Dark Lord Essay

Lightning struck the tower pinnacle, and briefy the city’s main square was drenched in light. A violent storm was brewing around the city of Magelan, of the world of Ralon on the choas planes. All around the city the guard, dressed in mail of shadowy black, were attempting in vain to surpress the riots that where in place. People had taken the oncoming storm as a sign from the gods, to rise up and overthrow the evil Maraj who ruled their city. † The foolish mortals have taken our bait, their city is in choas my Dark Lord Iekkob† The bodyless voice echoed around the dim moon-lit entrance chamber of the great palace. Suddenly, with a blaze of flame and inpenitrible black smoke, a figure appeared. Slowly becoming less hazy the figure walked towards the base of the stairs, leaving scorched foot prints in the shining marble floor. As the the figure reached the thresh-hold of the crystal staircase, one of the statues that lined walls lazily walked towards him. The statued man was no longer a granite grey but shrowded in black and dark crimson robes. † My Lord Iekkob † The voice sounded again, but it was no longer bodyless. The statued man spoke it, softly, stealthily, yet clearly. † I am pleased, Liwl, you have fooled these pathetic mortals well. The planes of choas are now aptly named thanks to your teachery. † The one named Liwl smiled at his apparent Dark Lord, who had now come into full focus, his cloak burning fiery red to match the embers glowing in his eyes. † Thank you my Lord, I did as you instructed. Every temple, every priest, believed me their deity and followed my orders without question † † Yes†¦ that is what worries me. As weak minded as those who dwell upon the Ethereal Plane are, they would have sensed an intrusion in one of their temples. Especially by you Liwl, they are especially suspicious of the God of Assains and Thiefs. † For a moment he gazed upwards towards the top of the stairs, almost caustiosly. Then it passed, an air of confidence and power grew about him, and he grew in size as he, with a great sweep of his cloak, transcended the great staircase in one leap. He was closely followed by Liwl, who had climbed the stairs quietly, quickly, making sure to stay in the shadows. † Hey you ! Peasant ! What are you doing inside the palace ! † shouted a guard of the palace, armoured in shining gold mail. The Dark Lord looked at the man running towards him, drawing his schimitar, and laughed. The sound pierced the air, and as it did the guard stopped. With a look of great pain he fell to the floor, blood now pouring from his skin. He lay there squirming, spasming with pain. The Dark Lord stopped laughing, gazed upon his victim, and with a slight movement of his hand incinerated the body. † My Lord, I have found the door ! † shouted Liwl, from the far left of the landing. † Open it Lwil, quickly, we cannot stand for these delays. I fear the Ethereal Planes will know of our plans shortly. † Acting with lightning speed Liwl drew two daggers from inside his cloak, and struck the lock. The very palace shook and with a bolt of lightning he was thrown against the wall at the other side of the landing. † As I suspected, Rezarf you value your God of Time very much. You understand the power she wields†¦Ã¢â‚¬ ¦ Liwl GET UP ! † Liwl obdentialy jumped to his feet and followed his master the Dark Lord to the door, now shimmering with arcanic runes. Iekkob drew forth a staff of sort, decorated with skulls of many different races, and tapped the door softly. BOOM The door flew off its hinges, flying through the room it was guarding. † I see you are here Iekkob. I must say I was expecting you when I heard what was happening outside the palace. † Through the smoke and dust the slender figure of a young woman walked towards the Dark Lord. † You are smarter than Rezarf gives you credit, Yholl. Are you sure you will not join me, the God of Time will aid my campaign well. † † You now where my alligance lies. Go back to the Nine Hells and plot with your Daemon servants ! The Gift of Time will only aid Good. † Shouted Yholl, her eyes glowing brightly. † Now leave, you cannot harm me here, you of all people know you can only harm an Ethereal Being on the Ethereal Planes. † † True, but then I do not wish to harm you. You only inherited the power of Time because your predessor lost his powers during the Time of Troubles. And now you to shall walk with the mortals. † Iekkob laughed, that shrill piercing laugh again, and before Yholl could react he had thrust his hand outwards. A beam of light appeared between his hand and Yholls chest, and slowly a sphere of glittering gold moved along it towards him. Yholl let out a scream as the sphere entered the Dark Lord. † It is done Liwl, the God of Time is banished to the mortal coil. And so is the only power Rezarf could use to stop me. † † But sir, why did you not just take the power of time for yourself†¦. or one of your loyal servants. † said Liwl bowing, his long nose almost touching the floor. † Beacuse my†¦ loyal servant † he laughed again, and the mortal Yholl fell wimpering to the floor † I cannot use powers designed for good, and I cannot allow anyone, ESPECIALLY, a loyal servant to posess a power that can stop even me. † And with that he disapeared. Liwl looked around at the debrey around the floor, and the wimpering mortal who was once the powerful God of Tme, and with a swoosh of his shadowy cloak followed his master into nothingness.

