Development of Aircraft Maintenance Programme

Development of Aircraft Maintenance Programme 1.0 Introduction. The aircraft maintenance scheduling process is very detailed and encompasses the inputs of various departments of an airline. The maintenance programme needs to be efficient and cost effective. To establish a good maintenance programme there needs to be a liaison with the marketing, flight operations, engineering and finance departments so that the regulatory requirements of the airworthiness of the aircraft can be maintained. The objective of this paper is to produce a cost effective and efficient maintenance programme for KalAir. This will be based on one aircraft type operating on the domestic route and another aircraft type operating on the regional/international routes. The study will cover A 10 year maintenance plan. A suitable type of maintenance programme. In-house or outsourcing decisions. Type of skills required and the number of staff The aircraft chosen to operate the domestic route will be the ATR 72-500. The aircraft has the capability to use a propeller brake hence there is no need for an Auxiliary Power Unit (APU) when the aircraft is on ground. This will save weight on the aircraft and there will be less component maintenance costs and less spares will be required. The ATR 72 powered by the PW127F engines provides outstanding short field performance even on difficult hot and high airfields and this will be very useful for KalAir as most of its domestic destinations have short fields which are both hot and high. The A318 aircraft is chosen for the regional/international routes because fewer aircraft is required in the first 5 years compared to the E190 and this would save KalAir some money with its upfront capital outlay. Also similar type of aircraft in the A320 family is used in the region, hence more maintenance options and expertise will be available and higher spares availability can be achieved through spares pooling. 2.0 Purpose of Maintenance Maintenance is defined as ‘the action necessary to sustain or restore the integrity and performance of the airplane (Hessburg 2001). This will be achieved by carrying out the necessary inspections, repair, overhaul and the replacement of parts. Maintenance processes can be divided into three different categories namely hard time, on condition and condition monitoring. The hard time process requires the item to be removed and overhauled or discarded before exceeding a set time interval. This time interval can be based on calendar time, flight hours, flight cycles or at check intervals. The on condition process is where the item will be checked and tested periodically to see whether it meets the test standards and deterioration limits before deciding to replace the item. The condition monitoring process can either be a failure based or a predictive maintenance process if there is a trend analysis of the failure rates recorded. Generally condition monitoring components are usually operated until failure occurs and replaced as an unscheduled maintenance item until enough operator and industry experience is built. Maintenance is carried out on aircraft to ensure the aircraft can operate safely at all times. Maintenance is in place to ensure there is aircraft availability at all times to keep the fleet in service. If an aircraft is taken out of service the whole flight schedule will be disrupted and passengers need to be put on alternate carriers or be provided with accommodation to cope with the delay. The airline has to maximise the value of the aircraft by keeping the airframe, engine and components in good working condition by carrying out effective maintenance. Provision has to be made for chance failures like tyre bursts, hard landings and also for deterioration due to the environment and age which might cause corrosion problems, fatigue failure and wear and tear. 2.1 Types of maintenance checks Pre-flight checks are usually done before the first flight of the day and transit checks are carried out when the aircraft is on ground at its destination before the next take-off. These are cursory inspections of the aircraft to look for obvious damage, fluid leaks, and loose panels and to also ensure that oil levels are correct. The letter checks start of with the A check where it involves the opening of some access panels to conduct checks and servicing. Some special equipment will be required to carry out some of the checks like engine boroscope inspections. The C check is a detailed inspection of individual systems and components for functionality and serviceability like flight controls and engine inspections. In this phase of check extensive inspections will be carried out to check for fatigue failure and corrosion. As this check requires a hangar visit for about five to fifteen days this opportunity will be used to clear deferred defects and carry out the embodiment of service bulletins and airworthiness directives. The D check is an extensive structural check of the aircraft where both visual and non destructive test inspections are carried out to check for deformation, corrosion and cracking. As structural checks require a lot of disassembly to gain access for inspection it is very labour intensive and takes about twenty to thirty days on average. Table 1 is an example of the block maintenance and intervals for the different checks that will be used for the A318 aircraft in KalAirs fleet. Type Interval Downtime Main Purpose Daily 36h 2 to 3h General visual inspection (GVI) A Check 600 FH Overnight Servicing, Engine boroscope, GVI C Check 18 Mths 3 to 5 days Operational Check 1C/3C 2 days 2C 3 days 4C Check 5/6 Yrs 14 to 21 days Structural Inspection (Corrosion) 4C 5Y HMV 21 days 5Y only 14 days 8C Check 10/12 Yrs 24 to 51 days Structural Inspection (Corrosion+ fatigue) Table 1: A318 Block Maintenance Source: ATE Lecture notes 2008 Table 2 is an example of the block maintenance and intervals for the different checks that will be used for the ATR 72 aircraft in KalAirs fleet. Type Interval Downtime Main Purpose Daily 