The Definition of an Organization Essay Example | Topics and Well Written Essays - 2500 words

The Definition of an Organization - Essay Example The researcher states that goals are specific, measurable and timely targets that each organization has put forward to improve its status quo. In order to realize the mission, vision, and goals, it is vital that all the stakeholders work as a team. The management ensures that every employee understands the goals clearly and that each is working towards their realization. The shared mission, vision, and goal are achieved through monitoring and evaluation. The management has a role of monitoring the performance of every employee in an effort to know whether they are working in the right direction. Any activity that employees engage in must be geared towards the achievement of the organization’s goals. With the shared vision, mission, and goals, an organization is able to avoid confusion and conflicts. It also fosters discipline in the workplace and providing employees with a sense of direction. Through evaluation, goals could be readjusted when it is determined that they are not in line with the mission and vision of an organization. The management may measure the performance of an organization from time to time in order to know whether the goals have been achieved, and make any necessary recommendations. With the shared vision, mission, and goals, many organizations ensure that decision-making process is inclusive in nature. The relevant internal and external stakeholders are included in the decision-making processes. Allowing all the relevant stakeholders to take part in the decision-making processes has been associated with the reduction of conflicts in an organization. In his theory of change, Lewin indicated that lack of inclusiveness in decision-making was the major cause of resistance to change. The stakeholders have a right to know the changes that the management seeks to introduce and their importance. In most cases, resistance to change is caused by the fear of unknown, and vested interests.

Neo-Nazis :: essays research papers

Neo-Nazis When three bombs exploded in London in Spring 1999, targeting the capital’s black, Asian and gay communities, the threat of Neo-Nazi terrorism finally seemed to have become a reality. The Neo Nazis who are more commonly know by the term "Skin Heads,† are a growing force in hate groups. The German police put the number of active neo-Nazis at 47,000, a 4.5 per cent increase on the previous year. There hatred of Hispanics, Jews, Blacks, and others are now the fastest growing force in America. The younger kids usually do the Skin Head movement. These kids are drawn to the Aryan Nations and Neo Nazis by the promise of free drugs, free booze, heavy metal music, ultimate freedom, and rebellion. Many of these kids stay because of family troubles at home and, like in a gang, feel like they have a family with the group and feel loved. Racism is a certain kind of prejudice, based on faulty reasoning and inflexible generalizations toward a specific group. The word Prejudice comes from the Latin noun praejudicium, which means a judgment based on previous decisions formed before the facts were known. If a person allows their prejudiced beliefs to block the progress of another, it is discrimination. Those who exclude all members of a race from certain types of employment, housing, political rights, educational opportunities, or a social interactions are guilty of racial discrimination. Race hatred, permitted to gain unlimited power, will be disastrous. The state - sponsored genocide perpetrated by Nazi Germany is an example of what happens when people who hate gain power. Hitler's extermination took the lives of six million human beings for no other reason than they were Jewish. It started in little ways, an ethnic joke, stereotyping that was never challenged, then restrictions, loss of jobs, loss of civil rights, loss of voting rights, and the loss of life. The reason why the Ku Klux Klan is separate from the Neo-Nazis and the Skinheads is because the Ku Klux Klan’s hatred and violence is aimed more towards blacks rather than the Neo- Nazis and the Skinheads, whose hatred is, aimed more towards the Jewish people. The Neo-Nazis, sometimes called White Aryan Resistance, is a group that follows under Adolph Hitler’s philosophies, which targets Jewish people. Unlike the Ku Klux Klan, the Skinheads do not join because they believe in the cause. Many join the "gang† to feel apart of something because they feel that they do not belong anywhere else.

