apple inc. essays

apple inc. essays President Apple was founded in April 1976 by Steve Wozniak, 26 years old, and Steve Jobs, 21, both college dropouts. In 1976 Wozniak was working on the Apple I computer, without keyboard or power supply, for a computer hobbyist club. Later that summer, Wozniak began work on the Apple II, designed to appeal to a greater market than computer hobbyists. Apple's professional marketing team placed the Apple II in retail stores, and by June 1977, annual sales reached $1 million. In 1979 Apple introduced the Apple II+, with far more memory than the Apple II and an easier startup system. By the end of the year sales were up 400% from 1978, at over 35,000 computers. In December 1980, Apple went public. Its offering of 4.6 million shares at $22 each sold out within minutes. A second offering of 2.6 million shares quickly sold out in May 1981. The Apple III was well received when it was released in September 1980 at $3,495 but the Apple III never sold as well as the Apple II. It was discontin ued in April 1984. Unfortunately, the Lisa did not sell as well as Apple had hoped. With the failure of the Lisa, the Macintosh was seen as the future of the company. It was launched with a television commercial in January 1984. The Macintosh computer finally moved Apple into the business office. Corporations saw its ease of use as a distinct advantage. By 1988, over one million Macintoshs had been sold. Now, Apple designs, develops, produces, markets and services microprocessor-based personal computers, related software and peripheral products, including laser printers, scanners, compact disk read-only memory drives and other related products; and manufactures communications products that connect Apple systems to local area networks, connect the Macintosh to other computers and integrate the Macintosh into various computing environments. The stock prices, sales and market share were shown in Exhibit 1, 2 an...

