Jewish History Questions Assignment Example | Topics and Well Written Essays - 1000 words

Jewish History Questions - Assignment Example The second wave occurred during the pre-civil war through the nineteenth century, and it included the Jews who came from the central European the Ashkenazim. Ashkenazim is the ancient name in Hebrew that means Germany. Thirdly, it occurred between 1880 and early 1920s this migration was from Russia and some parts of Eastern Europe, the Jewish community increased in population, in America. Between the period of 1880 and 1900, at least 1.4 million had arrived, compared with those that were there in the period of 1800 to 1880. It is during this period that the Jewish and Judaism culture were established in America. The wave of migration ended in 1920 due to the legislation that restricted migration (Jerome 10). Question # 2 The Jews had the challenge of opportunity cost, which was much higher in America than in Europe. It was very costly to make every hour attendance in the synagogue and observation of home religion. People reduced their synagogue attendance time and activities on relig ious rituals. The American Jews had a reduced intensity of time in observing their religion, and many of them stopped to observe kashrut. It is good to find that the Hebrew Congregation of America Union, the America United Synagogue Union and the Union of the Orthodox were made in the late 19th century (Jerome 13). The unions continue to dominate the religious life of the Jews up to this day. Question # 3 The population of the Jews in America is concentrated to the northeast with 44 percent of them living in the region of Mid-Atlantic and England. The Jews from America tend to be much older than the general population. About 14 percent of the Jews are foreign-born, but in 1970, it was higher with 23 percent.  Jews from America worry much about intermarriage and their identification as Jews. It is believed that, in 1990, the rate of intermarriage increased by 50 percent. In the year 2000 to the year 2001, the percentage recorded for intermarriage was 47 percent (Jerome 18). This re cord shows that the rate of intermarriage is increasing at a great rate.  

Personal History and Home Background Essay Example | Topics and Well Written Essays - 1000 words

Personal History and Home Background - Essay Example I have a number of friends that I have made in the course of time. Most of them are back in UAE while I have some that I have been able to meet in my short course of study and living in America. I enjoy playing and watching football. My enthusiasm in business has emanated from my early days as a child where I made a great fortune from selling simple products in the neighbourhood. My aspiration is to build business empires that will provide employment and help me reach out my goals. I love engaging in charity; therefore, I will use the resources from my businesses to touch lives of other people. I am (Name), the name I acquired from my parents who thought that was the best name for me. I was born on 11th April 1996 in our rural home in Al Arrad. I grew up as an energetic person and very playful. My parents tell me that I was the comedian of the family. I come from a polygamous family and I am the sixth born in the entire family. My mother is the first wife and together with me, she has six children, two boys, and four girls. On the other hand, my father’s second wife has four children. I am the third born among from my mother. We have all lived in the same homestead since my father married his two wives. I have made several friends from different places, some of whom I have remained distant with while others remain very close despite geographical differences. My first genuine friend that I made was Noor, my stepmother’s child who is slightly younger than me. Before I joined a school, we could go out and play with Noor the whole day. Sometimes we went out even when we were told not to, this made us receive some punishment. However, we never relented in our engagements. In school, I meet several other pupils that I made friends with. In primary school, I had friends such as Shariff, Mustafa, and Khalif. I managed to make more friends from my neighbourhood, high school and now in a distant land of America.   I profess Muslim religion that emanates from the teachings that I received while still a very young person.     