Airframe Structure Failure and Survivability

There are many different variables that come into play during an aircraft accident. It is an investigators job to find out what caused the failure. Failure of an aircraft primary structure is ranked high on the list of risks aircrews would rather not face. Mechanical component failure which can lead to loss of control of the aircraft is not far behind. Another issue which must be addressed in any aircraft accident is the question and of crash survivability. Even if no one was injured the investigator must find out what worked and what didnt. If there were injuries, several questions should be asked. The chapters I will be covering will give the investigator a look into what causes structural failure, and how to determine crash survivability. An aircraft accident investigators job is to determine what caused the crash. Structural failure is a vital part of the investigation. The term structure failure means where the material fails to carry below it was intended to carry. A structure can fail in one of two general ways. One way is it can be fractured, which means broken into two or more pieces. Another way is when the structure shape is changed so that it can no longer carry its load. With this kind of failure, the structure is still in one piece. It could be bent, stretched, corroded, or so worn that it can no longer do its intended job. Over the next few pages, I will be going into detail about the different ways structures can fail. There are many reasons why an airplane structure can fail. As I have just gone over a few in the last paragraph, there are many different ways this can happen. In chapter 35, the book talks about overload. This is, when an in-flight load exceeds the weight the part was designed for. All structures to include bridges, buildings or airplanes are created to withstand only specific loads. It is unrealistic to assume that airplanes can be designed and built to withstand any conceivable load it can experience. If a structure is exposed to a load greater than which it was designed for, it will structurally fail. Be it deforming, or fracturing into two or more pieces. These are two general reasons why aircraft structures fail. Aircraft structures are designed to withstand loads generated by air at some maximum airspeed and the loads generated while maneuvering at some G load. Most aircraft can be flown at speeds and G loads which can place excessive loads on the aircraft structure. Aircraft that is directly exposed to onrushing air could be damaged as the dynamic pressure of the air stream is converted to static pressure pressing inward on the structure. Excessive speed can reduce the airplanes stability. The bottom line is that a lot of bad things can happen when an aircraft exceeds it’s redline airspeed. One of the clearest reasons for failure of a structural component is that the component lacked the proper strength to withstand the loads created while the aircraft is flown at its normal operating limits. There are numerous reasons why a structural component could be understrength. It is possible that the engineering of the structure was inadequate. The designer could have possibly made an error which was not caught during the testing phase. Another reason could be that wear and tear caused a weakening to the structure. Service life issues are normally divided into four sub areas; fatigue cracking, corrosion, wear and creep. The four of these progressive failures which cannot be undone as the aircraft accumulates flight hours ground-air-ground cycles. An aircraft structure can be weakened in a somewhat short period of time. Exposure to heat can greatly reduce a metals strength. For example, some aluminum alloys that are exposed to temperatures of 400Â ° for 5 minutes can reduce the alloys strength by 80%. Jet engine hot sections and compressor bleed airlines are made of materials such as stainless steel or titanium alloys which maintain most of their strength in relatively high temperatures. This problem happens when structure which is not been designed for high temperature is exposed to high temperatures. Some aircraft which can reach high supersonic speeds require the leading edge structures to be able to withstand the extremely high temperatures generated at these speeds. There are two general areas when it comes to aircraft structures. You have a primary structure, and a secondary structure. The primary structure is parts of the aircraft that are necessary to safely fly its mission. The following components are normally considered to be part of the primary structure: wing structure, fuselage structure carrying flight, ground and cabin pressurization loads, empennage, landing gear structure, engine mounts and supporting structure. The primary structures can be further sub categorized as either critical structure or principal structure elements. Critical elements are those whose failure would result in catastrophic failure of the aircraft. Principal elements are those that contribute significantly to carrying flight, ground and pressurization loads whose failure could or could not result in catastrophic failure. The following components are considered to be the secondary structure: aerodynamic fairings, tail cones, and landing gear doors. There are other mechanical components which carry flight critical loads. Even though these components have failure modes that are closely related to those exhibited by the primary and secondary