All Fur :: essays research papers

All Fur is a 19th century German tale written by the Brothers Grimm. The tale deals with incest and how a young lady can escape an abusive father. When the King's wife dies it becomes imperative that he was to marry again. However, he would not settle on any woman unless she was as beautiful as his late wife was. Ironically, the only woman in the kingdom that possesses the beauty of his wife is his daughter, with whom he becomes obsessed. In the tale it is said that, "†¦In every respect she was like his dead wife†¦" suggesting the projection of an anima ideal. This leaves no room for the princess to be different from her mother (Jewett, 20). She is the bloodline of the wife and is just as beautiful. The King plans on having an incestuous relationship with her. This is not the sign of a good parent. This type of relationship is symbolic of the faults of parents in 19th century Germany. Not all parents knew how to act the right way and Brothers Grimm account of monstrous parents brought a social light to this. The King's daughter, obviously releasing the unnatural and cynical intentions of her father, refused to let him have his way. The princess makes a decision based on her moral values and determines on her own that her father is wrong. Interestingly here, the Brothers Grimm play on a common theme that Perrault used in the development of his heroes and heroines. All Fur gives her father three tasks that must be accomplished in order for her hand in marriage. The princess, not yet at her highest level of development, which is necessary to become a heroine, tries to out smart her father by giving him seemingly impossible tasks. The King somehow manages to come up with her gifts, but in her development into a heroine she realizes that the gifts actually will help her achieve her journey to the highest level of development (Jewett 20). In 19th century Germany it was considered a horrible act to disobey or try to deceive one's own parents. However, the Brothers Grimm, through their themes of monstrous parents and moral development, show that in some circumstances parents need to be disobeyed. The princess must now begin her "journey". She uses the gifts that he provided to help her get away from him.

Themes in “Night” by Elie Wiesel

THemes 1. ) Man’s inhumanity to man Removal of human looks that defined who they are * Same uniform * Cut hair to remove individuality. * â€Å"In a few seconds we had ceased to be men† 37 * â€Å"I became A-7713. From then on, I had no other name†42 The harshness of the camp quickly transformed them into selfish indifferent people * â€Å"I had not even blinked, only yesterday I would have dug my nails into the criminals flesh† 39 * â€Å"you’re killing your father†101 * â€Å"The old man mumbled something, groaned and died. Nobody cared† 101 * â€Å"I shall never forgive myself.Nor shall I forgive the world for having pushed me against the wall, for having turned me into a stranger, for having awakened in me the basest, most primitive instincts. † Xii * â€Å"In this place, it is every man for himself, and you can not think of others. Not even your father. In this place there is no such thing as a father, brother, friend. Eac h of us lives and dies alone. † * â€Å"All of a sudden, this pleasant and intelligent young man had changed. His eyes were shining with greed† The inhumane treatment of Jews â€Å"He looked at us like a pack of leprous dogs clinging to life† 38 * â€Å"If one of us stopped for a second, a quick shot eliminated the filthy dog† 85 * â€Å"Two cauldrons of hot, steaming soup had been left untended†¦ supreme temptation â€Å"59 * â€Å"Hunger was tormenting us; we had not eaten for nearly six days† 114 * â€Å"We had been 100 or so in this wagon. Twelve of us left it† 103 * The removal of the Jew’s rights were the first sign of discrimination 2. ) Faith and Loss Loss of human life and integrity * â€Å"Those whose numbers had been noted were standing apart, abandoned by the whole world. 72 Faith in God and themselves made them stronger * â€Å"if only he could of kept his faith in God and considered this suffering as a divine tes t, he would not have been swept away by selection† * Have faith in life†¦ by driving out despair you will move away from death† 41 * â€Å"a prayer to this God in whom I no longer believed. Oh God master of the universe, give me the strength never to do what Rabbi Eliahu’s son has done. † * â€Å"we mustn’t give up hope, even now as the sword hangs over our heads. † Loss of faith in God made them weak â€Å"Where is God†¦ hanging here from the gallows† 65 * â€Å"My eyes had opened and I was alone, terribly alone in a world without God, without man. Without love or mercy. I was nothing but ashes now† 68 * â€Å"But as soon as he felt the first chinks in his faith, he lost all incentive to fight and opened the door to death† 77 * â€Å"I have more faith in Hitler than anybody else. He alone has kept his promises, all his promises to the Jewish people. † 81 * â€Å" I suffer hell in my soul and in my fleshà ¢â‚¬ ¦ how can anybody believe in this God of mercy† 3. ) Kindness in adversity Helping each other out in times of need Elie’s father made sure Elie didn’t â€Å"fall asleep forever† in the snow despite his exhaustion. Pg 88 * The French girl risked