Poland essays

Poland essays In this centrury it seems that Poland has come in a full circle. It started out as an average European country and eneded up as the same: a country with a healthy acconomy, stable social structure, and viable government. The most interesting part of history is not the parts that are described like that. It is the same with Poland: the most interesting historical events have thrown the country into turmoil, even into war. They have, as a country, had to recognize such problems as racism and unfair prejudice based upon faith and ethnicity. They have also had to overcome being conquered, several changes in government, and political upheaval. In the process, the people have had to change their ideological practices, if not change their beliefs. Sometimes they embraced ideas and systems thankfully and gladly. Other times they had to be forced. Such times as those could be tragic or celebratory and, on ocassion, they were both. Historically, Poland has been an area of conflict because of its flat terrain and the lack it has of natural borders on the northern European border. Indeed, the history of Poland is one of the most engrassing national histories this century. The people reflect this in their collective identity. They have recovered from genocide and war to become a very cohesive group of people, both politaically and ethnically. We should applaud them for their terrific efforts to recover and remain a strong nation. My report is about Poland, the country today. I will write about their economic successes and weaknesses and their strengths in many other areas as well. Personally, I am very proud of their effort and I think of this report as a tribute to the Polish people perseverence. Poland is a nation of many faces, with mostly Polish people, there are also a very few German, Ukranian, and Byelorussian in residence. 95 percent of the people (and about  ¾ of those people are practicing) are Roman Catholic. Small minorities of Ea...

The Good Life In The Eyes Of The Beholder, Plato

The Good Life In The Eyes Of The Beholder, Plato Free Online Research Papers In the case of the Good life, what would the Good life be in the average man or woman’s function of daily life? In Platos theory on the good life, it rests on the idea that everything has one function, which we are naturally suited for. Why are we suited for this concept, is it in our nature? The beauty, virtue, happiness, and excellence of this particular thing all depend on the fulfillment of this function. In this idea, even man has one function for which he is naturally suited or his gift. This is no easy task for man and women, we are complex beings and our day-to-day way of thinking and pleasures differ from person to person. It’s worth mentioning that we are dictated by nature, that is the same for all people in all circumstances and situations. For we can’t decide for ourselves what this function is in life. That’s why we are constantly seeking out, as a hedonist and avoiding pain and anxiety. Were constantly seeking out pleasures for the flesh and hoping not to conflict them with the spirit and also not to fall into the state of emptiness. In conclusion our existence is a truth, and may be the only truth and good and we should find its certainty. What is that function? In the Republic by Plato â€Å"He argues, that the proper uses or function of man and his soul is to live justly and to achieve a state of unity and harmony. Man consists of several parts, each different and with different aims, goals and appetites. He lists the intellect, spirit/courage, and physical desires as the three parts of the soul, though he may simplify this for ease of understanding.† Plato is stating here to live rightly, honest, admirable, and responsible. But in my opinion, we as in most live and live to be satisfied by the pleasures of life. But this is state of conflict between the soul/spirit and flesh, and undesirable, we as humans want the gratification of pleasures now. THE ENJOYMENT OF LIVING, by Lin Yutang states: â€Å"The most obvious fact which philosophers refuse to see is that we have got a body. Either we have to have bodies and have all our bodily wants satisfied, or else we are pure spirits and have no satisfacti ons at all. All satisfactions imply want† Ways of Wisdom, (Smith, 59). When all of us are pursuing physical desires and natural and necessary desires we should keep them in the appropriate fashion, there can still be some conflicts. In this reason we are intent on balancing the soul, providing some satisfaction for all of our desires in natural necessary ways and, natural unnecessary functions also. When this is accomplished, when the parts of the soul are fulfilling their natural functions well and, under the guidance of reason, self control and are in harmony and balance with others, and then the soul is good, happy, and fully satisfied. And so the above description is not mans function, but merely the state of wellness or being required to properly perform his or her daily function. â€Å"For Plato, human beings live in a world of visible and intelligible things. The visible world is what surrounds us: what we see, what we hear, what we experience; this visible world is a world of change and uncertainty. The intelligible world is made up of the unchanging products of human reason: anything arising from reason alone, such as abstract definitions or mathematics, makes up this intelligible world, which is the world of reality† (wsu.edu:8080/~dee/GREECE/PLATO.HTM.) . And in the Apology we get a sense of mans proper, natural function. Man pursues knowledge, intelligence, and ultimate reality. This is the