Aircraft Winglets Essays

Aircraft Winglets Essays Aircraft Winglets Paper Aircraft Winglets Paper Aircraft  Winglets Many of us who fly regularly have most probably seen a so-called winglet or wingtip device at the end of the wing of an airliner at least once. It is showing up more and more often on more and more types of aircraft, thus we felt it’s time to give an overview to our readers about these sometimes funny, sometimes cool and stylish looking aircraft parts. History, Reason and Benefits The initial theoretical concept goes back to times before even the Wright Brothers first took to the skies in 1905, but it was picked up and developed by Richard T. Whitcomb of NASA after the 1973 oil crisis – in order to reduce fuel consumption. The first tests were carried out in 1979/80 in cooperation with the U. S. Air Force. At almost the same time, but independent of any U. S. military organization, a private jet producer, LearJet exhibited a prototype in 1977: the LearJet 28 that featured the first winglets on a jet and a production aircraft. Flight tests made with and without winglets showed that the winglets increased range by about 6. 5 percent and also improved directional stability for the LearJet- these two factors are the major reasons behind using this facility at any fixed wing aircraft ever since. A winglet is a (near) vertical extension of the wing tips. The upward angle of the winglet, its inward angle as well as its size and shape are critical for correct performance – this is why they can look quite different. Air rotating around the wing strikes the surface of the winglet that directs it in another direction – thus creating an extra force, basically converting otherwise wasted energy to thrust. This is a small contribution but can save a lot for an operator in an aircraft’s lifetime. Another potential benefit of winglets is that they reduce the strength of wingtip vortices, which trail behind the plane. When other aircraft pass through these vortices, the turbulent air can cause loss of control, possibly resulting in an accident. Winglet Types In general any wingtips that not end the wing simply horizontally are considered as some kind of a winglet. Even though in strictly technical terms Wingtip Fences are not real extensions of the wing, and Raked Wingtips do not have a vertical part, they are still widely considered as winglet variants. WINGTIP FENCES are a special variant of winglets, that extend both upward and downward from the tip of the wing. Preferred by European plane-maker Airbus, it is featured on their full product range (except the A330/340 family and the future A350). The Airbus A300 was actually the first jet airliner to feature this kind of solution by default, but it was a very small version of the tool. Provided that most of the Airbus planes (including all A320 family jets) feature such wingtip fences, this may be the most seen and most produced winglet type. Even the new Airbus A380 double-decker features wingtip fences. Airbus Winglets as seen from the outside Airbus Winglets as seen from onboard BLENDED WINGLETS (the real â€Å"Winglets†) are the most popular winglet type, leveraged by Airbus, Boeing, Embraer, Bombardier but also by Russian Tupolev and Iljushin. Blended winglets were first introduced on the McDonnel Douglas MD-11 aircraft in 1990 with launch customer Finnair (it also features a smaller winglet at the bottom side of the wing). In contrast to Airbus who applies the wingtip fences by default on most of their aircraft (and the winglets on the A330/340 family), lended winglets are considered by Boeing for example as an optional extra feature on their products, except for the Boeing 747-400. For some of the older Boeing jets (737 and 757) such blended winglets have been offered as an aftermarket retrofit, these are the newer, tall designs and do not connect to the tip of the wing with a sharp angle, but with a curve instead. These winglets are popular among airlines that fly these aircraft on medium/long haul routes as m ost of the real fuel savings materialize while cruising. Longer flights  mean longer cruising, thus larger fuel savings. And they also server as marketing surface for airline logos or web addresses usually. Just recently the Boeing 767-300ER has received 3. 4 m high (! ) winglets produced by Aviation Partners Inc. with American Airlines as the launch-customer with Air New Zealand and Hawaiian Airlines following with orders of 5  and 8 aircrafts respectively. 141 shipsets have been pre-sold  already as the forecasted fuel savings  range  around  4%-6% for medium/long-range flights. Airbus earlier tested similar blended winglets designed by Winglet Technology for the A320 series, but determined that their benefits did not warrant further development and they stayed with the wingtip fences instead. Aviation Partners Boeing  claims that winglets on 737s and 757s have saved a collective 1. 2 billion gal. of fuel since they were introduced and 11. 5 million tonnes of CO2 while reducing those types’ noise footprint by 6. 5%. It has sold winglets to 140 airlines and 95% of all 737NGs are fitted with them. It is working on four winglet concepts for the 777 and hopes to finalize a design for that aircraft type by December, 2008. Blended Winglets on Several Aircraft Types RAKED WINGTIPS are the most recent winglet variants (they are probably better classified as special wings, though),  where the tip of the wing has a higher degree of sweep than the rest of the wing. They are widely referred to as winglets, but they are better described as integrated wingtip extensions as they are (horizontal) additions to the existing wing, rather than the previously described (near) vertical solutions. The stated purpose of this additional feature is to improve fuel economy, climb performance and to shorten takeoff field length. It does this in much the same way  as â€Å"traditional† winglets do. In testing by Boeing and NASA, raked wingtips have been shown to reduce drag by as much as 5. 