Aluminium Wings Verses Composite And Future Wing Materials Engineering Essay

Aluminium Wings Verses Composite And Future Wing Materials Engineering Essay The comparison of the properties of the materials used in aluminium and composite wings and the advantages and disadvantages of which they both possess and make them suitable for use within the manufacture of wings. A discussion of future materials which have been developed and are suitable for the use in wings will also take place. Collected information came from appropriate websites and books. Aluminium is the widest used material for the manufacture of aircraft wings to date since the first time it was used in the 1920s. Now the use of composites is becoming greater utilized in the manufacturing of aircraft wings at present instead of traditional aluminium wings. This is mainly to do with the weight saving properties that composites can posse. Weight saving properties is just one of the advantages of composite materials, another can be stiffness, but there are also disadvantages to using composites compared to aluminium, such as if they get damaged they need replacing immediately unlike aluminium which is very tolerant to damage. Aluminium production and repair is also much easier than that of composites. Aluminium and composites both have their own advantages and disadvantages and their properties have to be taken into account before any material changes are made. Future developments will hopefully provide a material that which will provide sufficient advantages and mini mal disadvantages compared over composites or aluminium. This report will look at the Boeing 737, which features aluminium wings, and the Boeing 787 dreamliner, which incorporates composite wings, and refer to them for the comparison of the different properties and structures of the two wing types. It will look at each type of material found in a traditional aluminium aircraft wing structure at present and will go into depth about the use of composites in wings instead of aluminium at present and in the future. The types of composites used, as well as investigating whether the structure of the wing had to be altered to compensate for the different properties of the composites will be discussed. The strength and weight properties of each different type of aluminium and composites used in an aircraft wing will also be examined. Types of corrosion which occur on an aluminium wing, including the inspection and repair of it will also be included, as well as the inspection and repair of composite materials and the types of damage which can occur in composites, such as delamination. The cost of production and repair of composites compared to aluminium and aluminium alloys, as well as the weight saved resulting in lower running costs for the company will be examined. The collected information will then be compared and advantages and disadvantages of each type of wing will be produced. It will also look at future aircraft wing materials, such as the use of incorporating aluminium with composites, and if they will change the way aircraft looks at present. The different properties of the new materials will also be examined and compare to the properties of both aluminium and composite wings. An overall conclusion of all the main findings and collected information will also be given. Recommendations will also be given at this point. Methodology After deciding what the topic of the report was going to be about, the research undertaken would need to be relevant. The first part of the study was to find information about Aluminium wings and the materials and structures which made them. This part incorporated finding and recording relevant information from certain websites off the internet. Another source used was finding appropriate books which gave suitable information about the subject in hand. Finding information on composite materials and structures was carried out by the same method. Locating appropriate information about future aircraft wing materials was carried out only with the use of the internet. Findings Aluminium wings Types Aluminium (Al) has been used in aircraft since the 1920s due to it being lightweight while also being relatively strong. It is used over steel as aluminium is three times the density less then that off steel, this means that for the same density the aluminium would be three times thicker, resulting in it being much stronger. Aluminium is also has good corrosion resistance, which is an advantage as an aircraft is subject to all weather conditions. Nowadays aluminium is joined with other elements to change the properties of the metal, improving specific areas of it, creating an aluminium alloy. At the present time, Aluminium alloys make up a vast total of a commercial aircrafts unloaded weight. Alloys Adding different elements to aluminium improve different properties, for example adding zinc to aluminium will improve the strength of the material. The added zinc allows the aluminium to be heat treated, where the metal is heated and cooled which in turn changes the structure of the metal along with its properties. More than one element can be added at the same time resulting in different properties being produced from having the same main alloying element. Even tho some of the properties of the aluminium will improve, the alloying elements need to be correctly chosen as other properties within the metal will be sacrificed. Certain aluminium alloys are used in the manufacturing of aircraft wings, the types of aluminium alloys, along with where it is used, the elements which are used to create the alloy and the improved properties