Holden Caufield and PTSD Essays

Holden Caufield and PTSD Essays Holden Caufield and PTSD Essay Holden Caufield and PTSD Essay After the death of Holdens little brother Allie, who passed away from leukemia, Holden at this point begins to give up on himself, he started to fail majority of his classes and became extremely enraged with everyone. The death of his brother left scarring and a significant amount of stress in his life.He even started to have thoughts of death which are clear signs that he suffers from PTSD. In this scene from the novel, Holden mentions Allies baseball glove and it reminds him of his brother because it had poems and literature written all over it, and how academically inclined Allie was, his teachers would always write letters home to their mother saying that he was a very intelligent student and Holden goes on talking about his brother stating all the positives aspects about him. These constant flashbacks and memories are causing Holden to think of his brother a lot and it is making him depressed on the inside, which therefore him developing suicidal thoughts. This dreadful incident that happened when Holden was thirteen has had a huge impact on his mental state, it is not easy for someone who has lost loved one at a young age because their mind is still developing and it can be hard for them to overcome stress and emotions that follow. Secondly PTSD can make you feel very anxious or on edge at times. Many people feel irritable or tempered very easily this relates to Holden because the fight that took place between him and Stradlater was caused because he let his emotions get the best of him and reacted to the situation when stradlater was talking about Jane someone who Holden has had mixed feelings for in the past. In this scene he is upset because Jane is a girl who Holden actually shows some affection towards, and he is upset by the way Stradlater talks about her because all he does is treat women like objects and is disrespectful. Holden in this scenario is upset of the way Stradlater has been talking about Jane and reacts t

DISSERTATION (Research Methodology ) Example | Topics and Well Written Essays - 2000 words

(Research Methodology ) - Dissertation Example As found in the literature, psychic distance is critical to strategy formulation. Accordingly, the cultural attitude and the behaviour of the target segment are essential to devise the right marketing strategy. The students have become demanding and the programme curricula need to be revisited to suit the changed economic environment globally. DEDUCTIVE AND INDUCTIVE METHODS There are several ways to conduct research and the two most common ways are logical positivism or phenomenological interpretation. Logical positivism allows the hypotheses to be formulated in advance and is quantitative in nature based on experimental methods (Amaratunga et al, 2002). In implementing this method of research the researcher should ensure independence of the observer from the subject being observed. In the interpretive method, a qualitative approach is used and efforts are made to inductively analyse and understand the experience based on the context in which it has been set. This approach does not accept the belief that objects of experience are independent events. Regardless of the method used, the research process must fulfill the purpose of the research, answer the research questions and achieve the objectives and aim of the study. To take an informed decision, the research methods will be evaluated based on the purpose of the research, the time availability, aims and objectives, and the sample size including the subject of research. 3.2 Research approach A qualitative approach will be adopted for this study as, in the words of Knox (2004), this approach enables the researcher to have an insider perspective on social actions. Insider perspective is essential to get an idea of the demands of the students and the current changed environment due to the economic downturn. The scenarios may differ across circumstances and this approach will enable to articulate different scenarios while also enable to study the phenomenon under natural settings. Moreover, since interviews will be conducted, it may not be possible for the researcher to observe independence from the subject being interviewed. Hence a quantitative approach is not possible, and a qualitative approach is justified. 3.3 Research strategy Both primary and secondary data will be collected through the qualitative method. This method will help explore new ideas effectively. DATA COLLECTION Secondary data is essential to achieve the first objective, which is to evaluate the current international marketing strategy adopted by universities globally. Data has been sourced through academic journals and reputed websites. The study finds that the traditional marketing principles cannot be applied to the field of HE. The situation differs and other factors such as faculty selection, their reputation and experience, the image of the institution, and the curricula changes are important factors that need to be looked into. Market selection process is critical to the success of the strategy in international ma rketing for HE. The second objective too has been evaluated through secondary data as it pertains to evaluating the drivers of change in the current environment. The change in the environment has been ascertained through journals and reports which have helped to analyse and understand the changed educational requirements of the students. Since data on these issues were available in plenty, the relevant ones have been segregated and the unimportant ones eliminated. Data from

