make their way within our hearts in a slow but calming way. However it is also a known piece of information that virtue has its own way of reaching our hearts and just like water it chooses its own route, no matter how tough the barriers ought to be. Thus attraction is a very complex system to understand in the sheerest sense. As human beings age, they start developing feelings which they did not have in the past. Then again as they grow older, they start getting away from things they found attractive in the yesteryears. There are different comprehensions when it comes to getting aged. Age changes the different nuances of attraction and quite rightly so. With that the circumstances that take their toll on a person with the changing times and events, also shape up the manner under which his attractive intents are altered or amended. He might like a particular thing when he is a teenager but will laugh off the belief that he actually liked such a thing in the past, at a later stage. Experiences also shape up the way people perceive attraction. A grown up individual would most likely get attracted to intellect and knowledge while a teenager would go for looks and worldly possessions in a person. Therefore it would be right to deduc e that attraction is a very complex phenomenon which has more levels of understanding within it than the human mind can even think of. Getting attracted to a person of the opposite gender is just one of the aspects that come under this debate. (Sprecher, 2002) Infatuation is one form of attraction that develops in a person when he sees someone from the opposite gender. He feels that this is some form of love which has come for his own good yet this is a short term phenomenon which takes over his mind and heart completely. He starts believing in the power of love but what he forgets is the fact that this is mere infatuation at the end of the day and nothing else. Infatuation, if continued for a long period of time could change into love but there are very less chances of this happening. Usually this fades away after a certain period of time. Attraction similarly is a phenomenon which fades off after the individual exhibits certain actions and/or behaviors which are not appreciated by the party which has the attraction button activated within his own personality. (Langford, 1999) These feelings can also change with the passage of considerable time, someone else entering into this person's life or any other reason. It would be correct to stat e that attraction is indeed a very diverse subject and needs to be broken into smaller sub-segments so that the understanding is drawn out

Charles Schwab, Company Summary Essay Example | Topics and Well Written Essays - 750 words

Charles Schwab, Company Summary - Essay Example Appendix A shows a graph that illustrates the price movement of the stock during the past year. The stock a year ago was price at $13.86. The price of the firm climbed for six months and then it started a downward spiral to reach the current price of $11.54. The graph that illustrates the movement of the SCHW common stock looks similar to the graph of the normal distribution function. The founder and chairman of the company is Charles Schwab. Walt Bettinger is the chief executive officer (CEO) of the company. The enterprise has 13,200 employees worldwide. The corporate headquarters of the company are located in San Francisco. â€Å"Schwab also operates 302 domestic branch offices in  45 states, one branch in  Puerto Rico and one branch in London. Hong Kong clients are served through a Schwab subsidiary† (Aboutschwab). The quality of the human resources of the firm has been a critical success factor that has helped the company achieved tremendous growth during the past 40 y ears. The mission statement of Charles Schwab is to empower individual investors to take control of their financial lives free form the high costs and conflict of traditional brokerage firms (Blogspot). The financial service industry is a multi-trillion dollar industry. The top three stock exchanges in the United States: NYSE, AMEX, and NASDAQ moved 3899 million shares in 2010 (Plunkett Research). Charles Schwab is a major player in the brokerage industry. The company generated $4.2 billion in revenues in fiscal year 2010. The revenues of the company were 1% higher than in 2009. The firm has a total of 8 million client accounts. The client accounts of Charles Schwab have grown by 14.28% in comparison with 2007. The net income of the firm was $454 million. The net margin of the firm was 10.80%. The net margin is the firm was better than the industry average. The industry standard net margin is 5.8% (Dun & Bradstreet). The earnings per share (EPS) of Charles Schwab in 2010 was $0.38. The EPS is a metric that tends to influence the market price of the common stock. The return on assets (ROA) of the firm was 0.49%. The ROA industry average is 1.7% (Dun & Bradstreet). Return on assets measures how effective a company has been at generating net profits with its assets. The ROA of Charles Schwab in 2010 was 1.2% below the industry average. The return on equity (ROE) metric measures how effective a company has been at generating profits from its equity. The ROE of the company was 7.29%. The industry standard ROE is 12.3% (Dun & Bradstreet). The price earnings ratio (P/E) of the company on December 30, 2010 was 45.13. The P/E ratio is calculated by dividing the market share price by the earnings per share. The price earnings ratio shows whether a stock is relatively cheap or relatively expensive in comparison to its current earnings. There are several competitors that compete directly with Charles Schwab. Five of the top competitors Schwab faces in the marketplace are Merrill Lynch, Scottrade, Morgan Stanley, Ameritrade and ING. One of the things that set apart Charles Schwab from the competition is its brand value. The tremendous brand value of the firm has helped the company maintain high gross margins by charging $29.95 per trade. A lot of online traders receive revenues below $10 a trade. For instance Scottrade charges its customers $7 a trade. Charles Schwab i

Throughout his novel Essay Example for Free

Throughout his novel Essay Reread the begging of section one of the novel. Write about the ways the writer uses details in this passage to make the reader think about the changes, events and ideas in the novel; in the way the writer uses detail in his passage to prepare the reader for the ending. Throughout his novel, Of mice and Men John Steinbeck presents many ideas about the bias system that prevents working class people from amounting to anything, and how the fates of ranch hands and particularly the character of Lennie are inevitable. His use of language and literary techniques in order to develop his character and setting are used to prompt the reader to consider these ideas. The vocabulary that Steinbeck choices to describe the brush in both sections one and six of the novel mirror each other. Steinbeck has Lennie repeating the actions from section one to make us think back to the beginning of the novella, and consider the characters that he has created. Steinbecks meticulous use of detail throughout the novel makes it more memorable to the reader and so when in section 6 Lennie appear[s] out of the brush they are instantly reminded of the opening, as though the novel has come full circle. Steinbeck chose to set the ending to Of Mice and Men in the same setting as he chose to set the first to show the monotony and routine of the ranch hands and despite the dreams they may have, the reality of the situation makes hopes impossible. We, as the readers are aware from the start that the text is likely to end where it began as Steinbeck has the character, Lennie repeating what George said about the brush so [he doesnt] forget it, consequently the repetition also had the phrase stick in the minds of the novels audience. So when Lennie remembers his instructions from George in section Six, so do the audience. Steinbeck sets section six of the novel after the sun had left the valley which mirrors the first section which was also set in the evening. However the night also serves another purpose of suggesting that at the end of the day also comes the end of Lennies life, making the reader consider what has happened in the novel between sections one and six to lead to this moment and the comments Steinbeck was trying to communicate. The language choices Steinbeck makes to describe Lennie are throughout often quite animalistic. Although to demonstrate his size when Lennie is described as a bear, these terms serve a secondary purpose of making Lennie seem more animal than human. The very end of the novel and Lennies death are foreshadowed by the events in section 3 when Candys dog is led away to be shot. Later on Candy reveals that he feels that he should have shot him myself, which is what George does in the way Carlson describes in the bunkhouse. These similarities make Lennie seem like an animal however the metaphor goes further, suggesting that people at the time were all treated badly or like animals as Lennie is in this novel. In conclusion, the details that Steinbeck presents the final section of the novel Of Mice and Men make the reader think about other sections of the novel, particularly the begging as much of the imagery used in the final section is either the same or similar.