are listed in the table below. Al Alloy Area Used Elements (%) Properties 7178 Spars, Beams, upper wing skin Zinc, magnesium, copper High compressive strength to weight ratio 7055 Lower wing skin Zinc, magnesium, copper Improved stress corrosion and fatigue resistance 7075 Wing ribs zinc Improved stress corrosion cracking resistance, high mechanical properties 2024 Slats, flaps copper Good fatigue performance, fracture toughness, slow propagation rate The Boeing 777 also uses the aluminium alloy 7055 due to it having a greater compressive strength than other alloys that had been tried before. Due to this, it was able to be used in the manufacture of parts of the wing, in the stringers and the upper wing skin. Corrosion Even though Aluminium has good corrosion resistance, it is still susceptible to corrosion. Aluminium is somewhat protected from corrosion as an aluminium oxide film forms on the surface. This is due to the aluminium being protected from additional oxidation by the existing aluminium oxide film. Minimal corrosion, such as light surface or small pitting corrosion, does not normally cause a problem to the metal. Heavier corrosion occurring in metals used on aircraft is not wanted as it can lead to a weakening in the structural rigidity of the metal. If this is not rectified it can lead to a structural failure within part of the aircraft. Corrosion can occur in many different forms, which include pitting, intergranular, and galvanic corrosion. Pitting This is one of the main types of corrosion which occurs on an aircrafts wing. This type of corrosion is a localised type and starts on the surface of a metal, whether it is on the skin panels of the aircraft or within the aircraft itself. It works its way through the surface protection of the metal, and then penetrates its way further into the metal creating a hole within the metal itself. Due to metals have different mechanical and chemical properties, when pitting corrosion occurs, the pits created will be different from one metal to another, as shown in on the right. This hole decreases the strength of the metal due to the grain damage caused by the pitting corrosion.pitting_shape.gif Detection One way of detecting certain corrosion is by using x-rays or gamma rays to take a picture of the piece of metal suspected of having corrosion. Once the picture is developed, it is clear to see where the corrosion, such as pitting, is taking place in the metal, as it produced a darker spot on the film. This is due to less of the radiation being absorbed where the corrosion is taking place. If pitting corrosion is taking place, the image can be used also to establish the depth of the pit within the metal. Another way of determining whether pitting corrosion has occurred on a piece of metal is by the use of Eddy currents. This type of non-destructive testing uses magnetic fields, where the metal object being tested is placed. The magnetic field is produced by putting an alternating current through a coil. An alternation in the back EMF (Electromotive force) occurs when the eddy current gets disturbed by a pit in the metal. This alternation is amplified so it can be seen as an image or heard as a sound by the operator. Prevention There are lots of ways to try and prevent corrosion from occurring. One method is to uses surface treatments which protect the surface of the metal, therefore reducing the chance of corrosion and painting the metal surface can also prevent corrosion as no air or moisture can tough the metal. The use of cathodic protection can also prevent corrosion. Composites The use of composites within aircrafts is a relatively new concept. They were first introduced in the 1980s in secondary aircraft components, such as wing leading and trailing edges, and then as more composites were produced they made their way into larger structures in the 1990s. The Boeing 787 dreamliner tries to make the fullest use out of composite materials that is possible. Around 50% of the full aircraft, including several parts of the wings are manufactured using composites. The rest is manufactured using other materials, such as aluminium, which incorporate properties which at the present cannot be bettered by composites. At the moment composites are used mainly on non structural parts of the wings, and are used on parts such as the wings skins and the flaps. The great attraction for airline industries to use composites within the manufacture of their aircraft is because composites can be strong, and at the same time be lightweight. This means that heavier metals can be replaced with lighter weight composites which have the same strength. This causes the overall weight of the aircraft to decrease, resulting in a more fuel efficient aircraft as less fuel is needed to be burned to move the aircraft. This is an advantage to an airline company as it would result in lower running costs for that aircraft. Costs in manufacturing were also managed to be reduced as during assembly, a smaller quantity of fasteners were needed and there were also a smaller amount of parts required to construct the component. Composites do have disadvantages compared to metals for use within aircraft. One of these is that damage to composites can be difficult to see. Another is due to the fact that composites do not conduct electricity which may cause a problem if the aircraft is struck by lightning. These have also been concerns regarding the safety of the use of composites if there was a crash. Make up Composites are made up by joining together two or more materials which creates a material with improved properties compared to that of both original