Ethiopian Orthodox Christian Religion Essay

Christianity, Islam, Judaism and Paganism are among the principal religions in Ethiopia. Yet, Ethiopia is a chiefly Christian nation whereby most of the Christians are Orthodox Tewahedo Christians (Merahi, 2002). Nevertheless, there are still Christians residing in the country who are either Roman Catholic or Protestant. The Ethiopian Orthodox Tewahedo Church is lead by a patriarch and is associated to the communion of the Armenian Orthodox Church, Malankara Orthodox Church of India, Coptic Orthodox Church, and the Syrian Orthodox Church. Christianity started in Ethiopia upon the arrival of the two Syrian Christians named Frumentius and Aedissius (Meinardus, 2006). They went to Aksum and began to inform people about the Christian faith and Jesus Christ. The two had also persuaded King Ezana, who was the ruler of Aksum during the early fourth century. They became successful in converting the king to become Christian. As a result, the king officially declared Christianity as the chief religion in the entire kingdom in 341 AD. Afterwards, he commanded Frumentius to proceed to Alexandria where he was sanctified bishop having the name of Abba Selama in 346 AD. Frumentius then went back to Ethiopia and was hailed as its first bishop and established the first Ethiopian Church (Meinardus, 2006). With the institution of the Christianity in whole kingdom, Ethiopia became a dominant Christian empire until the fifteenth century. Discussion Ethiopian Orthodox Church is considered as the primordial of all Eastern Christianities though the Armenian Orthodox Church is also termed as the oldest strand of Christianity (Yesehaq, 1997). There are, at any rate, three distinct organizations of Tewahedo Church with their own governments in North America and Addis Ababa, Jerusalem, and even in Europe and Jamaica. Occasionally Ethiopian Orthodox Tewahedo Church is referred as Copic for the reason that until before the fifties the leader of Ethiopian Church was chosen from Egypt and this custom was modified when Haile Sellassie ascended the throne (Merahi, 2002). The doctrine of the Ethiopian Orthodox Tewahedo Church is broader than any other Christian associations. The Ethiopian more contracted Old Testament doctrine is consisted of the books included in the Septuagint and recognized by other Orthodox Christians (besides Enoch, Jubilees, 1 Esdras and 2 Esdras, 3 books of Maccabees, and Psalm 151) (Yesehaq, 1997). Nonetheless, the three books of the Maccabees are indistinguishable in label only and rather various in substance from those of the other Christian churches which contained them. The arrangement of the other books is quite diverse from other groups’, in addition. The Church, moreover, has, to some extent, an imprecise wider doctrine that is comprised of more books (Meinardus, 2006). All contemporary written bibles confine themselves to the more contracted canon. Prior to the revolution, there were many Ethiopian clergy since Orthodoxy is generally bestowed in frugal order. Some say that all through the Red Terror, which began in 1975 and lasted for three years, over 200 thousands priests were put to death in Ethiopia. The Ethiopian Orthodox priest is the greatest expression of the distinction involving Western and Eastern Christianity. The Ethiopian Orthodoxy claims that there is only one nature of Christ and such is entirely celestial (Yesehaq, 1997). In effect, the Orthodoxy established to realities, the Material reality, which belong to man; and Celestial or Divine reality, which belong to God. Alongside with the Roman Catholic doctrine and principles, the Ethiopian Orthodoxy does not admit the concept of purgatory and argues that there is only Heaven and hell. Another difference in terms of the history of Christianity in the Roman Catholic Church and the Ethiopian Orthodox Church is that, the latter directly moves away from the earthy matters such as social and political spheres (Marsh, 2004). The Ethiopian Orthodoxy is only concerned about spiritual upbringing and nothing more which is in opposition with how the Roman Catholic Church influenced the founding of the earliest form of government. The Ethiopian Orthodoxy, on the other hand, has been disparaged for its passive character when it comes to politics and government. However, the separation among the social and divine concerns or aspects is an inherent theory and not merely an issue of stratagem and diplomacy. The sole character of Christ is to give emphasis to the idea that there are two realities founded on diverse doctrines (Merahi, 2002). The Orthodox iconography