24h 2 to 3h Checks and zonal visual inspections A Check 500 FH Overnight Zonal visual inspections, lubrication, servicing and operational checks C Check 4000 FH 3 to 5 days Operational and functional checks on aircraft and powerplant systems Propeller Inspection 8000 FH 3 to 5 days (part of C check) Based on, on wing engine monitoring Structural Inspections 4C Check *2/4/8 Yrs 13 to 27 days Structural Inspection (Corrosion+ fatigue) * based on estimated 5.5FH daily utilisation Table 2: ATR 72 Block Maintenance Source: Adapted from ATE Lecture notes 2008 2.2 Maintenance Systems To carry out the maintenance on the KalAir fleet of aircraft there are two kinds of maintenance systems available. One is the pyramidal system where a set of jobs is planned for a particular interval and another set of jobs is added at the next multiple of this basic interval. The benefits of this system are that a fixed set of tasks are allocated and it can be completed within the time frame without much variation. However in this system the aircraft will be out of service for a long period of time and the workload for the maintenance staff will be subjected to cyclical variations leaving them idle at times till the next aircraft comes for maintenance. The other option available is a progressive or equalised maintenance system where large checks are broken down into smaller checks of equal size and carried out more frequently. The checks can be small enough to be carried out overnight and this will allow the workload for the maintenance personnel to be more constant. Therefore to me et KalAirs tight flight schedule and to maximise the workforce an equalised maintenance programme will be adopted. 3.0 In-house or outsourcing decisions The decision to conduct the maintenance in-house or to outsource the maintenance for KalAir that operates a fleet of three A318 aircraft in the first five years and four A318 aircraft in the next five years together with four ATR 72 aircraft for the whole ten year period is not an easy one. KalAir has not previous experience of operating either of these aircraft types and neither have they operated aircraft that were produced by these aircraft manufacturers. Moreover it would not make economic sense to acquire all the necessary tooling and equipment to maintain three A318 aircraft for the first five years. The capital investment to carry out heavy maintenance cannot be justified but, KalAir needs to ensure that it has adequate capability to handle line maintenance. As KalAir is operating in a region that is in close proximity to the Gulf and Indian sub-continent outsourcing the maintenance for the A318 aircraft would be the best solution. The heavy maintenance, engine overhaul and co mponent repair can be out sourced to maintenance organisations in India as there are about five airlines operating a total of about hundred A320 family aircraft (ATI). An alternative option of sending the A318 aircraft for maintenance in the Gulf is also available but the maintenance costs might not be as competitive as in India and the number of spares available in the Gulf region might be lower considering that less A320 family aircraft operate in that region. KalAir has some experience operating turboprop aircraft like the Antonov An 24 and Fokker F-27 and this experience can be credited towards carrying out maintenance on the ATR 72 aircraft. The systems architecture on turboprop aircraft that are western built and Russian built do not vary very much because of the use of more mechanical systems. Unlike western built modern jet aircraft which have a large amount of avionics introduced. Hence consideration can be made to carry out a larger portion of maintenance of the ATR 72 aircraft in-house. Also the hangar space required would not be very much and the equipment acquired to maintain the ATR 72 would not be a high investment compared to acquiring maintenance equipment for the A318 aircraft. Also the availability of the ATR 72 aircraft is very important as the airfields in the domestic sector are not very well developed and do not have navigation aids. Hence having in-house maintenance capability is quite important. KalAir can establish an in-house maintenance program together with a packaged deal where provisions for engine off wing maintenance, component and line replaceable units can be outsourced to the maintenance organisation in exchange for replacement parts thereby ensuring that the ATR 72 aircraft can carry on with its normal flying schedule as soon as possible with minimal down time. 4.0 Maintenance Engineering Organisation Structure The maintenance and engineering organisation structure of KalAir will be established according to the following areas covering these job responsibilities. The assumption here is based on the previous operating experience of KalAir and that there is already some maintenance capability with adequate hangar space. Technical Services Engineering, publications, planning and training (for both A318 ATR 72 fleet) Aircraft Maintenance Hangar Line (for both A318 ATR 72 fleet) Maintenance Control Centre (for both A318 ATR 72 fleet) Shop Maintenance Structures, mechanical and instrument (for ATR 72 fleet) Material Purchasing and receiving Stores and inventory Quality Quality Assurance Quality control Safety reliability The organisation has to be structured this way so as to ensure that it has maximum capability of handling the ATR 72 maintenance and the ability to handle an adequate amount of maintenance on the A318 so that it would not jeopardise the flight schedule. To ensure this KalAir will need to hold a large inventory of spares. This list of spares to be held will be based on the Minimum Equipment List of both the A318 and ATR 72 aircraft and also ‘AOG spares so that it would not render these aircraft on ground (AOG). Spare engines for both aircraft need to be kept by KalAir so that a Quick Engine Change (QEC) can be carried out and the aircraft replaced with a new engine. The engine that is removed can then be sent to the engine repair facility for repairs to be carried out. The materials planning needs to be done well in advance and the availability of spares and tooling needs to be ensured before the aircraft goes into the hangar for maintenance. 