structures, they do not fall into either of those categories. Components like hydraulic pressure lines, drive shafts, electric alternators, and gear teeth in transmissions all have modes of failure which can give clues concerning the nature of the loads which caused them to fail. In aircraft accident investigator will have a firm understanding of the loads that airplane structured caries and the physical evidence that these loads leaves behind when they fail. The many types of loads are vectors and have both magnitude and direction. You can change the load by either changing its magnitude, for example increasing or decreasing the pounds of force being applied, or by changing its direction by applying force upward instead of down. Loads can take a finite length of time to be imposed. Even though loads can be applied in a very short period of time they can be applied or changed instantaneously. The fact that loads take time to apply and or change is important for the accident investigator understand. The book separates loads into three general areas; static loads, dynamic loads, and repeated loads. Knowing the difference between the three types is important because the nature of the load has a lot to do with the failure of the structure and the evidence left behind. If a load were applied so slowly that the structure to which the load was being applied to stayed equal at all times the load would be considered a static load. A static load can be either for short or long period of time. A dynamic load happens when the loads are applied fast enough to prevent the structure from carrying the load while remaining in equilibrium as the load is being applied. Dynamic loads can be divided into two subcategories, sudden, and impact. A sudden load will impose stronger internal stresses in the structure. Components such as landing gear are tested with dynamic loads. Impact loads are applied at faster rates than sudden, causing the structure to fracture almost every time. Impact loads are usually limited to high-speed bird impacts and crash tests. Repeated loads are just like they sound, loads that are repeated over and over again. Due to the behavior of dynamic impacts and longtime static loads, it makes them unlikely candidates for repeated loads. Short time static and sudden dynamic loads can be repeated over and over again. If a component goes through lots of repeated load cycles before it fails due to fatigue cracking it is said to have experienced high cycle fatigue. By lots of cycles the book means hundreds of thousands or millions or tens of millions of cycles. One of the ways investigators look at structure failure is to consider the time it took for the failure to occur. If the failure happened at the instance of a single load, it is called an instantaneous failure. If the failure took a period of time to occur, that is called a progressive failure. If a structural component contained a load that caused significant distortion, but did not exceed the materials yield stress, and the structure springs back to its original shape after the load is removed is called an elastic deformation/distortion failure. Now if the same events occur and the structure does not spring back to its original shape after the load is removed, that is called plastic deformation/distortion. This is a permanent shape change, unlike the elastic which is a temporary shape change. Now if the load reaches the point where internal stresses not only cause significant plastic deformation, they exceed the materials ultimate stress, the structure will then fracture and separate into two or more pieces. This is called a fracture failure. An experienced investigator can tell the difference between the five different types of structural failure. Another form that causes structural failures is corrosion. Corrosion is the natural disintegration of material as it is attacked by one or more substances in its environment. During the refining process, energy is added to metal ores and other raw materials in order to produce the mechanical properties necessary in structural components. Mother Nature the great equalizer, doesnt like variances in energy levels and sets to work trying to bring the material back to the low energy levels existing in the products of corrosion. When it comes to aircraft structural components, mother natures attack will reduce the strength and ductility of components turning strong metals into meek metallic oxides, hydroxides or sulfates. If these compounds are not removed from the structure they can worsen the problem by providing an environment which is ever more favorable to continued corrosion. There are many different forms of corrosion. Some can be the result of a direct chemical attack by reactive substances in the environment. Pitting is a common form of corrosion. Small holes that are randomly located across the metal surface are called pits and sometimes may be accompanied with a powdery residue. Even though pits may appear to have damaged only a small percentage of the surface, they penetrate deeply in a branching matter causing loss of strength and ductility which is way out of proportion to metals surface appearance. Chemical corrosion involves the reaction between a metal structure and some chemical agent. If you introduce corrosive acid on a metal wing, the acid and the metal will react to form new and undesirable compounds. A selective attack is when corrosive actions seem to favor one part of the components or assembly