refused to accept the amendment of the art breakthroughs through realism, together with the third dimension point of view. The Orthodox artists believed that God’s time and space are prearranged in a different way from man’s reality (Yesehaq, 1997). The well-known upturned point of view in symbols expressed their consideration that in beatific reality the distant is close and the close is distant. There are various corollaries of the Ethiopian Orthodoxy belief on religion, including the notion of Trinity as well as the philosophy of history. The division between the Western Church and the Orthodox Church is not just about historical such as the thousand years of the Byzantine Empire (Marsh, 2004). However, such is a theological as well as philosophical in thought. There is no way that the Orthodox Church would admit the concept of evolution as how the Catholic Church, in a way, accepts it. In an analysis, there is very modest development entrenched in the Orthodox mindset which is predominantly observed in the Ethiopian Orthodoxy. As how the Orthodox Church expressed the principle, man does not progress gradually. But what is more appropriate to say is that man reaches his full transformation through God’s radical character which He uses to make us updated in every way it may serve for us. In this line of thinking that the Ethiopian Orthodoxy and the Protestant thought are the same (Marsh, 2004). The two regard the role of the Church as one’s personal institution and not merely a social establishment. Having this Orthodox character, the Ethiopian Christianity, on no account, had full-blown â€Å"holy wars† and had been more predisposed to missionary activities (Meinardus, 2006). The Ethiopian Orthodox Church co-existed with various leaders and administrations, lived alongside with pagans and Muslims and had no record of rectification or â€Å"religious wars† as how the Western Christianity underwent (Marsh, 2004). Summary To sum up, the Ethiopian Orthodox (Tewahedo) Christian religion has been regarded as one of the most foremost strands of the Christian religion. Though many of its features as well as its character have an enlarged difference in relation with other strands of Christianity such as the Roman Catholic Church and the Protestantism, it still goes with the principle of one all-powerful and absolute God. The great differences revealed between the Western Christianity and the Eastern Christianity are said to be observed in the entirety of the Ethiopian Orthodoxy. While the Western Christianity is hailed as one of the foundations of government primarily in the European regions, the Eastern Christianity, particularly the Ethiopian Orthodoxy, remained distant with the workings of politics and societal affairs. The Orthodoxy reveals itself as a religious organization which holds no concern on political activities in opposition with how the Western Christianity does. For the Ethiopian Orthodoxy, religion is something which is very personal. With this, Ethiopian Orthodoxy lasted for so may years surpassing other religious associations without undergoing intricate changes and amendments.

Inequality in Aviation Law - Free Essay Example

Sample details Pages: 7 Words: 2180 Downloads: 3 Date added: 2017/06/26 Category Law Essay Type Research paper Level High school Tags: Inequality Essay Did you like this example? Research Proposal: 1. Title: Legal and institutional obstacles to international commercial aviation cargo claims against shippers, consignees and parties claiming under their title. 2. Background and outline of the research problem: The fact that the exchange of goods and services is an important aspect of human life is beyond controversy; that activity dates back to history as attested by à ¢Ã¢â€š ¬Ã…“trade by barterà ¢Ã¢â€š ¬Ã‚  during the stone ages; in modern times, countries of the world are not equally endowed with human and natural resources, more importantly, the economic principle espoused by comparative advantage on one hand, the free market economy and globalization on the other, has made international trade and inter-governmental commercial transactions, an indispensable aspect of human life. The aviation industry could aptly be described as the à ¢Ã¢â€š ¬Ã…“gate-way to the global economyà ¢Ã¢â€š ¬Ã‚  due to the value and volum e of goods carried by air which accounts for a sizeable bulk of trade and commerce between nations of the world. To lend credence to the above assertion, it is necessary to emphasize the fact that Trade and Commerce have become internationalized which of course makes carriage of goods by air, indispensable. The air transport industry plays a major role in world economy; the industry is fundamental for growth and development as well as a springboard for quality human life, a necessary element to maintain a smooth flow of air transportation in order to reap the immense benefits thereof, is to ensure equitable and a balanced terms of contract to the parties and stake holders involved in the global transaction. The extant inequality amongst the parties in aviation transportation transactions is the principal issue which this research sets out to critically examine. 