Analysis of the Indian Civil Aviation Industry

Analysis of the Indian Civil Aviation Industry Civil Aviation Scenario Evolution In December 1910, a party from Belgium and two from England with many aircrafts arrived in India. The first amongst them was famous Humber motor companies. The team was led by Capt WG Windham, comprising two pilots, one French and one English and two mechanics. After reaching Bombay (Mumbai) they proceeded to Allahabad to demonstrate the aircraft at the Industrial Exhibition due to be held there shortly. The first actual flight was successfully attained by Mr. David in a Beriot on the 10th of December 1910 circled the Polo ground at a height of 25 to 30 feet. The second aircraft flew the next day, December 11, 1910, under the control of French Pilot Piguet and carried the first passenger in India. He was one of the sons of the Maharaja of Benares In a show at Tollygunj, near Calcutta on December 21, 1910, in a show Baron flew with a lady passenger Mrs. N.C. Sen who thus became the first woman in India to get airborne. The history of civil aviation in India started with its first commercial flight on February 18, 1911. It was a journey from Allahabad to Naini made by a French pilot Monseigneur Piguet covering a distance of about 10 km over the river Yamuna. The first domestic air route Karachi-Delhi began in December 1912 by the Indian State Air Services in collaboration with the Imperial Airways, UK. It was actual extension of London-Karachi flight The Indian aviation gathered momentum after three years (1915) with the opening of a regular airmail service between Karachi and Madras by the first Indian airline- Tata Sons Limited October 15, 1932, JRD Tata started Tata Aviation and piloted the first carriage of mail from Karachi to Bombay. Tata Aviation later became Air India. At the time of Independence, there were 9 air transport companies operating in India. Tata Airlines, Indian National Airways, Air Service of India, Deccan Airways, Ambica Airways, Bharat Airways, Mistry Airways and Oriental Airways Air Corporation Act of 1953 was passed nationalising all airlines. Air India International took over the international traffic and Indian Airlines Corporation the domestic. Sector structure/Market size The Indian civil aviation industry is among the fastest growing industries in the world with its growth rate of 18% per annum. Number of players as well as the number of aircraft is increasing in India at it is mainly due to the open sky policy of the government, because of which many overseas players are entering in the aviation market. Today, private airlines account for around 75 per cent share of the domestic aviation market. India was at 12th position in the world’s aviation market in 2006, but it has improved its position holding 9th position at present.In the year 2006 the domestic air services were available at 75 airport in India which has improved up to 82 airports now. Month-wise Indian Scheduled Domestic Operation (Aircraft Kms Flown) of Civil Aviation in India (May 1988 to December 2008) In India the air passenger travel is increasing at about 25% a year since the aviation sector opened up the skies to private carriers. Government has estimated that by 2025 the growth of aviation sector in India will outpace the global average. Currently the aviation sector is going through bad phase which started from 2008 after economic slowdown hit the market in 2008, while year 2007 was the best ever in terms of growth for Indias civil aviation sector. The domestic airlines passenger load increased by 36.47 % (to 317.29 lakh passengers) in the first three quarters of 2007. International Air Transport Association (IATA), estimated about the Indian aviation sector that India will contribute significantly to global air travel. This contribution which was US$ 5.1 billion in 2007 will soon cross US$ 5.6 billion after the market condition will be stable and then it will grow significantly. In 2007 market research firm PhoCus estimated that domestic air traffic will be more than double and touch 86.1 million passengers by 2010, up from 32.2 million passengers in 2007. But after economic slowdown this estimate may take some time to achieve after 2010. Opportunities Aviation sector is going to play a major role in terms of employment in this sector. There is going to be huge demand for technical and administrative employees in this sector due to the vast growth of aviation sector in the future. Aviation sector is not only limited up to pilots and air-hostesses but there are many employment options in this sector which are related to aviation and without which industry cannot function. Some of the Operations jobs include: Pilots, airhostesses, air traffic controller, cabin safety instructor, in-flight managers, In-flight base managers, cabin services instructor, maintenance controllers, aircraft maintenance engineers, quality control manager, cargo officers and ground staff. There is also a wide range of positions on the ground and these include the services of mechanics, baggage handlers, ticket agents and reservations agents. Potential for Growth and its future The Indian Civil Aviation market was worth US$ 5.6 billion in 2008 which has grown at a compound annual growth rate (CAGR) of 18 per cent. According to Centre for Asia Pacific Aviation (CAPA) the domestic traffic will increase by 25% to 30% till 2010. Also international traffic will grow by 15 per cent and total market will have more than 100 million passengers by 2010. At present the Indias civil aviation passenger growth is 20% and it is one of the highest in the world. By 2020, 400 million Indian passengers are likely to be airborne. More than 100 million passenger in which 60 million will be domestic passengers and around 3.4 million tons of cargo per annum are expected to handle by the Indian airports by 2020. There are many significant steps which are still to be taken by the government to propel growth in the Indian civil aviation sector. Indian government is already working on its plans to modernize existing airports by 2010 and is investing more than US$ 9 billion in the project. There is also a plan of the government to develop around 300 unused airstrips. Kapil Kaul, CEO India Middle East, Centre for Asia Pacific Aviation (CAPA), in an interview said that Indias civil aviation passenger growth is among the highest in the world. â€Å"The sector is slated to cruise far ahead of other Asian giants like China or even strong economies like France and Australia. The number of passengers who will be airborne by 2020 is a whopping 400 million.