way man truly attains virtue and it is on the same path as the gods. The Republic Plato argues similarly, proposing that man is to search for the good and the other forms of good and truth. Both cases mans function is to use his mind, intelligence, and reason in search of truth, and for Plato knowledge and ultimate reality. Is the body a hindrance or an obstacle, in search of the good life? If it is, it’s a struggled against the soul at all times. Does the body harass the mind with all sorts of desires and appetites, barely giving the mind time to think? So it is the job of man to remove himself as entirely as he can from his body, to use it only in the barest, simplest fashion, only to survive. In this way he will minimize this hurdle and allow himself to pursue his true function and to the take full advantage of his ability. And this quest and life long journey is mans function and the only way to the good life. It depends on the synchronization of the soul and body. â€Å"Socrates even admits in The Republic that he himself knows not just what the good is, but he knows we should strive for it and the knowledge of it† (http://plato.stanford.edu/entries/plato-ethics-politics/). All of this is fine and good, a noble pursuit of both desires, but it seems like just another attempt to create meaning and give arrangement to our lives. Besides any idea or thought or action we think and feel, might have the possibility that it may be wrong or proven wrong. The pursuit of knowledge is admirable and I think very worthy of, but in terms of value or meaning what is the knowledge of the good life? One is, ultimately, just as good as the next and gets you just as far, because as Sartre’s states: â€Å"Man is nothing else but what he makes of himself† (Smith, 230.) You just need to decide what is important in your life and what you want to do with it. As well, I think it is a mistake to place so much value on the mind and intellect so use the body and mind in a partnership and give to the flesh, pleasure in moderation. Your mind and mine are limited, weak, just as our senses are. They too, can mislead and misguide us, and I see no reason to suppos e they are powerful enough to solve the riddle of the universe, what would you call the ultimate good life? For that, I see no reason to believe there even is a question to be solved! Maybe we just developed a survival tool that, now that our survival is secure, is trying to occupy itself and keep itself busy, and alive all for what? If this is accurate, then one philosophy is just as good as the next, depending solely on yours and mine tastes. In conclusion what is right or wrong or if at all perfect in the way that we feel is good? This is the argument or theory I’m try to figure out, what would you call The Good Life? And if you and I are looking, feeling or enjoying one particular pleasure at the same moment, you and me will not see or feel the pleasure exactly as the other. One is, ultimately just as good as the next and gets you just as far. The Republic,By Plato Ways of Wisdom Readings on the Good Life Edited by Steve Smith wsu.edu: 8080/~dee/GREECE/PLATO.HTM Plato: Ethics and Politics in the Republic http://plato.stanford.edu/entries/plato-ethics-politics/ Plato: Ethics and Politics in the Republic Research Papers on The Good Life In The Eyes Of The Beholder, PlatoComparison: Letter from Birmingham and CritoThe Effects of Illegal ImmigrationIncorporating Risk and Uncertainty Factor in CapitalBionic Assembly System: A New Concept of SelfGenetic EngineeringHonest Iagos Truth through DeceptionRelationship between Media Coverage and Social andAssess the importance of Nationalism 1815-1850 EuropeThree Concepts of PsychodynamicBringing Democracy to Africa

Dream vacation Essay Example | Topics and Well Written Essays - 750 words

Dream vacation - Essay Example Whenever I would get a chance to visit Italy I won't miss a single museum. However my family is planning to visit my aunt in Italy in the next summer vacations, if so, I would plan every single hour of my vacations to enjoy the utmost. Churches and national shrines hold significance, as they are the primary concern for tourist attraction. The works of famous sculptors and painters like Leonardo Di Vinci, Michelangelo and Filippo Brunelleschi can be found in Tuscany, one of the most beautiful tourist destinations in the world. (VacationIdea, 2006) I have often heard about the great Tower of Pisa, which is famous for its five degrees tiltness amazing most of the tourists. My curiosity lead me to investigate the reason of being tilted and then I got to know that it was just a coincidence that the tower got tilted as one side of the ground was soft and so the tower leaned one side. That coincidence became the center of attraction for majority of the tourists around the world. The most exotic art and architecture to which I would prefer to visit Rome is the Roman Colosseum built in 80 A.D for gladiator fights. I am quite inspired by such fights and wish if I had to be among one of them, what had been the consequences. Visiting Fontana Di Trevi is my heart most desire which I would fulfill in the next summer vacations. ... The reason for this is nothing particular except for the nature and greenery that island possesses. Another greener place to explore is the Cinque Terre, a place for hiking in the Northwest of Rome, enriched with botanicals of lemon orchards; I wonder I would be lost in the beauty of Rome. Rome also possesses one of my interests, a museum renowned for keeping the latest stylish and the most antique cars, Galleria Ferrari. This museum tells us all about the Romans history, people, importance of cars