5%, as opposed to improvements of 3. 5% to 4. 5% from conventional winglets. Airliners to use raked wingtips: Boeing 747-8, Boeing 767-400ER, Boeing 777(-200LR; -300ER; and freighter versions) plus the new Boeing 787 Dreamliner and the Airbus A350. The 747-8, the 787 and the A350 will have special, new kind of wings, which do not have a separate winglet, but have raked, and blended wingtips integrated   without a sharp angle between the wing and the winglet. Raked Wingtips on the new Boeing 787 and Airbus A350 As you can see, wingtips/winglets have developed and changed very much over the last 30 years, but are becoming the standard, which is not proven better by anything else than the wing designs of future aircraft by the largest airplane-makers that feature a built-in winglet at the tip of their new, evolutionary wings. Raked wingtip Boeing 787 Dreamliner rollout showing raked wingtip Raked wingtips are a feature on some Boeing airliners, where the tip of the wing has a higher degree of sweep than the rest of the wing. The stated purpose of this additional feature is to improve fuel efficiency and climb performance, and to shorten takeoff field length. It does this in much the same way that winglets do, by increasing the e ffective aspect ratio of the wing and interrupting harmful wingtip vortices. This decreases the amount of lift-induced drag experienced by the aircraft. In testing by Boeing and NASA, raked wingtips have been shown to reduce drag by as much as 5. 5%, as opposed to improvements of 3. 5% to 4. 5% from conventional winglets. [16] While an equivalent increase in wingspan would be more effective than a winglet of the same length, the bending force becomes a greater factor. A three-foot winglet has the same bending force as a one-foot increase in span, yet gives the same performance gain as a two-foot wing span increase. [27] For this reason, the short-range Boeing 787-3 design called for winglets instead of the raked wingtips featured on all other 787 variants. Raked wingtips are installed on, or are planned to be installed on: * Boeing P-8 Poseidon * Boeing 747-8 Freighter * Boeing 747-8 Intercontinental * Boeing 767-400ER * Boeing 777-200LR * Boeing 777-300ER * Boeing 777 Freighter * Boeing 787-8 Boeing 787-9 Anyway The performance of a commercial transport airplane is typically measured in terms of mission capability and operating costs. Mission capability can be improved by reducing airplane drag during takeoff climb and cruise, and by utilizing designs that minimize structural weight. Operating costs can be reduced by reducing airplane cruise drag (hence, resulting in less fuel burn and less fuel costs) and by utilizing designs that are inexpensive to manufacture and maintain. Further, for commercial operators, higher profits can be achieved by being able to transport more customers and/or goods for a given flight. Because the additional payload increases takeoff weight, it is even more desirable to reduce takeoff drag for takeoff-climb-limited missions. nothing new here right ? The objectives of reducing drag, reducing weight, and reducing complexity (hence manufacturing and maintenance costs) are often in conflict. Adding a wingtip extension member can reduce the drag of a given airplane, but this will usually require increasing structural weight IE winglets bend the hell out of wing roots because of the increased moment arm therefore you need to beef up the wing judiciously on shitty wing designs the weight increase can washout the efficiency increase by additing a winglet in the first place.. Sooooooo Weight increases are due to the weight of the wingtip extension member and also due to strengthening required of the existing wing structure in order to support the increased bending moments exerted by the wingtip extension member. Additional weight penalties can also occur if the extension exacerbates flutter. IE if you fiddle with ANY WING design after flight test you change its natural resonance IE it becomes a new tuning fork heaven forbid it will like to resonate at cruise mach IE flutter.. 747 has a speed advantage over the A340 because of flutter the old crusty 747 hauls ass the A340 could haul ass if it didnt like to shake itself apart at VMO.. ( my personal opinion based on 2nd hand info .. This conflict between the benefits of reduced drag and the disadvantages of increased weight has motivated designers to find an optimal balance between the two when designing a wingtip extension member. One such attempt is described in U. S. Pat. No. 5,039,032, incorporated herein by reference. The 032 patent describes a number of wingspan extensions termed High Taper Wing Tip Extensions. These are also known as raked wingtips. Raked wingtips are generally characterized by leading-edge sweep angles that are g reater than the main wing sweep angles and are significantly tapered (i. . , the chord length decreases in the spanwise direction. ) Raked wingtips offer several advantages, some of which are outlined in the 032 patent. These advantages include the aerodynamic