her life by saying to Elie in almost perfect German, â€Å"don’t cry. Keep your anger, your hate, for another day, for later. The day will come but not now†¦ wait. Clench your teeth and wait† * â€Å"Elie even gave his dying father extra rations, despite being told to â€Å"stop giving your ration of bread and soup too your old father†¦ in fact you should be getting his rations. † * Working through the struggles together see father son relationships Elie and father * â€Å"No.You’re eighteen†¦ Not fifty. You’re forty. Dou you hear? Eighteen and forty. † 30 4. ) Father/son relationship * Elie and his father * Elie’s father made sure Elie didnâ€⠄¢t â€Å"fall asleep forever† in the snow despite his exhaustion. Pg 88 * â€Å"my father’s presence was the only thing that stopped me† 87 * â€Å"I had no right to let myself die. What would he do without me? I was his sole support. † * â€Å"Elie even gave his dying father extra rations, despite being told to â€Å"stop giving your ration of bread and soup too your old father†¦ in fact you should be getting his rations. † * Rabbi Eliahu and his son â€Å"side by side they had endured the suffering , the blows; they had waited for their ration of bread and they had prayed† pg 91 * â€Å"he had felt his father growing weaker and, believing the end was near, had thought by this separation to free himself of a burden that could diminish his own chance for survival. †91 * The man on the train and his son * â€Å"You’re killing your father†¦ I have bread for you too†¦ for you to† 101 5. ) Conscience/remorse /indifference Indifference * â€Å"Since my father’s death, nothing mattered to me anymore† 113 * â€Å"The old man mumbled something, groaned and died.Nobody cared† 101 * â€Å"we no longer feared death† 60 * â€Å"I was no longer arguing with him but death itself, with death that he had already chosen† 105 Manipulated conscience/Remorse * â€Å"deep inside me, if I could have searched the recesses of my feeble conscience, I might have found something like: Free at last! * â€Å"I shall never forgive myself. Nor shall I forgive the world for having pushed me against the wall, for having turned me into a stranger, for having awakened in me the basest, most primitive instincts. † Xii * â€Å"I gave him what was left of my soup.But my heart was heavy, I was aware I was doing it grudgingly† 107 6. ) Survival and death Surviving by escaping reality * â€Å"All I had to do was close my eyes to see a whole world pass before me, to dream o f another life† 87 * â€Å"He was forever praying or meditating to some Talmudic question. For him it was an escape from reality, from feeling the blows† 86 Stars = Jews Conflagration = the war, destruction The idea of death * A place to rest without suffering Surviving to rebel against God/Germans * â€Å"Something inside me rebelled against that death† 88 * â€Å"We had transcended everything – death, fatigue, our natural needs.We were stronger than cold and hunger, stronger than the guns and the desire to die, doomed and rootles, nothing but numbers, we were the only men on earth† 87 * †there was no longer any reason for me to fast. I no longer accepted god’s silence. As I swallowed my ration of soup, I turned that act into a symbol of rebellion, of protest against him. † Just going through the motions and not losing hope * â€Å"There were two of us: my body and I† 85 * â€Å"Don’t think, don’t stop, runà ¢â‚¬  86 * â€Å"No one was praying for the night to pass quickly. Night was an escape from reality, a time of rest. The stars were but sparks of the immense conflagration that was consuming us. â€Å" The night was not nearly as bad as the day, only sparks of the war The Jews were just a part of the war * â€Å"Were this conflagration to be extinguished one day, nothing would be left in the sky but extinct stars and unseeing eyes. † What would happen if the war is finished?. Unseeing eyes =The holocaust may be forgotten, people choose to not see the light of God (loss of faith) Gods light (stars) will be destroyed God has turned his back on the people Extinct stars = people losing faith in the light of God

The Development Of A Maintenance Contract Business Essay - Free Essay Example

Sample details Pages: 9 Words: 2583 Downloads: 9 Date added: 2017/06/26 Category Business Essay Type Argumentative essay Did you like this example? Maintenance is a critical part of any airline operation. As an Air Operator Certificate (AOC) holder, an airline must be a Part M Continuing Airworthiness Management Organisation (CAMO) under European Aviation Safety Agency (EASA) regulation. Under these regulations, the airline is ultimately responsible for the maintenance and airworthiness of all its aircraft, therefore the decision to outsource such a task must be carefully considered in order to assess all the associated risk. Don’t waste time! Our writers will create an original "The Development Of A Maintenance Contract Business Essay" essay for you Create order An airline must not only decide what type of maintenance activities, if any, it may want to conduct in-house, but also decide between different maintenance providers for the activities it wishes to outsource. Different organisations will have different values and cultures, and an airline must pick an organisation it can trust with such responsibility. Airlines