Full Body Burden Essay free essay sample

After the Mothers Day fire in nineteen sixty-nine, Rocky Hats began offering tours for the public. During the tour, each person receives a respirator and is dressed in laboratory smocks and booties. The tour guide tells the people to put on their respirators if an alarm sounds while walking through the corridors because this means that a particle of plutonium the size of a grain of pollen, if inhaled or taken into the body, can cause bone or lung cancer, leukemia, or genetic defects(leveler 157).Another type of cancer caused by plutonium contamination is of the brain. In nineteen seventy-eight, Dry. Carl Johnnys research reaches the public. He hows an evident pattern of large incidences of all cancers in every age group people in areas exposed to the Rocky Flats facility. It is also discovered that the workers at the plant have around eight times more brain tumors than is presumed. We will write a custom essay sample on Full Body Burden Essay or any similar topic specifically for you Do Not WasteYour Time HIRE WRITER Only 13.90 / page He is also discovered that the workers have triple the number of malignant melanomas(leveler 168).There was a specific case involving Don Gable. He began working at the plant in nineteen seventy and after a year of working at the plant, he was transferred to Building 771. This was the plutonium processing building. Gable then learned to use a furnace that elated plutonium and he spent most of his workday with his head a few inches away from a sign that read: DO NOT LOITER. Just a short while after his transfer to Building 771, he was told to tear off a strip of tape from a tank that had been contaminated.He was tested and his hands, face, and hair measured 2,000 counts of alpha radiation per minute(leveler 184). After six years of working at Rocky Flats, he was tested again and this time his entire body measured more than one million counts per minute. The radiation had caused the chromosomes in his brain and blood to be altered and he plopped a large tumor on the side of his head. A third type of cancer that was common was leukemia. Dry. Johnson finds that the cancers found are mainly the same types that were found in the the survivors of Hiroshima and Nagasaki. Five years after Rocky Flats was built, there had been a sustainable rise in deaths in children from leukemia. Theses deaths were around double the national average. It was found that exposure to exterior ionizing radiation were related to an increase in leukemia. Effects of low-level radioactive contamination take several years to appear if the effect is leukemia. The International Agency for Research on Cancer (IIRC) found a relationship between leukemia and external radiation.