4.1 Manpower management As two aircraft types are operated by KalAir engineers will be type rated on both aircraft. Provisions will have to be made such that maintenance staff are trained to Part 66 standards with certification for Category A, B1, B2 and C for both the ATR 72 and A318 aircraft. KalAir needs to ensure that there is at least one staff with a Category C rating for the A318 and ATR 72 aircraft so that he can sign the certificate of release to service for these aircraft after the necessary maintenance. Though heavy maintenance of the A318 will not be carried out in-house the certification of staff at Category C level might be required for two purposes. One reason is if an AOG team is dispatched to recover an aircraft for a collapsed landing gear for example and the other is for ensuring the continuing airworthiness management of the aircraft during the airworthiness review. The line maintenance team will comprise of two groups of staff on duty one the ATR 72 team and the other the A318 team during the day. Each team will have three to four staff and one of whom will act as the team leader. KalAir will operate a three shift pattern operating twenty four hours. Table 3 shows the shift pattern and the manpower allocation. There is an overlap in the shifts so as to allow a proper handing and taking over between each shift. Shift Time A318 staff ATR staff Manpower 1 0630-1530 4 8 12 2 1500-2330 4 6 10 3 2300-0700 6 6 12 Table 3: Shift pattern and manpower Though maintenance staff will be cross trained on both aircraft types to meet manpower requirements for unexpected incidents a clear distinction between the two teams will be maintained during the normal operations. A higher provision for ATR staff is made for shift 1 because of the increased activity of aircraft at 1000hras and 1400hrs. A consistent number of staff will be maintained for the night shift as the work packages will not vary considerably, if it does the staff strength can be increased or overtime can be introduced. At the maintenance control centre two staff will be present during shift 1 and 2 as that is when all the flying activity takes place and the flight schedule needs to be maintained and the unexpected maintenance will be scheduled for the night shift. The line stations will be manned by Part 66 certified Category A staff to certify the aircraft after transit checks. 5.0 KalAir Maintenance Programme The KalAir flight schedule for an A318 and ATR 72 aircraft combination for year 1 and year 5 onwards is attached in Appendix 1. Based on this flight schedule the flight hours and the flight cycles can be calculated for both the fleets and is shown in Table 4. Year 1 to 4 Year 5 to 10 Aircraft Daily FH Daily Cycles Daily FH Daily Cycles A318 1 15 3 15 3 A318 2 15 3 15 3 A318 3 11.5 2 11.5 2 [A318 4] NA NA 8 2 A318 Average 14 3 12.5 3 ATR7 1 14.3 4 14.3 4 ATR7 2 14 5 14 5 ATR7 3 9.5 3 9.5 3 ATR7 4 3 1 10 3 ATR7 Average 10.5 4 12 4 Table 4: Aircraft cycles and flight hours The scheduling of the aircraft will be planned according to the average flight hours and cycles. Since the flight hours and cycles over time have been obtained, the calendar based and usage based inspections can be scheduled. The hard time maintenance intervals will be designed to be incorporated in the scheduled checks to allow for less down time. The aircraft that has the highest daily flight hours in each fleet will be the first in the sequence when the maintenance is planned. The maintenance schedule for the A318 aircraft will be based on the data available in Table 1 and the maintenance schedule for the ATR 72 will be based on the data in Table 2. The calculations for the A318 aircraft give about 7 A checks in a year. This can be scheduled such that an A check together with a split C check is done at a one and a half month interval carried out throughout the night over six days. Hence the C checks will be similar to a single task oriented maintenance concept except that it would be carried out over a longer time period with less aircraft visits. The 4C check and the 8C check come together with structural checks and heavy maintenance. For year 5 when the new A318 aircraft arrives it can be used as a replacement aircraft over the period of time when the existing A318 aircraft go through their heavy maintenance. A request for an earlier delivery for the A318 aircraft can be made so that the heavy maintenance can be carried out earlier. This will cause a delay in implementing the new flight schedule but it will definitely save KalAir the costs of leasing an aircraft in the interim and it will not disrupt the existing flight schedu le. The 8C check can be scheduled anytime after 10 years but as this will be a heavy maintenance combined with a C check it will take about 21 days. This will leave no alternative for KalAir but to schedule this heavy maintenance back to back for all the three older A318 aircraft after the newest A318 aircraft that came in year 5 completes its 4C check and heavy maintenance. For example A318 1 will undergo maintenance first because it has the highest utilisation, followed by A318 2 and so on from March to May during the period of heavy maintenance. The 4C checks will commence after receiving the fourth A318 aircraft if possible. The other aircraft will then be sent to a third party maintenance organisation for heavy maintenance. This 4C checks for the A318 will be scheduled from March to May of Year 5. This is to allow for stability of the flight schedule and the balance of work load for the maintenance staff as the ATR 72 fleet will return from their heavy maintenance beginning in October in Year 4 till January in Year 5. This is to give an allowance because it has been seen from past experience that when aircraft return from heavy maintenance there is an increased occurrence of maintenance snags. In Year 10 the 8C checks require