Police corruption Essay Example | Topics and Well Written Essays - 1250 words

Police corruption - Essay Example Politicians may interfere with normal functioning of the police by initiating corrupt practices. Politicians can induce police to allow, ban, or break public demonstrations with violence for political stripe. They may oversee a range of laws and regulations by fixing permits and citations that intimidate others in favor of a politician (Barker, 2011). Police corruption carries high cost as it detracts the public faith from the police and derails the public image of the law enforcement duty. It protects criminal activity like drug dealing and prostitution, which have an effect on the general welfare of any country. The protected criminal activities are more often than not lucrative sources that will translate to organized criminal acts. Police corruption is the work of the few dishonest and immoral police officers who put their interest first other than serving the nation. Many police corrupt acts have currently concentrated on an organized structure. Unenforceable laws governing the moral standards promote corruption they provide criminal organizations with a financial interest that undermine the law enforcement (Villiers and Adam, 2003). Police corruption analysis conjures many images and stereotypes in the professional context. Police corruption is a universal challenge to any nation-building as it wastes resources, undermines security, makes a mockery of the constitutional justice, slows down economic development, and alienates populations from their governments.

Qualities of Good Teachers Essay Example for Free

Qualities of Good Teachers Essay There are many internet sources that post lists of qualities that all great teachers should possess. These lists range from 10-15 characteristics, but I believe that they can be summed into a love for children, not only a firm knowledge in their content area but passion as well, and that they take the time to get to know their students by developing a healthy student-teacher relationship. In his book Qualities of an Effective Teacher, James Stronge subcategorizes qualities into the teacher as a person, as an individual, and he lists specific qualities that show caring and responsibility for students. However, I believe what it really boils down to is a joy of being around students and a love for the job. If a teacher genuinely loves children, he or she will do whatever necessary to help that child succeed, including planning, mentoring, differentiated teaching, etc. Harry Wong states in The First Days of School that the students are going to want to know the teacher as a person and if the teacher will treat them with respect. Therefore, effective teachers will take the time to show the students respect and involve them in their own learning process. I don’t think that there is a difference between good and effective. I think that is just a matter of semantics. Of course we might be able to specify a good teacher is one who has a joy and gets the students motivated to learn while an effective teacher is one who performs the preparation tasks well: good planning, classroom management, monitors student progress. However, I think that if a teacher has such a joy for teaching and is enthusiastic, he or she will want to be effective as well and keep good records and plans, etc. The same is true for those teachers who are great at the behind-the-scenes tasks. If someone is so well-prepared, why wouldn’t he have enthusiasm and be able to motivate the students? Therefore, I believe separating these two words is impossible, for all good teachers are effective and vice versa.

Utilitarianism Theory Summary and Evaluation

Utilitarianism Theory Summary and Evaluation Utilitarianism is an ethical theory that is generally credited to Jeremy Bentham. Bentham and John stuart Mill are seen to be the two leading exponents of the theory. Mill, writing after Bentham, adapted some of his ideas into a slightly different version of utilitarianism. Utilitarianism is a consequentialist theory, which means that it decides on what is right or wrong solely on the consequences of an action or the circumstances that this action brings about. The theory is relative, it judges situations separately and does not impose set rules of guide lines on actions to be observed in every case. This avoids the major problems one sees with absolutist theories such as Natural law or Kantian ethics. What is right is what brings about pleasure and Thomas Carlyle raised the criticism that it is a doctrine worthy only of swine as a direct criticism of this. What Carlyle is saying is that those adhering to a utilitarian way of morality are only satisfying basic desires and are just an imals. As humans with reason and intelligence it seems Carlyle wants more out of an ethical theory than what Utilitarianism gives. I will discuss Benthams utilitarianism and then Mills adaption in an attempt to show Mill escapes the problems faced by Bentham. Bentham saw humanity as being completely centered around two things. Nature has placed mankind under the governance of two sovereign masters, pain and pleasure. For this reason his ethical theory is entirely concerned with the two. Bentham saw it that everyone wants pleasure and nobody wants pain. From this he derived the principle of utility which was that