Which Markets AIBO Can Look for as Alternatives to US and Japan Essay

Which Markets AIBO Can Look for as Alternatives to US and Japan Markets - Essay Example Consolidating information from all the above sources, following are the features of AIBO which can be built in addition to the present features – 1. AIBO Facial Recognition – it would be very useful if AIBO is able to recognize its owner’s face. As of the date of the case, AIBO did not have facial recognition features. Users would find it more delightful if AIBO would recognize its owners face and express delight just as the actual dogs or puppies do. 2. AIBO Voice Recognition – similar to face recognition, AIBO owners would also find it very delightful if their robopet would recognize their voice and respond accordingly. This would really delight the users. 3. AIBO Self Battery Recharge – there have been questions raised by AIBO owners (AIBO FAQs www.aibosite.com) if AIBO can detect by itself if its battery needs recharge and would go and plug itself in order to recharge itself. This would remove the last bit of dependency of AIBO on its owner. Possibly this can be done by having the battery recharge through its legs which could connect to a docking station and connect itself for recharge. 4. AIBO Newspaper Collection – AIBO can try to make its habits as close to the actual pet dogs as possible. Many US dog owners have a habit of their pets fetching the morning newspapers. As an added â€Å"utility† expected by US consumers, this can be a very relevant functionality. There can be specially designed AIBO newspaper port where the newspapers would be dropped by the newspaper vendor. This can trigger an automatic detection by AIBO who can go to the port and fetch the newspaper for its owner. 5. AIBO Object Transportation – similar to AIBO newspaper collection, an additional utility can be added for AIBO where AIBO can pick small objects and drop it at the place in the house as suggested by the owner. 6. AIBO Intrusion Detection – as an actual dog many times serves as a watch dog at night and alerts the owners by barking, AIBO should be programmed as an intrusion detection system and if there is a housebreak, then it can detect movement and sound off a siren as well as give the burglar an electric shock or so, thereby preventing theft.

The problem of realism in Animation Essay Example | Topics and Well Written Essays - 2000 words

The problem of realism in Animation - Essay Example The essay "The problem of realism in Animation" analyzes he issue with Realism in the context of animation. Contemporary film production has and currently, is undergoing a rapid makeover ever since the onset of digital revolution. Film makers today, storyboard, shoot and edit their films with the assistance of computer manipulation of images commonly referred to as digital imagery. With respect to the ordinary audience, the most evident relevance of these technologies is the new wave of computer generated and computer enhanced special effects which are capable of generating outstanding graphic images – which have conquered new heights and reached the epitome of visual excellence. Examples include: the watery creature in The Alyss (1989) or the glistening, irregular shaped Terminator 2 (1991). The images viewed in these movies were unlike any of those witnessed previously. However, such swift transformations and the resultant changes is creating grave setbacks for film theory f or the reason that the digital manipulation of ordinary images is so original and the artistic potential it presents are so unparalleled, that its impact on cinematic depiction as well as on the viewer's reaction are inadequately understood. This paper seeks to analyze, explore and discuss the various aspects involved in animation with respect to its relativity to realism. Realism in visual arts and literature refers to the representation of themes, premises and characters as they appear in everyday life, devoid of exaggeration.