restoration of main gear and can commence from March to May of Year 10 to synchronise all A318 heavy maintenance during this period. As this can be planned ahead provisions for a leased A318 can be made without being affected by the peak summer periods. If an A318 is unavailable KalAir can wet lease another type of aircraft that has similar capacity and operating capabilities. For the ATR 72 as the maintenance is planned to be carried out in-house. Based on a 500FH interval for an A check it works out to about one check in one and a half months. A C check will be at about a 15 month interval based on the flight hours of the flying schedule. It would not be productive for the ATR maintenance staff to remain idle between the inspection intervals hence the C1 and C3 checks in the first five years will be equalised before the first heavy maintenance in Year 4 which will allow it to be carried out in a shorter time. The C check intervals will be shortened such that each ATR 72 aircraft will undergo a check in a year. The maintenance will be scheduled such that the ATR7 1 has the highest utilisation will undergo maintenance first followed by ATR7 2 and so on. The heavy C checks for the ATR 72s will commence every year in October and last till January the following year. In the first five years it is possible to make a minor change to the flight schedule to free one aircraft so that the other aircraft can spend some time in the hangar for the heavy checks. Moreover this will last during the October to January time frame which is long enough for passengers not to be affected by the minor change in the flight schedule. With reference to the flight schedule in Appendix 1 the third ATR72, AT7 3 can operate to SUZ instead of TOZ at 1400hrs and operate another flight to TOZ departing for TOZ at 1800hrs as TOZ has capability to handle aircraft at night. This amendment to the flight schedule can be done during the October to January time period. From Year 6 onwards it would not be possible to use a block concept for the ATR 72 C checks because it would not be possible to take an aircraft out of the flight schedule. It would be possible to use a single task oriented maintenance concept for the C checks but the aircraft will still have to be out of service during the periods of heavy maintenance where structural inspections need to be carried out. For example the 8C check comprises structural inspections, landing gear replacements and propeller inspections which are huge job packages to be completed over a period of night stops. Hence it would be better to ground the aircraft to carry out this heavy maintenance and the necessary modifications and embodiment of Airworthiness Directives. During this period from October to January another ATR 72 aircraft can be leased to operate the schedule. It is also possible to operate an ATR 42 aircraft if an ATR 72 is unavailable because of the spare parts commonality and cross crew qualifi cation. The assumptions made in creating the maintenance schedule for the A318 and ATR 72 fleet of aircraft are. Aircraft maintenance is performed during the night at KKV The C checks for the ATR 72 from Year 1 to 4 will be performed during the day and night. The maintenance base is located within the vicinity of KKV airport. The heavy maintenance for the A318 is outsourced. The experienced gained on the first aircraft for the checks will allow maintenance staff to complete the same type of work on the other aircraft in a shorter time frame. The scheduled overhaul of engines and components with will be planned to synchronise with the scheduled checks. 5.1 Maintenance Costs The maintenance costs for the A318 and ATR 72 aircrafts are calculated and attached in Appendix 2A to 2D. The average flight hours and cycles from Table 3 are used to calculate the maintenance costs based on these utilisation rates. The assumptions made here are that the average distance travelled by the A318 aircraft is 1000nm and 200nm for the ATR 72, both the aircraft will depreciate to 30% of its original value after 12years and the cost of investment will include spares which amount to about 19% of the aircraft price. The annual maintenance costs for the A318 aircraft is about two million a year. From Year 5 the maintenance costs per aircraft is slightly less because an extra A318 has been acquired and the flight hours per aircraft are slightly lower giving rise to a lower cost per aircraft trip. The maintenance costs for the ATR 72 aircraft is about one million a year and it works out to about one thousand dollars per aircraft trip. The maintenance costs from Year 5 onwards has shown an increase because more flights are undertaken with the existing fleet of ATR 72 aircraft giving rise to a fifty cents increase per aircraft mile. 6.0 Issues to overcome There is a strong need to lease an aircraft for both the A318 and ATR 72 fleet when these aircraft undergo heavy maintenance. This is due to the high utilisation of the aircrafts in the normal flight schedule. There is a need to have an ‘AOG team and necessary spares inventory stationed at KKV in the event that an aircraft becomes stranded at one of the overseas stations. Supplementary work force can be employed from within the region or the Indian sub continent when the ATR 72s undergo heavy maintenance or the situation warrants it. If difficulties arise in carrying out the work in-house KalAir should establish strong relationships with maintenance organisations in India to outsource work as both the aircraft types operate in India and manpower will not be an issue. 