above another. The primary type of selective attack is intergranular corrosion. This type of attack centers on the grain boundaries with in a metal component before consuming the grains themselves. Similar to pitting the damage from this kind of attack causes a loss of strength and ductility which is out of portion the amount of metal that is corroded. Another form intergranular corrosion is exfoliation, whose progress and go undetected until all structural integrity is lost. Grain boundaries attacked by this type of corrosion are normally flattened and or elongated grains of extruded or rolled metals. This type of corrosion can move undetected along the grain boundaries. Slow removal of material from the surface of the component by a mechanical action is referred to as wear. In most cases wear is undesirable, wear during break in on new or overhauled equipment is often a necessary ingredient in establishing proper operation and long service life. The type of wear the book talks about is the kind that leads to premature failure and breakdown. Abrasive wear happens when small abrasive particles cut into and remove material from surfaces of two components which are held together while moving. When this type of wear happens one question an investigator must ask is, where did the particles come from? Adhesive wear occurs when microscopic projections of the surfaces of the two components which are sliding across each other may contact, weld together and break off. A question that an investigator can ask is was the surface lubricated? Erosive wear is similar to abrasive wear in that foreign particles are cutting tiny chunks out of the surface. Its a little different from abrasive wear in that the abrasive particles gain their penetrating energy by a fluid that is carrying them along. How did the particles enter into the fluids is a question an investigator could pose. To prevent structure failure, the components go through an inspection called non-destructive inspection (NDI). NDI are inspection techniques which will not do significant harm to the object being inspected. Other names for this type of inspection is called non-destructive evaluation (NDE) or non-destructive testing (NDT). There are six specific techniques for these inspections. First, visual inspection is the simplest form and most common of the NDI process and uses your God-given gift of sight. To assist this type of inspection, illumination, magnification, and remote viewing are used to help. Another type is dye penetrant. This inspection is used to detect small surface cracks and discontinuities which may not be visible during strictly visual inspections. This technique is simple, but time-consuming. The component being inspected is covered with a colored liquid which is absorbed into surface cracks. The liquid includes a phosphorescent material which when exposed to ultraviolet light glows in the dark so small surface cracks are visible to the naked eye. Magnetic particle inspection provides another way to assist the eye by increasing the conspicuity of a surface crack. This process requires more specialized equipment then the dye penetrant process, it makes the crack even more obvious if properly used. This inspection makes use of the fact that when a magnetic field is induced in a component made of Ferro-magnetic material, surface cracks will alter the components magnetic field. When magnetic particles are placed on a magnetized surface it will align themselves along the magnetic field showing any variations caused by the cracks. If the magnetic particles are phosphorescent and viewed in a dark room under an ultraviolet light pattern around the cracks will be more visible. Eddy current is the first technique that is discussed that does not require direct viewing of the crack. This process involves the use of a probe to generate both an electromagnetic field and sense and evaluate the Eddy current generated in the material being inspected. When either or surface or near surface cracks are in the material it will alter the shape of the Eddy current and magnetic field it generates. This can be as simple as a twitch on a meters needle. The equipment needed for this type of inspection must be calibrated for the specific design being inspected and the size of the crack being search. Ultrasonic inspections make use of high-frequency sound to find surface and subsurface defects. The high-frequency sound waves are generated by a transducer and then beamed through the part being inspected. The reflective waves or the remnants of waves which penetrate the part are being measured with a receiver and electronically evaluated. There are two different ways the sound waves can be applied to and retrieved from the part being inspected; immersion of the part into a fluid which carries the sound waves to and from the part and direct contact inspection where the transducer and receiver are in direct contact with the part. The direct contact technique is much more mobile allowing use in the field of the aircraft or major fabrications. Radiographic inspection in its simplest form is not much different than that of an x-ray. Very short wave electromagnetic radiation are generated and directed through the part being inspected and towards unexposed radiographic film. Rays passing through cracks, flaws, voids and corroded areas will not be attenuated as much as raise passing through sound material. To the untrained eye, cracks, flaws, voids and corrosion may appear to