the good is whatever brings the greatest happiness to the greatest number of people. What is right to do in every situation is bring about the most pleasure and minimise the pain. Every moral dilemma is judged individually as even though the circumstances may be familiar to ones we have faced before there are always variables, for example in the size of the group effected. So what was right to do in a previous situation may not be the best thing to do in the new situation we are faced with. Bentham understood that all situations are different and created a way of comparing levels and pain and pleasure brought about by a decision w ith a system of calculation. Bentham called this the felicific calculus. Each situation would be judged on seven criteria: Intensity (how strong the pleasure is), duration (how long it lasts), certainty or uncertainty of the pain or pleasure, propinquity (how soon the pleasure will occur), fecundity (the question of whether an action will be followed with similar good circumstances, purity (that it wont be followed by sensations of a negative kind) and finally the extent of the pleasure. In the felicific calculus any individual counts as one, he did not discriminate. Bentham proposes that in every situation we look at all these fields and through doing so we could calculate whether one action would be better than a different one. For example if the extent of the pleasure in the long run outweighs a temporary disadvantage or negative situation then the action is right. One may argue that his attempt to turn morality into a type of math is in fact impractical, will we always have the time to weigh up all the issues surrounding our action. Also how can we really measure pleasure, we cant easily attempt to do it in units. Bentham was anti-elitist in the sense that he saw everyones pleasure to count as the same and saw all types of pleasure under the title pleasure. He argued himself that pushpin is as good as poetry. This is where Carlyle is criticising him. He sees utilitarianism to be promoting a lifestyle that is very unattractive in the sense of only catering for your basic needs and desires. For example through this type of utilitarianism one can justify stealing in a lot of cases and things like sleeping around. As long as you are happy and maximising your pleasure then you are doing the right actions. Bentham himself would argue that it is better to be this type of person satisfied than an individual attempting to be more virtuous dissatisfied. As animals do not possess reason or intelligence like humans all they do is satisfy their basic urges. Carlyle was saying that we have this ability to consider further our own actions and be far more compassionate that Bentham seemed to be saying we can be and for this reason he saw utilitarian ideas as acceptable only to animals. One example given to display this is a situation in which a number of guards holding a prisoner are beating him. As there are more guards beating than people being beaten the suffering is outweighed and so the clearly immoral act being done by the guards is accepted. Obviously it is not in all cases that Benthams ideas justify immoral actions but for the sole reason that it does justify them at times it is strongly criticised. Utilitarianism can be seen as quite the opposite, as a very compassionate theory, with the example of widely disputed topic of euthanasia. Utilitarians could argue that killing some one to save them from years of potential suffering is the right thing to do. They are taking into account the desires of the individual and by weighing up pain and pleasure to come to a compassionate conclusion. Nevertheless, Carlyles criticism is a very strong one and in the face of it this where J.S. Mills adaption can be promoted. Mill, attracted by Benthams theory, still saw this great problem with it and attempted to change parts of it to counter the issue. Mill did this by describing happiness as being the thing we are seeking instead of pleasure. He still saw this idea of there as being one sole intrinsic good but it instead of it being a purely physical pleasure he looked at it in in a different way: happiness as a mental pleasure. For what is good and what one desires are different things. This more virtuous attempt at utilitarian thinking promotes mental pleasure often over physical pleasure. Mill thought that my seeing all pleasure as equal was a fundamental problem with Benthams thinking so he believed that by discriminating between different types pleasure and in turn ordering them he could start to move away from the unattractiveness of Benthams utilitarianism. He stated that h e did not see pushpin as being equal to poetry Mill was involving a sense of dignity that he believed all of us had and argued that physical pleasure would in many cases be rated below mental pleasures and so straight away we can see the improvement he has made to the theory in light of Carlyle criticism. Returning to the previous situation in which we see the prisoner being beaten for the pleasure of the guards, now with these higher and lower order pleasure, things are different. Now the utilitarian can argue that the sadistic pleasure the guards are getting out of the beating would rate much lower than say the mental pleasure that comes with being a compassionate human being. So now the suffering of the prisoner