3. Literature review and reasons for choosing the topic As highlighted above to the effect that comparative advant age and globalization has internationalized trade and commerce, carriage of goods by air is one of the veritable vehicle or conduit pipe towards the actualization of international trade, however, there are concerns across the globe regarding the almost insurmountable legal and institutional hurdles faced by cargo interests when cargo loss or damage arises; the multiplicity of the rules militating against successful cargo claims either by litigation or through Alternative Dispute Resolution methods are diverse, nay, various jurisdictions apply various rules embodied in the contract of air carriage. Though it is an unassailable fact that international trade is facilitated through aviation but there is no uniform rule regulating the global contract of air carriage, in effect, rather than have one rule applicable internationally, three carriage regimes namely the Warsaw, Guadalajara and Montreal as well as several amendments in the form of protocols are in operation depending on whic hever of the rule a cargo carrier chooses and which country has ratified any of the conventions; cargo interests thus have no choice than abide with the carriersà ¢Ã¢â€š ¬Ã¢â€ž ¢ choice, aside from above, many of the provisions of the afore stated carriage regimes were drafted in a way that present difficulties of judicial interpretation; be that as it may, the practical application of the rules concurrently had fettered and continue to do incalculable damages to free trade, this development in essence engenders uncertainty and prompts avoidable and needless litigations worldwide. It is on this note that this research intends to embark on a beneath-the-surface analysis of aviation cargo claims so as to bring to the fore the anomalous state of affairs, ipso facto, fill the knowledge interstitial and proceed to make recommendations which hopefully, would redress the myriad of shortcomings of the current global aviation law and practice. 4. Research questions In order to gain i nsight into the lopsided state of international air carriage laws, the following questions shall be investigated in the course of this research: What is aviation cargo claims, what warrants them, what is their nature, source, scope and complexities; why is the onerous burden of proof placed on cargo owners when all the time when damage or loss arises, cargo is not in their custody but in the custody of carrier, warehouse or port authorities; specifically, why is that before a cargo interest can validly institute a meritorious proceedings against the carrier for unlimited sum, he must prove fault on the part of the carrier ditto its servants or agents acting during and within the scope of their employment, what is à ¢Ã¢â€š ¬Ã…“documentationà ¢Ã¢â€š ¬Ã‚  à ¢Ã¢â€š ¬Ã…“long roomà ¢Ã¢â€š ¬Ã‚  à ¢Ã¢â€š ¬Ã…“demurrageà ¢Ã¢â€š ¬Ã‚  and à ¢Ã¢â€š ¬Ã…“port surchargeà ¢Ã¢â€š ¬Ã‚  in aviation transactions, does the foregoing concepts delay cargo shipping and delivery and do they add to the cost of aviation which are ultimately on-passed to hapless consumers and end users of goods transported via air, why is it that the carrier who is in position to weigh or measure cargo, issue air waybill and cargo receipt in that behalf but when dispute arises as to weight of cargo, the cargo owner is irreversibly obliged to prove the weight of the cargo, does the application of à ¢Ã¢â€š ¬Ã…“utmost good faithà ¢Ã¢â€š ¬Ã‚  principle in aviation insurance contracts engender a balanced relationship between the insurer and insured; what is proximate cause, it is settled law, that where there is a loss there is a claim, but does the practical application of restitio in integrum concept in aviation insurance really effective and in the best interest of cargo? What are obstacles to aviation cargo claims, does obstacles to aviation cargo claims inhibits trade between persons, organizations and nation-states and if the answer is in the affirmative, what efforts are b eing made internationally to