benefit of drag reduction due to increased wingspan, and a number of weight-reduction advantages (relative to simply extending the wingspan of an existing conventional main wing. ) Two weight advantages are attributed to the wingtip taper. At high-load-factor structural design conditions, the smaller chords are subjected to less load and they result in less induced loading on the outboard main wing. These are both factors that reduce the bending moment that the inboard wing must support. Two more weight advantages are attributed to leading-edge sweep. The leading-edge sweep of a raked wingtip results in the center of pressure being located further aft than for a simple extension of an existing conventional main wing. At the high load-factor structural design conditions, this relative aft-movement of the center of pressure causes the sections of the main wing adjacent to the raked wingtip to be twisted more leading-edge-down, thus reducing the loading on these sections and the bending moment that the inboard wing must support. The relative aft-movement of the center of pressure also acts to attenuate flutter. The raked wingtips described in patent 032 range from moderate span extensions (e. g. , 6% increase in span) to large span extensions (e. g. , 12% increase in span). It is the large span extensions that offer the greatest benefits. Regardless of these benefits, there are challenges in implementing raked wingtips on some aircraft. For example, on aircraft designed to operate at high subsonic Mach numbers (i. e. , at or greater than about 0. 0) there is a tendency for the boundary layer on the upper surface of each raked wingtip to separate under high-lift conditions (such as during takeoff climb or landing). This boundary-layer separation has the potential to increase drag and to generate premature buffet. The primary motivation for adding a wingspan extension is to increase the lift-to-drag ratio (primarily by decreasing drag), both during cruise and takeoff climb. If there is a significant drag incre ase due to large-scale boundary-layer separation under takeoff climb conditions, part or all of the takeoff-climb improvement is lost. When the raked wingtip boundary layer separates, there is also a possibility of unsteady aerodynamic forces strong enough to vibrate the airplane structure and to be perceived by the airplane pilot as buffet indicating the onset of aerodynamic wing stall. If this form of buffet occurs prematurely (that is, within what would normally be the operating envelope), stall speed must be declared at a speed significantly higher than the aerodynamic wing stall, thus degrading airplane performance. The 032 patent acknowledges the tendency of the boundary layers on raked wingtips to separate under high-lift conditions. In the 032 patent, raked wingtips are categorized into two groups, one group with leading-edge sweep angles between 40 and 50 degrees and another with leading-edge sweep angles between 50 and 60 degrees. For the first group, the 032 patent indicates that some form of a mechanical leading-edge high-lift device (such as a slat) is required in order to avoid premature low-speed buffet. The addition of a mechanical leading-edge high-lift device avoids premature boundary-layer separation, alleviating the buffet problem, but it adds profile drag, weight, complexity, and cost. Under some circumstances, these disadvantages may outweigh the benefits of the raked wingtip. For the second group, the 032 patent indicates that the wingtip leading-edge sweep is great enough to trigger the formation of a stable leading-edge vortex, and that therefore premature buffet will not occur and no high-lift mechanisms are required. The inventors herein have discovered that under some circumstances, leading-edge sweep angles of 50 to 60 degrees may not be adequate to ensure the formation of a stable leading-edge vortex when conventional transonic airfoils are used for the raked wingtip geometry. As used herein, transonic airfoils are those designed to operate at high subsonic freestream Mach numbers, with significant regions of locally supersonic flow. Additionally, even if the presence of a stable leading-edge vortex prevents premature buffet, such a vortex may result in higher drag than if the majority of the raked wingtip boundary layer could be kept attached over the range of typical operating conditions. Further, the technical viability of any raked wingtip would be improved greatly if there was no requirement for a leading-edge high-lift mechanism. Thus, the evolution of the improved raked wingtip, particularly for use with aircraft that operate at high subsonic Mach numbers. The ideal raked wingtip would provide the aerodynamic benefits of an increase in wing span, while avoiding premature boundary-layer separation under high-lift conditions. Further, the optimal arrangement would not add significantly to wing weight or wing complexity. Both the raked wingtip ; the blunt raked wingtip are Boeing inventions. Airbus A330/A340 uses the 747-400 winglet. The A320 family of airplanes uses the AIRBUS ( opps BAE UK developed ) delta winglet that has an opposite plan-form camber on the upper ; lower half of the winglet to gracefully control the direction of the vortices comming off the top ; bottom of the wings to kinda mesh them together non distructively a clever design by a company with a fine British aircraft heritage .. god save the queen .. All that being said winglets on business jets regardless of eficiency increases are for sex- appeal ..

