Reflection Essay Example | Topics and Well Written Essays - 500 words - 1

Reflection - Essay Example This has transformed into a language of the future and a valuable asset. Growing up, a child of Chinese background is expected to gain mastery of basic mathematical skills. This starts from the initiative of their parents and is strengthened as he goes to school. In multiplication, 45 easy to memorize phrases are taught to children (Rao, Chi, & Cheng, 2009). The Chinese have a highly developed language that extends to mathematics which makes it easier for children to gain knowledge of the subject. Unlike in other countries where children first have to learn English symbols and translate math concepts before they are able to comprehend arithmetic problems, they have their own counterpart to basic mathematical language that a child easily adapts it starting at their home. This subject, considered to be a problem area by many students, is something simple to the Chinese. This may actually also translate to why they are considered good businessmen. China has a longstanding history and cu lture that has allowed for the cultivation of its language into many forms in different regional variations. The structure of the Chinese language is very different than from that of English. The most obvious of these differences is the writing style between the two languages.

The project of Kellogg Company producer of cereal and other food Essay

The project of Kellogg Company producer of cereal and other food - Essay Example This report starts with a proper introduction which gives a fair idea about the basic concept of strategic management and the sequence of work that is followed throughout the project. Since the project is on Kellogg, it is very important to have a clear understanding about the company, its business model, products, and employees. This report includes a brief but well structured overview of Kellogg Company. There are several strategic management models. Two of such models (Porter’s five forces and Ansoff Matrix) are used in this report. The main theory behind these models and their application in the context of Kellogg are properly discussed in this paper. ‘Strategic management’ is one of the most widely investigated terms in the global business environment in the recent past. The concept has arrived from the word strategy. Ansoff and McDonnell have defined strategic management as â€Å"a systematic approach for managing strategic change which consists of positioning of the firm through strategy and capability planning and real time strategic response through issue management.† (Cole, 2003). According to Andreas Rasche, main objective of strategic management is to create potentials with the purpose of achieving future success by directing organisations regarding what they can do and what they need to do in order to stay ahead of competitors (Rasche, 2007). Strategic management deals with the formulation of business strategies along with its proper implementation in order to achieve various strategic objectives. It is very important to have a clear understanding regarding the internal and external environment of the organisation before making business strategies. Strategies that are made without any prior knowledge of company’s internal and external environment are likely to have high chance of failing and failed strategies ultimately result to the wastage of valuable resources like time and