† The markets being as it is holds great promise for potential investors and numerous International no-frills budget carriers are making a beeline for India. With so much activity in the sector there is a tremendous need for personnel as well. While earlier, the airline industry was largely government owned and perceived as regulated and also a tad boring, with private and international players entering the market, opting for a career in the airlines has become both a lucrative and glamorous option To meet the growing demand, Indian scheduled carriers are placing major orders for aircraft. Based on press reports, Indian carriers placed orders over US $12 billion at the 2005 Paris Air Show. Of the 280 aircraft order received by Airbus, 135 are from Indian carriers. Moreover, of the $50 billion that Airbus can earn from these deals, the contribution of Indian carriers is over $15 billion. Airbus forecasts that the number of new aircraft it would sell to Indian carriers would go up to 400 by the year 2023. This will make the India the third largest market for new aircraft in Asia, behind China (1,790) and Japan (640), according to Airbus Global Market Forecast 2004-2023. The aviation industry is of the view that the European aircraft maker may have to again revise its projection upwards. The report further states that Boeing expects India to buy aircraft worth $35 billion in the next 20years. As per a press report, the Center for Asia Pacific Aviation (CAPA) estimates India domestic airlines would need 650 new aircraft by 2012, up from the current 210. Every new carrier launched in the country will need to buy a minimum of five aircraft to start operations, as stipulated under the license condition, in the next 12 months. Inter Globe Enterprises has placed firm orders for 100 aircraft worth $6.5 billion. The anticipated fleet augmentation planned by airlines of India are shown in Table Source DGCA It will be observed that India is likely to see large increase in aircraft registered in India and operation of such fleet would result in straining of aviation infrastructure. Policy decisions have been undertaken to enhance the airport infrastructure. Another component of aviation infrastructure that is of crucial importance to growth of Civil Aviation is up-gradation of capacity to train critical manpower. The training for making available operating crew and maintenance personnel is an expensive exercise and requires long gestation period. Prior to liberalization in early 90’s, the two State-owned airlines had established elaborate training infrastructure to train critical manpower for their needs. The training plans were evolved based on its fleet expansion plans. In the first phase of domestic market liberalization in early 90s the requirement of critical manpower had placed a strain on availability of this human resource. Large scale poaching of critical manpower from one airline to another had been resorted to. The growth of fleet in the first half of the current decade had again resulted in shortage of operating crew and maintenance personnel. The series of steps have been taken recently to meet the present shortfall of cockpit crew that include increase of eligibility age of pilots from 60 years to 65, permission to ex-pat pilots to operate airline services etc. Industry is still facing problem besides opening up of doors for foreign pilots. In fact DGCA has taken a lead role to alleviate the situation of shortage of pilots in all possible manners without compromising the safety aspects. Private airlines are equipping themselves with flight simulators for pilot training including recurrent checks. Indian Airlines has been inducting CPL holders for its training program at CTE Hyderabad. Air India has embarked on a planned program to cater to long-term requirement of pilots by resorting to induct trainees for outsourced training to PPL CPL level thus enabling them to be inducting into ab-initio training program at its training establishment. Based on the fleet augmentation plans of various airlines and expected increase in the number of airlines, the requirement of critical manpower is expected to be the key factor in maintaining sufficient operating capacity to meet the growing demand for air travel in the country. Demand For Operating Crew The requirement of operating crew, of which cockpit crew is most critical due to long gestation period in training and need for elaborate and expensive infrastructure involving training aides such as aircraft simulators and other equipment in addition to training aircraft. The demand for operating crew in the country is based on the combined fleet augmentation proposed by all existing scheduled airlines and the prospective entrants into the air transportation business. Apart from schedule operators, pilots are also required by a large number of existing non-scheduled operators involved in charter operations and also for corporate aircraft owned by large business houses. Since the unprecedented growth rates achieved in the domestic market, and huge orders placed by airlines for new aircraft to cater to expected passenger carriage in the market, government, airlines, and other research institutions involved in civil aviation have been making projections for pilots requirements in the country. The projection by various bodies are at variance depending upon their estimation of the size of the market and expectations of the fleet size. The Center for Asia Pacific Aviation (CAPA) estimates that Indias domestic airlines would need 650 new aircraft by 2012, up from the current 210. This projection results in annual induction of over 70 aircraft that would require over 500 pilots per year for the new aircraft yet to be inducted. While evaluating the emerging aviation scenario, Kaw Committee (2006) had the following to say about critical manpower requirements to meet future needs: â€Å"Induction of large number of aircraft would require more than thousand additional type-rated pilots and equally large number of type-rated engineers in span of a decade, to meet the growth requirements, in addition to the recurring requirement of the licensed personnel. At present, most of the private operators get their pilots and engineers trained at the facilities of aircraft manufacturers or approved training organizations abroad. Considering the huge potential of training engineers and pilots in the country, some agencies, including aircraft manufacturers are thinking of establishing type-training facilities in India. DGCA will have to be strengthened to conduct examinations and licensing of large number of pilots and engineers required to operate and maintain the additional aircraft being acquired†. Currently there are 1650 ALTP commercial pilots licensed by the DGCA to meet requirements of over 200 aircraft operated by scheduled airlines and 2300 CPL holders meeting the airlines and general aviation aircraft. There are about 500 expatriate pilots assisting airlines in keeping airlines aircraft flying. The total requirement of pilots that would have to be trained from initial stage should take into account natural wastage on account of superannuation. FAST estimates consolidated additional requirement of pilots for the Scheduled/ non-scheduled airlines and the corporate sector at around 3000 pilots during the five years (2007-2012). Broad estimation of the requirement is shown below in Table In the present civil aviation scenario, the fleet plans of various airlines can undergo changes keeping in view growth rates on micro basis and intensity of future competition. The projection of requirements of pilots on year-to-year basis is therefore fraught with uncertainties, but a projection of pilot requirement on a longer time horizon is likely to be more realistic. Demand for Pilot Training Apart