Reflection on my nursing experience Essay Example | Topics and Well Written Essays - 1250 words

Reflection on my nursing experience - Essay Example The first stage of the Gibbs Reflective Cycle makes an individual describe the whole situation so that he/she may be able to analyze the consequential feelings in the second stage. In the third stage, the individual evaluates his/her experience, and organizes his/her analysis in the fourth stage so as to have a logical interpretation of it. In the fifth stage, the individual works out alternative solutions to the problem, and chooses the most viable option for use in the future. In the sixth stage, which is the last stage of the Gibbs Reflective Cycle, the individual makes action plan according to which he/she would work in the future in similar circumstances (Jasper). To reflect upon one’s experiences is an extremely useful and beneficial practice if one wants to rationalize one’s approach in the future matters. In the capacity of being a human, everybody commits mistakes. To do mistakes is not a mistake, though if one does not learn from one’s mistakes, it is i n itself the biggest mistake! Reflection upon past experiences provides one with an opportunity to see where one went wrong so that the unfavorable consequences would not have to be faced ever again (Lewis). For professionals, this practice adds to their knowledge, and enables them to adjust to unusual situations in life with least inconvenience. This practice also inculcates self esteem in an individual so that he/she is able to deliver his/her best in the profession. Besides, this is a process of self education. The self analysis an individual does while reflecting upon the past experiences allows him/her to have an interview of the self. It is essentially introspection (Cyprus). It enhances a nurse’s practice competence (Lenburg). â€Å"The goal of any therapeutic alliance †¦ is to facilitate the emergence of the authentic self† (Freshwater 4). This practice is conducive for making one a better human being both for one’s self and for the society. The goa l of conducting this reflection for me is to improve my therapeutic relationship with patients being a nurse. Therapeutic relationship with patients is controlled by a nurse’s interpersonal skills. Both verbal and body language play a role in it. I hereby choose to reflect upon my experience with Mr. X who suffers from brain tumor. In those days, I was placed in the surgical ward for two weeks in the third semester. One day, all patients moved towards the cafeteria for lunch except for Mr. X. He was lost in some thoughts. I approached him, and asked his permission to help him. He could not understand my language because he had a different language. I wanted to feed him. I used eating gestures to deliver my message. According to Hill and Howlett (69), an individual should work out the most rational option which is consistent with the desired result in order to be successful as a nurse. Understanding my body language, he nodded. I checked his diet schedule and fed him according ly. Cherry and Jacob (400) consider body language a strong means of conveyance of messages to the patients. While feeding him, I looked him in the eyes so that he would know that I am doing my job whole heartedly. Eye contact with the patient conveys a nurse’s sincerity, honesty and truth of emotions to the patient that is conducive for the building up of sound rapport between the two (Faulkner 92). However, it is important to break eye contact sensibly and with careful judgment so as to keep it from

Extended Definition Essay Example | Topics and Well Written Essays - 750 words

Extended Definition - Essay Example The carburetors perform the same basic objectives as the fuel injectors. The difference however is how the two work. The carburetors supply fuel to the engine through a process of suction where the system sucks in air to allow fuel to enter. Once air is in, a vacuum will be created in the pipes connecting the fuel tank and the engine. The pressure gradient that exists between the chambers of the fuel tank and the engine is what forces the fuel to rush into the engine. The fuel injectors on the other hand avail fuel to the engine through a pumping mechanism (Cramer and Hoffmann 210). The system will pump in the fuel under pressure straight to the engine upon acceleration. This mode of fuel transfer is more effective than the former done by the carburetors. This explains why carburetors are being faced out in modern assemblies to pave the way for the more efficient injectors. The injection process also has another benefit in that it allows the driver to regulate the volume of fuel getting to the engine from his/her seat. This is unlike the former case where the amount of fuel getting to the engine depended on the speed limit gained earlier while driving and gained gradually. The injection system benefits the driver in so many ways that the carburetor could not. This include the ability to control fuel burns during high speeds and the ability to carry out quick throttle transitions such as change of gears and braking work (Cramer and Hoffmann 20). The driver is also able to regulate the fuel consumption in the car. There is also the advantage of smoother transitions such as smooth change of gears. Normally when the vehicle engine is cold in the morning for instance, there is need to perform a choke process in order to start the car. The presence of the fuel injector will eliminate this disturbing process from the driver’s task making it easier to quickly warm and start the engine. The