materials. Composites are made up of a matrix, which is a resin which joins together with a reinforcing material, which is a fibre. There are different types of reinforcing fibre and matrix which individually have different properties and need to be carefully chosen to make sure that they will be suitable for their purpose within the aircraft if chosen. The most commonly used reinforcing fibre used in aircraft is Kevlar. This is due to it having the greatest impact resistance and tensile strength compared to all other reinforcing materials while still being reasonably light. Types Carbon fibre reinforced plastic is the composite used within the manufacture of the Boeing 787 aircraft wing. This composite is used as it has lightweight qualities while also being very strong, and can have the equivalent strength to steel. It is manufactured using carbon fibre as the reinforcing fibre and the matrix is usually epoxy. Damage One of the main disadvantages with the use of composites is the difficulty to tell if damage has occurred within it, this can be known as barely visible damage. This is due to the way in which the composite structure is manufactured and that the majority of the damage will occur behind the surface. The surface of the composite may only seem to have a small bit of damage, such as a bit of scratched paintwork, while behind it the inside of the structure has been badly damaged. Delamination can happen due to moisture being able to go through the surface of the composite. If this moisture freezes, which can occur at high altitudes, it will start to force the layers of the composites apart. This could continue to occur if undetected causing serious damage to the composite structure. Fibre damage, where the fibres within the reinforcing material break, and matrix damage, where the matrix splits, may also occur if there is damage to the composite. Inspection There are several ways of testing for damage to composites. The simplest one of these is tap testing. This is where the surface of the composite is tapped using either a light hammer or a coin. An area of which is undamaged will make a ringing sound where as a duller note will be heard if the area is damaged. A more accurate version of this method can be had with the use of an electronic tap tester. Other methods of detecting damage are with the use of ultrasonic or x-ray machines. All these forms of testing are known as non destructive testing. This is due to no damage is needed to be made to the component getting tested by any of these methods. Repair Unlike Aluminium which can withstand damage and still be useable, composites when damaged have to be either repaired or replaced immediately. Repairing a composite panel is considerably more difficult than repairing an aluminium panel. This means that the repair will take a longer time in comparison, and will mean that the aircraft will be out of service longer. The cost of the materials to replace the damaged part is also more expensive, and may not be available at the airport where the damage is detected. Special training for working with composites may also be needed, resulting in even greater costs for the airline operator. Lightning Strikes The use of metal wing skins meant that if there was a lightning strike on the aircraft, it would be dispersed over the whole body of the aircraft and would dissipate at the end of the wings, through static dischargers, due to its conductive nature. The problem with the use of some composites as a wing skin is that they are considerable less conductive compared to a metal wing skin. Therefore, this could lead to damage occurring to the composite panel as the intensity of the lightning strike would be concentrated on the spot it hit as there would be no way for the energy to disperse due to the non conductive nature of the composite. The main danger of this is that the energy of the lightning bolt may be able to penetrate through the surface of the skin enough to produce a spark inside the wings where the fuel tanks are. This spark could cause the fuel vapour within the tanks to ignite, causing an explosion within the wing. Boeing have created several ways to prevent this scenario from occurring within their 787 dreamliner. The main method is having a thin metal mesh on the outside of the composite. This causes the composite skin panel to act in the same way as the metal one, and disperse the energy of the lightning strike over the whole surface of the aircraft. They also make sure that each fastener holding the composite skin panel to the wing structure is tightly fitting, preventing sparking from occurring between the spaces. Edge sealant will also be used to make sure there are no gaps present, and can be of either a glass fibre or goop. The use of a nitrogen generating system will be used to add nitrogen into the fuel tank, which will mix with the fuel vapours creating a safer non-flammable mixture should a spark occur. Future Materials New materials are continually being created by the aviation industry to try and lighten their aircrafts, and thus making them more appealing to airline operators. There has been increased competition to try and make composite materials which can be used throughout an aircraft. Other manufacturers are looking for slightly different ways to improve on materials that are available at present, with the use of shape memory alloys. Composite Spar Al/Composite The continued development of composites has lead to the creation of a material which incorporates both aluminium and composite. This material would be ideal for the use in aircraft wings due to several properties in which it possesses. The main