be just another shadow on the film. Orientation of the x-rays so as to illuminate the discontinuities and proper interpretation of the film are therefore important aspects in ensuring the thoroughness of the inspection. One of the issues which must be addressed in any aircraft accident is a question of crash survivability. Even if no one was injured, the question of what worked and what didnt work should always be asked. Did the restraint systems operate as designed? Whether or not escape hatches were needed, could they have been opened if needed? Did the emergency lighting system work? How crash survival equipment is designed is based on experience, history, and sound engineering judgment. To know if these components work correctly design requires an accident for verification. The accident is a chance to validate our judgment and we cannot afford to pass it up. To make investigation of aircraft crashes a little easier requires a systematic approach by breaking down a complicated series of events into smaller, more digestible bites. The approach chapter 36 goes over is the CREEP method. CREEP stands for: Container, Restraint, Energy absorption, Environment, and Post-crash factors. The first four of the five CREEP elements relate to the dynamic portion of the crash itself. These four factors are concerned with the initial and any subsequent impacts with the terrain, the associated deceleration forces acting on the aircraft and its current occupants, and the deformation and dislocation of aircraft structure and its contents. The fifth factor relates to the occupants attempts to egress the aircraft before suffering additional injuries not directly resulting from the dynamic portion of the crash. In order to survive a crash it is first necessary to provide a living space for the occupants during the dynamic portion of the crash. If the space is crushed or punctured, the chances of survival fall drastically. This factor is container. Now if the occupants have been provided with adequate living space, the next series of questions should deal with the restraint of the crew and its passengers and equipment and components around them. Occupants of any moving vehicle must be protected from injuring collisions with in the vehicle, for example being thrown against the sides of the living space or having objects such as cargo or equipment thrown at them. The strength of all restraints should be sufficient to prevent injury at the force levels which can be expected during the most severe but survivable crash. The investigator should examine all restraints system failures to determine if there failure contributed to injuries experienced by the crew or passengers. The deceleration forces created during a crash may be high enough to cause fatal or serious injuries, even if a safe living space, adequate crew and passenger restraints, and a delethalized flailing envelope are provided. Since crew and passenger bodies are not strongly attached to the airframe, the design of the aircraft structure and seeds may cause the acceleration forces experienced by the crew and passengers to be either amplified or attenuated. A soft deep seat cushion can greatly amplified the vertical Gs experienced by someone sitting in the seat. The deep seat cushion deforms at high loads absorbing energy as it gives can greatly reduce the vertical crash loads to which a seat occupant is subjected. Hopefully, the designers will build a secure box around the crew and passengers and secure them to it. Although we may be able to restrain the torso, it is normally impractical to secure the head and limbs of the crew and passengers. The volume through which the unrestrained extremities can be expected to move shouldve been the legalized to the maximum degree possible. Obstructions which could cause injury should either remove from within the flailing envelope or padded to reduce the severity or probability of injury. This is the environment that the creep method covers. All too commonly, crew or passengers survived the dynamic portion of the crash, only to suffer additional injuries or death when they are unable to safely exit the aircraft in a timely manner. The two primary factors in the causation of fatalities during otherwise survivable crashes is, post-crash fire and inability to quickly exit the damaged aircraft. Fire is the most significant post-crash hazard by a long shot. Not only can the fire kill and injure directly through heat, the toxic fumes and smoke produced when material and the aircraft interior burn are more often the direct cause of death. This post-crash condition is a top priority in controlling to prevent death. Design of airplane exits is predicated on the normal parked attitude and configuration. Obviously, this is not always the case. Sometimes occupants will have to exit from an airplane that is an abnormal attitude and perhaps in a very unusual configuration. Part 125 airplanes have specific emergency exit acquirements levied on them, many general aviation airplanes have only one exit which can be easily jammed in the airplane ends up inverted. In conclusion, nobody is expert on all types of structural failures. With so many different variables, it takes a highly detailed investigator to pinpoint what kind of failure causes a crash. And without a systematic approach of investigation of a crash, the investigators are left with an accident that is difficult to determine whether or not the occupants should have survived the impact.