Case Study Essay Example | Topics and Well Written Essays - 1500 words - 13

Case Study - Essay Example On the other hand, Ralph has low energy but he has significant experience and he is a potential candidate because of his experience and expertise in the industry. The third candidate Yingzi is a very talented woman and she can bring new innovative managerial practices in the company and retaining her in the organization is very important. The first solution is to promote Carmen because for being an ethical organization, company has to show concern towards employees especially the women and minority. Carmen is one of those who is both an African American and she is also qualified for the position. However, following is the SWOT analysis of making this decision. Image of company â€Å"concerns towards employees† will further improve. From maternal ethics concept, the consideration given towards mother-child relationship can improve the nature and quality of workplace interactions (Frederick, 2002). Company will be able to improve its public relations through this decision. Actually in business world activities which appear as a result of generosity are the attempts of companies to make public relations (Flynn, 2008). The promotion of Carmen can appear as a strong example of it, if she is promoted. No doubt Carmen and Yingzi are the suitable candidates for the managerial position however, Ralph should be promoted because he has worked twenty years with the company and he is the most experienced as compared to other two. What should be the criteria of the company while promoting people? Most of the policies of organizations promote employees based on seniority bases; however, even the ethical nature of policy is sometimes challenged. The promotions which are based on seniority alone seem mindless whereas, the decisions which are based on qualification seem heartless, therefore, companies should take it as a challenge to merge the dual responsibilities of qualification

Stakeholders in Health and Safety Duties at Work

Stakeholders in Health and Safety Duties at Work Client The client has responsibilities on a work site. The client is responsible for checking the competence of all the appointees and their resources. They must make sure that the facilities for all of the workers are suitable for their welfare. They must allow sufficient resources and time for each stage in the project and not rush any of the project. They must also provide information to the designer and contactors before the construction. The client is also responsible for hiring a CDM co-ordinator and a principle contractor. They must also make sure that the construction doesnt start unless the construction phase is complete and all of the welfare facilities for the workers are on site, provide a health and safety information file for the CDM co-ordinator and retain and provide access to the health and safety file. CDM Co-ordinator A CDM co-ordinators main duties are to advise and assist the client with their duties, to keep the HSE notified of the project details. Cooperate with everyone involved in the design and coordinate all of the health and safety aspects of the design. Facilitate good communication between the designer, contractor and client. Communicate and meet with the principle contractor regarding the design work. Analyse, gather and convey pre-construction information. And to prepare and keep the health and safety file up to date. Architect The architect is responsible for making sure that there will be no risks or hazards whilst still in the design stage of the build. After that is done they must provide information on all the other risks that there could still be and that cannot be completely prevented. The architect must make sure that the client is aware of their roles and responsibilities during the design stage and the construction phase of the whole process; they are also responsible for making sure that the client has hired a CDM coordinator. They must also provide information for the health and safety file and also keep the file updated. Workers Workers have health and safety responsibilities on site, as they are the most likely to be involved in an accident they also have dutys to health and safety. The workers must be competent and know what they are doing at all times. They must report any obvious risks that they see in a site so that accidents can be avoided. Coordinating their work and cooperating with all of the workers to ensure you own and everyone elses health and safety. They must also follow the health and safety rules and procedures and be aware of any hazards there could be on a site. P2 Outline the legal duties of employees and employers in relation to three pieces of health, safety and welfare legislation relevant to the construction and built environment sector Legislation in health and safety are very important as they can help protect people from accidents and keep them safe in the working environment. This also covers people who arent part of the building companys employment. There are many different legislation which all protect different areas of work. Legislations like the Health and Safety at Work Act 1974 (HASAWA), Working at Heights 2007 (WAH), Control of Substances Hazardous to Health 2002 (COSHH). The HASAWA is a very important legislation that was introduced in 1974 and many other pieces of legislation have been developed from this act. The HASAWA covers the duty of care that is on a construction site. There has been a large amount of health and safety legislation that has been created since HASAWA. It covers the occupational health and safety in Great Britain. Health and safety executives and other enforcing bodies are responsible for the administration of the legislation. The employer has responsibilities that they must follow out so that employees are safe. The employer must ensure health, safety and welfare at work to all of their employees. The employer must prepare a written statement of their general health and safety policy. They are also responsible for the enforcing of safety and reduce the risk to health involved in all the employees areas. The employee also has duties that they must follow out. The employees must take reasonable care in their safety and the safety of those around them who may be affected by their actions. They must also cooperate with the employer so that requirements can be met. COSHH is another important piece of legislation that is used in construction. This legislation helps to protect then workers from handling substances that could be fatal. The legislation ensures that the harmful substances will be supressed so that it is less of a risk to the employees. The legislation also states that employees must be informed about the substance and should have their health monitored if work with hazardous substances. Many businesses use substances that can be harmful to workers and these businesses should inform and train employees so that the substances can be handled. The employee has duties that they must carry out whilst enforcing the COSHH act. They must make sure that the substance has had a proper assessment identifying the risks that this substance may have on the heath of anyone involved, the assessments must also be updated if they become invalid or out dated. Substances that have a COSHH warning label must be stated in the inventory and material safety data sheets. The employees must also be train, supervised and instructed on the risk that the substance could have on the health of the employees and the precautions that must be taken. The employees also have duties that they must follow according to the COSHH act. Employees must know the hazards substances that are present and read the signs that are present at the work site and should handle the substances safely and follow the instructions given. They must ensure that the warning labels are left on the containers and inform management of and situation involving the substances that could be dangerous. The final legislation is the WAH. This act is a law. This legislation ensures that before workers start working at a height the working must be planned and organized, the workers must be competent. The work must be assessed before the workers go up and the equipment that they are using must be the correct equipment. The risk of surfaces that may be fragile should be controlled and supported and the equipment that is used must be properly inspected and maintained. The duty holder must be responsible for the legislation being put into practice. The employer must ensure that all of the work is planned and organized and is carried out by a competent employee. The employees must receive information, training and instruction on how to safely use the equipment and how to spot defects in the equipment. They must follow the hierarchy of controls and they must do as much as they can that is practical to stop workers from falling. Employees must report and possible hazards or faulty equipment t o the employer and they must use the equipment supplied and follow instructions correctly and safely.