7.0 Conclusion Due to its unique location and surroundings KalAir has to build up substantial maintenance capability. It can outsource maintenance work but has to hold sufficient inventory of spares to keep its fleet flying. KalAir cannot afford to have an ‘AOG and keep the aircraft on ground due to the unavailability of spares because of the very tight flight schedule it is operating. As all domestic traffic needs to be carried it also cannot afford to cancel flights and cannot remove aircraft from service to carry out maintenance. As the lessor requires that all aircraft return to base and no night flights can be conducted it gives a good opportunity to schedule all maintenance at night and clear all faults before the first flight the next day. Due to the constraints that KalAir faces it would be more prudent to lease aircrafts in the short term period when the A318 and ATR 72 aircraft undergo heavy maintenance to meet the flight schedule. References Clark, Paul. Buying the big jets: fleet planning for airlines. Ashgate Pub., 2007 Air Transport Intelligence Fleet Search http://www.rati.com/frameset/frameset_f.asp?target=../news/news.asp (accessed 3rd June 2008) Alfares, Hesham. K. Aircraft maintenance workforce scheduling. Journal of Quality in Maintenance Engineering 5(2), 1999 ATR aircraft website. http://www.atraircraft.com/public/atr/html/products/products.php?aid=506pid=28710 (accessed 3rd June 2008) Hessburg, Jack. Air carrier MRO handbook. New York : McGraw-Hill, 2001. Kinnison, Harry A. Aviation maintenance management. New York: McGraw-Hill, 2004. S.Yan et al. Airline short-term maintenance manpower supply planning. Transportation Research Part A (38), 2004 1.0 Introduction This paper will look into the regulatory requirements laid down by the European Aviation Safety Agency (EASA) for Continuing Airworthiness Management Organisations and then the procedures that need to be taken for a commercial airline based in the EU to meet these requirements. The European Aviation Safety Agency (EASA) was created on 28th September 2003 and endowed with the regulatory and executive tasks in civil aviation safety. EASA has jurisdiction over new aircraft type certificates, design related airworthiness approvals for aircraft, engines and parts. EASA has also developed regulations for air operations, flight crew licensing and has also established common technical requirements and administrative procedures for ensuring the continuing airworthiness of aircraft. European Commission Regulation 1702/2003 of 24th September 2003 is on the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations. European Commission Regulation 2042/2003 of 20th November 2003 is on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks. Annex I of EC 2042/2003 is on Part M Continuing Airworthiness, which lays down the measures to be taken to ensure that maintenance and airworthiness is maintained. It also specifies the conditions to be met by the persons and organisations involved in continuing airworthiness management (De Florio 2006). Annex II of EC 2042/2003 is on Part 145 Maintenance Organisation Approval, this establishes the requirements to be met by a maintenance organisation to qualify for the issue or continuation of an approval for the maintenance of aircraft and components (De Florio 2006). Annex III of EC 2042/2003 is on Part 66 Certifying Staff, this establ

Hollywood and Marketing: Understanding the Appeal of Jaws Essay

The success of Jaws may mainly be attributed to the interconnected presence of various genres and themes throughout the film, hence significantly increasing the range of its prospective audience. For one, aside from being basically a thriller, the presence of an enormous shark as a dangerous entity would of course highlight themes on nature similar to documentaries. Furthermore, there is the crime genre, encompassing the theme of conspiracy, is partly embodied by the film as well; to explain, the Mayor who governs over the beach disregards every warning about the safety of the people in a straightforward manner, mainly pointing out economic reasons in defense of such a stance. Action is also present and evident throughout the film, especially during its final scenes. While still incomparable to films which are actually categorized under the action genre in terms of fights and explosions, it could definitely be argued that the final scene wherein the three main protagonists battle the shark which ends with the shark’s demise initiates a similar adrenaline rush for the viewers. In relation to such points, it is also important to emphasize the fact that the film is actually Hollywood’s adaptation of a highly successful book of the same name. Achieving a considerable appeal to the mainstream audience as well as to different types of viewers ensures success in terms of marketability (Wyatt 22). Jaws has such appeal, as the presence of the abovementioned themes and genres prove. For one, those interested with nature would be enthralled by the thought of watching a film focused on a great white shark. Also, self-proclaimed critics on the realism of such films would watch the movie to give their comments. On a more specific note, mature audiences would in turn be attracted to the film as it would satisfy their need for identifying deeper aspects and meanings such as corruption. Younger moviegoers would instead appreciate the thrilling and action packed sequences in the movie. Indeed, as old wizards may be shown in a manner resembling classical comic book heroes to achieve a better appeal to such viewers (Thompson 51), the three main protagonists of Jaws have similarly been presented due to their antics in the last few scenes of the film. Those who have read the book, possibly being a considerably large crowd, would predictably watch the movie as well. Without a doubt, Jaws achieved a universal appeal among moviegoers which ensured its marketability and success. Works Cited Spielberg, Steven, dir. Jaws. Zanuck/Brown Productions, 1975. Film. Wyatt, Justin. High Concept: Movies and Marketing in Hollywood. Austin, TX: University of Texas Press, 1994. Print. Thompson, Kristin. â€Å"Fantasy, Franchises, and Frodo Baggins: The Lord of the Rings and Modern Hollywood. † Velvet Light Trap: A Critical Journal of Film and Television 52 (2003): 45 – 63. Print.

List of Shakespearean Sonnets