in Roman history and the modern Roman approach. Ranging from the sports car to modern luxury car this museum enjoys an auditorium, ground floor and first floor for the visitors all around the world. I wonder about the prices of the cars, must be expensive enough to deem to buy. Roman Forum is also a historical place to visit, as it used to be the main center of preaching religion of ancient Romans. The Forum consists of other monumental places like the Temple of Saturn, the House of the Vestals, Arch of Septimus Severus and Faustina and the Arch of Titus. After Rome, the first place to visit in Paris in my hit list is Eiffel Tower. This antique and valuable identity of Paris, well known for being the tallest building in the world serves as the main source of tourist attraction. According to my knowledge the tower comprises of three huge floors, whenever I think of spending vacations in Paris I assume myself being on the top of the floor where to enjoy the scenic view of observing the whole Paris would be like a dream turning to reality. What knowledge I have come across, tells that Paris "The City of Lights" is renowned for its monumental buildings. After Eiffel Tower comes the Arc de Triomphe. The Arc de Triomphe and its

Issues & Controversy with Public Policy Research Paper

Issues & Controversy with Public Policy - Research Paper Example In addition, the financial fines and penalties imposed by the US government in an attempt to persuade the uninsured people to change their status also pose serious challenges to low and middle income families. This paper will discuss the public policy issue of uninsured population in US and identify three policy initiatives that can address the issue. The term uninsured is commonly used to represent a person having no insurance coverage. According to Cropf (2008, p.323), the growing uninsured population in US was one of the primary concerns raised by the advocates of health care reform. A significant proportion of uninsured population in the United States has been a headache for the US policy makers for decades, and the introduction of the recent health care reform could not improve the situation notably. Multiple surveys indicate that the number of uninsured people has dropped due to the implementation of health changes resulting from the Patient Protection and Affordable Care Act (PPACA). According to a report published by the Commonwealth Fund in July 2014, an additional 9.5 million people aged 19-64 obtained access to health insurance, representing approximately 5 percent of the working-aged population. The United States Census Bureau reported that there were 48 million uninsured in the US (representing 15.4% of the populatio n) in 2012. Despite the falling rate of uninsured in US, one cannot say Obamacare (or PPACA) is a success in addressing the issue of uninsured in the country because of its higher costs. In spite of the claims of the Obamacare advocates that the new insurance coverage plans would cost less than the average cable bill or cell phone bill, a survey finds that roughly half the of the uninsured in the US say that Obamacare is too expensive. According to the Henry J. Kaiser Family Foundation study released in January 2015 (as cited in Hall, 2015), 48% of the uninsured Americans are of the opinion that they remain uninsured due to the high

Analysis of Graphs in Findings and Analysis Essay

Analysis of Graphs in Findings and Analysis - Essay Example The next area assessed is the constant organizational changes. National Grid must be able to change, adjust, innovate, grow and adapt in order to survive. However, they must focus on the human issues because change produces fear, uncertainty, and doubt (Pietersen, 2002). Obtaining employee commitment is an important factor in achieving change (Herscovitch & Meyer, 2002). The final problem area assessed will be the cultural and diversity issues of National Grid. For the past several years, globalization, deregulation, and technical advances have enormously increased the degree of competitiveness that most organizations face today. In order to survive, organizations must be better, faster, and more competitive. Organizations need committed employees to achieve this competitiveness (Dessler, 2000). In order to achieve this goal, human resource management must be a strategic part of any organization. I have undertaken a qualitative investigation of National Grid. I have through a detail questionnaire conducted research to assess the current level of employee satisfaction working for the organization. This paper is my assessment of that satisfaction and I make recommendations for its improvement. I have identified three key problem areas from my primary research that I have undertaken which I will analyze. After a review of the literature concerning these three problem areas, I will address these three primary issues and explain the goals and objectives of the initiatives that must be taken to achieve the expected outcomes. Furthermore, to allow some context to be formed around the organization I provide some analysis in the next section on the background and strategic outline of National Grid. Background of National Grid National Grid plc is a network utility, based in the UK and the US. Our principal interests are in the transmission and distribution of electricity and gas. We also have interests in related markets, including metering services, liquefied natural gas facilities and property in the UK, as well as electricity Interconnectors in the UK and US. National Grid plc originated from the restructurings of the UK gas industry in 1986 and the UK electricity industry in 1990. We entered the