from air transportation of passengers on scheduled services and corporate travel, another potential area that has not seen much development is the need of air transportation for disaster management and medical relief /evacuation. In the coming years the use of small aircraft /helicopters is likely to become prevalent and air linking of district centers with State capitals/ major towns will be necessary. Operation of aircraft for this sector of aviation will also add to requirements of pilots. It may be noted that there is great demand for Pilot Training in India that has arisen due to phenomenal growth in air travel spurred by economic growth during the past. The present policies of the Government of India pertaining to emphasis on infrastructure and services sector leads to a very positive economic outlook that will have impact on the air transportation sector. The growth of traffic recorded in recent years is likely to be sustained in the immediate future and is expected to stabilize at a reasonable level. The sustenance of this growth is dependent on the growth and development of Aviation infrastructure of which training of critical manpower is a very important feature. Type of Training Flying Training Institutes offer various levels of trainings for commercial flying. These include Private Pilot License (PPL), Commercial Pilot License (CPL), Multi-engine Rating, and Instrument rating; apart from Commercial Helicopter Pilot License, Flight Instructor License/Rating, and Airline Transport Pilot License. In the first phase it is proposed to impart training for PPL and CPL as these trainings involve flying training on single engine aircraft. For multi engine rating and IR rating, induction of twin-engine aircraft is required along with requisite training aids such as specific aircraft simulator. Eligibility Qualifications for Entry to PPL/ CPL course Candidates for PPL training should have completed Senior Secondary Examination (10+2). Minimum age of 17 years is prescribed for induction into the course. PPL holders would be eligible to be inducted for CPL training and should have PPL issued with 50 hours of flying and not less than 10 hours of solo flying within a period of preceding 12 months. The flying club issues student Pilot license after checking the general capability of the student to continue flying training such as enough leg space in the cockpit. Selection Procedure The selection of candidates may be done on the basis of a written examination followed by Pilot Aptitude Test and Interview. The written examination for entry into PPL course will be on general subjects such as English, Physics, Mathematics and Reasoning, where as for CPL written exam will be for subjects of Air Navigation, Aviation Met, Technical general and Air Regulations. Ground Courses and Flying Training Ground Courses: Topics for the ground courses that are laid down by DGCA for PPL and CPL along with duration are shown in Table 2.1. Trainee Intake Course Duration PPL Course: The Institute in the First Phase will cater to induction of a batch of 20 trainees for PPL course. Initially induction will be carried out twice a year. During the second year of operation of institute four batches of 20 trainees each are proposed to be inducted at three monthly intervals. Trainees are expected to complete PPL Course, Simulator and Flying Training in six months. The course work and part simulator training will be completed in three months followed by intensive flying training of 50 flying hours per trainee. CPL Course: The CPL course will commence during the second year of institutes’ functioning Training Infrastructure Flying and Gliding Clubs: It is observed that Flying and Gliding Clubs have been receiving financial assistance from the Central Government ever since their inception in 1928. This assistance gradually increased on the recommendation from various Committees set up for the purpose from time to time. It is also to be noted that in addition to receiving subvention from the Central Government most of the clubs were receiving grants and donations from the State Governments and other private organizations besides the revenue earned through: Flying fees paid by the trainees Membership fees/subscriptions etc. The subvention budget was raised to 3.5 crores by the Ministry of Civil Aviation. Later on this subvention was withdrawn except for SC/ST candidates. All the flying clubs except private one’s became sick due to non-subsidy to students as it was a great burden for pilot student to pay for full flying cost. Flying clubs are generally private bodies headed by Deputy Commissioner of the district, with Sr. public person and DGCA member on its board. Equipment i.e. aircraft are purchased by the Central Government (DGCA or Aero Club of India) and given to flying clubs but remain property of DGCA. Indira Gandhi Rashtriya Udan Academy (IGRUA) was set up in Fursatganj in U.P. to provide quality training to the pilots. The Academy envisaged a quantum improvement in the standards of flying and ground training of Commercial Pilots in the country. For this, the Academy is equipped with most modern and sophisticated trainer aircraft, up-to-date audiovisual training aids and other facilities for effective ground training. Highly qualified flying and ground instructors, with long experience in the field of aviation and flying training were recruited. Academy is funded by Ministry of Civil Aviation (Air India Indian) and is equipped with latest aircraft /simulator. It has produced a large number of pilots who are serving airlines. IGRUA charges Rs.16.5 lakhs for CPL training. IGRUA uses mainly TB-20 trainer aircraft and it charges per flying hour is Rs.12, 000/-. IGRUA have been permitted to admit 100 flying students per year. IGRUA is supported to the tune of Rs.10 crores (approximately) on its recurring annual account. Proposed Training Establishment At Gondia in Mahrashtra: Ministry of Civil Aviation (MCA) is in the process of setting up National Flying Training Institute (NFTI) at Gondia in Maharastra. MCA is concerned regarding shortage of world-class facilities for training the pilots in India to meet the large-scale demand of well-trained pilots. Ministry also envisages that specific infrastructure meeting the needs of International Standardized Flying Training including the research and development in the fields of pilot training, aviation related innovated and practical courses comparable to the requirements of standards of CAR, issued by DGCA (India). ICAO, FAA (of USA) and other international training centers of repute should be established. NFTI is a green field training center and aims to develop NFTI investment as viable economic units. NFTI may have institutional structure which meet the DGCA requirements for flying training. These are Society registered under the Societies Registration Act, 1860 Statutory body under an Act of Parliament Company incorporated under the Companies Act, 1956 Foreign Training Institutes/ Schools: Indian flying students also go abroad for flying training and obtaining PPL and CPL in foreign Academies predominantly in USA, Canada and Australia. The pilots having successfully completed the training program