outweighs the marginal pleasure, in comparison to a theory with no higher or lower order pleasure, so the act is not justified. Mill said himself that it was better to be a human dissatisfied than a pig satisfied and better to be Socrates dissatisfied than a fool satisfie d. Through seeking out mental pleasure or physical ones Mill would argue we are acting in the right way. It would be obvious in many case which pleasure rates over another, for example sadistic pleasure being badly rated. However one big criticism of Mill is that there are too many situations in which it is too hard to discriminate as to which pleasure rates over the other. One rather tedious example is the question of whether the music of Bach is equal to that of Mozart. Still the criticism raised is an issue. Mill argued for the idea of competent judgement, he stated that one could see if a pleasure was higher than another if the majority of a group of competent judges, one was competent to judge if they had experienced both pleasure in question, came to the decision that it rated over the other. Although Mill is trying to promote right moral action he undoubtedly faces some difficulty in doing so through his utilitarian approach. A label applied to Mills thinking after his time was Rule utilitarianism. This terminology comes about from Mills discussion that from our past experiences we saw it plausible to adhere once again to certain behaviour or decisions that in the past were seen to bring about or promote a great sense of happiness. If the action is always good in different circumstances then we can create for ourselves a type of rule which is that we should always do this certain action in every situation. Bentham was described as being an Act utilitarian as he saw the opposite: every situation should be judged independently every time. Whether or not these labels are a fair representation of the two different theories within utilitarianism is questionable but the strange sense of the utilisation of absolute ideas is interesting. His adaption tries to compensate for the lack of absolutism that is often felt to be essential when looking for a good code of ethics. One example would be promoting truth telling. One should always tell the truth as it brings about peace of mind and is recognised as the morally right thing to do a lot of the time. However by appea sing to the idea of absolutism this section of his thinking takes on the burdens that absolutism bears. The are always certain situations in which the absolute law seems like the worst thing to do; the extreme example used by Kant of not lying to a murderer who is going to kill your friend and asking his whereabouts would seem like a completely immoral act. Also Mill is criticised for falling short in the exact same way that Bentham has. Mill does not discuss the distribution of happiness and similarly we could see his theory allowing unjust or undeserved unhappiness. In terms of number, could we increase the number of sadistic prison guards to an extent where the scale tips back over to the other side again? Through looking at the charge that utilitarianism is a doctrine worthy only of swine I also see it necessary to show that Mill offered proof for the principle of utility. He argued that happiness is desirable as an end, stating that something was visible if people can see it and in the same way something was desirable if people desire it. People do actually desire happiness. Through showing that everyones happiness is desirable and only happiness is desirable as an end I think that Mill is showing that his version of utilitarianism is not a doctrine worthy only of swine instead it is an ethical code promoting a good sense of living. It is true that Mill has succeeded where Bentham appears to have failed so when discussing the charge I do not think you could answer in way that is so black and white. I would argue that this charge against Benthams theory is not undeserved as it seems foolish to be basing a code of morality on the concept of physical pleasure. When looking at this charg e against Mills adapted version I see it as ungrounded. What Mill is trying to Promote is a virtuous code of living in which some one acts in what is considered across the board to be a morally good way of living. I see Mills writing to be worthy of far more than merely swine. Peter Vardy and Paul Grosch-The Puzzle Of Ethics. Pages 63-72 and 81-83, 1999 John Cottingham-Western Philosophy and Anthology. Pages 512-517, 2008 J.S Mill-Utilitarianism and On Liberty: Including Essay on Bentham and Selections from the Writings of Jeremy Bentham and John Austin. Pages 12 -16 John Rawls- Classical utilitarianism, Theory of justice, pages 22-27, Oxford ,1971 pages 22-27

Essay --