US energy delivery market in 2000 and substantially expanded our UK wireless infrastructure activities in 2004. The UK gas industry was first restructured in 1986 when British Gas was incorporated as a public limited company, British Gas plc. In 1997, Centrica was demerged from British Gas plc which was re-named BG plc. In December 1999, BG plc completed a restructuring programme which resulted in the creation of a new parent company, BG Group plc, and involved separating the UK regulated business, BG plc (re-named Transco plc), from its other businesses. Lattice Group plc was created as the holding company for Transco plc and certain other non-regulated infrastructure service businesses and, in October 2000, it was demerged from BG Group plc and separately listed on the London Stock Exchange. In 1990 National Grid Company plc took on the ownership and control of the electricity transmission network in England and Wales and

A bachelors degree Essay Example for Free

A bachelors degree Essay After obtaining a bachelors degree in marketing five years ago I never imagined myself going back to school and trying to pursue a masters degree in early childhood education. Every since I can think back to my childhood I have had so many great teachers. I have always value them not only as an educator but as a strong and compassionate individual. My interest in education began with my daughter, and spending a great amount of time as a parent volunteer in her classroom. In the classroom is where I developed a passion for working with kids, and helping them learn in a creative manner. I feel that children bring out the best in me. As a parent and educator I find myself not just a person who nurtures and cares for children, but someone who is excited to see children learn. I have taught my children how to be someone with good morals and ethics. I have helped them view education in most positive way. I strong believe that the early years of a childs life are crucial when it comes to education, and this is a time at which information can most effectively be absorbed. In order to ensure that our children the future of our society get the best education possible, it is vital that appropriately qualified, skilled, and knowledgeable educators are available to provide this knowledge and development. Two factors have contributed to my decision to pursue my education at the graduate level. First, by attending graduate school, I would have the opportunity pursue a position as director or admistative coordinator at a preschool. In addition, I seek further education in order to refine and improve my level of knowledge and skills educating young children. I feel that graduate school will enable me to discuss and research contemporary issues that are of chief importance to an educator practicing in todays society. 2. How do you perceive the process of graduate study in early childhood education helping you attain your personal and professional goals? The process of graduate study in early childhood education will strengthen my ability to lead as a director in quality programs in early childhood education. It will provide me with the tools and skills need to provide leadership and manage the day-to-day activities in schools, preschools, day care centers. Secondly, the process of graduate study will help me understand and perseve the importance of theories used in early childhood education. It will give me a chance to explore and apply those theories and practices used in a classroom setting. Third, the process of graduate study will help me gain knowledge so I can effectively conduct research studies pertaining to young children. Some studies which I am egger to conducted are studies concerning the long term benefits of children who attend preschool, how preschool can help in the development of children, and how teaching children though play can help children enjoy learnering. My personal benefits that I will gain from graduate study in early childhood education are, it will help me be able to understand and perceive social and cognitive development of my own children. It strengthen my relationship with my children and with children in general and, make it easier to perceive there way of thinking. 3. In what ways do you plan to make a contribution to the profession of early childhood education? As a profession of early childhood education a plan to make a difference though committing to enhancing the education, development, and well-being of young children. I will educate others about the importance of well-rounded preschool and the long term benefits it can have on a child. I plan to use what I have learned though graduate program and apply into the preschool environment. After completing graduate studies I plan to continue researching how we can continue to improve our early childhood education programs for the future generations. 