receive license issued by Civil Aviation Authorities of respective countries. DGCA accepts the license of foreign aviation authority and endorses the license after passing of the students of three papers and flight check by the DGCA pilot. The duration of obtaining CPL license is comparatively much less and may cost about $US 20,000/- as fees. The student pilot also pays additional expenditure for boarding and lodging and traveling Process For Grant Of Approval For Flying Training Institute Approval for setting up Flying Training Institute is issued by the DGCA in accordance with CAR Section 7, Series â€Å"D† Part 1 issued in July 1999 and subsequently amended from time to time. This document details eligibility requirements, and describes the process in details along with minimum requirements relating to infrastructure, procedures and manpower for grant of approval This document is applicable for flying training activities with aircraft having maximum certified take off mass not exceeding 5700 kgs. The document also encloses formats for applicants to be utilized at various stages in the process. Eligibility requirements for issue of approval: Approval of organizations undertaking flying training activities can be granted to Central Government or state owned or controlled ones. Indian citizens, Nonresident Indian, or overseas corporate bodies can also apply for setting up flying training institutes. A company registered in India having its principal place of business within India with or without foreign equity participation (excluding NRI equity as approved by Government of India from time to time is covered in eligibility criteria. Stages of Approval Under the prescribed process, approvals are granted stage-wise. The stages are as under: Grant of Initial ‘No Objection Certificate’ Permission for import/ acquisition of Aircraft Grant of Approval Grant of Initial No Objection Certificate (NOC) Stage 1 Application is to be made to the Director General of Civil Aviation in prescribed format. For issue of initial NOC, Security clearance and FIPB approval (in case of foreign equity participation) is necessary. Application should contain following information with supporting documents. Following details are required to be furnished in the application: Memorandum of Articles of Association duly registered with the competent authority No Objection Certificate from Airports Authority of India from air traffic point of view No Objection Certificate from Owner of the airport for use of airport for setting up of training institute and for providing parking and Hangar space. Financial soundness of applicant Project report giving details of organization, manpower, training plans, infrastructure and equipment for the institute, source of funding, viability of project etc. Details of Directors of the Board and Chairman/ CEO for necessary security clearance Type and number of aircraft and simulator and source of procurement Submission of requisite fee Initial NOC will be granted after the application is found satisfactory from the point of view of need of training institute, airport capacity and constraints at the proposed airport, suitability of proposed aircraft type, aircraft maintenance arrangements etc. This NOC is valid for one and half years during which applicant will take necessary steps to comply with requirements and acquire final approval for starting the training institute. Issue of permission to import of Aircraft Stage 2 Initial NOC holder will take necessary steps to the satisfaction of DGCA for establishing required infrastructure, recruitment and training of manpower, preparation and approval of training manual, maintenance system manual, MEL, Maintenance schedules, security program etc. Initial NOC holder will furnish necessary information to show that the specific aircraft proposed to be imported meets the requirements for import of aircraft and that all mandatory modifications and airworthiness directives are complied. On demonstration of necessary preparedness the initial NOC holder will apply to the Ministry of Civil Aviation for grant of permission to import/ acquire aircraft in the prescribed format. The permission to import aircraft shall be valid for one year extendable by three months on one time basis. For new aircraft extension may be permitted for actual lead-time of the delivery. Grant of Approval Stage 3 For the final grant of approval institute shall have necessary training aids, Hangars, suitable space for aircraft maintenance, well lighted workshops and fire fighting / safety equipments. Well-marked and adequate parking bays and taxi tracks along with facilities for mooring should be available. Adequate space for engineering, maintenance, operations and classrooms should be in place. The institute should have a well equipped library with aviation books, literature, up to date flying training circulars/ compendium, CARs, AICs, AIP, Jeppson Charts route maps etc. Chief flight instructor/ Flight Instructor, in-charge and Quality control Manager should be recruited for whom DGCA approval is obtained. Adequate number of flight instructors, ground instructors and engineering personnel should be employed. Specific approval is necessary for employment of foreign licensed pilots/ engineers. On completion of necessary preparedness, applicant will apply to DGCA for grant of approval to the flying institute. The application should cover the following aspects: Particulars of specific aircraft with installation of mandatory instruments and equipment Certification of Registration and Certificate of airworthiness of the aircraft Approval of the maintenance organization Name, license/ approvals and endorsements of flight instructors/ engineers Comprehensive insurance policy covering aircraft, occupants and third party risks in accordance with requirement Compliance of relevant CAR and conditions for initial NOC if any Details of facilities, equipment, procedures and necessary manpower. On satisfactory review by the DGCA, a team constituted in DGCA will carry out inspection of the institute. If the institute meets all requirements DGCA will grant approval to the institute that shall be valid for one year and shall be renewed each year. Sources For Instructors The sources from where instructors could be recruited are as follows: From general aviation Indian Air Force International Market There is a shortage of instructors at present in the Indian aviation market. However, NEC can approach Indian Air force for instructors on deputation. The instructors can also be sourced from the International market. Company Profile (Foundation for Aviation and Sustainable Tourism) Vision of FAST Foundation for Aviation and Sustainable Tourism (FAST) to be a Think Tank evaluating policies and a Research Organization of Repute. About FAST(Foundation for Aviation and Sustainable Tourism) Foundation for Aviation and Sustainable Tourism(FAST) is an international. non-government, non-political, autonomous research organization was founded in the year 1992 .It is not working for the profit but its objective is to promote the Civil Aviation and Tourism in harmony with the environment and provides common platform for the industry and