achieve a uniform rule with respect to mitigating the negative effect of obstacles to aviation cargo claims on international trade and commerce, what is à ¢Ã¢â€š ¬Ã…“carriersà ¢Ã¢â€š ¬Ã¢â€ž ¢ limitation of liabilityà ¢Ã¢â€š ¬Ã‚  and à ¢Ã¢â€š ¬Ã…“package limitationà ¢Ã¢â€š ¬Ã‚  and in whose interest were they inserted into contract of air carriage and what is their effect on cargo interest, why is that the conventions did not prescribe a specific form for à ¢Ã¢â€š ¬Ã…“declaration of special interestà ¢Ã¢â€š ¬Ã‚  with respect to value of cargo, why is that if à ¢Ã¢â€š ¬Ã…“declaration of special interestà ¢Ã¢â€š ¬Ã‚  is made orally it is invalid, if entered in any other space aside from the designated place on the waybill, it is a nullity, why is that a declaration lawfully made which is unlikely to be seen by the carrier because it appears in an odd place in the waybill authored and issued by the carrier is invalid, what is forum non c onvenience, ditto à ¢Ã¢â€š ¬Ã…“considerable deferenceà ¢Ã¢â€š ¬Ã‚  à ¢Ã¢â€š ¬Ã…“private interest factorsà ¢Ã¢â€š ¬Ã‚  and à ¢Ã¢â€š ¬Ã…“public interest factorsà ¢Ã¢â€š ¬Ã‚ ? When a cargo claim arises, which of the extant regimes governs the cause of action and who has the right or title to initiate aviation claims and on whom does the burden of liability for loss or damage to cargo rests, what is the length of time allowed to initiate aviation cargo claims; is there uniformity in the time frame allowed internationally, is the said time length equitable or justified in all circumstances warranting their continued imposition, and have they improved or worsen the economic and socio well-being of cargo interests; why is it that there is imposition of à ¢Ã¢â€š ¬Ã…“notice periodà ¢Ã¢â€š ¬Ã‚  on cargo interest within which to file cargo claims, the expiry of which said notice period, a suit contemplated by cargo interest no matter how meritorious, becomes statute barr ed, what is the use of notice period, what is their purpose or utility in aviation transactions, do they frustrate genuine cargo claims and do they deny litigants of their constitutional right of access to courts, why is the economic loss occasioned by delay of aircrafts is almost foreclosed to claims, is this the law or custom and practice and for whose benefit is this clause inserted into air carriage contracts? Are there other dispute resolution mechanisms aside from litigation to resolve aviation cargo claims; if so, are the said mechanisms equitable and justifiable in all circumstances, and why is that the conventions governing air carriage did not expressly accord recognition to the settlement of disputes between cargo interests and carriers by arbitration and yet prescribed arbitration of disputes between carriers, what is the meaning of à ¢Ã¢â€š ¬Ã…“exclusive jurisdiction clauseà ¢Ã¢â€š ¬Ã‚  and à ¢Ã¢â€š ¬Ã…“choice of location for Arbitration sole determination by the carrier,à ¢Ã¢â€š ¬Ã‚  does the right of access to court of choice by cargo interest or Arbitration hampered by à ¢Ã¢â€š ¬Ã…“exclusive jurisdiction clauseà ¢Ã¢â€š ¬Ã‚  and à ¢Ã¢â€š ¬Ã…“unilateral choice of location for Arbitration by the carrierà ¢Ã¢â€š ¬Ã‚ , does enforcement of arbitration clauses in support of air waybill go against third parties claiming under the title of shippers and consignees especially where there are sub-bailment to which the concerned shipper or consignee is not a party ab initio, given the conflicting provisions of the conventions, could a plaintiff recover court costs, interests and other incidental expenses of litigation from a carrier and does the time tested doctrine of law: verba fortius acci piuntur contra proferentem apply to aviation cases? 5. Research design The research is non-empirical; it shall be based on conceptual analysis and the review of relevant literature; and aviation trade by its nature being a cross jurisdictio nal transaction, the study shall majorly be premised on comparative and critical analysis of established legal principles, rules and doctrines. 6. Research methodology Qualitative research approach shall be used the research being a non-empirical one; for the requisite data and information, Conventions, Treaties, Case Law Reports, Journals, Internet, Articles, Historical records, and Textbooks on Aviation Law and global trade shall be used. The contents of the above materials shall be subjected to critical analysis. 