Shakespeare left behind 154 of the most wonderfully written sonnets. This list of Shakespearean Sonnets indexes them all with links to study guides and original texts. The list is broken down into three sections: The Fair Youth Sonnets, Dark Lady Sonnets, and the so-called Greek Sonnets. Fair Youth Sonnets (Sonnets 1 – 126) The first segment of Shakespeare’s sonnets has become known as the fair youth sonnets. The poet dotes on an attractive young man and believes that his beauty can be preserved through poetry. When the fair youth ages and eventually dies, his beauty will still be captured in the words of the sonnets listed below. This deep, loving friendship sometimes verges on a sexual infatuation, and the nature of the doting is open to debate. Perhaps it is a female speaker, evidence of Shakespeare’s homosexuality, or simply a close friendship.   1: From Fairest Creatures We Desire Increase 2: When Forty Winters Shall Besiege Thy Brow 3: Look In Thy Glass, And Tell The Face Thou Viewest4:  Unthrifty Loveliness, Why Dost Thou Spend 5:  Those Hours, That With Gentle Work Did Frame6:  Then Let Not Winters Ragged Hand Deface7: Lo! In The Orient When The Gracious Light 8:  Music To Hear, Why Hearst Thou Music Sadly?9: Is It For Fear To Wet A Widows Eye10: For Shame Deny That Thou Bearst Love To Any11: As Fast As Thou Shalt Wane, So Fast Thou Grow 12:  When I Do Count The Clock That Tells Time13:  O! That You Were Your Self, Buy, Love, You Are14: Not From The Stars Do I My Judgement Pluck 15:  When I Consider Everything That Grows16:  But Wherefore Do Not You A Mightier Way17:  Who Will Believe In My Verse In Time To Come18: Shall I Compare Thee To A Summers Day? 19: Devouring Time, Blunt Thou The Lions Paw 20: A Womans Face With Natures Own Hand Painted21: So It Is Not With Me As With That Muse 22: My Glass Shall Not Persuade Me I Am Old 23:  As An Unperfect Actor On The Stage24: Mine Eye Hath Playd The Painter and Hath Steeld25:  Let Those Who Are In Favour With Their Stars26:  Lord Of My Love, To Whom In Vassalage27: Weary With Toil, I Haste To My Bed28: How Can I Then Return I Happy Plight29: When In Disgrace With Fortune and Mens Eyes30:  When To The Sessions Of Sweet Silent Thought31: Thy Bosom Is Endeared With All Hearts32: If Thou Survive My Well-Contented Day33:  Full Many A Glorious Morning I Have Seen34: Why Didst Thou Promise Such A Beauteous Day35:  No More Be Grieved At That Which Thou Hast Done36: Let Me Confess That We Two Must Be Twain37:  As A Decrepit Father Takes Delight38: How Can My Muse Want Subject To Invent39:  O! How Thy Worth With Manners May I Sing 40: Take All My Loves, My Love, Yea Take Them All41:  Those Pretty Wrongs That Liberty Commits42: That Thou Hast It Is Not All My Grief43: When Most I Wink, Then Do Mine Eyes Best See 44:  If The Dul l Substance Of My Flesh Were Thought45:  That Thou Hast It Is Not All My Grief46: Mine Eye And Heart Are At A Mortal War47: Betwixt Mine Eye And Heart A League Is Took48:  How Careful Was I When I Took My Way49: Against That Time, If Ever That Time Come50:  How Heavy Do I Journey On The Way51: Thus Can My Love Excuse The Slow Offence 52:  So Am I As The Rich, Whose Blessed Key53:  What Is Your Substance, Whereof Are You Made54:  O! How Much More Doth Beauty Beauteous Seem55:  O! Not Marble, Nor The Gilded Monuments56: Sweet Love, Renew Thy Force; Be It Not Said57: Being Your Slave What Should I Do But Tend58:  That God Forbid, That Made Me First Your Slave59:  If There Be Nothing New, But That Which Is60:  Like As The Waves Make Towards The Pebbled Shore61: Is It Thy Will, Thy Image Should Keep Open62:  Sin Of Self-love Possesseth All Mine Eye63:  Against My Love Shall Be As I Am Now64:  When I Have Seen By Times Fell Hand Defacd65:  Since Brass, Nor Ston e, Nor Earth, Nor Boundless Sea66:  Tired For All These, For restful Death I Cry67:  Ah! Wherefore With Infection Should He Live68:  In Days Long Since, Before These Last So Bad69:  Those Parts Of Thee That The Worlds Eye Doth View 70: That Thou Art Blamed Shall Not Be Thy Defect 71:  No Longer Mourn For Me When I Am Dead72:  O! Lest The World Should Task You To Recite73:  That Time Of Year Thou Mayst In Me Behold74: But Be Contented When That Fell Arrest 75:  So Are You To My Thoughts As Food To Life76:  Why Is My Verse So Barren Of New Pride77: Thy Glass Will Show Thee How Thy Beauties Wear 78: So Oft Have I Invoked Thee For My Muse79: Whilst I Alone Did Call Upon Thy Aid 80: O! How I Faint When I Do Write Of You 81: Or I Shall Live Your Epitaph To Make 82: I Grant Thou Wert Not Married To My Muse 83: I Never Saw That You Did Painting Need 84: Who Is It That Says Most, Which Can Say More 85: My Tongue-Tied Muse In Manners Holds Her Still 86: Farewell! Thou Art To o Dear For My Possessing 87: Farewell! Thou Art Too Dear For My Possessing 88: When Thou Shalt Be Disposd To Set Me Light 89: Say That Thou Didst Forsake Me For Some Fault 90: Then Hate Me When Thou Wilt; If Ever, Now 91: Some Glory In Their Birth, Some In Their Skill 92: But Do Thy Worst To Steal Thyself Away 93: So Shall I Live, Supposing Thou Art True 94: They That Have Power To Hurt, And Will Do None95: How Sweet And Lovely Dost Thou Make The Shame 96: Some Say Thy Fault Is Youth, Some Wantonness 97: How Like A Winter Hath My Absence Been 98: From You Have I Been Absent In The Spring 99: The Forward Violet Thus Did I Chide 100: Where Art Thou, Muse, That Thou Forgetst So Long 101: O Truant Muse, What Shall Be Thy Amends 102: My Love Is Strengthend, Though More Weak In Seeming 103: Alack, What Poverty My Muse Brings Forth 104: To Me, Fair Friend, You Never Can Be Old 105: Let Not My Love Be Called Idolatry 106: When In The Chronicle Of Wasted Time 107: Not Mine Own Fears, Nor The Prophetic Soul108: Whats In The Brain That Ink May Character 109: O! Never Say That I Was False Of Heart 110: Alas! Tis True, I Have Gone Here And There111: O For My Sake Do You With Fortune Chide 112: Your Love And Pity Doth Th Impression Fill 113: Since I Left You, Mine Eye Is In My Mind 114: Or Whether Doth My Mind, Being Crowned With You 115: Those Lines That I Before Have Writ Do Lie 116: Let Me Not To The Marriage Of True Minds 117: Accuse Me Thus: That I Have Scanted All 118: Like As To Make Our Appetites More Keen 119: What Potions Have I Drunk Of Siren Tears 120: That You Were Once Unkind Befriends Me Now 121: Tis Better To Be Vile Than Vile Esteemed 122: Thy Gift, Thy Tables, Are Within My Brain 123: Thy Pyramids Built Up With Newer Might 124: If My Dear Love Were But The Child Of State 125: Weret Ought To Me I Bore The Canopy 126: O Thou, My Lovely Boy, Who In Thy Powr Dark Lady Sonnets (Sonnets 127 – 152) The second segment of Shakespeare’s sonnets has become known as the Dark Lady Sonnets. A mysterious woman enters the narrative in Sonnet 127, and immediately attracts the poet’s attention.   