Meteorological Hazards in Aviation

Meteorological Hazards in Aviation Introduction Throughout its history, the aviation industry has had a close but unpleasant relationship with the vagrancies of weather (Vickers et al., 2001). Indeed, it has been proved that weather is the single largest contributor to delays and a foremost factor in aircraft disasters and incidents, implying that real-time weather information is substantially critical for hazardous weather avoidance in aviation operations (Witiw, Lanier Crooks, 2003).Advertising We will write a custom essay sample on Meteorological Hazards in Aviation specifically for you for only $16.05 $11/page Learn More Weather continues to exact its toll on the aviation sector, particularly when this argument is viewed in the context of past accidents that have been reported in mainstream media as caused by either meteorological hazards or a combination of human factors and weather elements (Broc et al., 2005; World Meteorological Association, 2007). The present paper critically discus ses some of the well known meteorological hazards in the aviation industry. Concept Definition Meteorology has been described as â€Å"†¦the science of the atmosphere, a sea of air that is in a constant state of flux† (Vickers et al., 2001, p. ix). Within this science exists a wide allay of weather/climatic conditions arising from natural interactions with other factors, products and byproducts, but which triggers a set of hazards that may prove disastrous to the aviator who must operate within the precincts of the atmosphere (Simpson et al., 2002). It is reported in the literature that no one is immune to the everyday oscillations of these meteorological hazards as they sweep across huge sections of the globe before dissipating (Vickers et al., 2001). Meteorological Hazards in Aviation Available literature demonstrates that there exists a multiplicity of weather conditions that qualify as hazards in aviation due to the scope and context of the dangers they present to th e industry (Broc et al., 2005). Some of the most predominant ones include icing, volcanic ash, poor visibility, windshear, heavy rains, lee waves, fronts, thunderstorms, cold weather and deformation zone (World Meteorological Association, 2007). This section samples a few of these meteorological hazards in aviation. Windshear Witiw et al (2003) describe the windshear as â€Å"†¦a sudden shift in wind direction, velocity, or both† (p. 131). These authors also report that the most aggressive expression of the condition occurs in a microburst, which is an intense downburst of cool air generated by, or released from, a large convective cloud. The World Meteorological Organization (2007) defines windshear as â€Å"†¦layers or columns of air, flowing with different velocities (i.e. speed and/or direction) to adjacent layers or columns† (p. 1). Windshear is a foremost hazard for low, slow flying aircraft in either the approach or departure phases due to the complica ted wind patterns occasioned by the downdrafts. As the aircraft glides through the microburst it stumbles upon intense headwinds accompanied by a substantial increase in aerodynamic drift and successive severe downdrafts, ultimately causing it to experience a rapid loss of lift and crash into the ground (Witiw et al., 2003).Advertising Looking for essay on aviation? Let's see if we can help you! Get your first paper with 15% OFF Learn More Consequently, some of the detrimental hazards caused by windshear include: 1) loss of aerodynamic lift and airspeed, making the aircraft to plunge into the ground before corrective action is taken by the flight crew, 2) turbulence especially in light aircraft, and 3) structural damage to the aircraft (Witiw et al., 2003; World Meteorological Organization, 2007). In the United States, the National Transport Safety Board (NTSB) database reveals that nearly 250 accidents involving U.S. aircrafts have been attributed to windshe ar, with 30 of them reported as major (Witiw et al., 2003). Thunderstorms Although one of the most beautiful atmospheric phenomenon (Harding, 2011), extant literature demonstrates that â€Å"†¦no other weather encountered by a pilot can be as violent or threatening as a thunderstorm† (Vickers et al., 2001, p.34). Indeed, thunderstorms generate more threats to the aviation industry and it is always important for the flight crew, air transport safety agencies, meteorologists and other interested stakeholders to not only understand their scope and context, but also how to deal with them effectively. Thunderstorms are generated by the coming together of several ingredients, including: 1) unbalanced air mass, 2) atmospheric moisture in the low levels, 3) some triggering mechanism, e.g. daytime heating or upper level cooling, and 4) other related meteorological vagrancies such as windshear (Vickers et al., 2001). These ingredients interact through a process called convection ( transport of heat energy) to produce thunderstorms that basically attempt to correct the imbalance generated