one being that it is virtually fully resistant to metal fatigue. Metal fatigue comes about due to the cyclic loading of material. This will lead to a failure of the metal after a crack starts within the component then increases in size. This is relevant in aircraft wings as they experience cyclic loading as the lift generated by them changes during flight, such as take off and during patches of turbulence. Compared to the manufacturing costs of composites, the manufacturing costs of this material are significantly lower. As well as this, repairs to damaged sections are more straightforward compared to composites, which reduce the cost. The strength properties in which this material holds are greater than the composites which are used in aircraft wings at the present time. The most noticeable being the Boeing 787 which incorporates carbon fibre reinforced plastic. Due to this increased strength, the thickness of the material needed can be reduced and this can lead to a weight saving of around twenty percent, which is equivalent of between 600 to 800kg. This reduction in weight will cause a reduction in fuel use, along with the reduction in maintenance cost will reduced the overall running costs imposed on the airline operator. Morphing wing Shape memory alloys have existed for a reasonable long time, but it is only recently in which it has found a purpose within the airline industry. The use of shape memory alloys within the manufacture of aircraft wings is being looked at to improve the efficiency of the wing. This would happen as the flight crew would be able to change the shape of parts of the wing during different flight operations. There has been research into the development of a fully morphing wing and also that of a morphing winglet. Both of these ideas would lead to several advantages, but there are also disadvantages of the use of shape memory alloys. The main advantage of this material is that it can remember its shape after being deformed. When the material has been deformed, if the material is then heated to a certain temperature it will return to original shape. These materials also incorporate the property of Pseudo elasticity, which is super elasticity. This is when if the alloy is subjected to load it will stretch and change form. The load imposed on the material will then be absorbed, and it will return to its original form and shape. Shape memory alloys, such as Nickel Titanium, can be polished to give very smooth finishes resulting in a reduction in drag as the air flows over it. There are disadvantages which hold up the development of shape memory alloys, which include the difficulty and the cost of manufacture. The main problem with the use of this material in aircraft wings is that it does not have very good fatigue properties, which one needs. A shape memory alloy is manufactured to the shape in which it will take when heat is applied to it. As the reactivity of titanium is high, the use of a vacuum during manufacture is common. Hot working is one of the methods used to create these types of alloy and is where the material is heated up to temperatures of 900oc and then shaped. Cold working is another method that can also be used, but comes with the disadvantage that the material need constant heat treatment due to work hardening occurring. The use of this material in winglets would allow the winglets to change shape depending on the flight conditions such as the relative airspeed of the aircraft. This would allow them to have the most efficient angle between them and the wing. A reduction in wing vortices would then be able to occur over each flight operation. The drag experience on the aircraft at each point would be minimised, in turn reducing the fuel consumption of the aircraft as less thrust is required to move the aircraft would decrease. The idea of the winglets flattening out during takeoff and landing is also being examined as the wing would produce more lift at the slower speeds. This means there would be a reduction of noise generated from the engines as less thrust would be required. Constructing a wing out of smart alloy materials has been look at as it could lead to several advantageous properties, such as weight saving and reduction in drag. This means that the wing could change shape during flight operations to make them more efficient. The wing surface would be continuous as there would be no gaps in between flap and the surface would be smoother as there would be fewer rivets needed. This would result in a reduction of drag generated from the surface of the wing. A reduction in weight could be seen from the removal of the hydraulic system needed to move the control surfaces of the wing at present. There has also been investigation into using the shape memory alloy for use in just the leading and trailing edges as a replacement for the traditional metal flaps. The overall result of using shape memory alloys to replace traditional wings would be better fuel consumption as there would be a reduction of drag and weight. Discussion Conclusion I recommend that there should be a continued development of composites within the airline sector. This will lead to the manufacture of composites which are strong enough to be used on the main structural parts of the wings, and which could also be used on other components of the aircraft. The more widely use of composites would also lead to a reduction of weight of the aircraft, making them more fuel efficient and more environmentally friendly. This would also be an advantage for the airline company as there would be a reduction in the amount of fuel needed resulting in reduced running costs.