The Native Son-Blacks And Whites :: essays research papers

In the Native Son Wright lets us see how blacks and whites have so many problems because of racial issues. We see how blacks and whites do not see eye to eye. We also see how being black in the 1930’s was something you couldn’t control but still was looked at as being something â€Å"bad†. Color was what it was all about. Being black was seen as being lower class and also less- human than other Caucasians. We also see the fear that black families and communities had. These facts separate in details how two types of race had such an effect on each other but still did not know how much damaged they caused to each other during many, many years.  Ã‚  Ã‚  Ã‚  Ã‚   White people in this book felt blacks were bad people who just had bad ways of doing things. Stereo type was a big issue as we see when Bigger gets caught for the murder, newspapers stated that there was a â€Å"Mass Rapist on the loose†. Since he was black they thought right away he was raped her. White people also showed that they didn’t really care about what happened to black people. Since Mary Dalton was white, Caucasians were screaming at Bigger that he was a gorilla, that he should be killed, and many other bad racist comments. There were other white people who thought equality was for every one in the world. Jan is a prime example of how some white people felt blacks were treated wrong. Blacks feared whites. Many of them had so much fear that they accepted the way they were being treated. They took it as a problem where there was no answer. When Bigger was driving back to the Dalton’s house we see how many black people were just standing in the corner. Bigger was different though. He feared whites, but he sometimes tried to find the solution. Blacks also felt that the whites should be treated with more respect. The way Bigger answers his mother and the way he answers Mr. Dalton are two different tones of voices. One is respect out of fear and the other is disrespect out of revenge.   Ã‚  Ã‚  Ã‚  Ã‚  Many of Bigger’s actions suggest a huge response to fear, which comes from his exposure to a harsh social climate in which a clear line between acceptable behavior for whites and blacks exists. His anger and his destructive impulses come from that fear and is seen clear in the opening scene when he attacks a huge rat.