when the atmosphere becomes heated unevenly (Harding, 2011). It is important to note that there exist different types of thunderstorms that affect the aviation industry. Some of the most common types of include: 1) air mass thunderstorms – form within a worm, moist air mass and are non-frontal in character, 2) frontal thunderstorms – form either as a result of a frontal surface lifting an unbalanced air mass or a stable air mass becoming unbalanced due to the lifting, 3) squall line thunderstorms – aggressive combinations of strong winds, hail, rain and lighting, 4) orographic thunderstorms – occur when moist, unbalanced air is forced up a mountain slope at high pressure, and 5) nocturnal thunderstorms – develop during or persist all night (Vickers et al., 2001). Thunderstorms have the capability to generate hazards that can cause untold suf fering in the aviation industry. For instance, â€Å"†¦all thunderstorms can produce severe turbulence, low level windshear, low ceilings and visibilities, hail and lighting† (Harding, 2011, p. 1).Advertising We will write a custom essay sample on Meteorological Hazards in Aviation specifically for you for only $16.05 $11/page Learn More It is not uncommon to hear news of aircraft that get lost in severe thunderstorms or helicopters that get struck by lightning, implying that each of these conditions can be potentially catastrophic (Broc et al., 2005). Other hazards generated by thunderstorms include ruthless clear icing, extremely profound precipitation, and dangerous electrical releases within and near the thunderstorm cell (Vickers et al., 2001; World Meteorological Organization, 2007). Visibility It is reported in the literature that reduced visibility is the meteorological element which impacts aviation operations the most through cancelled flights, accidents as well as incidents (Vickers et al., 2001). These authors posit that the aviation industry uses various types of visibility, which include: 1) horizontal visibility – the furthest visibility achieved horizontally in a particular direction by referencing objects or lights at known distances, 2) prevailing visibility – the ground level visibility which is common to one-half or more of the horizon loop, 3) vertical visibility – the maximum visibility achieved by looking vertically upwards into a surface-based impediment such as mist or snow, 4) slant visibility – visibility achieved by looking forward and downwards from the cockpit of the aircraft, and 5) flight visibility – the standard range of visibility at any given time forward form the cockpit of an aircraft in flight. Reduced visibility is caused by a multiplicity of factors, including lithometers (dry particles suspended in the atmosphere, such as haze, smoke, sand and dus t), precipitation, fog (radiation fog, frontal fog, steam fog, advection fog and ice fog), as well as snow squalls and streamers (Vickers et al., 2001). As already mentioned, low visibility leads to flight cancellations, fuel wastage as aircraft is unable to land in designated destination, aircraft damage in midair collisions, and deaths resulting from aircraft accidents (Watson, Ramirez Salud, 2009). Volcanic Ash The 2011 massive flight cancellations in Europe that were triggered by airborne volcanic ash from the Grimsvotn volcano in Iceland prove that volcanic ash is a major hazard to aviation safety at all levels. Indeed, â€Å"†¦like fine-grained mineral dust, volcanic ash affects radiative forcing and climate, public health, vegetation, and can cause property damage and disruption to community infrastructure† (Hadley, Hufford Simpson, 2004, p. 829). The major problem with volcanic ash emanates from the fact that onboard aircraft radars are unable to detect concent rated ash within or near eruption plumes, leading to life-threatening encounters, huge losses in flight cancellations, and aircraft damage (Simpson et al., 2002).Advertising Looking for essay on aviation? Let's see if we can help you! Get your first paper with 15% OFF Learn More The damage caused by volcanic ash often calls for expensive repairs or total equipment replacement, thus it is of outmost importance for flight crew to ensure total avoidance of the ash for flight safety. What’s more, the pumice material contained in volcanic dust acts to abrade the aircraft’s leading edges (i.e. wings, struts, and turbine blades) to a point where the aircraft can cause a fatal accident if no replacement is done (Vickers et al., 2001). Icing or Icy Weather Schreiner (2007) acknowledges that â€Å"†¦icy weather, including ice pellets and cloud droplets that freeze on contact, affects air travel all over the world, especially during colder months† (p. 152). Aircraft icing takes place when supercooled water droplets from the atmosphere hit an aircraft whose body temperature is colder than 0oC, crystallizing into ice and occasioning serious detrimental effects that often expose an aviator to the real probability of causing an accident (World Me teorological Association, 2007). The two most