Desertification :: essays research papers

Essay: What is desertification, where is it found, and what are the causes? Desertification is the process by which land dries up eventually over time and the land turning to desert. This is common in Africa where most of the terrain is a desert. It is believed that the Sahara desert was once fertile ground but now it is dried up. Sand as far as the eye can see and very little rainfall occurs in this region. About 2500 B.C., the climate of the Sahara changed. Africa was once a fertile plain but where the Sahara lies was once a fertile plain capable of harvesting foods nearly anytime of year due to the warm weather. But it slowly dried up. As the land became parched, the desert spread. The process of desertification devours thousands of acres of cropland and pastureland each year. As the region dried the people retreated. With no water and little food the land became inhabitable. Most people migrated south towards the marshlands and the savannah. It is believed on of the causes of the Sahara is due to over harvesting of crops. It is believed that the Paleolithic people had learned how to cultivate in the Nile valley then spread out and established permanent villages. Archeologist say quite a few of the villages existed on the Sahara. Due to the farming over many years the land dried up due to the lack of minerals and lack of water. The Bantu is what is believed to be the remnants of those who use to farm in the Sahara region. And archeologists have been able to track their migration by studying their language patterns. The Bantu were originally nomadic herders who traveled throughout Africa caring for their flock.

Learning Team Skills Assessment Paper and Matrix

Learning Team Skills Assessment Paper and Matrix Team A is made up of skilled individuals. The team is researching business ideas for a consulting firm. The team’s plan is to review the members’ strengths and weaknesses and evaluate what type of consulting firm would best suited for the qualities of the team members. In addition, Team A will review the opportunities and qualifications the team believes are required to strengthen the management team and company. Team A believes the general management skills and the strengths of the partners will provide the team with advantage and opportunities to convince potential customers that the team has the necessary skills to be successful. Team Skills Summary/Analysis The pool of individuals who will develop this organization is comprised of dynamic talent and energy. Every corporate officer has obtained a college degree in business administration demonstrating discipline and motivation. Within experiential categories, which are characterized by skills and strengths, the team brings together qualities that complement and build on those of other members. The skills are comprised of management level proficiency within accounting, employee development, human resources, business law, computers and information processing, marketing, and E-business. Strengths are centered on personal relations within human resources and organizational competence. These skills and strengths will combine well to develop a consulting firm that will uphold our team commitment to our client providing the best-qualified candidates to meet and exceed their requirements and expectations. Consulting Firm Options for Team A Medical Staff / Personnel Consulting Two of Team A’s members have work experience in the medical field which would benefit a Team decision to pursue a firm to provide consultation for medical staff or personnel. Kellie Wolinski currently works for the United Health Group as a Territory Developer. Kellie’s job function involves educating providers, facilities, and senior groups about Medicare Plan Options that will provide the consulting background for our medical staffing and personnel-consulting firm. Mary Ann Senatore is currently employed at JFK Medical Center as Resource Coordinator of Cardiovascular Services, allowing er to assume the administrative role for payroll, purchasing, and human resource functions. Performing the function of medical staff or personnel consultation would require identifying and recruiting candidates for employment. Team A could use knowledge of industry needs to help fill essential positions in the medical field. The consulting company would develop a database of professional s able to fill clients’ needs. Team A would provide background checks, accreditation checks, and confirm any specialized training or certification prior placing professionals in the database. Professionals in the system would be encouraged to pursue advanced training in specialized fields to meet the demand of the firm’s clients. Team A would provide the professionals with resume services, coaching through the interview process, salary negotiations, and provide relocation assistance services. Internet Advertising/Marketing Consulting Tracy Schneider has experience working with Internet marketing through work experience with her own business. Team A could use Tracy’s experience and educational background of the team’s members to start an Internet marketing consultation firm. The goals of the firm would be to help clients attract, retain, and convert Internet traffic into viable business leads. The firm would provide Internet public relations, brand management, and product reputation management. Jessica Mazakas marketing skills will be an asset in obtaining and retaining clients. The firm would work with clients to identify individual target markets and establish business goals by combining off line and online business activities. Proper branding and brand recognition services retain consumers through brand loyalty initiatives. Broadcasting Technology Consulting Team A is also considering consultation services in the field of broadcast technology and online training programs for broadcasting professionals. Team A’s members could apply experience from the online training environment at the University of Phoenix to the online training needs of this sector. Ryan Bierbaum’s experience in gaming networks may be beneficial to the inner workings required for broadcasting technology. The firm could also provide consultation and project management for system integrations and technology system upgrades by collaborating with product suppliers. One other area of interest is the design of content specific software design technologies. Plans to Develop Skills As indicated, Team A has a diverse mixture of skills. Each team member has identified his or her own strengths, skills, and weaknesses. Through our combined strengths, we will be able to provide our clients with the services they require. Our weaknesses will allow those team members to benefit, learn, and grow through other member’s strengths. This complement of skills allows us able to move forward with our consulting firm.