will look at the performance indicators of such organisation also, including its safety record as well as its on time record, in order to judge which organisation shall carry out its maintenance activities. Importantly the airline will also look at cost, and different maintenance will be competing with each other for such business, and will have to be cost effective, as well as providing a quality service, and often this requires trade-offs between different factors. When starting up a new airline, there is a large emphasis on cost. A lot of capital and resources will be needed to set up a maintenance facility, and a new sta rt up airline will need to focus its attention and resources on acquiring aircraft and developing routes. Airlines that outsource are able to focus on their core businesses and can reduce their fixed costs related to facilities, training and manpower, says ST Aerospace president Chang Cheow Teck [1]. Outsourcing of many activities is common for many airlines, particularly the low cost carriers and new start-up airlines. Generally it would be costly for an airline to set up its own maintenance centre; hence outsourcing it to an outside organisation that specialises in such activities is more economically viable. When considering the task to be outsourced, the airline must evaluate whether it can develop the capabilities of conducting some task itself, or whether all activities will be provided by an external organisation. When analysing the maintenance of an aircraft, the airline must consider both line and base maintenance. Line maintenance includes general checks which may be ca rried out after each flight, daily or weekly. They do not generally pull the aircraft out of service for major amounts of time and can be carried out at the gate. Base maintenance is generally considered for much larger task, and involves the aircraft being out of operation for a larger length of time in a hanger whilst the maintenance is conducted. The decision to outsource base, line or both types of maintenance activities must be carefully considered. In order to carry out any maintenance activity, the airline would need to be a Part 145 registered approved maintenance organisation for the type of aircraft they wish to operate. To carry out maintenance activities, investment will be needed for tools, equipment, labour, hanger and other overheads. Generally base maintenance would require much more investment in larger hangers, more labour, and more tools and equipment in order to carry out larger maintenance task, whereas line maintenance will require relatively less investment . Therefore it is far more common for airlines to outsource base maintenance to specialist repair centres, but keep line maintenance in-house. In a report published by the American Federal Aviation Administration (FAA) on the decision of airlines to outsources their maintenance, it found that The most frequently outsourced tasks included engine maintenance and component overhaul. Cost savings was the motivating factor in the decision to outsource, a decision which takes into consideration the personnel, training, and tools and test equipment necessary to complete the maintenance task. [2] Figure : Typical Outsourced Activities [2]. Figure 1 shows typical activities outsourced by airlines. It shows that large maintenance tasks are more commonly outsourced by airlines, most likely due to the high cost and expertise in labour required. Where line maintenance was outsourced, it was noted in the report that this was generally conducted at airports where the airline did not have a base. Airlines have tried to keep line maintenance in house where possible; however some external assistance is still required at times. As a new start-up airline, however, will have limited capital when starting up, therefore these resources must be prioritised during the start up. Careful consideration must be made as to the cost benefit analysis and cash flow of the airline during its start up in order to assess whether the investment in a maintenance facility would be worthwhile, or whether outsourcing all activities would be more beneficial to this new carrier. As well as considering the cost of outsourcing maintenance activiti es, careful consideration should also be as to the regulation surrounding the industry. Ultimately, the airline, as the AOC holder is responsible for the maintenance and airworthiness of all its aircraft as a Part M registered organisation. Despite the activity being outsourced, the airline is responsible for its aircraft; therefore serious trust is being placed on the maintenance organisation. Such maintenance must be Part 145 registered, with Part 66 licence personnel to certify any work carried out. The maintenance industry is heavily regulated, as with the aviation industry as a whole. There are many barriers to overcome in order to become a certified company to ensure that the operations of the organisation comply with safety regulations. A maintenance organisation must prove to the appropriate authority that it meets such regulations, and the company procedures are in line with the required expectations. To become a certified Part 145 organisation, the organisation must have suitable hangers to carry out the specified