important meteorological factors that affect icing include liquid water content of the cloud and temperature structure in the cloud. Some of the detrimental effects caused by icing include: 1) restriction of visibility as windshear glazes over, 2) disturbance of the smooth laminar air flow over the aircraft wings, occasioning a decrease in lift and an increase in the stall speed, 3) increase in aircraft weight and drug, hence decreasing fuel efficiency, and 4) incomplete or absolute blockage of pitot heads and static ports, thereby allowing erroneous instrument readings (Vickers et al., 2001). A study conducted by the NTSB demonstrates that approximately 819 people lost their lives in accidents linked to in-flight icing between 1982 and 2000 (Schreiner, 2007). Heavy Rain Although there is no agreed upon definition regarding rainfall intensity, heavy rainfall is defined in the literature as rates in excess of 4 mm per hours, while heavy s howers are perceived as rates in excess of 10 mm per hour (World Meteorological Association, 2007). Heavy showers, which are often associated with thunderstorms, qualify to be seen in the context of a meteorological hazard to aircraft due to their capacity to not only reduce physical and canopy/windscreen visibility, but also permit water ingestion into the cabin/cockpit/engine partitions of light, non pressurized aircraft, thereby endangering the effective and efficient operations of electronic equipment within the aircraft. There exists a possibility for aircraft turbine engines to ‘flame out’ and cause destructive effects under conditions of extreme rainfall and subsequent water ingestion (World Meteorological Association, 2007). Additionally, it has been reported that intense rainfall affects aircraft braking mechanism and may cause the aircraft to skid off the runway during takeoff and landing (Vickers et al., 2001). Duststorms/Sandstorms Duststorms and sandstorms, according to the World Meteorological Association (2007), are regions of raised dust and sand due to intense wind activity. The particles are propelled to different altitudes depending on the speed, instability and resolution of the wind flow, in line with the principle that smaller and lighter elements are lifted more readily and to much more elevated altitudes than weighty elements. Duststorms and sandstorms bring potentially destructive outcomes in aviation, such as reduced visibility, reduction of engine power in the event of dust and sand ingestion into aircraft engines, costly repairs, and aircraft crash in the event of a complete engine lockdown (Hadley et al., 2004; World Meteorological Association, 2007). Conclusion The paper set out to critically discuss some of the well known meteorological hazards in the aviation industry. It has been sufficiently demonstrated how normal meteorological processes, such as windshear, thunderstorms, visibility, volcanic ash, icing, heavy r ain, as well as duststorms and sandstorms, operate to become potential hazards in aviation. The potentially destructive outcomes arising from the different meteorological processes have been discussed at length, with the results demonstrating that many meteorological hazards lead to loss of life through aircraft accidents, loss of profits through frequent flight cancellations and rescheduling, loss of aircraft through structural damages, as well as costly repairs. It should therefore be the task of meteorology experts to conduct intense awareness campaigns in the aviation industry regarding the serious issues posed by meteorological vulnerabilities. Reference List Broc, A., Delannoy, A., Montreuil, E., Lalande, P., Laroche, P. (2005). Lighting strike to helicopters during winter thunderstorms over North Sea. Aerospace Science Technology, 9(8), 686-691. Hadley, D., Hufford, G.L., Simpson, J.J. (2004). Resuspension of relic volcanic ash and dust from Katmai: Still an aviation hazar d. Weather Forecasting, 19(5), 829-840. Harding, K. (2011). Thunderstorm formation and aviation hazards. National Weather Service. Retrieved from https://aviationweather.gov/general/pubs/front/docs/jul-11.pdf Schreiner, P. (2007). Enhanced icing product to guide aircraft around hazards. Bulletin of the American Meteorological Society, 88(2), 152-154. Simpson, J.J., Hufford, G.L., Pieri, D., Servranckx, R., Berg, J.S., Baver, C. (2002). The February 2001 eruption of Mount Cleveland, Alaska: A case study of an aviation hazard. Weather Forecasting, 17(4) 691-704. Vickers, G., Buzza, S., Schimidt, A., Mullock, J. (2001). The weather of the Canadian Prairies. Ottawa, Ontario: NAV Canada. Watson, A., Ramirez, C.V., Salud, E. (2009). Predicting visibility of aircraft. PLoS ONE, 4(5), 1-16. Witiw, M.R., Lanier, R.C., Crooks, K.A. (2003). Integrating human factors into the human-computer interface: How best to display meteorological information for critical aviation decision-making and performance. Journal of Air Transportation, 8(2), 129-138. World Meteorological Organization. (2007). Aviation Hazards. WMO/TD-No. 1390. Web.