The Role of Women in the Late 19th Century Essay

The Role of Women in the Late 19th Century - Essay Example The progressive era and the oppressive ideas prevalent The late 19th century can be thought of as an era where rapid business and economic changes occurred, progression in terms of the legal rights and professional attitudes of women occurred. The image of San Francisco in the early twentieth century in the public areas is well portrayed by Jessica to be â€Å"one comprising of substantial stone clad buildings, visible down Market Street with a lively mixture of people which comprised of women in long dresses and hats and working women in business suits† (Jessica, 2011, pg 11). The women in the late 19th century faced much oppression in the work place especially in male dominated areas. Sexism or gender discrimination was at its peak in this era as female workers in highly proficient jobs faced opposition from both sexes. The major role of the women in the late 19th century was that of a housekeeper and caretaker of the children. The women from wealthy families hosted parties for business reasons and charity raising purposes. Working women faced a huge opposition from their family, society and at the work place. The women in the 19th century were involved in many reform movements like the women’s rights to suffrage, feminism to pacifism, temperance to abolitionism which changed the American history and gained many rights for the women (Kathleen, Therese, 1996, pg 25). There were many informal community groups involved to bring about a change in the neighborhood, the state, the society and ultimately in the nation. Women began to enter into all fields like journalism, photography, law, medicine and engineering. The publications like newspapers and magazines played a major role in the upliftment of the women (Kathleen, Therese, 1996, pg XVII). The right to vote was given to women in the 19th century by the joint effort of many women’s right movements active at that time. Discussion The book the Russian Hill murders by Shirley portrays the bac kground found in the late 19th century well in relation to how the women were treated, expected to behave and the general culture over the period of time. The book is a murder mystery set in the 19th century and the incident occurs at San Francisco. The female lead in the book is Sarah Woolson who is an attorney at law in the late 1880’s, inspired by her father who was a Judge (Shirley, 2005, pg 15). The firm in itself is a major obstruction for her as she is taken into the firm reluctantly and in every manner possible the firm tries to push her down from her professional practice. The women in the 19th century had demanding work, much more tough than practicing criminal law in terms of the physical effort they had to spend â€Å"I find it strange that practicing law in a comfortable well-heated office is considered too demanding an occupation for women†¦.† (Shirley, 2005, pg 6). Sarah overcomes the numerous oppositions she faces with a helpful few while following the female etiquette demanded from women during the late 19th century. Conclusion In the book Russian hill murders (Shirley, 2005) the social status of women in the late 19th century is well analyzed. The characters are all well portrayed and the background description fits in well with what existed in reality in the late 19th century. The lead character Sarah gives us an idea of how women in male dominated fields were treated in the 19th centur

Roman-like about Romanesque architecture Essay Example | Topics and Well Written Essays - 250 words

Roman-like about Romanesque architecture - Essay Example Medieval Christian basilicas incorporated many new inventions, however, including â€Å"the outstanding engineering achievement of the stone vault† (Stalley: 1999, p. 130). The Romans and early Christian architects had managed to construct groin and barrel vaulting, but they were usually very small. They had used wood to cover the vast basilica spaces. Romanesque masons worked out techniques to apply this feature to huge stone buildings. Romanesque vaults were made of â€Å"rubble or roughly dressed masonry, which called for a liberal supply of mortar.† (Stalley, 1999, p. 130) This material was both thick and heavy, and was held together by compression. The forces involved in this caused the walls to buckle, and so builders had to make the walls very thick and strong, and support them with the use of external buttresses. In Italy there was a tendency to construct basilicas with a lot of columns, largely due to the availability of antique Roman columns (Clapham: 1946, p. 30). Better engineering techniques allowed the addition of windows in areas not subject to stress, and in Germany the basic basilica form was enhanced with, arches, side rooms, and towers and turrets as well to accommodate various kinds of smaller scale Christian activity alongside the massive public space for high festivals.