Men and Women are Made Not Born Essay Example for Free

Men and Women are Made Not Born Essay In this essay I will write about how women and men are made not born. I will beintroducing different cultures and their views on men and women, how women at onestage in time did not have any rights to become what they wanted, I will give my ideas onthe subject and I will also research other authors work to get a different variety about whywomen and men are made not born. Firstly I will start by researching different cultures and their ways of life. This reallyinterests me because it is good to see how different people and their countries really andfrom each other. In Australia men and women are equal,they both can work in any job they desire, they both have the right to vote and go to war. It was not always like this though in Australia, it was a long time until women got equalright to men. It was the nineteenth century when women were given the right to vote andto stand for election into parliament. Although it was not until the 1960s to the 1970swhen women gained equality with men with work, the law and general social standing. Ifwe take a look into a totally different country like Afghanistan, women are made bytheir fathers and husbands. Marriage for women is chosen by their families, women mustbe completely covered by a long veil and accompanied by a male relative when theyleave the house and women must do what they are told by their fathers and husbands. Soas we can see, it is hard for women in Afghanistan to become what they want and be whothey want to be. Another culture I want to look at is how women became men in the mountains ofNorthern Albania. A girl or her parents could decide to make them a male, circumstanceswhich would arise in order to do so would be that their husbands or fathers died at war orhad died from other reasons, so the wives or daughters would take on the lead role for thehousehold. They would become men if they wanted to work and build their communitiesinto something better, for example, working in the Communist Party Action Group, youcould only be a male to be a member. In order to get out of an arranged marriage orprotection against the kidnapping and trafficking of young women, it was easier for girlsto become men. What I am trying to say with researching different cultures is that in some countries menand women can choose how they want their lives to turn out and make a future forthemselves unlike other countries where peoples lives are made up for them. Another way we could look at the topic Men and Women are Made Not Born is thatmen and women have to earn what they want to achieve, they are not just born with theirtalents. For example, if a person does a good job for someone then they are going torecommend them to other people, thus achieving a good reputation. As ( Mead, G 2007,p. 29) quotes the self is something which has a development: it is not initially there abirth, but arises in the process of social experience and activity. This means that whenchildren are born they do not immediately have the social skills they require in life to dowell for themselves. The child has to go through a development which slowly teachesthem their life skills. It is up to the individual to decide what they want to achieve in life,they have the choice to carry on their education in what ever field they choose to bettertheir chances in the work force. The same in the work force, people have to betterthemselves to do better than others, to compete with the competition in order to get thejob. With an individual improving themselves in all kind of aspects, they are likely to geta good reputation and make something of themselves. This proves the heading Men andWomen are Made Not Born. In Australia it is a free country, everybody has the right to do or become what they wantto become. I believe the term men and women are made not born, to mean that it is up toboth men and women to make their lives and achieve what they want in life. Everybodyis their own unique person. Whether they are Australian, Chinese, Asian, American andso on, with their own personal beliefs. I guess the main reason I have focused on culturesis because I believe that an individuals culture has a massive effect on the lifestyles theylive which develops an individual into their own unique, special person. References: Factors that brought about the womens movement, www.skwirk.com.auAlessandro Monsutti, Culture of AFGHANISTAN, www.everyculture.comBessant, J. Watts, R. (2007) Sociology Australia, Allen Unwin. NSW. Gardner, J. (1987) Atlas of the World, Australia: Readers Digest. McWhirter, N. (1999) Book of Millennium Records, Virgin Publishings: Great Britain. Young, A. 2007, Once Were Women, Good Weekend, 20st October, 47-48. Mead, G 2007, The Self in Classic Readings in Sociology, Mind, Self and Society, pp25-32