Prevention of HIV among black African men under 30s in UK Essay

Prevention of HIV among black African men under 30s in UK - Essay Example This has made this category of individuals to be considered a high risk group. This campaign will address all the ways in which HIV/ AIDS is transmitted. For this reason, a HIV support group is calling out for all men in this category to take part in the HIV support activities. These activities are geared towards helping men in ages between 30 and 34 improve their health styles especially in the enhancement of their immunity. The information is available on the televisions, social media, and in offices of the National Health Service. The campaign focuses on a number of interventions. To mention but a few is the use of condoms in the prevention of HIV/AIDS transmission. In this respect, the campaign involves, a number of timely interventions that would help avoid further infection. The campaign is also geared towards teaching the target group the importance of knowing their HIV/AIDS status. First one should develop a feeling that he would avoid a negative condition of health. Then, one develops positive expectations that through following a recommended action, he would be avoiding a certain negative condition of health. Next, one unde rstands that he can take a recommended action of health successfully. Additionally, the participants would also be taught how to check for HIV symptoms. This would be done through checking whether one has a common attack of the opportunistic diseases, or loss of weight. All the activities of the campaign would help men of this group to improve their HIV health styles. If men of ages between 30 to 34 practise the recommended interventions, they will protect their own health together with that of their beloved ones. No member of this group should miss the campaign activities since different HIV supporting activities would be offered. Your participation will considerably be

Article on How God got Started Essay Example | Topics and Well Written Essays - 500 words

Article on How God got Started - Essay Example According to Wells, the whole incident regarding God’s instruction to Abraham to sacrifice his son was a test of the latter’s faith. Hence faith, according to Wells was a Jewish invention, which later on branched in Christianity and Islam. And while all of this was happening, science and logic were advancing at an alarming rate with the ancient Greeks at the helm of the onslaught. He adds that pure reason and logic have always collided with the concept of pure, blind faith despite the attempts of scholars to â€Å"‘reconcile’ them through the ages,† he says. So it is established, he points out, that faith and reason do not get along very well together. Moving on, he notes that surprisingly enough, the evolution and progress of faith can be charted in the rise of reason itself. He says that this theory gives psychological insights into the clash of faith with reason and vice versa. Even though faith is attributed to monotheistic religions, polytheisti c religions such as Hinduism and Buddhism also use this term to define their beliefs.

Assignment Example | Topics and Well Written Essays - 750 words - 89

Assignment Example To be a project manager and utilize my abilities in a reputable organization that will enable me learn, grow and further my skills and knowledge in Engineering, Business, and Management. I anticipate this to happen in the next two years and develop my credentials to contribute positively in the expansion and prosperity of the firm. The goal is essential in the timely realization of my dreams, goals and ambitions in being a successful corporate executive in the energy management multinational. In addition, it will help me launch my consultancy business in matters of energy efficiency and project management in engineering. To successfully achieve all this, it is important to aggressively acquire the necessary skills within the shortest time possible. A reputable company is preferred because it exposes a person to world class management techniques and requisite development networks. I will institute a workable self-evaluation tactic. The continuous self-assessment will be made within a three-month cycle. I will put down every milestone, progress; a new skill acquired, networks developed. If it is done for the first two cycles totaling six months, a reliable pattern will be noticed. Therefore, if there is an unusual occurrence in the subsequent months, then a corrective step will be taken appropriately. When I have a progressive promotion and create resourceful contacts into my network, my goal will be achieved. If none of the above happens, I shall not have achieved my