4. What are your expectations from the Masters program in Early Childhood Education at California State University, Long Beach? First of all I think it would be not only an honor but a privilege for me to attend a graduate school that is so highly recognized professionally. My expectations from the Masters program in Early Childhood Education at CSULB are it will give me an opportunity to effectively communicate about theories and practices I have learned though out the program. It will give me a chance to conduct research and implement my research and incorporate that research into a preschool setting. It will broaden my understanding about the importance of cultural diversity in a classroom setting. It will give me a chance to further explore other areas which I can possible specialize in. The masters program will give me a chance to be a well recognized individual among peers and colleagues within my profession. Thinking back to my childhood, I have had many great teachers. I have always valued them not only as educators but as strong and compassionate individuals. I have helped them view education in the most positive way. I strongly believe that the early years of a childs life are crucial when it comes to education, and this is a time at which information can most effectively be absorbed. In order to ensure that our children, the future of our society, get the best education possible, it is vital that appropriately qualified, skilled, and knowledgeable educators are available to provide this knowledge and development. First, by attending graduate school, I would have the opportunity pursue a position as director or administrative coordinator at a preschool. It will provide me with the tools and skills needed to provide leadership and manage the day-to-day activities in schools, preschools, and day care centers. Secondly, the process of graduate study will help me understand and perceive the importance of theories used in early childhood education. Some studies which I am eager to conduct are studies concerning the long term benefits of children who attend preschool, how preschool can help in the development of children, and how teaching children through play can help them enjoy learning. The personal benefits that I will gain from graduate study in early childhood education include understanding and perceiving social and cognitive development in my own children, strengthening my relationship with my children and with children in general and, making it easier to perceive their way of thinking. This sounds rather repetitive; you are overusing perceive and being a little too general here. As a professional in early childhood education, I plan to make a difference though committing to enhancing the education, development, and well-being of young children. I will educate others about the importance of well-rounded preschool and the long term benefits it can have on a child. I plan to use what I have learned through my graduate program and apply it to the preschool environment. After completing graduate studies I plan to continue researching how we can continue to improve our early childhood education programs for the future generations. Again, this is rather vague. First of all, I think it would be not only an honor but a privilege for me to attend a graduate school that is so highly recognized professionally. My expectations from the Masters program in Early Childhood Education at CSULB are that it will give me an opportunity to effectively communicate about theories and practices I have learned throughout the program. It will give me a chance to conduct research and implement my research and incorporate it into a preschool setting. It will give me a chance to further explore other areas in which I can specialize. The masters program will give me the chance to be a well recognized individual among peers and colleagues within my profession. Try to come up with some more specific goals. When you are vague, it makes it sound as if you really dont know much about the field you want to specialize in. You might want to read some articles about issues in early childhood educationwhat is controversial in the field? what is cutting edge? and include some information you have gained from your reading, to show that you are well-versed in this area.

A History Of Fly By Wire

A History Of Fly By Wire Abstract This research report provides a historical portrait of the development and implementation of fly-by-wire flight control systems. The report explains to the reader what flight controls are. It provides an overview of major innovations in flight control systems. It then goes on to explain what a fly-by-wire flight control system is and discusses the NASA development program that made fly-by-wire a reality. It then discusses the F-16 Fighting Falcon which was the first mass produced aircraft to utilize a fly-by-wire system. The benefits of fly-by-wire flight control are discussed as is the expansion of fly-by-wire flight control systems into commercial and general aviation. Finally, a conclusion on the substance of this report is provided. 1. Introduction Purpose This historical research report describes the development and implementation of fly-by-wire flight control systems in order to satisfy the formal report requirements outlined in the course syllabus for EGR 3350, Technical Communications for Engineers and Computer Scientists. 1.2 Background Ever since the dawn of powered human flight was realized by Orville and Wilbur Wright in December 1903, engineers and aeronautic innovators have sought to institute more efficient and safer methods of aircraft flight control. The evolution of flight control systems from human powered mechanical linkages to fly-by-wire computer systems constitutes a marvelous display of aeronautical engineering progression. Fly-by-wire flight control systems signaled a great leap in aeronautical thinking and design from mechanical linkage and large hydraulic systems to computer-aided electrical flight control systems. An article by Gray Creech of NASAs Dryden Flight Research Center explains how [1] these systems created enormous benefits for the aerospace industry allowing overall reduction of weight and aircraft system redundancy increasing safety of flight. NASAs fly-by-wire development program was the first program to successfully institute an electrical flight control system without a mechanical b ackup. This programs success led to the first mass produced fly-by-wire aircraft, General Dynamics and Lockheed Martins F-16 Fighting Falcon, the space shuttles fly-by-wire flight control computer, and many other advancements in fly-by-wire flight control that are now being realized in the commercial and general aviation industries. 