Gaining And Maintaining Airworthiness Engineering Essay

Gaining And Maintaining Airworthiness Engineering Essay Aircraft design process involved in varied disciplines such as aerodynamics, structures, flight mechanics etc. Therefore, for an aircraft to become operational it is essential to demonstrate that the construction and design of the aircraft can comply with the requirements applicable and such verification and validation evidence required to be delegated to the relevant authorities. This report introduces Airworthiness and provides the reader the framework involved in gaining airworthiness and how to maintain it subsequently. Introduction Consideration of airworthiness policies has its origins since the early days of military flying. But aircraft design data has been recorded prior to 1910 for balloons and the Royal Aircraft Factory has produced a design requirement document in 1916. The Aerial Navigation Act that is sanction by the Home Office in 1911 to ban flying in populated areas is an early example of safety regulation. Airworthiness Department has been established decade later by the Royal Aircraft Factory (as part of the Air Ministry), which is the beginning of procedures for company design approvals and approved data. Aircraft airworthiness means compliance with applicable aviation authorities regulations that defines the minimum safety level of the aircraft, of the passengers transported and the over flown territories. When designed and built according to applicable requirements, When operated within its intended environment and within its quantified and declared limitations, And maintained in accordance with procedures acceptable to the responsible Authority. The European Aviation Safety Agency (EASA) Regulation 216/2008, Article 5, 2(c) defines the airworthiness as; Each aircraft shall be issued with an individual certificate of airworthiness when it is shown that it conforms to the type design approved in its type-certificate and that relevant documentation, inspections and tests demonstrate the aircraft is in condition for safe operation The Airworthiness is a collective responsibility of operators, authorities, manufactures and maintenance organisations. An airworthy aircraft is one where the likelihood of any incident or accident as a result of malfunction, performance or handling of the aircraft is kept to acceptable levels. The only real measure of airworthiness in use is given by tracking and analyzing incidents and accidents. The remaining sections will discuss the essence of Gaining and Maintaining Airworthiness. Figure 01: Airworthiness Collective Responsibilities Implementation of Airworthiness Authority (EASA) confidence that the design of a product complies with the applicable requirements based on Certification of the organisation (IR 21 DOA) Certification of the design of products (CS 25 TC) DO Approval According to European Aviation Safety Agency (EASA), Design Organisation Approval (DOA) requirements Implementing Rule (IR) part 21 (published as annex to European Commission Regulation (EC) No 1702/2003) includes procedural requirements applicable either to the industry (Section A) or to the Competent Authorities (Section B) but Part 21 does not include provisions to delegate EASA authority and / or signature to individuals. Certification of aircraft and related products, parts and appliances, and of design and production organisations Organisations must demonstrate following key elements in order to obtain DO Approval. Design Assurance System Handbook Right People Terms of Approval Obligations of the holder Figure 02 DOA Key Elements Design Organisation Approval (DOA) Organisation Structure Following diagram illustrates a simplified organisation structure demonstrating the essential elements in an aircraft design and manufacturing organisation. Figure 03: Design Organisation Structure Chief Executive Officer (CEO): Responsible for appropriate functioning of the work place by ensuring availability of required resources. Designated Certification Specialist (DCS): Airworthiness specialist nominated for a given discipline (ATA or Sub-ATA level or for Approved Manuals) to carry out the certification tasks, in particular to manage the compliance demonstration activities for their domain. Part of the airworthiness function and act under the control of Product Integrity. Certification Manager (CM) Certification panel leaders for their area of competence, Participate in the development of new certification strategies The CM is the interface with Aviation Authorities at panel level for primary TC, foreign certification / validation activities and for allocated major changes. Chief Airworthiness Engineer (CAE) Responsible for leading and coordinating the certification and airworthiness activities for the programme. Supported by a team usually called the CAE team composed of: A Type Certification Manger (TCM) An Individual Aircraft Certification Manager (IACM) A Continued Airworthiness Manager (CAM) Type Certification Type certification is the process demonstrating that the design of an aircraft complies with the applicable aviation requirements. Certification process could be a new type certificate new aircraft (ex. Airbus A380), Amended Type certification model or derivative (ex: Airbus A350 1000) and significant major changes to the type design (ex. A330-200 Passenger to Freighter) To grant and EASA Type Certificate, aircraft manufacture shall obtain first a DOA (Design Organisation Approval) covering the relevant product (aircraft type) and also shall demonstrate its capability to design, certify and ensure the continued airworthiness of its products in accordance with the certification specification (CS-25) and Environmental protection (CS-34, CS-36) requirements. To manufacture and release to service series aircraft, manufacture must then obtain a POA (Production Organisation Approval) and establish relationship between DOA POA. Flight Test Flight testing process could be potentially very risky and extremely expensive due to unforeseen problem s result in loss of life (both crew and people on the ground) and damage to the aircraft. Due to this reasons modern flight testing is one of the most safety conscious