Ion Drive Propulsion: An Overview

Ion Drive Propulsion: An Overview TANG,YOUHENG Ion Drive propulsion, also called ion engine, which is a technology that involves gas ionization and can be used instead of standard chemicals. Give an electrical charge or ionize the gas xenon, which is like neon or helium, but heavier, the ionized gas can be electrically accelerated a speed of about 30km/s by the electric field force. When xenon ions are emitted at such high speed as exhaust from a spaceship, the spacecraft can be pushed in the opposite direction. The ion engine was firstly demonstrated by Emst Stuhliger, the German-born NASA scientist. Then at NASA Lewis Research Center (now called Glenn research center) from 1957 to the early 1960s IDP was developed in form by Harold R.Kaufman. Moreover, the ion drive propulsion was first demonstrated in space in â€Å"Space Electric Rocket Test (SERT)† I and II by NASA Lewis Research Center. The SERT-1, which is the first test was launched in July 20, 1964, proved the technology operated as predicted in space successfully. Furthermore, the second test SERT-II, which was launched on February 3rd 1970, verified the thousands of running hours operation of two mercury ion drive propulsions, though IDP were seldom used before the late 1990s. â€Å"Electric propulsion works by using electrical energy to accelerate a propellant to much higher velocities than is possible using chemical reactions. The most common propellant used in ion engines is xenon. Early ion engines used mercury and cesium, but they proved hard to work with. At room temperature, mercury is liquid and cesium is solid; they both must be heated to turn them into gases. Also, as mercury or cesium exhaust cooled, many of their atoms would condense on the exterior of the spacecraft, contaminating solar cells and instruments. Eventually researchers turned to xenon as a cleaner, simpler fuel for ion engines.† (De Felice, 1999). For IDP’s operation system, it uses an electric field to accelerate charged atoms or molecules to a high velocity. Ion thrusters generally use a cathode to generate a stream of electrons, which form an electric circuit with a positively charged ring the anode. A small magnetic field is used to aid this process (electrons spiral around the magnetic field lines, increasing the chance of electron-atom collisions). The ionized gas is accelerated out of the thruster and drifts towards an extraction grid system, so it can produce thrust. A neutraliser similar to the cathode is used to generate free electrons and balance the overall space charge of the outgoing beam so that the spacecraft does not charge itself up. To deal with this problem NASAs Deep Space 1 probe is testing a new type of ion thruster. The following description of DS-1s ion thrusters is from the official DS-1 Website: â€Å"Its ion propulsion system (IPS) utilizes a hollow cathode to produce electrons, used to ionize xenon. The Xe+ is electrostatically accelerated through a potential of up to 1280 V and emitted from the 30-cm thruster through a molybdenum grid. A separate electron beam is emitted to produce a neutral plasma beam. The power-processing unit (PPU) of the IPS can accept as much as 2.5 kW, corresponding to a peak thruster operating power of 2.3 kW and a thrust of 92 m N. Throttling is achieved by balancing thruster and Xe feed system parameters at lower power levels, and at the lowest thruster power, 500 W, the thrust is 20 m N. The specific impulse decreases from 3100 s at high power to 1900 s at the minimum throttle level. (De Felice, 1999)† Mostly, IDP is being used in aerospace application. Here are a couple of simple examples. Deep Space 1 which is a spacecraft of the NASA New Millennium Program dedicated to testing a payload of advanced, high risk technologies.Also it is the first spacecraft which used ion drive propulsion. Hayabusa which is an unmanned spacecraft developed by the Japan Aerospace Exploration Agency (JAXA) to return a sample of material from a small near-Earth asteroid named 25143 Itokawa to Earth for further analysis and used xenon ion engines Dawm which is a space probe launched by NASA on September 27, 2007, to study the two most massive objects of the asteroid belt–the protoplanet Vesta and the dwarf planet Ceres. It is the first NASA exploratory mission to use ion propulsion to enter orbits. There are three advantages of Ion Drive Propulsion which can probably explain why IDP is being used. First, it uses much less propellant than chemical rocketry so it may promise better reliability and simplicity than chemical rocketry or, from another perspective, it gets much more mileage out of a given quantity of propellant. Third, it could use 100% lunar or asteroid derived propellant. IDP can push a spacecraft up to about ten times as fast as chemical propulsion comparing IDP with chemical propulsion under the circumstances which ion propulsion is appropriate for. To sum up, the ion propulsion systems efficient use of electrical power and fuel enables modern spacecraft to travel farther, and it is cheaper than any other propulsion technology currently available. Ion drive propulsion is currently used for main propulsion on deep space probes and for station keeping on communication satellites. Ion thrusters expel ions to create thrust and can provide higher spacecraft top speeds than any other rocket which is available currently. In addition, the top speed of ion drive propulsion is startling. By using the principle of relativity, a physical situation could be analyzed from any reference frame as long as it moves with some constant speed relative to a known inertial frame. As a function of the proper time Ï„ experienced on the rocket, the acceleration of the rocket is a (Ï„),in Newtonian mechanics there is a quantity which increases the way velocity called the rapidity of the rocket . The rapidity ÃŽ ¸ will be ÃŽ ¸(Ï„)=∠« Ï„ 0 a(Ï„)dÏ„ The velocity is then v(Ï„)=tanhÃŽ ¸ . If a=g ,v(Ï„)=tanh(gÏ„) So if one year has passed on the rocket, the time on Earth will be tanh(1.05)=0.78C which means 78% of light. Since the limit of tanh is one as τ→∞, so the velocity of rocket will never get light speed. A more important limiting factor is the fuel. Fusion isnt a way around this because of E=mc^2 there is a limited energy can be calculate from a given mass of fuel. If a fraction (f) of the rocket is fuel, if all the fuel are burned, the momentum of the rocket will be ÃŽ ³m(1−f)ÃŽ ², with m the original mass. The conservation of momentum and energy give m=ÃŽ ³m(1−f)+E fuel 0=ÃŽ ³mÃŽ ²(1−f)+p fuel ÃŽ ²=−p fuel m−E fuel According the formulas and result shows that the fuel and rocket go opposite directions. To maximize ÃŽ ², make p fuel as large as possible and subject to a fixed E fuel so assume the fuel is massless with ÃŽ ² fuel =1 p fuel =−E fuel . ÃŽ ²=1−(1−f) 2 1+(1−f) 2 à £Ã¢â€š ¬Ã¢â€š ¬Ãƒ £Ã¢â€š ¬Ã¢â€š ¬ To sum up, even the fuel has 50% of the rockets original mass it just can get 3/5C. Researching in the area of ion propulsion is pushing the envelope of propulsion technology. To achieve higher power levels and speeds, longer durations advancements are being made. As new power sources become available, higher power thrusters will be developed that provide greater speed and more thrust. Nowadays, PPU and PMS technologies are being developed that will allow NASA to build lighter and more compact systems while increasing reliability. These technologies will allow humankind to explore the farthest reaches of our solar system also it will allow humankind to explore the farthest reaches which is out of our solar system. Work Cited List NASA:â€Å"New Millennium Program† http://nmp.jpl.nasa.gov/ds1/tech/ionpropfaq.html Lucian Dorneanu : â€Å"How Does Ion Drive Propulsion Work?† May 10th, 2007, 21:06 GMT http://news.softpedia.com/news/How-Does-Ion-Drive-Propulsion-Work-54439.shtml Permanent.com: â€Å"Electric Propulsion for Inter-Orbital Vehicles†Ã‚  http://www.permanent.com/space-transportation-electric.html Dennis Ward:â€Å"Electric(Ion)Propulsion†Ã‚  http://eo.ucar.edu/staff/dward/sao/fit/electric.htm