For a business there is many things that is required to keep that business in business. For example, In order to create an product the society must choose upon it’s needs, resources they have and choose based on it’s populations and other available markets.The factors of production is the readiness to work on answer the three questions (What?, How? and For whom?) in order to solve the problems of scarcity. Scarcity is a resources that is limited, a certain number of available resource. Or paying simple bills to stay in a certain location. To sell a certain amount products could affect how a business runs, based off it’s amount of products sold. And then there is the factors of production. Land isn’t about where something is located in a area, Labor is the help to create things, and Capital and Entrepreneurship are necessary to a business. What does factors of production got to do with land? Well Land isn’t all about where a business is located. It’s mostly about the natural resources, which for example are diamonds, wood, water, coal, gold, etc. And this deserves to be ranked first. I think so because with no resources no business won’t be able to run successfully. Aswell most resources have scarcity to create an product with could cause a business owner to look for for an alternative resource. If there wasn’t land in the factor of production, most of the businesses would fail because they won’t be making money by not being able to create products. So overall land should be first since you got to have resources in order to create other new products. How does labor affect the factors of production and what is it’s main purpose? Well according to Federal Reserve Bank of Saint Louis, they say Labor is, â€Å" Labor is ... ...e they want to be successful without taking such high risks that could take their business down hill if they taken a risk. For sure every entrepreneur knows every risk can be good, but can have a negative effect if taken the wrong way. But to another person they would definitely disagree with my view because not everyone has the same opinion. But also other people have different opinions about how they see the factors of production too. For example some may see Entrepreneurship as being first because of being high of risk. Then they could see Capital second because of money and the equipment for a business. As for Labor they would say third because not much as important than the money and equipment a business would need. And finally Land being last because they might not care where some business is located, but not thinking natural resources out there for land.

Air Traffic Management Concept Essay

This paper aims to show some major issues regarding the integration of future ground-based ATM decision support systems (The Air Traffic Management Concept) and how these systems will improve the human factor in the air traffic system. If present airspace procedures continue as it is, escalating traffic demands are presumed to compromise many things. Among these are on-time performance, security, and safety. Dealing with these escalating airspace aptitude prerequisites would necessitate considerable adjustment and enhancement to current-day procedures. One attempt in solving this problem is to give airlines more liberty in doing their own schedules and selections of traffic routes while still continuing to disperse tasks for partition and arrival planning to the ATSP. ATSP stands for Air Traffic Service Providers. Air Traffic Control-oriented tactics centers on airspace reorganization and development or improving of tools for air traffic managers and controllers which in turn, would enable them to handle air traffic more carefully and effectively. In the Air Traffic Management segment of the Terminal Area Productivity program, they were working on the incorporation of future ground-based ATM decision support systems with that of FMS (Flight Management System) furnished aircraft contained in the terminal district, the researches and illustrations centered on amplifying airport capacity. They do this by making use of the CTAS or Center TRACON Automation System for producing effective trajectories. Data connect for communicating the said trajectories into the aircraft and Flight Management System furnished aircraft for flying them accurately (The Boeing Company, 2001). In this regard major airports which are plagued by the difficulties of aircraft arrival rushes should be studied. The objective was to present a safe, highly competent flow of traffic which would begin from en route into TRACON airspace which dependably transports aircraft to the runway entry, while preserving as much flight crew suppleness and authorities as sensible. Triumphant planning and implementation of an effective arrival flow necessitates a meticulous knowledge of all aircraft and operators. Knowledge on traffic managements as well as on spacing limitations is also needed. It should also include synchronization among controllers, flight crews, as well as traffic administration. The plan for future ground-based ATM decision support systems could be imagined as a human-centered system on which the controllers as well as the pilots would employ processes, flight management mechanization as well as evaluation support tools to aggressively supervise traffic arrival. It could be seen that they aim for a future air traffic system which are run and supervised by the ATSP and they anticipate this to be ready by 2010. ATSP stands for Air Traffic Service Providers (NASA Ames Research Center, 2002). . The operational theory for attaining effectiveness developments over current procedures is to map an effective arrival stream earlier than necessary and then implement the arrival plan as accurately as could be. They also presented a â€Å"multi-sector arrival planner† Air Traffic Control arranges to link the breach among traffic administrators, dispatchers as well as the sector controllers. The planner’s duties include producing the most effective