7. Structure of Thesis Chapters Chapter 1 : Introduction Chapter 2 : Obstacles arising from carriersà ¢Ã¢â€š ¬Ã¢â€ž ¢ acts Chapter 3 : Obstacles attributable to airport authorities, warehouses, cargo custodians etc Chapter 4 : Obstacles posed by insurance companies for shippersà ¢Ã¢â€š ¬Ã¢â€ž ¢ and consigneesà ¢Ã¢â€š ¬Ã¢â€ž ¢ Chapter 5 : Obstacles for third parties claiming under shippers and consignees titles Chapter 6 : International tr ade and Aviation Law Chapter 7 : Steps towards unification of International Aviation Law Chapter 8 : Conclusion Delineations and limitations This research shall only consider cargo claims carried by common carriers via international air routes and covered by the carrierà ¢Ã¢â€š ¬Ã¢â€ž ¢s Air Waybill. 8. References 8.1: Legislation Chicago Convention on International Civil Aviation 1944 Guadalajara Convention 1961 Guatemala City Protocol 1971 Hague Protocol 1955 Montreal Additional Protocol Number 1975 Montreal Convention 1999 Montreal Protocol 1978 Rome Convention 1952 Warsaw Convention 1929 8.2: Case Law Antwerp United Diamond BVBA v Air Europe [1993] 4 All ER 469 Connaught Lab. Limitedv. British Airways,Ontario Court of Appeals (2005) 77 OR 3(d) 34 Corocraft Ltd v Pan-American World Airways [1969] QB 616, 631 Delta Air Lines, Inc. v. Chimet, S.P.A. (3d Cir. (Pa.) Aug. 30, 2010) Gatewhite Ltd. et.al. v. Iberia Lineas A eras de Espena S.A., [1989] 1 All ER 944, Gilchrist Watt Sanderson Pty Ltd v York Products Pty Ltd [1970] 1 WLR 1262 Goldman v Thai Airways International Ltd [1983] 3 All ER 693 Green Computer ABv.Federal Express Corp. et al.,2004 FCA 111 Hosaka v. United Airlines Inc 305 F3d 989 Markham Meat Industries Supplies Inc.v.Air France,(1998) No.98-BN-01639 (OCGD) MDSI Mobile Data Solutions Inc.v.Federal Express,2003 BCCA 9 Morris v CW Martin Sons Ltd [1966] 1 QB 716 Muoneke v. Compagnie Nationale Air France 2009 WL 1311579 (C.A.5) (Tex) Nuvo Electronics Inc.v.London Assurance et al.,2000 CanLII 22388. Oà ¢Ã¢â€š ¬Ã¢â€ž ¢gray Import Export v. British Airways PLC (D. Md. May 4, 2007). Notice Proctor v Jetway Aviation (1982) 2 NSWLR 264, 271 (SC (NSW)); Rothmans of Pall Mall (Overseas) Ltd v Saudi Arabian Airlines Corp [1980] 3 All ER 359 Sed contra Rustenburg Platinum Mines Ltd v South African Airways [1979] 1 Lloydà ¢Ã¢â€š ¬Ã¢â€ž ¢s Rep 19 SS P harmaceutical Co Ltd v Qantas Airways Ltd [1991] 1 Lloyds Rep 288 (CA (NSW)) Tasman Pulp Paper Co Ltd v Brambles JB Oà ¢Ã¢â€š ¬Ã¢â€ž ¢Loghlen Ltd, [1981] 2 NZLR 225 Timeny v British Airways plc (1991) 56 SASR 287 Uniden v. Federal Express US District Court, MDPenn, 20 Avi 17, 433 UPS Supply Chain Solutions, Inc. v. American Airlines, Inc. (N.D. Ill. Aug. 14, 2009). Notice Westminster Bank v. Imperial Airways Kingà ¢Ã¢â€š ¬Ã¢â€ž ¢s Bench Division, XLLR, 1936, 242 8.3: Literature Books I. H. Ph. Diederiks Verschoor, An Introduction to Air Law, 8th revised edition, The Netherlands: Kluwer Law International, 2006. P. S. Dempsey M. Milde, International Air Carrier Liablity: The Montreal Convention of 1999 (Montreal: McGill University, Institute of Air and Space Law, 2005) P.P.C. Haanappel, The Law and Policy of Air Space and Outer Space, The Hague: Kluwer Law International, 2003. Paul B. Larsen, John Gillick, Joseph Sweeney: Aviation Law: Cases, Laws and Related Sources: Second Edition Martinus Nijhoff Publishers, 2012 Peter Martin, et al., Air Law, Vol. 1, 4th edition, London: Butterworths, 1977. Journals Air Space Law The Netherlands: Kluwer Law International Air Space Lawyer American Bar Association, USA Air Law Review New York University, USA Annals of Air and Space Law Institute and Centre of Air and Space Law, Faculty of Law, McGill University, Montreal, Canada B. Allan I. Mendelsohn, à ¢Ã¢â€š ¬Ã…“The Warsaw Convention and Where We Are TodayÃÆ' ¢Ãƒ ¢Ã¢â‚¬Å¡Ã‚ ¬Ãƒâ€¦Ã‚ ¸, Journal of Air Law and Commerce, Vol. 62, 1996 1997, pp. 1071 1082 Frederick B. Lacey, à ¢Ã¢â€š ¬Ã…“Recent Developments in the Warsaw ConventionÃÆ' ¢Ãƒ ¢Ã¢â‚¬Å¡Ã‚ ¬Ãƒâ€¦Ã‚ ¸, Journal of Air Law and Commerce, Vol. 33, 1967, pp. 385 401. Issues in Aviation Law Policy DePaul University College of Law, Illinois, USA J. C. Batra, à ¢Ã¢â€š ¬Ã…“Modernization of the Warsaw System Montreal 1999ÃÆ' ¢Ãƒ ¢Ã¢ €šÂ ¬Ãƒâ€¦Ã‚ ¸, Journal of Air Law and Commerce, Vol. 65, 1999 2000, pp. 429 444. Journal of Air Law and Commerce Southern Methodist University School of Law, Texas Westlaw Journal: Aviation Nicholas Sullivan, Thomson Reuters, USA Paul Stephen Dempsey: The Role of the International Civil Aviation Organization on Deregulation, Discrimination, and Dispute ResolutionÃÆ' ¢Ãƒ ¢Ã¢â‚¬Å¡Ã‚ ¬Ãƒâ€¦Ã‚ ¸, Journal of Air Law and Commerce, Vol. 52, 1986 1987. Internet www.icao.org www.admiraltylaw.com www.aviation.lawyer.com www.aviationlawadvisor.com Don’t waste time! Our writers will create an original "Inequality in Aviation Law" essay for you Create order