Unlike the fair youth, this woman is not physically beautiful. Her eyes are â€Å"raven black† and she is â€Å"not born fair†. She is described as evil, a temptress and a bad angel. All good reasons to earn a reputation as the dark lady. She is perhaps having an illicit affair with the fair youth, perhaps explaining the poet’s jealousy. Sonnet 127: In The Old Age Black Was Not Counted Fair Sonnet 128: How Oft When Thou, My Music, Music PlaystSonnet 129: Th Expense Of Spirit In A Waste Of Shame Sonnet 130: My Mistress Eyes Are Nothing Like The Sun Sonnet 131: Thou Art As Tyrannous, So As Thou Art Sonnet 132: Thine Eyes I Love, And They, As Pitying Me Sonnet 133: Beshrew That Heart That Makes My Heart To Groan Sonnet 134: So Now I Have Confessed That He Is Thine Sonnet 135: Whoever Hath Her Wish, Thou Hast Thy Will Sonnet 136: If Thy Soul Check Thee That I Come So Near Sonnet 137: Thou Blind Fool, Love, What Dost Thou To Mine Eyes Sonnet 138: When My Love Swears That She Is Made Of Truth Sonnet 139: O! Call Not Me To Justify The Wrong Sonnet 140: Be Wise As Thou Art Cruel Sonnet 141: In Faith I Do Not Love You With Mine Eyes Sonnet 142: Love Is My Sin, And Thy Dear Virtue Hate Sonnet 143: Lo, As A Careful Housewife Runs To Catch Sonnet 144: Two Loves I Have Of Comfort And Despair Sonnet 145: Those Lips That Loves Own Hand Did Make Sonnet 146: Poor Soul, The Centre Of My Sinful Earth Sonnet 147: My Love Is As A Fever Longing Still Sonnet 148: O Me! What Eyes Hath Love Put In My Head Sonnet 149: Canst Thou, O Cruel! Say I Love Thee Not Sonnet 150: O! From What Power Hast Thou This Powerful Might Sonnet 151: Love Is Too Young To Know What Conscience Is Sonnet 152: In Loving Thee Thou Kowst I Am Forsworn The Greek Sonnets (Sonnets 153 and 154) The final two sonnets of the sequence are very different from the others. They move away from the narrative described above and instead draw upon ancient Greek myths. Sonnet 153: Cupid Laid by his Brand, and Fell AsleepSonnet 154: The Little Love-God Lying Once Asleep

The Alien and Sedition Acts of 1798

The Alien and Sedition Acts were four national security bills passed by the 5th U.S. Congress in 1798 and signed into law by President John Adams in the midst of fears that a war with France was imminent. The four laws restricted the rights and actions of U.S. immigrants and limited the First Amendment freedom of speech and freedom of the press rights. The four acts—the Naturalization Act, the Alien Friends Act, the Alien Enemies Act, and the Sedition Act—increased the minimum U.S. residency requirement for the naturalization of aliens from five to fourteen years; empowered the President of the United States to order aliens considered â€Å"dangerous to the peace and safety of the United States† or who came from a hostile county deported or imprisoned; and restricted speech that criticized the government or government officials.   Alien and Sedition Acts Key Takeaways The Alien and Sedition Acts were four bills passed in 1798 by the 5th U.S. Congress and signed into law by President John Adams.The four national security bills were passed amid fears that a war with France could not be avoided.The four acts were: the Naturalization Act, the Alien Friends Act, the Alien Enemies Act, and the Sedition Act.The Alien and Sedition Acts restricted the rights and actions of immigrants and limited the freedoms of speech and of the press contained in the Constitution’s First Amendment.The Sedition Act, limiting the freedoms of speech and of the press, was by far the most controversial of the four laws.The Alien and Sedition Acts were also a part of a power struggle between America’s first two political parties; the Federalist Party and the Democratic-Republican Party. While presented on the premise of preparing for war, the laws were also part of a larger power struggle between the nation’s first two political parties—the Federalist Party and the Anti-federalist, Democratic-Republican Party. The negative public opinion of the Federalist-backed Alien and Sedition Acts proved a major factor in the controversial 1800 presidential election, in which Democratic-Republican Thomas Jefferson defeated incumbent federalist President John Adams. The Political Aspect When John Adams was elected as the second President of the United States in 1796, his Federalist Party, which favored a strong federal government, had started losing its political dominance. Under the Electoral College system at the time, Thomas Jefferson, of the opposing Democratic-Republican Party, had been elected as Adams’ vice president. Democratic-Republicans—especially Jefferson—believed the states should have more power and accused the Federalists of trying to turn the United States into a monarchy.   