schedule and arrangement for all incoming aircraft and conflict-free flight routes which would always be able to meet the schedules. The planner organizes the engendered flight routes. The sector controllers concerns would then on use a graphical coordination apparatus. After analyzing the recommended flight path, the sector controllers delivers fitting authorizations to the flight crews. The flight crews would then pursue the cleared path accurately applying their flight management mechanization. Sector controllers are in charge in preserving division and modifying the arrival plan to new situations. Automation and processes are planned in order to aid with all the above mentioned tasks (Advanced Air Transportation Technologies, 1999). The Terminal Area Productivity concept is more calculated than the current system but the controllers are vigorously engaged with everything in the procedure of developing and implementing a traffic flow plan which would be used for arrival rush. Although it drastically modifies the tasks of the stakeholders it does not alter their accountabilities. The first flight deck oriented recreation revealed that data link procedure in the fatal region was adequate and advantageous for the flight crews. Usually crews favor a Boeing 777 which decreases heads-down time on the arena. They could productively use the sides flight management purpose LNAV to the concluding method fix. A VSD model was launched to aid in using Flight Management System automation nearer to the ground. This was meted with high markings by the flightcrews. Vital workload or operation disparities cannot be found among situations with and without the Vertical Situation Display or VSD (The Boeing Company, 2001). A flight reproduction at NASA Langley Research Center yielded a promising result. It showed that miscalculations on arrival time at the closing approach fix could be considerably lessened. This could be done by flying TRACON trajectories with Flight Management System supervision as compared with heading vectors. The preliminary illustration of CTAS/FMS procedures with controllers showed the promise for augmenting the effectiveness of arrival streams by using the CTAS tools for planning and supervising. The devised controller interface with the mechanization and the data link was tolerable. However, it could still make use of further enhancements. There are a number of drawbacks which had been mentioned here. Among the said drawbacks are too much information in the data block, an inept and complex course trial planning interface as well as the three button mouse. The operational concept however, obtained good feedbacks and the controllers were eager for the promise it shows. The Advanced Air Transportation Technology is a branch of NASA’s ASC program. ASC stands for Aviation System Capacity. Its goal is to better the overall operation of NAS (National Airspace System). In so as to attain this goal AATT is building up decision support technologies and processes to help National Airspace System stakeholders. The vision of the Advanced Air Transportation Technology Project concerning far-term National Airspace System procedures is represented in the Distributive Air Ground Traffic Management concept (Advanced Air Transportation Technologies, 1999). Distributed Air Ground Traffic Management is aiming for a free-flight environment on which flight crews would be able to take more part on decision making processes. Rather than merely implementing controller directions, the crews would have more liberty in asking for and choosing flight routes. Developed on-board automation for variance detection and resolve would affect the pilot’s behavior, hence influencing controller’s attitude and placing more conditions on ground automation and information sharing. The Distributed Air Ground concepts cover an assortment of probable means to handle arrivals varying from continuous free-flight to fully ground-controlled. There are two extremes in the process. The first is the free-flight to the threshold. The second is Ground (ATSP) Controlled Arrival. The free-flight to the threshold entails that the flight deck in charge for route planning and division from the aircraft all the way through the arrival. The aircraft turns up at the Center in free flight. It is accountable for extricating itself from other traffic. Traffic flow management restraints for going into the terminal region are made accessible to the flight crew. The flight crews in turn modify their terminal arrival plan fittingly. Upon drawing near the TRACON airspace, the flight crews pick the aircraft which they desire to track to the threshold and choose the appropriate assimilating and spacing boundaries then they would go after the lead aircraft to the runway. Ground (ATSP) controlled arrival is another extreme in that this is very near to the concept illustrated on the earlier TAP research. Upon coming in the terminal airspace free flight is terminated for the incoming traffic. Ground-based traffic managers are then responsible for two things. Their responsibility ranges from making a schedule and arrival trajectories to communicating them to the aircrafts. The aircraft could downlink a certain flight path demand that the Air Traffic Service Providers may or may not agree into. Accountability for division and route planning keeps on the ground all