A Research Paper on American Airlines Flight 587 Essay Example for Free

A Research Paper on American Airlines Flight 587 Essay The airplane’s engines also separated in flight and were found several blocks north and east of the main wreckage site. All 260 people aboard the airplane and 5 people on the ground were killed, and the airplane was destroyed by impact forces and a post-crash fire. Flight 587 was operating under the provisions of 14 Code of Federal Regulations (CFR) Part 121 on an instrument flight rules flight plan. Visual meteorological conditions prevailed at the time of the accident. The accident airplane was delivered new to American Airlines on July 12, 1988. At the time of the accident, the airplane had accumulated 37,550 flight hours and 14,934 cycles. History of Airbus A300 The development of the A300 airplane began in May 1969, and the first flight of an A300 occurred in October 1972. The A300B2 and A300B4 models entered service in May 1974 and June 1975, respectively. The development of the A300-600 series airplane (a derivative of the A300B2/B4) began in December 1980, the first flight of an A300-600 occurred in July 1983, and the airplane was certificated in March 1984. Before the accident, 242 A300-600 series airplanes were in service worldwide. The A300-605R is one of several variants of the A300-600 series airplane. The â€Å"5† refers to the type of engine installed on the airplane and the â€Å"R† refers to the airplane’s ability to carry fuel in the horizontal stabilizer. (National Transportation Safety Board [NTSB], 2004, p. 14) First Officer Information The first officer, Stan Molin age 34, was hired by American Airlines in March 1991. He held an ATP certificate and an FAA first-class medical certificate dated October 18, 2001, with a limitation that required him to wear correcting lenses while exercising the privileges of the certificate. The first officer received a type rating on the A300 in November 1998. According to American Airlines records, the first officer had flown Shorts 360, Beechcraft 99, and DeHavilland DHC-6 airplanes in commuter and regional operations under 14 CFR Parts 121 and 135. He had accumulated 3,220 hours total flying time in commercial and general aviation before his employment with American Airlines. American Airlines records also indicated that the first officer had accumulated 4,403 hours total flying time, 26 including 1,835 hours as an A300 second-in-command. (National Transportation Safety Board [NTSB], 2004, p. 1) Rudder Structure The A300-600 vertical stabilizer and rudder were constructed with composite materials, that is, mixtures that contain two or more distinct materials that are unified into one combined material. (NTSB, 2004, p. 15) Composite materials Carbon fiber is a form of graphite in which these sheets are long and thin. You might think of them as ribbons of graphite. Bun ches of these ribbons like to pack together to form fibers, hence the name carbon fiber. These fibers arent used by themselves. Instead, theyre used to reinforce materials like epoxy resins and other thermosetting materials. We call these reinforced materials composites because they have more than one component. Carbon fiber reinforced composites are very strong for their weight. Theyre often stronger than steel, but a whole lot lighter. Because of this, they can be used to replace metals in many uses, from parts for airplanes and the space shuttle to tennis rackets and golf clubs. (Carbon Fiber, 2005, p. 1) Rudder Structural Analyses NASA-Langley’s and Airbus’ analyses determined that the fracture of the right rear main attachment lug was the most probable initial failure. The analyses indicated that, The vertical stabilizer fractured from the fuselage in overstress, starting with the right rear lug while the vertical stabilizer was exposed to aerodynamic loads that were about twice the certified limit load design envelope and after the right rear main attachment lug fractured, all of the remaining attachment fittings would fracture with no increase in external loading. (NTSB, 2004, p. 115) Flight Control System The A300B2/B4 model used a rudder control system employing a Variable Lever Arm (VLA) to limit rudder travel. A similar rudder-ratio changer design is also found in most other transport category aircraft. The VLA limited the amount of rudder available to the pilot as the airplane’s speed increased. The rudder pedals consistently moved the same physical distance, yielding a proportion of rudder relative to speed. In 1988, Airbus implemented a completely new rudder design, which significantly modified the function of the previous model and hence, the handling qualities of the new A300-600 airplane design. This new system used a variable stop actuator (VSA) which is also found in the MD-80. The VSA also limited the amount of rudder available to the pilot. The difference in this system is that the distance which the rudder pedals moved also decreased as the rudder movement decreased in proportion to speed. A significant flaw in the design failed to offer the same kind of protection as in the McDonnell design. The MD-80 limits rudder travel and affords protection in the form of rudder â€Å"blow down† should an operator demand more rudder travel (with resultant excessive load) than the structure can withstand. These kinds of redundant system designs are common in commercial aviation. The Airbus Flight Crew Operations Manual (FCOM) addresses the rudder system much like any other manufacturer and, in fact, did not change the language of the FCOM even after changing the A300 design from the VLA to the VSA system. (Allied Pilots Association, 2002, p. 9) Blow-Down System On an aircraft equipped with a hinge moment limiting (or â€Å"blow-down†) system, a device is employed to limit the force capability of the hydraulic actuators, and thereby aerodynamic forces limit the maximum rudder deflection output as airspeed or aircraft configuration changes. American Airlines, 2004, p. 11) Vortices and Wake Turbulence Vortices form because of the difference in pressure between the upper and lower surfaces of a wing that is operating at a positive lift. Since pressure is a continuous function, the pressures must become equal at the wing tips. The tendency is for particles of air to move from the lower wing surface around the wing tip to the upper surface (from the region of high pressure to the region of low pressure) so that the pressure becomes equal above