Geography of Barbados :: Essays Papers

GEOGRAPHY OF BARBADOS Barbados is the most windward, or eastern of all the Caribbean islands. It’s the only island of the Caribbean that lies before the sixty-degree lateral line. Pedro a Campus, who arrived there in 1536, first discovered it. Pedro a Campus was sailing for Portugal at the time of his discovery. Upon his arrival he concluded that the island was uninhabited. The island remained this way until it was settled by the English in the later Seventeenth Century. The shape of the island, is somewhat of an irregular triangle. The circumference Of the island is approximately fifty-five miles around, with a length of twenty-one miles and a width of thirteen miles. Its size is approximately two and a half times the size of Washington D. C. Coral Reefs line almost the entire coast of the island, and at some points, are up to three miles seaward. This creates problems with navigating to and from the island. The northeastern portion of the island contains heights of 1000 feet, while the southeastern part has sandy beaches which are protected by the coral reefs. The highest elevation is Mount Hillaby, which is 1147 feet above sea level at the center portion of the country. The rest of the island is relatively flat, but elevates as it rises to the Central Highlands. Scotland River is the principal river which runs through the island. Other rivers include Joe’s River and the Indian River, along with a handful of natural springs, mainly Haggat’s. The island has a tropical climate and it rarely falls below seventy degrees Fahrenheit. The months of June to October are generally considered the â€Å"rainy† season. The island only occasionally suffers from the wrath of hurricanes. Another natural disaster that the people of the island encounter is periodic landslides.