operations. Typically there are two types of flight test programs, military and commercial. There is a significant difference between military and commercial flight testing where commercial test programs are carried out to certify the aircraft meets all required safety and performance requirements where as military programs involved in aircraft manufactures designing and building aircraft to government contracts to meet specific mission capabilities. Initiation of flight test preparations for both commercial and military aircraft commence well before the aircraft is ready to fly, although due to the fact that the government is funding the military projects, involvement of military flight testing is commence much ear ly-on in the design and testing process. Historical Data Analysis According to historical evidence, operational and airframe related risk of a serious accident causes is approximately one per million flight hours but failure problems occurred by aircraft systems problems is about 10 percent of this total amount. Therefore, it is reasonable to argue that systems faults should not allowed serious accidents and it is therefore possible for a new design to change the probability of such a serious accident not to be greater than one per ten million flight hours (1 x 10-7). But it is not possible to identify whether the target can be met until all the aircraft systems has been numerically collectively analysed. Due to this reason its assumed that there are about 100 potential failure conditions present arbitrarily which could prevent safe flight and landing of the aircraft. By sharing out equally the target allowable risk (x 10-7) equally among these conditions risk allocation result in not greater than 1 x 10-9 to each. Therefore the upper risk limit for failure conditions would be 1 x 10-9 for each hour of flight which approximates probability value for the term Extremely Improbable. Analytic techniques Various analytical techniques have been developed in line with the above topic to assist Airworthiness Authority and the applicant to carry out a safety analysis, which could benefit systematic qualitative analysis. This technique also important for analyst to perform quantitative assessment when required. The Advisory Material Joint (AMJ) identifies both qualitative and quantitative analytical approaches which could used to support JAA personal or assist applicant to determine the compliance with the requirement. And it also provides guidance for determining if or when a particular analysis to be conducted. The intended requirement of the analytical tools is supplement but not to replace operational and engineering judgement. Legal Issues To have a basic understanding of the legal requirement is vital for aviation professionals such as pilots, mechanics, air traffic controllers and executives. National and international laws or regulations regulate all aspects of civil air transportation. To ensure the effectiveness of the legal framework and enforceability of safety aspects, the following basic groups of regulations have been developed. Airworthiness Regulations to define: Applicable procedures, and Minimum safety, technical and performance requirements to be realised and maintain in the aircraft design. Ex: EASA Part 21 (aircraft certification procedures), Part M and Part 145 (aircraft maintenance) CS-25 (design code for large aircraft) Operational regulations: to define the basic rules air traffic has to follow and the minimum requirements for certain kinds of operations, for the aircraft and the person or the organisation. Ex: EU-OPS1 Commercial Air Transportation After an accident there is two main investigations (technical legal proceedings) will be conducted. Legal proceedings consist with; Civil proceedings which involved in civil claims for damages by victims and/or their relatives, Commercial proceedings which involved in claims for damages by customer and/or its insurer (Aircraft repair / loss, Reduction in aircraft residual value, Loss of revenue) and finally Criminal prosecution, in case of death / serious injury, in certain jurisdictions (ex: France, Germany). Continued Airworthiness According to ICAO Doc No 9760-2001 continued Airworthiness defined as The processes that ensure, at any time in its life, an aircraft complies with the technical conditions fixed to the issue of the Certificate of Airworthiness and is in a condition for safe operation. And recommends Contracting states are required to have a system that ensures aircraft are in a condition for safe operation. F. Florio (2006) stated that safety is the most important thing which has to be ensuring every time in every flight operations and all the airplanes must be in an air worthy state which is suitable for fly. In other words all the aircrafts must achieve and perform all the procedures in the Airworthiness Directive manuals. Furthermore, Florio (2006) also mentioned that continued airworthiness can be rely on two factors Organisation operators Maintenance Maintenance Maintenance can be explained as alterations, inspections, replacements of parts of the aircraft. This can be done by taking a record entry for each event such as replacement of LRUs (Line replacement units). According to Florio (2006), Maintenance refers to as preventive maintenance, alterations and repairs and introduction of airworthiness directive and also he stated that airworthiness is rely on the maintenance programmes , which also establish the replacement of time change items , the overhaul engines, propellers and various parts of appliances. Florio mentioned that as the part of the product type certifications of aircraft airworthiness authorities requires instructions for continued airworthiness thus these instructions can be identified as the fundamental tools of the maintenance because they are the basic maintenance programmes. These maintenance programmes must cater the requirements of operational and maintenance standards. According to EASA Maintenance programme; Every aircraft shall be maintained in accordance with the maintenance programmes approved by the competent authority, which shall be periodically reviewed and amended accordingly. The maintenance programme and any subsequent