over the course of the arrival stage. The flight crew obtains more tactical Flight Management System and spacing authorizations than in today’s tactical settings (NASA Ames Research Center, 2002). Free flight to the threshold would necessitate added aircraft equipment. This may involve RTA and CDTI. Conflict detection and resolution algorithm could also be included. RTA stands for Required Time of Arrival while CDTI stands for Cockpit Display of Traffic Information. Ground controlled arrivals are a little different. They do not make use of the aircraft abilities in the most effective conduct. Aside from that they put the whole flow supervision problems on the controller. The future air traffic system would direct arrivals in such a way that it would be lying between the boundaries of the two extremes mentioned earlier. This opens the possibility of moving from ground-controlled into a free-flight (NASA Ames Research Center, 2002). Experiments and operational performances would illustrate which concept seems to be most suitable. The amount of free-flight against Air Traffic Control could be dependent on the traffic circumstances, facility performances, aircraft equipments, and airline inclinations. Those who are in charge sees the need for the air traffic system to be devised to have room for all potential forms operation between the extremes discussed in this paper. Thus, all enabling technologies ought to be enhanced, incorporated and assessed, including the following: a. Cockpit Display of Traffic Information with airborne conflict detection b. FMS with Required Time of Arrival capacities. c. On-board integration and spacing apparatus d. ADS-B and CPDLC data link communication e. Traffic Management advisory apparatus f. Ground-based conflict detection and resolution g. Ground based tools for trajectory generation with meet time constraints (NASA Ames Research Center, 2003) Most of the above mentioned equipments are already obtainable in remote examination models. Those in charge are presently in the course of assimilating them at NASA Ames Research Center to generate a model environment that permits examining these concerns. They are also expanding an arrival concept that supplies the elasticity to alter the quantity of self division to traffic flow management restraints and other necessities. They also originally mean to maintain the free-flight airspace apart from the ground-controlled airspace. The border can be denoted as a curve about the meter fix or the adjacent arrival gate or a plain elevation floor. This can be attuned for traffic intricacy. Very low traffic circumstances could be different. In such cases the free flight region could be as near to the airport as the gauge fix. The arrival setting starts with the aircraft which would arrive at the Center in what they call to be a â€Å"free maneuvering mode†. The flight crews are in charge for division, traffic management restraints at the metering fix are then on relayed from the planner. This is done by using the CTAS Traffic Management Advisor to the flight level, the flight crew on the other hand, is the one anticipated to prepare their flight route to land at the metering fix near the probable time. That is, if scheduling is necessary. The flight crew would then be informed as to where the free flight periphery presently stops. The flight crew would also be informed when to confirm things with the controller (NASA Ames Research center, 2002). The arrival planner continues appraising the circumstances by means of Descent Advisor apparatus and attempts to produce an arrival arrangement for the ground-controlled airspace that the arrival planner would convey to the sector controllers. Once the sector controller obtains the test in from the free maneuvering aircraft, he would then on call off free flight and release the arrival authorization to the aircraft. This would be founded on aircraft choice and arrival plan in that they are likely to fly the arrival authorization to the meter fix accurately. The Center TRACON Automation System apparatus help the TRACON controllers in shaping appropriate aircraft pairs for getting in-trail spacing authorizations. Division in charge hangs about with the organizer all the way through the TRACON (NASA Ames Research center, 2002). This setting permits us to examine most facets of the appropriate Distributive Air Ground Traffic Management concept fundamentals and constructs on the preceding arrival research especially since current deliberations with controllers and pilots was met with positive feedbacks. Among the probable advantages of Distributive Air Ground Traffic Management are: †¢ Amplified user effectiveness/flexibility. DAG-TM presents users paramount prospect to self-optimize their ventures within the vigorous restraints of the Air Traffic Management System. †¢ Amplified system capabilities. Allocation of division accountability to properly furnished aircraft and Air Traffic Service Providers-based DSTs could possibly lessen controller workload, thus permitting the Air Traffic Service Providers to control more traffic. †¢ Amplified system safety because of an important increase in situational understanding and allocation of workload. †¢ Allocation of the expenditures for National Air Space innovation between users and the Air Traffic Service Providers. †¢ Lessened user reliance upon Air Traffic