the government to find a workable solutions. Its main aim is to function as an institutional base for the study of all aspects with regard to civil aviation and tourism including their management Organization Former Secretary General, International Civil Aviation Organization (ICAO), Dr. S.S.Siddhu is the founder Chairman of this organization. Lt. Gen (Retd.) K M Seth, PVSM, AVSM, former Governor of Tripura and Chattisgarh is the president. Former Executive Director, Airport Authority of India (AAI) Mr. Gurcharan Bhatura is the director general of FAST. Mr. B.K Joshi, former Joint Director General of Civil Aviation is the secretary general. Board of trustees FAST is managed by the board with following trustees: Lt. Gen. (Retd.) K.M. Seth PVSM, AVSM Former Governor of Tripura Chattisgarh Mr. N.N. Jha IAS (Retd.) Mr. B.N. Jha,IAS (Retd.) Mr. Uma S Bhartia, Manager Director India Glycols Ltd Mr. P.R.S. Oberoi CMD, East India Hotels (Oberoi group of hotels) Mr. Siddhanta Sharma, Chairman Spice Jet Mr. VP Agrawal, Member (Planning) AAI Mr. Gurcharan Bhatura, Director General, FAST. Executive Council Lt. Gen. (Retd.) K.M. Seth AVSM, PVSM former Governor of Tripura Chhattisgarh, President FAST Mr. M. P. Bezbaruah, IAS (Retd.) Mr. Raghu Menon, CMD, National Aviation Company of India Limited Mr. Anil Bhandari, MD International Travel House Ltd Mr. Kanu Gohain, Director General Civil Aviation Mr. Parvez Dewan, CMD India Tourism Development Corporation Mr. R. Krishnan, Consulting Editor Cruising Heights Mr. Raman Sidhu India Head, Corp Affairs Fidelity international Mr. MM Bhagat, Chairman Bhagat Group Mr. Gurcharan Bhatura, Director and Secretary General Mr. B. K. Joshi, Treasurer Corporate Members and Members from industry There are many members of this organization which is from the aviation industry. Some are as follows : Mr.Naresh Goyal – (

My Educational Philosophy Essay -- Philosophy of Education Teaching

My Educational Philosophy A teacher, according to Webster’s New College Dictionary, is one who â€Å"imparts knowledge or skill.† In truth, however, the responsibilities of a teacher ascend far beyond this formal definition. For many year teachers as a whole have guided and molded each generation, thus have guided and molded the future. Being part of such a grandeur undertaking serves as ample motivation for entering the education field. Teaching will give me the opportunity to take part in one of the institutions that America prides herself on: public education. I will contribute to the goal of providing everyone, even the most disadvantaged, with an opportunity to acquire knowledge and better him or herself. I will help to pass on our culture, values and knowledge to the next generation. As an aspiring elementary school teacher, I also find motivators on a smaller scale. Working with children will teach me about myself and help me to continue my own learning throughout life. It will also provide me with an opportunity to impact many students’ individual lives. In my opinion, all students have an inherent desire to learn, some simply have yet to find it. It is the primary responsibility of the teacher to find this flame in children and then fuel it in the classroom. Because of this, elementary school teachers have many important decisions to make about the classroom and what will take place in it. With some limitations, teachers basically design their own classroom. I think the first step in successfully teaching children is creating a rich learning environment. The physical environment of the classroom is very important. As a teacher, I plan to decorate my room with bright colors and themes... ...lunge into the teaching profession I will not set into stone my current beliefs. By keeping an open mind, I will allow my experiences to guide me. I hope to not only, â€Å"impart knowledge and skill to others,† but also to help create self-regulated learners who can continue to learn and adapt throughout life. I will close with a much more appropriate definition of a teacher in the words of Harvard professor Robert Coles. â€Å"All good teachers rescue us from the death of boredom, apathy, self-preoccupation, and self-satisfaction: the teacher as an intellectual and moral life saver who fortunately has come our way and, of course, the teacher as one who is rescued by rescuing others.† Works Cited Woolfolk, Anita. (2001). Educational Psychology. Pearson Education Company: Maine. Webster’s II New College Dictionary. (1999). Houghton Mifflin Company: New York.

The Word Police by Michiko Kakutani Essay -- The Word Police Michiko K

The Word Police by Michiko Kakutani Michiko Kakutani's essay â€Å"The Word Police† is a refreshing look at a literary world policed by the Politically Correct (P.C.). She pokes fun at the efforts of P.C. policepersons such as Rosalie Maggio, author of The Bias-Free Word Finder, a Dictionary of Nondiscriminatory Language . But in mocking authors like Maggio, Kakutani emphasizes that efforts of the P.C. police are often exaggerated to the point of silliness and can even become a linguistic distraction from the real issues. In fact, such filtering or censorship of words can lead to larger problems within the English language: â€Å"getting upset by phrases like ‘bullish on America' or ‘the City of Brotherly Love' tends to distract attention from the real problems of prejudice and injustice that exist in society at large† (686). According to Kakutani, over-exaggerated political correctness just serves in complicating our words and diluting the messages. But really, the problem in P.C. advice on word-choice is the exaggeration of inclusive ness. Kakutani addresses the P.C. police's righteous motive: â€Å"a vision of a more just, inclusive society in which racism, sexism, and prejudice of all sorts have been erased† (684). But where does one draw the line between writing inclusively and walking on eggshells? What is politically correct? Must writers assume the worst of their audiences when debating whether to mutate the spelling of â€Å"women† to â€Å"womyn† in order to avoid sexist language? The truth is, writing purely inclusively is an arduous task; it requires consistent and careful consideration of many exterior elements such as audience, literary content, and societal context. An examination of these elements reveals just how difficult ... ...eading community. This goes to show that sometimes it takes extreme action to produce meaningful results. Kakutani writes, â€Å"In the case of the politically correct, the prohibition of certain words, phrases and ideas is advanced in the cause of building a brave new world free of racism and hate† (687). In this way, the P.C. motive is honorable. And we learn that accountability can be a worthwhile tool for those who strive to better themselves. Therefore, the efforts of the P.C. police are to be equally criticized and applauded: criticized for over-punishing many of the language-abiding citizens, and applauded for their attentiveness to detail and determination to better our language for the sake of inclusiveness. Works Cited Kakutani, Michiko. â€Å"The Word Police.† The Writer's Presence . Eds. Donald McQuade and Robert Atwan. Boston: Bedford/St. Martin's, 2003.