When the Alien and Sedition Acts came before Congress, the laws’ Federalist backers argued they would strengthen America’s security during the looming war with France. Jefferson’s Democratic-Republicans opposed the laws, calling them an attempt to silence and disenfranchise voters who disagreed with the Federalist Party by violating the right of freedom of speech in the First Amendment. At a time when most immigrants supported Jefferson and the Democratic-Republicans, the Naturalization Act raised the minimum residency requirement to qualify for American citizenship from five to 14 years.The Alien Friends Act empowered the president to deport or jail any immigrant deemed to be â€Å"dangerous to the peace and safety of the United States† at any time.The Alien Enemies Act authorized the president to deport or jail any male immigrant above age 14 from a â€Å"hostile nation† during times of war.Finally, and most controversially, the Sedition Act restricted speech considered critical of the federal government. The law prevented people accused of violating the Sedition Act from using the fact that their critical statements had been true as a defense in court. As a result, several newspaper editors who criticized the Federalist Adams administration were convicted of violating the Sedition Act. The XYZ Affair and the Threat of War Their fight over the Alien and Sedition Acts was just one example of how America’s first two political parties were split over foreign policy. In 1794, Britain was at war with France. When Federalist President George Washington signed the Jay Treaty with Britain it greatly improved Anglo-American relations but enraged France, America’s Revolutionary War ally.   Shortly after taking office in 1797, President John Adams tried to smooth things over with France by sending diplomats Elbridge Gerry, Charles Cotesworth Pinckney, and John Marshall to Paris to meet face-to-face with French foreign minister, Charles Talleyrand. Instead, Talleyrand sent three of his representatives—referred to as X, Y, and Z by President Adams—who demanded a $250,000 bribe and a $10 million loan as conditions of meeting with Talleyrand. After the U.S. diplomats rejected Talleyrand’s demands, and the American people became angered by the so-called XYZ Affair, fears of an outright war with France spread. While it never escalated beyond a series of naval confrontations, the resulting undeclared Quasi-War with France further strengthened the Federalists argument for passage of the Alien and Sedition Acts.   Sedition Act Passage and Prosecutions Not surprisingly, the Sedition Act evoked the most heated debate in the Federalist-controlled Congress. In 1798, as it is today, sedition is defined as the crime of creating a revolt, disturbance, or violence against lawful civil authority—the government— with the intent to cause its overthrow or destruction. Loyal to Vice President Jefferson, the Democratic-Republican minority argued the Sedition Act violated the First Amendment’s protection of freedom of speech and the press. However, President Adams’ Federalist majority prevailed, arguing that under both U.S. and British common law, seditious acts of libel, slander, and defamation had long been punishable offenses and that freedom of speech should not protect seditious false statements. President Adams signed the Sedition Act into law on July 14, 1798, and by October, Timothy Lyon, a Democratic-Republican congressman from Vermont, had become the first person convicted of violating the new law. During his current reelection campaign, Lyon had published letters criticizing Federalist Party policies in Republican-leaning newspapers. A grand jury indicted him on charges sedition for publishing material with â€Å"intent and design† to defame the U.S. government in general and President Adams personally. Acting as his own defense attorney, Lyon argued that he had no intent to harm the government or Adams by publishing the letters and that Sedition Act was unconstitutional. Despite being supported by popular opinion, Lyon was convicted and sentenced to four months in jail and fined $1,000, a sizable amount at a time when members of the House received no salary and were paid only a $1.00 per diem. While still in prison, Lyon easily won reelection and later overcame a Federalist motion to expel him from the House. Perhaps of more historic interest was the Sedition Act conviction of political pamphleteer and journalist James Callender. In 1800, Callender, originally a backer of Republican Thomas Jefferson, was sentenced to nine months in jail for what a grand jury called his â€Å"false, scandalous, and malicious writing, against the said President of the United States,† then Federalist John Adams. From jail, Callender continued to write widely-published articles supporting Jefferson’s 1800 campaign for president. After Jefferson won the controversial 1800 presidential election, Callender demanded that he be appointed to a postmaster position in return for his â€Å"services.† When Jefferson refused, Callender turned on him, taking his revenge by publishing the first evidence supporting the long-rumored claim that Jefferson had fathered children by his slave Sally Hemings. Including Lyon and Callender, at least 26 people—all opposing the Adams administration—were prosecuted for violating the Sedition Act between 1789 and 1801. The Legacy of the Alien and Sedition Acts Prosecutions under the Sedition Act spurred protests and widespread debate over the meaning of freedom of the press in the context of political speech. Credited as being the deciding factor in Jefferson’s election in 1800, the law represented the worst mistake of John Adams’ presidency. By 1802, all of the Alien and Sedition Acts except the Alien Enemies Act had been allowed to expire or had been repealed. The Alien Enemies Act remains in effect today, having been amended in 1918 to allow the deportation or imprisonment of women. The law was used during World War II to order the confinement of more than 120,000 Americans of Japanese descent in internment camps until the end of the war. While the Sedition Act violated key provisions of the First Amendment, the current practice of â€Å"Judicial Review,† empowering the Supreme Court to consider the constitutionality of laws and executive branch actions had not yet been perfected. Sources and Further Reading â€Å"The Alien and Sedition Acts: Defining American Freedom.† Constitutional Rights Foundationâ€Å"Alien and Sedition Acts.† The Avalon Project at Yale Law School  Ã¢â‚¬Å"Our Documents: Alien and Sedition Acts.† National Archives and Records Administrationâ€Å"The thin-skinned president who made it illegal to criticize his office.† The Washington Post (September 8, 2018)Ragsdale, Bruce A. â€Å"The Sedition Act Trials.† Federal Judicial Center (2005)