Service Providers assistances and a ground-based infrastructure. This could also intensify global interoperability (Advanced Air Transportation Technologies, 1999). As could be seen the integration of future ground-based ATM decision support systems is very promising. These new technology would indeed be helpful in aiding to augment the overstrained air traffic control systems. This new technology let aircrafts operate safely about traffic and airspace perils (i. e. weather), while still going in accordance with the traffic flow restraints delivered by ground-based controllers (Advanced Air Transportation Technologies, 1999). To try this particular concept, they asked pilots and air traffic controllers to coordinate with each other along with the NASA researchers for a combined simulation. The simulation utilized air traffic control and deck laboratories. â€Å"This joint simulation tested our technology in an almost real-world environment,† stated project manager Mike Landis. â€Å"More than 20 pilots sat at computer workstations ‘flying’ simulated aircraft into a mock-up of the Dallas/Fort Worth airspace. Pilots also flew one of NASA’s high-fidelity, full- motion flight simulators in the joint experiment. The air traffic controllers were able to see all of these aircraft on displays, and the pilots used an autonomous flight management system to plan their own routes and safely and seamlessly fit into the traffic flow. Controllers were able to watch their progress on simulated air traffic control monitors† (Dino, 2004). The airborne segment of the mock-up employed promising technologies which offered real-time air traffic and risk information. It also examined all aircrafts and airspace peril in the surrounding area. Complicated cockpit technology warned the pilots to any sign of conflicts. It also alerts the pilots into how to stop more difficulties when maneuvering. Solutions were offered mechanically or with the use of manual flight route planning apparatus. This is a visual illustration of the DAG-TM concept. â€Å"On the ground, air traffic controllers used new computer software to work the mix of autonomous and conventional air traffic. NASA researchers developed experimental controller workstations for the joint simulation, integrating custom display enhancements with special planning, traffic flow management, and pilot-controller communication technologies† (Dino, 2004). Special software was used to aid in running the traffic flow. This special software was also used to aid the aircrafts which were not furnished with the self-sufficient flight management system, in this regard air traffic control automation observed every aircrafts. They are also responsible for cautioning the controller regarding possible conflicts. These conflicts could be found amid the autonomous and managed traffic. Researchers also examined the way the pilots and air traffic controllers coped with this new invention. â€Å"Researchers measured how hard the pilots and controllers were working,† said Parimal Kopardekar, human factors and operations sub-project manager. â€Å"It’s important that they find this job relatively easy to do, even as traffic levels go up. We believe the computer automation technology will make a big difference† (Dino, 2004). As could be seen the future ground-based ATM decision support systems is very promising. It is of great help for managing air traffic. This method could consent for the effective planning of flights with the use of the most effective paths and flexibility in flight processes. Little by little, as air carriers furnish aircrafts with new technologies, they could effortlessly incorporate them into the system and harvest instant advantages. â€Å"As air travel rebounds in the coming years, additional traffic will tax the air traffic control system beyond its current capability,† said Mark Ballin, aircraft systems and operations sub-project manager. â€Å"NASA is working to develop technologies to transform the way air traffic is managed† (Dino, 2004). A definition for DAG-TM was organized by a multi-disciplinary squad. This team was created by the AATT project office, the Distributed Air Ground Traffic Management is illustrated by allocated decision-making among the flight deck, Air Traffic service Providers and AOC. It is also a National Airspace System operation which augments user effectiveness, flexibility and system capabilities. The Distributed Air Ground Traffic Management advocates that the said definition be assessed as one probable expansion of the numerous Free Flight execution methods presently under deliberation. The concept of strategic arrival management illustrated in the Terminal Area Productivity research could be seen to have many potential. The Distributive Air Ground research shifts from a ground-controlled setting to a more disseminated setting with probably uneven division tasks. NASA Ames is presently organizing a research setting to examine Distributive Air Ground Traffic Management with all main technologies incorporated. Preliminary concepts and settings have been identified and conferred with pilot or controller center groups. Based from the simulations they conducted one could not help but admit the promises this new technology offers. If this new technology is put into use soon it could greatly help in saving time. It would also be beneficial in the sense that