work, with appropriate tools and facilities. It must ensure its working environment is controlled, with a maintained temperature, lighting and dust level to ensure that work is carried out in satisfactory conditions. It must specify approved management, and ensure appropriate levels of certified staff and provide continued trained were required. It must plan production before carrying out work, ensuring that all the required staff, tools, equipment and facilities are in place in order to meet a required order. The regulations specify careful control over the equipment and tools used in the organisation. It must be appropriately stocked at all times for its scheduled work, and used the specified tools and equipment unless permission is granted by the appropriate authority. All equipment should be calibrated as necessary, and records kept accordingly. All components used must be approved components, and recorded accordingly before us ed. The organisation must also keep accurate data of all maintenance activity which will be fed back to the manufacturer in order to improve the overall safety of the world fleet. The organisation is also responsible for insuring the company has a quality system in place. It must provide the appropriate authority with a Maintenance Organisation Exposition (MOE) outlining the companys structures, staffing, facilities, work scope, and quality systems [3]. It has become commonplace for all organisations in the aviation industry to be an ISO 9001 (International Standards Organisation) (or AS9100 as an aeronautical company) certified organisation, and many organisation will not work with non ISO 9001 certified company. This ensures that the company has a firm Quality Management System (QMS). QMS aims to ensure that the procedures of an organisation are efficient and effective, and the structures and framework of the organisation is well defined. An organisation needs to demonstrate it s ability to consistently provide product that meets customer and applicable statutory and regulatory requirements, and aims to enhance customer satisfaction through the effective application of the system, including processes for continual improvement of the system and the assurance of conformity to customer and applicable statutory and regulatory requirements. [4]. Although the airline may have outsourced its maintenance, it will still have responsibilities as a Part M certified company. The airline will be responsible for developing a maintenance program, based on the maintenance review boards report from the aircraft manufacturer. The maintenance program will details all maintenance tasks for the aircraft, and the interval between such tasks. It will also be responsible for producing a reliability report based on the maintenance program in order to assess the reliability of various components. This data can then be fed back into the maintenance review board report to improve the reliability of the entire world fleet. The airline will also be responsible for flight checks, as well as ensuring that the aircraft complies with any airworthiness directives issues by the relevant authorities. All work must be recorded appropriately as well as information regarding flights, technical faults, repairs, and maintenance activities. As the responsibility of the aircraft safety lies with the airline, they will be responsible to certify the aircraft is fit for purpose after any maintenance is carried out. When outsourcing maintenance, safety is generally the most important factor for airline when deciding which organisation to trust. Airlines will also be looking at cost and performance of the organisation. The airline will be looking at performance indicators such as Key Performance Indicators (KPI) and Safety Performance Indicators (SPI). KPI measure how well the organisation is running, and the on-time performance of the organisations. SPI measure the safety of the organisation and are defined as any measurement that is causally related to crashes or injuries, used in addition to a count of crashes or injuries, in order to indicate safety performance or understand the process that leads to accidents. [5]. It measures how many incidences are related to the maintenance organisation, and is used as a way of assessing the safety of an organisation. A key issue in the industry is the trade-off between conducting work safely, and timely. Maintenance organisations are under mass pressure from airline to produce work quickly in order to increase the availability of the aircraft for the airline. There are financial penalties for the organisation for late deliveries; therefore the temptation is there for workers to cut corners when conducting work. This is a large safety risk, and must be managed by the organisation. Airlines will also be looking at SPI as a way to ensure corners are not being cut, and there is not a poor safety record of the re pair station. Therefore maintenance organisations are also under pressure to keep their safety record as high as possible. A major issue arises between maintaining high KPIs and SPIs. Maintenance organisations have become a major industry within the aviation sector. Increasingly as airlines outsource, repair station are constantly competing for business. It becomes much more tempting