amendments shall be approved by the competent authority The maintenance programmes must establish compliance with; Instructions for continuing airworthiness issued by the type certificate and the supplementary type certificate holder Instructions issued by the complement authority Instructions issued by the owner or the operator and approved by the competent authority. Repairs Repair process involves different organisations where, when the products are not with aircraft manufacture, continuing airworthiness is governed by the state of registry or the responsibilities are spread out in organisations. Part 21A subpart M states the repair procedural requirements for certification. Under Part 21 subpart M: Elimination of damage (21A.431 b) Unrepaired damages (21A.445 a) Out of Part 21 subpart M Replacement without design activity (21A.431c) Repairs design from an approved manual (GM 21A.431 a) Following diagrams illustrates the Airbus repairing process. Figure 04: Airbus Repairing Process The Structure Repair Manual (SRM) describes general repair practices, materials and typical repairs, allowed damages, which are considered applicable to standard repairs. Its approved by aircraft manufacture under DOR privilege. Modifications Changes made to a particular aircraft after the issue of the airworthiness certificate is a modification. This could include changes to the structures, systems, powerplants, propellers etc Furthermore, substitution of one type for another also considered as a modification. Any modification requires approval from the Civil Aviation Authority directly or via an approved organisation. During a design modification, details of the change must be given to the authority at early stage where then the modification is classified as minor or major medication according to the nature of the investigation. If the outcome of an investigation requires amendments to the Certificate of Airworthiness or Flight Manual, authority may require following major modification procedures. Incidents and Accidents Flight safety experts believe that series of events leads to incidents and accidents. Accidents During the operation of an aircraft, result in occurrence associated with a person being fatally or seriously injured from the time any person boards to the aircraft with intention of flight until the time all persons disembarked. Incidents Other than accidents incidents also occurrences which relate to the operation of the aircraft or could affect the safety of its operation. Aging Aircraft Civil Aviation authority has defined Aging aircrafts as An operational aircraft approaching the end of its design life assumptions (Alder P. 2005). Aging aircraft can also be called as an older aircraft as well. Since the aircraft are manufacture to provide long lasting services for so many years, all the aircraft must be in an airworthy state and have to be safe to fly. Thus maintenance programmes must be carried out to maintain the aircraft and also aircraft must be operated according to the manufacturers recommendation. Florio F. (2006) stated that, older aircraft require additional care and the maintenance programmes must be carried out in a more specific way than the recently manufactured aircraft. And also he stated that due to the fatigue, accidental damage and also due to the environmental deterioration more inspection in the components of the structure must require in maintenance programmes. So to maintain airworthiness in older aircrafts manufacturers of the flight has to provide operators with the specific programs. In older aircrafts normally each of the aeroplane components have to undergo some of the repairs, overhauls, inspection maintenance, preventive maintenance and some replacements of components of the aircraft. Maintenance records have to be update regularly by the operator. Florio F. (2006) states that between operator of the aircraft, manufacturer and also the authority there should be an open communication system. Furthermore he states that once a problem occur the operator or the owner of the aircraft must inform it to the manufacturer and then manufacturer has to prepare the recommendations and has to update the appropriate programmes of continued air worthiness. After examination of those maintenance programmes the authorities will approve those. Role of the Regulator Airworthiness programmes consist of three main roles. Regulator Implementer Investigator Civil Aviation Authority (CAA), European Aviation Safety Agency (EASA) and Federal Aviation Regulations (FAR) are examples for the regulation authorities. These authorities generate and distribute the regulations for aircraft operations for aviation industry. Civil Aviation Authority is the UKs independent specialist regulator. Their main responsibility is to provide world leading air safety environment in the aviation industry. Aircraft licensing, maintenance of specific airworthiness management systems and economic regulations, consumer protection, policies for airspace and setting up national safety standards can be taken as key role of CAA. Regulators involved in few or many roles as follows: Setting up the civil aviation standards and ensure they are achieved. Regulates and encourages airlines, airports and national air traffic services economic activities etc Manages the principal travel protection scheme. Ensure the airspace is a common place for all users by bringing civil and military interests together. Advise the government on aviation issues. Represents consumer interests Conduct scientific and economic research. Provide specialist services by producing statistical data. Conclusion Recommendation Aircraft airworthiness means compliance with applicable aviation authorities regulations that defines the minimum safety level of the aircraft, of the passengers transported and the over flown territories and when designed and built according to applicable requirements, when operated within its intended environment and within its quantified and declared limitations and maintained in accordance with procedures acceptable to the responsible Authority. Therefore, The Airworthiness is a collective responsibility of operators, authorities, manufactures and maintenance organisations.