1.3 Scope This report will explain to the reader what flight control is and detail a brief history of aircraft flight control and the innovations that preceded fly-by-wire system development. This report will then discuss NASAs fly-by-wire development program and the initial deployment of this technology in the F-16 Fighting Falcon. This report will explain the many benefits inherently derived from employing a fly-by-wire flight control system. Finally, this report will detail how this flight control system evolved to be used in the commercial and general aviation industry. This report will not cover future trends of fly-by-wire flight control systems. 2. Discussion 2.1 What is Flight Control? The control of flight of an aircraft is determined by control surfaces on the aircraft body that are adjusted in coordinated movements by a flight control system that orients an aerospace vehicle around three axes of motion. These axes of motion are referred to as yaw, pitch, and roll. Figure 1 illustrates these axes. Figure 1. Aircraft Axes of Motion Dr. William Elliot gives a great synopsis on how these axes of motion are affected by control surfaces. [2] 1. Normal (vertical) axis, perpendicular to the surface of the wings. Movement about the vertical axis in flight is called yaw. In most modern aircraft, stability in yaw is affected by a fixed vertical fin in the rear; active control in yaw is accomplished by a movable rudder fixed behind the vertical fin. 2. Longitudinal axis, passing through the fuselage from front to back. Movement about the longitudinal axis is called roll. Stability in roll is taken care of by wings fixed at a slightly upward angle (dihedral); active flight control in roll is done by flaps (ailerons) behind the outer wings. 3. Lateral (horizontal) axis, passing through the wings approximately from tip to tip. Movement about the horizontal axis is called pitch. Stability in pitch is conferred by a fixed horizontal tailplane; flight control in pitch is accomplished by elevators mounted behind the tailplane. In controlling these surfaces, a pilot utilizes various control mechanisms such as mechanical linkages, hydraulics, trim tabs, actuators, and, in the case of fly-by-wire systems, electricity and computers to create the desired output on the flight control surfaces based on the pilots input. 2.2 Brief History of Flight Control System Progression Dr. Elliot continues to explain that after [2] Glenn Curtisss patent of the aileron, the basics of modern flight control were firmly established, and the result was a standardized cable-operated control system. [2] In this standard arrangement, a single control column (or stick) was used to operate both elevators and ailerons through a series of cables and pulleys; in a similar fashion, the rudder was moved by foot pedals. The physical strength of the pilot was all that was required to augment these control surfaces in flight for slow moving aircraft. The physical limitations of pilots began to be realized as aircraft became faster and heavier. [2] This problem was initially solved by the installation of small flaps (tabs) on primary control surfaces. These surfaces utilized the airflow acting on the tabs to move the main control surface they were attached to. The development of automatic piloting systems was also on going at this time and [2] steady advances in autopilot technology led to the development of mechanical boosters to assist pilots in moving control surfaces of very large aircraft. [2] Successive aircraft produced during the late 1940s and early 1950s continued to make great advances in hydro-mechanical flight control systems. [3] During this time period hydro-mechanical control systems developed into 3000 psi hydraulic systems as seen in Figure 2. Figure 2. Flight Control System Innovation Timeline [3] Technology Military Commercial Un-Powered: 1910s 1920s Powered Boost: 1940s 1940s 3000 psi Hydraulics: 1940s 1950s Auto Pilots: 1950s 1950s Fully Powered, w/*Reversion: 1950s 1960s (Boeing 727) Fully Powered, w/out *Reversion: 1950s (B-47) 1970 (Boeing 747) Fly-By-Wire: 1970s (F-16) 1980s (A-320) Digital Fly-by-Wire: 1970s 1980s (A-320) 5000 psi Hydraulics: 1990s (V-22) 2005 (A-380) Power-By-Wire: 2006 (F-35) 2005 (A-380) *Reversion: Servo actuators unlock allowing pilot mechanical control. [3] Figure 2 details the engineering progression of flight control systems over the last 100 years. Interestingly, prior to the institution of fly-by-wire flight control systems, [2] artificial feel systems were incorporated in flight control systems to necessitate the need for pilots to feel as though they were still mechanically connected to the aircraft flight control system even though hydraulic systems broke this connection between pilot and control surface. These advancements in flight control technology culminated in the desire for an electrical means of flight control system execution. 