and below the wing. In addition, there exists the oncoming free-stream flow of air approaching the wing. If these two movements of air are combined, there is an inclined inward flow of air on the upper wing surface and an inclined outward flow of air on the lower wing surface. The flow is strongest at the wing tips and decreases to zero at the mid-span point as evidenced by the flow direction there being parallel to the free-stream direction. When the air leaves the trailing edge of the wing, the air from the upper surface is inclined to that from the lower surface, and helical paths, or vortices, result. A whole line of vortices trails back from the wing, the vortex being strongest at the tips and decreasing rapidly to zero at mid-span. A short distance downstream, the vortices roll up and combine into two distinct cylindrical vortices that constitute the tip vortices. The tip vortices trail back from the wing tips and they have a tendency to sink and roll toward each other downstream of the wing. Again, eventually the tip vortices dissipate, their energy being transformed by viscosity this change may take some time and may prove to be dangerous to other aircraft. The tip vortices cause additional down flow (or downwash) behind the wing within the wingspan. For an observer fixed in the air, all the air within the vortex system is moving downward (called down wash) whereas all the air outside the vortex system is moving upward (called up wash). An aircraft flying perpendicular to the flight path of the airplane creating the vortex pattern will encounter up wash, downwash, and up wash in that order. The gradient, or change of downwash to up wash, can become very large at the tip vortices and cause extreme motions in the airplane flying through it. An airplane flying into a tip vortex also has a large tendency to roll over. If the control surfaces of the airplane are not effective enough to counteract the airplane roll tendency, the pilot may lose control or, in a violent case, experience structural failure. (Langley Research Center, 2005, Chapter 4) The takeoff and landings of the new generation of jumbo jets compound the problems of severe tip vortices. During takeoff and landing, the speed of the airplane is low and the airplane is operating at high lift coefficients to maintain flight. The atmospheric conditions aloft were favorable for a slow rate of vortex decay. The wake vortex from Japan Air Lines flight 47 would have had an age of about 100 seconds, and flight 587 would have encountered the wake vortex at a time before vortex linking and rapid vortex decay. The predicted circulation of the wake vortex at the times of the apparent encounters would have been between 63 and 80 percent of the vortex’s initial strength. In testimony at the public hearing, the main author of the wake vortex investigation report stated that, even though his ork supported a wake encounter, the wake was â€Å"nothing extraordinary. †(NTSB, 2004, p. 57) Aircraft Pilot Coupling Aircraft pilot coupling (APC) was previously known as Pilot Involved Oscillation (PIO). An APC event is when the dynamics of the aircraft (including the flight control system [FCS]) and the dynamics of the pilot combine to produce an unstable pilot vehicle system. APC events can result if the pilot i s operating with a behavioral mode that is inappropriate for the task at hand, and such events are properly ascribed to pilot error. However, the committee believes that most severe APC events attributed to pilot error are the result of adverse APC that misleads the pilot into taking actions that contribute to the severity of the event. (Aeronautics and Space Engineering Board Commission on Engineering and Technical Systems National Research Council, 1997, p. 14) APC problems are often associated with the introduction of new designs, technologies, functions, or complexities. New technologies, such as FBW and fly-by-light flight control systems, are constantly being incorporated into aircraft. As a result, opportunities for APC are likely to persist or even increase. (Aeronautics and Space Engineering Board Commission on Engineering and Technical Systems National Research Council, 1997, p. 19) Flight 587 APC Event What the pilots of Flight 587 did not know was that the rudder controls on the A300-600 become increasingly sensitive as airspeed increases above 165 knots; this unique sensitivity creates adverse APC propensities primarily in the lateral axis. Flight AA587’s APC event was triggered by an unexpectedly sensitive response of the rudder to an initial, single pedal input by the pilot during a wake vortex encounter. Due to the unique characteristics in the aircraft’s flight control system design, the pilot became caught in an adverse APC/pilot involved oscillation mode as he attempted to counter the effects of that input. Specifically, after making a control wheel input followed by a rudder input intended to achieve a desired aircraft response, the over-sensitivity of the rudder control system induced the pilot to make additional, essentially cyclic, corrective rudder inputs as he attempted to stabilize the aircraft. American Airlines, 2004, p. 60) Probable Cause of Flight AA587 Crash Flight AA587 crash was triggered by an unexpectedly sensitive response of the rudder to an initial, single pedal input by the pilot during a wake vortex encounter. Due to the unique characteristics in the aircraft’s flight control system design, the pilot became caught in an adverse APC/pilot involved oscillation mode as he attempted to counter the effects of that input. Specifically, after making a control wheel input followed by a rudder input intended to achieve a desired aircraft response, the over-sensitivity of the rudder control system induced the pilot to make additional, essentially cyclic, corrective rudder inputs as he attempted to stabilize the aircraft. Unknown to the pilot, because of the sensitivity of the rudder controls and the powerful nature of the hydraulically driven rudder actuators, these corrective inputs rapidly generated rupture loads. (American Airlines, 2004, p. 0) An aspect of Advanced Airplane Maneuvering Program (AAMP) training relative to upset recovery techniques introduced response time delays to roll inputs in the training simulator. Flight crews in training, when encountering the delayed responses during roll upsets, reverted to use of the rudder in order to provide the necessary roll response to initiate recovery.