Law judecial precedent Essay Example | Topics and Well Written Essays - 2500 words

Law judecial precedent - Essay Example its merits and not on the merits of previously decided cases and on the other hand, the law of judicial precedent is important as part of the courts internal control mechanism. With the law judicial precedent, the courts are bound to follow what principles and interpretations of law have been previously set, thus whimsical and unfounded decisions can be avoided. Moreover, since there are now decided cases that may serve as basis in deciding the case at hand, we will have some ideas as to the possible outcome of the case. On the negative side, the existence of judicial precedent can hinder the delivery of justice. As in the case of R v Kansal (2002), the court considered itself as bound by its decision of the case of R v Lambert (2001) even if it knows that its decisions in that case is flawed. Situations like these presents big dilemma that could have some bearing on people’s perspective about the courts. Can the Court correct its flawed decisions even it is bound by the law of judicial precedent? Yes, the decisions of the Courts are not cast is stones and these decisions may be reversed, overruled or rejected under certain grounds. In the case of Young v Bristol Aeroplane Co Ltd (1944), the Court of Appeals said that it bound by its previous decision. Technically, the court is saying here that we have decided a case similar as this and unless there is a clear showing that the facts of case at bar contradicts that of the previously decided case, it has no choice but to follow the course of it previous decisions. The Court of Appeals in this case also provided three cases where it can overturn its previous decision and these conditions are as follows (1) where there is a conflict between two Court of Appeals decisions (2) where the decision is in conflict with the decisions made by the House of Lords and (3) where decision of the previous case is said to be given a per incuriam (a fin ding of want of care exist), the courts cannot decide the case at bar

Media and gender Essay Example | Topics and Well Written Essays - 2250 words

Media and gender - Essay Example This essay "Media and gender" outlines the gender stereotypes shown in various media resources and advertisement and also the impact of it on the society. Media is conveying such messages through such magazines, which are directing women to construct their identities and also adopt as per the lifestyle of role models, which are presented through online boards in the form of images and different celebrities. These are exhibited in such a manner, which project women to be known more as a form of sexuality. Sadly, women are seen on coverage in any sports event or field, which does not show women constituting sensuality. Hence, these are seen as exploitation of women as viewed by feminists who are basically the advocates to protect rights of women through a mass media. Most of the feminism revolves around the notion that women should have equal opportunities while establishing social roles. They also address and examine the construction of sex and gender issues and protect them against violent behavior in the society. A woman can be focused as a subject of feminism when a discussion is made which analyzes all the constraints which are causing its representation of its functions. The irony of the situation is that women themselves do not provide or symbolize themselves as an identity of feminist traits this identity is necessary which should have a representation specially in politics. While one is talking about identity it can either based on two things, sex or gender. Hence in order to have study of feminism both things are necessary in its construction. There is a need to preserve the identities and play an important role in politics and other visionary aspects of feminism. In the society in

Race and Whiteness Essay Example | Topics and Well Written Essays - 1000 words

Race and Whiteness - Essay Example From the discusses it is clear that a concept of whiteness is based on custom and tradition, but it greatly undermines social and scientific principles of race. Racism is a representation of a historical evolution and there is a great degree of the inferiority of an â€Å"other† â€Å"race†. Racial practices are usually degrading and representatives of ethnic minorities are afflicted by negative practices of racism. There are many factors influencing deepening of discrimination practices, such as customs, traditions, social and political factors and even law. Racism by intent in the run of time transformed different cultures and social practices and underlined the superiority of white ethnic groups. This paper stresses that the social construct of race and whiteness are considered in relation to Brazilians and Asian Americans. From the very beginning, Brazilians differed from native inhabitants by skin color and were often referred to as browns or blacks. Race classification on the basis of the skin color differed greatly from color of race. Starting from 2000 in Brazil there was a lot of complaints concerning discard of color of skin and there was a need to introduce numerous social and political changes in order to constrict social gap between native inhabitants and ethnic minorities. There are evident controversies between â€Å"ideological† and â€Å"scientific" positions and representations of race.