2.3 What is a Fly-By-Wire (FBW) Flight Control System? [2] Aerospace Recommended Practice (ARP) defines FBW as a flight control system wherein vehicle control information is transmitted completely by electrical means. A FBW control system is a computer system that monitors pilot control inputs, various parameters such as airspeed, altitude and angle-of-attack, and outputs flight control surface movements with the objective of keeping the aircraft within its designated flight envelope. Literally, this computer interprets electrical signals via pilot control and sensor input and outputs electrical signals to actuate the corresponding control surface in order to achieve the desired flight orientation. The flight envelope refers to the safe operating characteristics an aircraft is designed to fly at given different speeds, altitudes and other variables. The actuation of a fly-by-wire system is effectively the same for all such systems, namely; the system employs electrical signal inputs to create electrical signal outputs. However, these systems can be deployed with a varying array of design elements or control law algorithms that decide how the system will react in a given situation as well as what entity, human or computer, has superior control of the aircraft at a given time. This subject will be elaborated on in a later section. 2.4 NASAs Digital Fly-By-Wire (DFBW) Development Program On May 25, 1972 at NASAs Dryden Flight Research Center, the first flight to successfully demonstrate a digital FBW flight control system without a mechanical backup was conducted. [1] Support for the concept at NASA Headquarters came from Neil Armstrong, himself a former research pilot at Dryden. He served in NASAs Office of Advanced Research and Technology following his historic Apollo 11 lunar landing and knew electronic control systems from his days training in and operating Apollo spacecraft. Armstrong suggested that the Dryden DFBW team adapt an Apollo program digital flight control computer. It wasnt long, however, before the DFBW program developed a digital flight control computer that significantly advanced the state of the art. This was demonstrated by the fact that for the Space Shuttle, designers turned to the DFBW program for a flight computer for the Orbiters. The result was a classic case of in-house technology transfer. The original digital flight control computer deve lopment from Apollo proceeded to the DFBW program and then back again into space aboard the Shuttle. The program utilized a Navy F-8C Crusader for testing which incorporated the use of computers in making the flight control surface deflections that corresponded to the pilot input. [3] NASAs DFBW program, consisting of 210 flights, lasted 13 years. Figure 3 [6] shows the avionics bay of the test aircraft where the computers that managed the flight control system were installed. Figure 3. F-8C Test Aircraft Avionics Bay 2.5 F-16 Fighting Falcon Originally developed by General Dynamics and now produced by Lockheed Martin, the F-16 was the first mass produced aircraft to use a FBW flight control system. The F-16 has seen multiple upgrades since its service debut in the 1970s. These upgrades are typically called blocks and are designated by a number. In the F-16s case, [4] the F-16 A/B model consists of blocks 1, 5, 10, 15, 15OCU, and 20 while the F-16 C/D model consists of blocks 25, 30, 32, 40, 42, 50, and 52. There also is F-16 E/F block 60 models developed for the United Arab Emirates, an F-16 MLU (Mid Life Update) block, and various other F-16 models developed for special purposes or foreign customers. These blocks signaled upgrades in areas such as avionics, engines, engine inlet area, and weapons capabilities to name a few. According to Joe Sambor, a Lockheed Martin aero field service engineer, [5] all F-16 block designations developed prior to block 40 utilized analog flight control computers while all later blocks in cluding block 40 utilized digital flight control computers. The difference between analog and digital computers lies in the way they process information. Analog computers work in a continuous time environment where data can take on an infinite set of values which results in no loss of transmitted data; however, its implementation is cumbersome requiring an extensive hardware configuration. Moreover, this hardware configuration is difficult to upgrade. Digital systems operate in a discrete time environment where data values are finite. Loss of data is augmented by high resolution and sampling rates which effectively renders data transmission loss negligible. The benefit in system implementation is mainly software based providing smooth transitions for system upgrades and reduction in overall system cost and maintenance. The F-16 utilizes four separate flight control computer systems which work together to select the proper flight response output at any given time. This flight control configuration is considered practically immune to failure as long as power is applied to the aircraft. 2.6 Benefits of Fly-By-Wire Flight Control Systems One of the great benefits FBW technology brings to the aviation industry is the ability for aerospace engineers to design an aircraft to be inherently unstable allowing for increased maneuverability. Prior to FBW, aircraft had to be designed to inherently want to return to straight and level flight. This meant that maneuverability was diminished due to the fact that, in order for the aircraft to maneuver, the aircraft had to first overcome its inherently designed stability. FBW systems are able to monitor aircraft flight in real time allowing aircraft that could never fly with simply the skill of the pilot because of the aircrafts instability the ability to take to the skies. Also, [6] aircraft weight is reduced with the removal of mechanical linkages and reduction in hydraulic system components. Enhanced safety is provided by the redundancy design of electrical circuits as well as the computers ability to respond to an adverse flight condition much faster than a pilot. The overall c ost of the system is reduced as less hardware and mechanical parts are required, fuel efficiency of the aircraft is increased, and passengers experience greater comfort derived from the increased aircraft handling characteristics. Furthermore, the system can be designed to control the flight envelope keeping the pilot from making control inputs that would put the aircraft outside its safe operating capability. Also, digital FBW control systems can accept input from any aircraft sensor reducing rigidity constraints in system design. 