Analyse the Importance of Supporting Resilience in Children and Young People.

Analyse The Importance Of Supporting Resilience In Children And Young People. Resilience is about being independent, standing on your own two feet or taking back the power. It is important because it can help reverse some of the effects that bullying can have on children and young people. It is also a life skill and will be useful to a child in many areas of life, it will give them confidence not only to stand up for themselves but also to champion the rights of others, it can help to increase the child’s value in themselves and helps to promote and restore self-esteem. It can prevent children taking more drastic action like self harming or suicide and can send a message to the bullies that what they’re doing is not working. If children are resilient they will be able to cope better with problems, they will have better health and they will be happier and more fulfilled. They will also be less likely to develop emotional problems like depression or anxiety To get children to become resilient – to rely on themselves, they've got to believe that they are capable of doing this – how can adults help them? PSE – adults have got to take children seriously, listen to them, make them feel that they are important, encourage children to try things out for themselves (you start with young children, by being close by, so they know there is an adult there if they need them – this often gives them more confidence to try things). You praise and encourage and praise, if they say things such ‘I can't do it, or it's wrong again' when completing a jigsaw, you encourage them by saying they aren't doing anything wrong they are trying/practising; you can tell them when you learnt knitting/cooking/skiing you had to try many times until you could do something. You help build children's confidence, self-esteem and self-image – having those will help anyone (of whatever age) and build up resilience to try things out, not give in or up, learn that it's perfectly normal to try some things often before they have accomplished something, but not worrying if they don't don't succeed in everything. You can help by talking at circle time of something that you are not so good at i. e. every time I try and grow a plant it dies, and finish off with – but I'm very good at washing my car and making it shine like new. ead stories of resilience i. e. Jack and the beanstalk. Adults can help in the manner we deal and speak with them. You can see children who are learning resilience when they have a minor accident – some mothers may say ‘Never mind, let's give it a magic rub/kiss better' and they run off again, some rub their own leg as an adult asks them if they are alright, ‘Yes' they say and run off with their friends. Some mothers rush over and make a fuss, the child responds by howling even if they only brushed against a bush, and this often becomes the learned behaviour. Each time the child howls, the mother runs over – it doesn't have to be something ‘big' – but the child is totally dependent on its parent. The adult in this case is not doing their child any good by being overly attentive – their child is not building up independence or resilience. Children who are helped to build up good resilience are able to cope with change much better – transitions – going up to school, becoming more independent in seeing to their own needs. They feel good within their own skin – and feel more able to attempt things. So children eed us to accept them for whom they are loving them and making them feel special and appreciated/important Helping them achieve success by not having too great an expectation of them and praising them Helping them to see that failed attempts are normal for us all – we are just practising/trying Giving children a little responsibility – perhaps being in charge of something â⠂¬â€œ helping to tidy up or something they like to help with and/or able to do. Teaching them how to behave to others that promotes their behaviour and dispositions Teach children to solve problems and make decisions Try and think of some activities where they could achieve any of the above – i. e. preparing and making their own snack – making sandwiches – getting everything ready, choosing the filling and making it. Doing something from start to finish will give them a sense of achievement. Resilience is something that needs to be built up in layers. Some children may have a better disposition/character that may make them gain resilience a little easier, for those that don't have such an ‘easy' nature, they may need a little more help to gain pse skills to help them build up their resilience.