Karl Popper and Falsifiability Essay -- Science Scientific Karl Popper

Karl Popper and Falsifiability Karl Popper's claim that "the criterion of the scientific status of a theory is its falsifiability" is a clearly viable statement. This is a natural extension of his idea about how scientific knowledge is increased (Edwards, 1967). In an attempt to define science from pseudo-science, Popper states that the growth of scientific knowledge begins with an "imaginative proposal of hypotheses" (Edwards, 1967). Then, the scientist must search for illustrations or situations that falsify or negate the hypothesis. Finally, after rigorous attempts have been made to find the hypothesis untrue, the scientist may tentatively accept the hypothesis as true. However, if the hypothesis is found untrue, the scientist must reject his hypothesis . Therefore, Popper has set forth not only a definition of a scientific theory, but also an environment wherein scientists can work. Popper is discriminating in his definition of an "imaginative" hypothesis. Popper intends that a hypothesis must predict a phenom enon or behavior and not just offer to explain it. Traditionally, scientists have formed hypotheses in an attempt to explain or rationalize some natural phenonmen that they have examined. That is, hypotheses are presented as justification for an observation. The two-sphere model of the universe that existed in pre-Copernican times is an excellent example of this method. The ancients needed a model with which to justify the constantly changing positions of the moon and planets. Instead of being based on subjective observations, a hypothesis should be the sole product of a scientist's imagination. Popper calls this "an irrational element" or a "creative intuition" (Williams, 1989). Sir Isaac Newton is an excellent exam... ... scientific community learns from the experience and knowledge becomes a cumulative project. Popper does a great service to the scientific community by stating and refining the obvious way science has worked for centuries. References a. Edwards, Paul, Editor-in-Chief. Encyclopedia of Philosophy, Volumes 5 and 6. (1967), pp 398-401. b. Gillespie, Charles C. Dictionary of Scientific Biography, Volumes I, X, and XI. (1975), pp 250-258, 186- 202, 401, 410. c. Klemke, E. D. , et al. Introductory Readings in the Philosophy of Science. (1988), pp 19-27. d. O'Hear, Anthony. Karl Popper. (1989), pp 96-111. e. Westfall, Richard. Never at Rest: A Biography of Isaac Newton. (1980), pp 170-181. f. Who' s Who in Science. (1967), pp 1257, 1381, 61. g, Williams, Douglas E. Truth, Hope, and Power: The Thought of Karl Popper. (1989), pp 61-73.

Steven Spielberg Biography Essay -- Biography Biographies Bio

Steven Spielberg Biography Steven Spielberg: Revolutionary and Visionary Who would have thought that a brilliant career in filmmaking could have originated with a modest jar of Skippy Peanut Butter smeared on a neighbor’s window in a tiny Cincinnati suburb? One might not think that such an average boyhood prank could evolve a boy into a man who would become the most financially successful film director in history. Well, that is exactly where Leah Spielberg, Steven Spielberg’s mother, would trace her son’s initial entry into becoming one of our nation’s most creative storytellers. â€Å"His badness was so original,† she recalls (Stein 3). Steven Spielberg, the only child of Leah and Arnold Spielberg, was born on December 18, 1946 at the beginning of the Baby Boom years in Cincinnati, Ohio. It does not take a great stretch of the imagination to see that Steven’s film influences were derived from his father’s experience as a World War II veteran and computer technician and his mother’s past profession as a concert pianist. The love and amount of technology, history, and music within Steven’s films can all be traced back to his early life with his family. While many men returning from war never want to reiterate their experiences, Steven’s father seemed to be an exception. Steven said of his father, â€Å" he intoxicated me with bedtime stories about the war. His stories were like the war movies I was watching on television, all worthy of cameo appearances by John Wayne† (Stein 1). It is no wonder that at the age of twelve Steven’s first film, Fighter Squad, was filmed on a WWII fighter plane (Corliss 79). However, when Steven was unable to find certain props or realistic backdrops, he simulated dogfights and plane crashes by editing in footage from a WWII documentary. Only a year later, in 1960, he featured the war family Jeep in his second film, Escape to Nowhere, which was an action picture in which GIs invaded a Nazi hideout in the Libyan Desert. Since his family had moved to Arizona in 1960, the Arizona desert near his house would easily replicate the simulation of the Libyan Desert. It is clear that Steven’s love and knowledge of visual effects began many years before his creation of a mechanical great white shark in 1975. There have been many incidents throughout Steven's childhood that have made it into his films. At the age ... ...ed against the moon, his films have sketched images in our minds we are unable to forget. His influence upon mainstream Hollywood directing is more than evident. Whether it be making us reflect on past tragedies or teaching us that differences should be celebrated aside from being just recognized, his methods of storytelling have established him as more than just a wonderful film director, but as a great humanitarian. Works Cited Corliss, Richard. â€Å"Peter Pan Grows Up, but Can He Still Fly?† Time Magazine. 19 May, 1997. 75-82. Dyer, Richard. â€Å"At Work Again, he and John Williams Exalt in their Admiring of 24 Years.† Boston Globe 24 Feb. 1998: 4/13/99 http://www.multimania.com/spielbrg Stein, Ruthe. â€Å"Biography : Steven Spielberg.† Empire Mar. 1998: 4/13/99 http://www.multimania.com/spielbrg Graham, Judith. Current Biography Yearbook 1996. New York: H.W. Wilson Company, 1996. Gritten, David. â€Å"When the Going Got Tough: Steven Spielberg’s D-Day Drama ‘Saving Private Ryan’ salutes the ‘citizen soldier of WWII’.† L.A. Times 10, May 1998: 4/13/99 http://www.multimania.com/spielbrg Martinelle, Betty. Personal Interview. 11 Apr. 1999.