2.7 Expansion of Fly-By-Wire Systems in Aviation Currently, DFBW flight control systems are available in every aspect of government, military, and commercial aviation. These systems are deployed on helicopters, fighter jets, stealth bombers, and commercial airliners. Even general aviation is starting to see the benefits that DFBW technology has to offer. Mark Tatge, a writer for Forbes magazine, explains that [7] small-piston aircraft and business jets are undergoing a radical upgrade. Digital technology developed for combat fighters and commercial aircraft 20 years ago is finally making its way into the cockpits of small aircraft, often at a fraction of the cost of the electronics currently installed in Boeing jumbo jets. Major airlines like Airbus and Boeing have already begun moving their fleets toward the DFBW domain. Airbus made this move with its A320 aircraft, [6] the first commercial airliner to have DFBW technology. Boeing subsequently followed suit by employing DFBW technology on its 777 and 787 aircraft models. It is interesting to note however, that Airbus and Boeing differ in the employment of their respective DFBW flight control systems and algorithm control laws. An article written by Brian Palmer summarizes the differences between the two aircraft manufacturers. Palmer explains that [8] Airbus employs a joystick that electrically connects the pilots input to the flight controls where Boeing employs the standard yoke that still uses cables to deliver pilot input commands. Airbus also utilizes control algorithms called flight envelope protection that keeps the aircraft from flying outside its designed operating area. Boeing gives more latitude to the pilot in being able to push the envelo pe when appropriate. Palmer also goes on to explain how [8] it is unclear as to whether flight envelope protection makes air travel safer. Palmer cites two aircraft incidents; namely, China Airlines Flight 006 and the crash of an American Airlines jet in November 2001 where flight envelope protection could have hindered the aircraft flight control recovery or could have prevented the crash, respectively. 3. Conclusion 3.1 Summary The employment of flight control systems over the past one hundred years has seen quantum leaps in the design and theory behind how a pilot actually controls the flight of an aerospace vehicle. DFBW technology has exponentially increased the safety of flight for millions of people. This area of engineering owes its continued refinement and evolution to countless individuals and organizations who have taken on the challenge of developing the control systems that advance the safety and efficiency of flight. It is amazing to look back in history on the evolution of aerospace vehicles and recount that within fifty years of human beings first successfully completing powered flight that autopilots were flying planes without human pilot commands from Canada to England. That physical power of flight controls was supplanted by hydraulic actuation which in turn was augmented with electrical circuits. That the advent of seemingly unrelated hardware such as microprocessors and logic circuits wou ld have such a profound place in designing an aircraft to fly. That the innovators in this field had the vision and courage to trust their knowledge and engineering skill in putting the lives of capable pilots in the hands of a computer system. The flight control systems currently deployed in aviation constitute some the most well engineered, capable and, failure resistant electrical systems ever created. However, it should be noted that such systems seem to still be in their adolescence and much discovery and improvement is left to the next generation who endeavors to improve upon and invent the future of aerospace flight control systems. Sources Cited [1] Creech, Gray. Digital Fly By Wire: Aircraft Flight Control Comes of Age. http://www.nasa.gov/vision/earth/improvingflight/fly_by_wire.html. Jim Wilson. NASA Dryden Flight Research Center, September 30, 2007. Internet. October 24, 2012. [2] Elliot, Dr. William. The Development of Fly-By-Wire Flight Control. Air Force Material Command: Office of History, AFMC Historical Study No. 7, December 1996. Print. [3] Greetham, Tom. Evolution of Powered Flight Controls. http://mae.osu.edu/sites/mae.web.engadmin.ohiostate.edu/files/uploads/ME888Presentations/evolution_of_powered_flight_controls_seminar.pdf, February 10, 2012. Accessed November 10, 2012. Internet. [4] F-16.Net. Production Blocks and Experimental Versions. http://www.f-16.net/f-16_versions.html. Accessed December 2, 2012. Internet. [5] Sambor, Joe. F-16.Net Forum. http://www.f-16.net/f-16_forum_viewtopic-t-6605.html, October 22, 2006. Accessed December 2, 2012. Internet. [6] Philippe, Christian. The Impact of Control Technology. T. Samad and A.M. Annaswamy (eds.), IEEE Control Systems Society, 2011. Internet. October 23, 2012. [7] Tatge, Mark. Fly By Wire. http://www.forbes.com/forbes/2005/1128/083.html. November 11, 2005. Accessed December 2, 2012. Internet. [8] Palmer, Brian. Boeing Vs. Airbus. http://www.slate.com/articles/news_and_politics/explainer/2011/07/boeing_vs_airbus.html. July 11, 2011. Accessed December 2, 2012. Internet.