for organisation to put ever more pressure to workers faster and safer, however rushing work will adversely affect safety. The two cannot be achieved together. In todays money driven it is ever more tempting to hide the mistakes of the company, artificially improving the SPI of the company, making it look like a better organisation above its competitors. Although the practice is illegal, increase pressure for business will no doubt tempt managers to artificially improving the companys standings. Figure : Methods used to identify potential maintenance providers. [2] Figure 2 shows how airlines decide upon maintenance providers. It shows that airlines will generally look carefully at the organisation to understand the values and cultures of the organisation to see how the organisation operates. More commonly airlines are conducting on sire visits and interviews with workers to understand how the organisation operates in order to asses if such an organisation is worthy of its business. Turnaround time and quality of service are key decision drivers when selecting an MRO partner. The first thing we look at is the culture of the company. And obviously when I talk about quality, it is what is the safety culture and can they do the job well. Quality, safety and experience is important. says JetBlue vice-president technical operations Dave Ramage [1]. Figure : Workforce considerations for maintenance providers. [2] Figure 3 shows what airlines look at when assessing the workforce of the maintenance provider. Generally the airlines look at all factors when looking at the workforce, however the numbers of certifying staff was the most important. This is due to the safety implications of non-certified technical staff conducting work, and the lack of certifying staff having enough time to certify work conducted by non-certified technicians. Another key factor is the location of such organisation. Increasingly, maintenance centres are being developed in countries with more relaxed laws, and cheaper wages. This makes these organisations more cost effective; however there is a major concern in todays society about outsourcing to foreign organisations. Many argue that, even though the organisation may be fully certified, the level of safety may not be as high as organisation in the homeland. Many fear that the authorities cannot monitor overseas companies as effectively, and the constant drive to compete with other organisations makes it easier for standards to slip. The problem with outsourcing, particularly to maintenance and repair shops located overseas, is that these shops are difficult to monitor. In addition to the 4,227 domestic repair shops located in the U.S., there are roughly 700 FAA approved foreign repair shops in 70 countries. The FAA is required to inspect and monitor all of these on a regular basis through a system of checks and balances. According to the DOTs Inspector General, this system is flawed. [6] Although most airlines choose to outsource part, if not all, of their maintenance, many of the large barriers such as British Airways (BA) and Lufthansa have overtime developed their own maintenance facilities, and are now selling their services to other airlines. Currently, about 10% of its MRO (Maintenance, Repair and Overhaul) work is done for outside parties, but BA is optimistic it will be able to double that figure. [1]. BA has invested in the main tenance facilities, hiring new staff and providing more training. It is turning what is generally seen as a large cost centre into a profitable part of its operations. We are currently seeing it as a cost centre but, with our ambition to grow this business, I think this is a real opportunity to move it off to a profit centre basis, says BAs director of engineering Garry Copeland. [1]. Lufthansa has already achieved BA ambition in developing a profitable maintenance centre. Lufthansa Technik, Lufthansa in-house MRO division, receives 55% of its work from other airlines [1]. However Lufthansa has developed these facilities over several decades, and the industry has developed significantly since. Despite Lufthansa Techniks success, their chairman shares some words of caution. We would not decide to do it again today. We are only able to deliver this service for commercial airplanes due to the fact that weve done it over 50 years, [1]. The decision to outsource must be weighed based on several factors. Setting up a maintenance facility in-house requires a lot of investment, although it may be cheaper in the long run, often it is more beneficial to the limited capital and poor cash flow of a start-up airline to outsource such activities to a specialist organisation. This does not mean the outline can outsource its responsibilities, and as such still needs specialist within its own organisation to develop coherent maintenance programs. Deciding on an organisation to trust with such activities entails extensive research into the workings, cultures, and policies of such organisations to ensure that not only is this organisation prompt in meeting deadlines, but can hand the aircraft back and a safe, airworthy condition. An airline can never neglect the importance of maintaining its aircraft, but it must ensure whatever decision is made, safety is never compromised.