Most Influential Event in the 20th Century was the Cold War :: essays research papers

What event of the 20th century, not 21st, has had the greatest impact on the world in which we live today? Justify your answer and describe the relationship between the event you choose and the current state of global affairs. The 20th century was arguably the most eventful span of a hundred years ever. Innumerable wars (Including two World Wars), countless inventions and discoveries, space explorations, great achievements, Liberalization of various countries, have occurred during this span of time. I would pick out one such incident from the 20th century which has had a great impact- if not the greatest on the world. According to me, The Cold war which lasted for nearly forty-three years was a significant event in the 20th century. Although no official war was declared during this period of time between the United States of America and the then-U.S.S.R., it was a crucial face-off between these two superpowers to expand their influence over the globe.

Federal Welfare Reform Essay -- Poverty

Federal Welfare Reform: A Critical Perspective Abstract: This project will examine â€Å"welfare reform,† which was signified by the signing of the Personal Responsibility and Work Opportunity Act (PRWOA) in 1996. PRWOA replaced the original welfare act of 1935, titled Aid to Dependent Children (later changed to Aid to Families with Dependent Children), with the program Temporary Assistance to needy Families (TANF). Under PRWOA, TANF was instated as a system of block grants allocated to states to implement their own forms of assistance and replaced programs like the cash-assistance program, Aid to Families with Dependent Children, and the Job Opportunities and Basic Skills Training. The most influential change of this legislation among others has been the implementation of required work hours and strict time limits to how long families may receive aid, implying that people can simply will their way out of poverty provided they work hard enough. While the significant fall of TANF cash assistance caseloads within the program’s first five years has been celebrated as proof of reform’s success, the new era of welfare can only be considered a success if America views the transformation of the welfare poor to the working poor an achievement. Review of the Literature: In conducting my research, it was interesting to find dramatically divergent perspectives on the topic of welfare reform, especially considering that each perspective gave the impression that their argument was based on quantitative facts. The sources I consulted that were affiliated with the federal government, such as statistics and fact sheets from the Administration for Children and Families (ACF) as well as the Whitehouse website, were the most optim... ...erg, Heidi. â€Å"Recent TANF Proposals Would Hinder Successful State Efforts to Help Families Overcome Barriers to Employment and Find Better- Paying Jobs.† Center on Budget and Policy Priorities. 9 May 2002. Melendez, Edwin et al. â€Å"Community College Participation in Welfare Programs: Do State Policies Matter?† Community College Journal of Research and Practice. 27.3 (2003). Shipler, David K. The Working Poor: Invisible in America. Vintage Books. New York, 2004. U.S. Department of Health and Human Services, Administration for Children and Families. Factsheets â€Å"Temporary Assistance for Needy Families (TANF).† October 2003. . The White House. Office of the Press Secretary. Factsheet. â€Å"President Calls for Action on Welfare Reform.† 14 January 2003. .