Seasonal Variation Common Pediatric Problems Health And Social Care Essay

Background: Seasonal fluctuation is an of import public wellness phenomenon. Many common human diseases display predictable seasonal tendencies depending upon direct or indirect factors act uponing patient results. Pakistan lacks clear cut informations about this issue. Seasonal fluctuation assumes critical importance when it comes to paediatric disease in our set up. Our under 5 old ages mortality is one of the highest in WHO-EMRO part. Aims & A ; Aims: Present survey is aimed at observing and documenting seasonal tendencies in paediatric unwellnesss with highest morbidity and mortality rates in our state, viz. , acute stomach flu, asthma, URTI and LRTI. Material & A ; Methods: Retrospective reappraisal of Pediatric OPD databases for three ( 2006-2008 ) consecutive old ages in Kuwait Teaching Hospital was carried out by the research workers and instances run intoing inclusion standards were entered in survey database. Data was analyzed for seasonal tendencies utilizing Microsoft Excel 2007. Consequences: Clear cut seasonal tendencies were seen in Acute Gastroenteritis, URTI, Asthma aggravation and LRTI. Each disease displayed one-year extremums for three back-to-back old ages. Decision: Major paediatric slayers in our state show predictable seasonal tendencies that can be used for better readiness and improved results in paediatric population Keywords: Seasonal fluctuation, Acute Gastroenteritis, Upper Respiratory Tract Infection, Lower Respiratory Tract Infection, Asthma, Pediatrics, List of Abbreviations AGE Acute Gastroenteritis EMRO East Mediterranean Regional Office IMCI Integrated Management of Childhood Illnesss KTH Kuwait Teaching Hospital LRTI Lower Respiratory Tract Infection OPD Out Patient Department PMC Peshawar Medical College RSV Respiratory Syncytial Virus URTI Upper Respiratory Tract Infection WHO World Health Organization List of Tables, Graphs and Figures Table 1: Entire figure of instances of selected diseases for each twelvemonth of survey at Kuwait Teaching Hospital Figure: Seasonal tendency of Acute Gastroenteritis ( AGE ) instances Figure: Seasonal tendency of instances with acute aggravation of asthma Figure: Seasonal tendency of instances with acute aggravation of URTI Figure: Seasonal tendency of LRTI instances Background Seasonal fluctuation is a well-known public wellness property of human unwellness. It is of import from epidemiologic position point and serves as an index of etiologies other than primary causative agent for a disease. Human immune responses, [ 1 ] , bacterial counts, [ 2, 3 ] , allergen denseness, exposure rates, [ 3, 4 ] and opportunity exposure, [ 5 ] are all seasonally determined. Bing able to foretell seasonal fluctuation in any disease is, intelligibly, an assistance in index of intuition, diagnosing and above all aa‚ ¬Aâ€Å"Emergency Preparednessaa‚ ¬A? and preventative steps to incorporate disease. Outside primary attention, seasonal fluctuation has been documented in admittance rates to intensive attention units ( United Kingdom ) , [ 6, 7 ] visits to the exigency section ( United States ) , [ 8 ] and all-cause mortality ( United Kingdom ) , [ 9 ] . Published surveies show seasonal fluctuation in the diagnosing of ischaemic bosom disease in general pattern ( United Kingdom ) , [ 10 ] and in the figure of visits to primary attention doctors ( Sweden ) . The Swedish survey, based on a 14-year observation period from 1969 to 1982, found that visits to primary attention doctors declined during July and August in relation to a diminution in diagnosings related to respiratory tract infections, and that there were no appreciable differences for the remainder of the twelvemonth. Season specific unwellnesss, [ 11, 12, 13 ] and mortality rates, [ 13, 14 ] are now being used to find several wellness parametric quantities and resource allotment in wellness sector. This makes finding of se asonal fluctuation an of import public wellness step particularly in catching diseases. Although Pakistan is endemic for several catching diseases, yet we do non hold sufficient informations to back up seasonal fluctuation for common primary attention jobs in our population. Bing a state that faces one of the highest under 5 mortality rates in the WHO-EMRO part, we carry the duty of sensing and certification of baseline informations for appropriate intercessions in paediatric unwellness. From a public wellness position, the current survey will assist us place the demand for intercession and formulate schemes on a larger graduated table to cut down under 5 yr. morbidity and mortality rates in our population. Present survey is a Pilot design to look into the seasonal fluctuation of common paediatric wellness jobs showing to a primary attention OPD in a metropolis of Pakistan. Aims: To observe and document seasonal tendencies in paediatric unwellnesss with highest morbidity and mortality rates in our state, viz. , acute stomach flu, asthma, URTI and LRTI in Kuwait Teaching Hospital OPD, from 2006-2008. Methodology Present survey is a retrospective descriptive analysis of an bing database at paediatric OPD at Kuwait Teaching Hospital, KTH, Peshawar. Kuwait Teaching Hospital is an affiliate of Peshawar Medical College, an commissioned establishment of medical instruction. Pediatric OPD at KTH is of moderate volume with 60-80 OPD visits per twenty-four hours by kids belonging to middle to low socioeconomic category signifier the environing Jamrud Road and Tehkal country. Patients are largely cultural Afghans and Pashtuns. PMC Pediatrics is a well-equipped unit with inpatient bed strength of 35 beds and 5 neonatal isolates. It is staffed by 3 advisers 6 medical officers and 7 paediatric nurses. Study was approved by PMC Institutional Ethical Committee and informations aggregation was performed on site in KTH. Data was extracted from OPD and ward registries and patient medical records for admitted patients for old ages 2006, 2007 and 2008. Research workers met hebdomadal during informations extraction and informations entry clip and discussed jobs for common declaration. Operational definitions used were standard WHO/IMCI definitions. Acute Gastroenteritis was a kid less than 5 old ages age showing with history of increased frequence and reduced consistence of stool over past 24 hours with