Lagrange Theorem

SAP transactions and reports Customer-specific transactions and reports Note Note It is possible that the origin of some objects cannot be identified clearly (either as SAP transactions and reports or customer-specific transactions and reports). In this case, the specified number of all transactions and reports is larger than the total of SAP and customer-specific transactions and reports. The possible deviation is due to the fact that only information for used objects is transferred. Objects in managed systems that exist there but are not used in the analyzed period are not transferred ND therefore have no designated origin.Information about customer objects that are not used is only displayed if you have selected the Get All Customer Objects option when you created the analysis. The following result types are displayed for each of the three named groups: Analyzed Not analyzed because, for example, there is no data for the client you specified when creating the analysis. Not analyze d in other clients The analysis fails with specified client due to missing data. Objects are used In other clients. You can base a new analysis with different clients, on this entry. Used.The objects are used in the analysis period and In the systems specified for the analysis. Not used (only affects customer-specific transactions and reports), If you have selected the Get All Customer Objects option when you created the analysis. Example Example You want to know how many transactions and reports were analyzed. The entry Is under All Transactions and Reports, Analyzed (Number). The transactions and reports of a result type, for example, the transactions and reports analyzed, are shown In a table. The following object properties are displayed: Object name, for example, transaction name such as SEES.Object type, for example, T for transaction or R for report. Object description, for example, Data Browser for transaction SEES. Origin, for example, S for SAP displayed in the All Transac tions and Reports overview Logical component, displayed for result type Analyzed, Not Analyzed or Not Analyzed in other Clients. SIDE, the system ID specified when creating the analysis; displayed for result type Used. System installation number; displayed for result type Not Used (customer objects). Threshold value, displayed for result type Analyzed, Not Analyzed or Not Analyzed in other Clients.Client specified when creating the analysis; displayed for result type Used. Result, for example, the number of dialog steps in a transaction Object description language You can copy objects of result types Used and Not Used to the rule database. Activities To open a table of transactions and reports, for example, a table of all the analyzed transactions and reports, click on the result type, for example on Analyzed. To copy an object to the rule database, click the result type, for example, Used to open the object table, highlight the object, and choose Add to Rule Database. Note NoteWhen copying the object to the rule database, you get a message informing you that a check step has been created or that the object is already in the rule database. To restrict the results to a specific system, open the input help for System and select a system. By default, the results refer to all systems you specified when creating the analysis. Note Note You can restrict the results by combining systems and time periods. You can choose another results overview tab: Graphical Overview Results in Analysis Structure Details of Analysis Error Statistics More Information Analysis Results Analysis Project Analyses Analysis Projects