this new technology advocates safety as one of its primary goals. As air traffic lessen, safety increases and with that there is definitely no reason not to support this new development. References Advanced Air Transportation Technologies (AATT), Project Aviation System Capacity (ASC), & Program National Aeronautics and Space Administration. (1999). Concept Definition for Distributed Air/Ground Traffic Management (DAG-TM) [Electronic Version]. Retrieved November 10, 2007, from http://www. asc. nasa. gov/aatt/dagconop. pdf Dino, J. (2004). Coast-to-Coast Simulation Tests New Air Traffic Management Concepts [Electronic Version]. Retrieved November 10, 2007, from http://www. nasa. gov/vision/earth/improvingflight/DAG-TM. html NASA Ames Research Center. (2002). DAG-TM Concept Element 5 En Route Free Maneuvering Operational Concept Description [Electronic Version]. Retrieved November 10, 2007, from http://www. asc. nasa. gov/aatt/rto/RTOFinal72_DAGCE50CD. pdf NASA Ames Research Center (2003). DAG-TM Concept Element 6 En Route Trajectory Negotiation Operational Concept Description [Electronic Version]. Retrieved November 10, 2007, from http://www. asc. nasa. gov/aatt/rto/RTOFinal72_DAGCE60CD. pdf The Boeing Company. (2001). Air Traffic Management [Electronic Version]. Retrieved November 10, 2007, from http://www. emotionreports. com/downloads/pdfs/traffic_management. pdf

Free Essays on Multicultural Education

Multicultural Education We are in search of the true America- an America of multiple cultures, multiple histories, multiple regions, multiple realities, multiple identities, multiple ways of living, surviving and being human. And no where is this struggle for the true America more profoundly being waged than in the classrooms of public schools in the United States. –Darder (Sleeter, 1995 p. 5) Through this quote Darder sums up the reason for multicultural education; America consists of people of multiple characteristics and through multicultural education these differences can be found, understood and celebrated. Multicultural education is the key tool in educating youth today; with the goals behind it and the effects it will have on people, multicultural education is the foundation of a better society. Multicultural education â€Å"affirms that schools should be oriented toward the cultural enrichment of all children and youth through programs†¦[that] preserve and extend†¦ cultural alternatives†; it should â€Å"recognize cultural diversity† and its value as a resource (Baptiste, 1979 p. 16). Schools that practice multicultural education use different programs and curriculum to teach different aspects of cultures by integrating them into everyday studies. This kind of education is used to make students realize the importance and worth of diversity. A major emphasis in the definition of multicultural education is â€Å"cultural pluralism† –the resistance of the melting pot theory (Bennett, 1999 p. 11). Through cultural pluralism a person has the right to express their individuality and in turn respects the rights of and appreciates people of a different culture. Multicultural education contradicts the â€Å"historic American goals of assimi lation and integration of ethnic cultures into the majority culture† (Wilson, 1997). Every aspect of multicultural education destroys the still widely accepted theory of an America... Free Essays on Multicultural Education Free Essays on Multicultural Education Multicultural Education We are in search of the true America- an America of multiple cultures, multiple histories, multiple regions, multiple realities, multiple identities, multiple ways of living, surviving and being human. And no where is this struggle for the true America more profoundly being waged than in the classrooms of public schools in the United States. –Darder (Sleeter, 1995 p. 5) Through this quote Darder sums up the reason for multicultural education; America consists of people of multiple characteristics and through multicultural education these differences can be found, understood and celebrated. Multicultural education is the key tool in educating youth today; with the goals behind it and the effects it will have on people, multicultural education is the foundation of a better society. Multicultural education â€Å"affirms that schools should be oriented toward the cultural enrichment of all children and youth through programs†¦[that] preserve and extend†¦ cultural alternatives†; it should â€Å"recognize cultural diversity† and its value as a resource (Baptiste, 1979 p. 16). Schools that practice multicultural education use different programs and curriculum to teach different aspects of cultures by integrating them into everyday studies. This kind of education is used to make students realize the importance and worth of diversity. A major emphasis in the definition of multicultural education is â€Å"cultural pluralism† –the resistance of the melting pot theory (Bennett, 1999 p. 11). Through cultural pluralism a person has the right to express their individuality and in turn respects the rights of and appreciates people of a different culture. Multicultural education contradicts the â€Å"historic American goals of assimi lation and integration of ethnic cultures into the majority culture† (Wilson, 1997). Every aspect of multicultural education destroys the still widely accepted theory of an America...