or without febrility and emesis. Upper Respiratory Tract Infection was child less than 5 old ages age showing with acute ear aching, sore pharynx, tonsillitis, spasmodic laryngitis or epiglottitis with moderate to severe respiratory hurt category harmonizing to IMCI categorization, Lower Respiratory Tract Infection was a kid less than 5 old ages showing with respiratory hurt harmonizing to IMCI categorization and chest X-ray findings consistent with lobar or bronchial pneumonia. Acute Exacerbation of Asthma was presence of respiratory hurt and wheezing in a kid less than 5 old ages age who was known to hold reactive air passages disease. Data was entered in Microsoft Excel 2007 and later analyzed for seasonal fluctuation. Graphs were constructed for each paediatric status under consideration and compared for consistence. Consequences A sum of 7209 patients were included in the survey reported in Kuwait Teaching Hospital OPD from January 2006 to December 2008. Entire figure of instances reported for Acute Gastroenteritis, Upper Respiratory Tract Infections, Asthma and Lower Respiratory Tract Infections were 3129, 1527, 1599, and 954 severally. 72.80 % of instances of AGE were reported in the months of April, May, June, July, August and September ( summer ) as shown in Figure 1. Patients with acute aggravation asthma reported most in the month of April ( spring ) ( 13.01 % ) and winter season. The Numberss of instances show a gradual addition from September to December ( winter ) ( 51.16 % ) as shown in figure 2. 61.36 % of instances of URTI were in the months of February, April, October, November and December. An addition in patient count was observed from the month of October to December ( 36.87 % of entire instances ) as shown in Figure 3. Extremums in the figure of patients reported for LRTI was observed in the months of April and July ( 15.93 % of entire ) and there was a gradual addition in patient count in winter months i.e. September, October, November, December and January ( 55.87 % of entire instances ) as shown in Figure 4. Year of Study Acute Gastroenteritis Upper Respiratory Infection Lower Respiratory Infection Acute Exacerbation of Asthma 2006 933 450 288 420 2007 1007 510 309 549 2008 1189 567 357 630 Entire 3129 1527 954 1599 Table: Entire figure of instances of selected diseases for each twelvemonth of survey at Kuwait Teaching HospitalFigure 1: Seasonal tendency of Acute Gastroenteritis ( AGE ) instancesFigure2: Seasonal tendency of instances with acute aggravation of asthma Figure 3: Seasonal tendency of instances with acute aggravation of URTI Figure 4: Seasonal tendency of LRTI instances Discussion Our chief aim was to observe and document seasonal tendencies in paediatric unwellnesss with high morbidity and mortality rates in our state, viz. , acute stomach flu, Asthma, URTI and LRTI. Although seasonal tendencies of assorted wellness jobs have been studied by assorted research workers in Pakistan and other SAARC states. Areas of probe include childhood poisoning [ 15 ] and shot, [ 16 ] . Probe of seasonal tendencies of childhood unwellnesss in Pakistan has non been carried out to the authoraa‚ ¬a„?s cognition. AGE exhibited a reasonably unvarying distribution form over the assorted old ages with regard to its seasonality. Higher sensing rate of AGE during the summer season may be explained due to assorted factors. First of all high temperature during this clip of the twelvemonth is thought to advance growing of morbific beings in the environment. [ 17 ] Furthermore, monsoon season causes a batch of strain on already unequal sewerage disposal system hence ensuing in a greater figure of incident instances. Particularly in the summers, the frequence of AGE towers above other paediatric diseases. The greater load of this disease exists in kids because of their under developed immune system. Asthma showed a bimodal distribution with its first extremum in spring and 2nd extremum in winters. The consequences clearly show that most people seek medical attention for Asthma in spring and winter. The rise in admittance for Asthma in spring may hold been related to increasing tree and grass pollen counts. The oncoming of cold conditions has been shown to be related to symptoms of asthma [ 18, 19, 20 ] . The acquisition of viral infections, [ 21 ] the seasonal prevalence of fungous spores, [ 22, 23 ] and the fluctuation in the house dust mite population [ 24, 25 ] may lend. The clear seasonal fluctuation is consistent throughout our state, proposing that similar environmental trigger factors are responsible for arousing onslaughts. Our consequences showed an addition in patient count with LRTI and URTI during the months of February, April, and July and in winter season in all the three old ages under survey. This may be due to the fact that people remain indoors during cold conditions. Due to shut contact in indoor environment, people, particularly kids, are more prone to acquire disease. The agents that cause LRTI are most frequently transmitted by droplet spread ensuing from close contact with a beginning instance. Contact with contaminated vehicles besides may be of import in the acquisition of viral agents, particularly RSV. Probably the somewhat fewer studies in summer were a manifestation of epidemic instead than seasonal fluctuation. For grounds that are unknown, different viruses cause extremums of infection at different times during the respiratory virus season ; these extremums rarely occur at the same time [ 26 ] . Seasonal tendencies are complex phenomena that require elaborate surveies with multipl e samples from diverse population beginnings over long periods of clip to be able to foretell seasonality of disease. Therefore, farther surveies with bigger samples and over longer continuance of clip are required to foreground the phenomena better in our set up. Decision A important seasonal fluctuation was observed in AGE, URTI, LRTI and Asthma. Summer received most instances of AGE. Most of the patients with Asthma were reported in spring and winter. A important addition in patient count with URTI was observed in winter and spring in all the three old ages. Most of the patients with LRTI were observed in winter and in the months of April and July. Further surveies with bigger samples and over longer continuance of clip are required to foreground this phenomena better.