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Full Test Bank For International Financial Management 13Th Edition PDF Docx Full Chapter Chapter
Full Test Bank For International Financial Management 13Th Edition PDF Docx Full Chapter Chapter
POINTS: 1
DIFFICULTY: Moderate
LEARNING OBJECTIVES: INFM.MADU.15.02.03
NATIONAL STANDARDS: United States - BUSPROG.INFM.MADU.15.03
STATE STANDARDS: United States - OH - DISC.INFM.MADU.15.02
KEYWORDS: Bloom's: Comprehension
Chapter 02: International Flow of Funds
4. purchases more U.S. exports than the other countries listed here.
a. Italy
b. Spain
c. Mexico
d. Canada
ANSWER: d
POINTS: 1
DIFFICULTY: Easy
LEARNING OBJECTIVES: INFM.MADU.15.02.02
NATIONAL STANDARDS: United States - BUSPROG.INFM.MADU.15.03
STATE STANDARDS: United States - OH - DISC.INFM.MADU.15.02
KEYWORDS: Bloom's: Knowledge
5. An increase in the current account deficit will place pressure on the home currency value, other things being
equal.
a. upward
b. downward
c. no
d. upward or downward (depending on the size of the deficit)
ANSWER: b
POINTS: 1
DIFFICULTY: Easy
LEARNING OBJECTIVES: INFM.MADU.15.02.03
NATIONAL STANDARDS: United States - BUSPROG.INFM.MADU.15.03
STATE STANDARDS: United States - OH - DISC.INFM.MADU.15.02
KEYWORDS: Bloom's: Comprehension
6. If the home currency begins to appreciate against other currencies, this should the current account balance, other
things being equal (assume that substitutes are readily available in other countries, and that the prices charged by firms
remain the same).
a. increase
b. have no impact on
c. reduce
d. all of the above are equally possible
ANSWER: c
POINTS: 1
DIFFICULTY: Moderate
LEARNING OBJECTIVES: INFM.MADU.15.02.03
NATIONAL STANDARDS: United States - BUSPROG.INFM.MADU.15.03
STATE STANDARDS: United States - OH - DISC.INFM.MADU.15.02
KEYWORDS: Bloom's: Comprehension
Chapter 02: International Flow of Funds
7. The International Finance Corporation was established to promote economic development:
a. in Asia through grants to businesses.
b. by providing nonsubsidized loans (at market interest rates) to governments and their agencies.
c. by providing low-interest-rate loans (below-market rates) to poor nations.
d. through the private sector by providing loans to corporations and investing in their stock.
ANSWER: d
POINTS: 1
DIFFICULTY: Easy
LEARNING OBJECTIVES: INFM.MADU.15.02.05
NATIONAL STANDARDS: United States - BUSPROG.INFM.MADU.15.03
STATE STANDARDS: United States - OH - DISC.INFM.MADU.15.02
KEYWORDS: Bloom's: Knowledge
8. The World Bank was established to reduce poverty and promote economic development:
a. in Asia through grants to businesses.
b. by providing nonsubsidized loans (at market interest rates) to governments and their agencies.
c. by providing low-interest-rate loans (below-market rates) to poor nations.
d. through the private sector by providing loans to corporations and investing in their stock.
ANSWER: b
POINTS: 1
DIFFICULTY: Easy
LEARNING OBJECTIVES: INFM.MADU.15.02.05
NATIONAL STANDARDS: United States - BUSPROG.INFM.MADU.15.03
STATE STANDARDS: United States - OH - DISC.INFM.MADU.15.02
KEYWORDS: Bloom's: Knowledge
c.the tendency for exporters to initially reduce the price of goods when their own currency appreciates.
d.the tendency of a country's currency to initially depreciate after the country's inflation rate declines.
ANSWER: b
POINTS: 1
DIFFICULTY: Easy
LEARNING OBJECTIVES: INFM.MADU.15.02.03
NATIONAL STANDARDS: United States - BUSPROG.INFM.MADU.15.03
STATE STANDARDS: United States - OH - DISC.INFM.MADU.15.02
KEYWORDS: Bloom's: Knowledge
Provisions
Salt Beef 400 gr. per man per day
Chocolate 250 gr. „
Biscuits 125 gr. „
Dried milk 100 gr. „
Malted milk 125 gr. „
Total 1000 gr. kg.
Rucksack
1 change, diary, compass, matches tinder, housewife, snow
glasses, cup & spoon, pipe & tobacco, linen thread, sail-cloth gloves, 1
pr. ski-shoes, 1 long knife, 1 pr. skis, 2 staves, 1 pole, 1 sleeping-bag
* * * * *
On the 29th of April the “Fram” attempted to go to Green Harbour
to fetch and take the mail. However, she did not get far before the ice
stopped her. By dinner time the next day she had returned.
Ellsworth and I now went every day to the wireless station in order
to take the time signal from the Eiffel Tower so that we might check our
watches. We had each three watches for use on the flight. Fortunately
they never went wrong. We checked the time signals for fourteen days
before our departure and thus we were absolutely certain of the
correctness of our watches.
On the 4th of May, a strange restless and unsettling sort of day, we
began to long for the moment when we could leave. The
meteorologists announced that that particular morning would be a fine
opportunity to go and we were not long in replying, “All is ready.”
“Fram” and “Hobby” got orders to make ready to sail northwards and
all hands were called on deck to help to get everything in order. In the
meantime a northeasterly wind sprang up and retarded the mechanics
from completing the final little “finishing-off” touches. We were
therefore compelled to put off our intended start until the weather
improved. In the meantime the boats made ready and on the next
evening—May 5th—“Fram” and “Hobby” steered northwards in order
to reconnoiter round the Danske Öen to see if they could find a good
place for us to start off from on the ice. That evening we had -18° c. No
work could be done. On the 6th we received a wireless from the
“Fram” from South Gate which announced that the weather was very
uncertain and that we ought to wait. They announced also that they
had found no suitable starting place on the ice. The ice all around was
uneven and banked up and consequently useless for our purpose.
After the machines were ready to start we saw clearly that the
maximum weight of 2,600 kg., which the factory said we could carry,
was going to be considerably increased. We could see that if we had
to make the flight we must at least carry 3,000 kg.—perhaps more.
The two, Riiser-Larsen and Dietrichson, thought that it would be quite
possible to rise with this from the ice. Director Schulte-Frohlinde
doubted the possibility of this. The two former, however, had great
experience in rising from the ice and my trust in them was complete.
To rise from the water with this weight would hardly have been
possible. On the eighth evening “Hobby” came back announcing that
the ice conditions were bad, the weather was stormy and the
temperature as low as -23° c.
We decided, therefore, to wait some time hoping for an
improvement in the weather and a more reasonable temperature.
On the 9th N 25 left its “cradle” on Spitzbergen for the first time
and made a few trial runs on the ice. Everything went well and the pilot
was very satisfied. On the morning of the 11th “Fram” returned, thus
finishing this part. Now we were all ready to make use of the first
opportunity which the meteorologists should advise. The temperature
rose quickly and steadily and in the days that followed it was quite
clear that spring was coming.
The 17th of May dawned and was spent exactly as it should have
been. A salute in the morning, Olympic games, and a gala dinner in
the evening in the “salon.” On the 18th Dr. Bjerknes announced that
the prospects were so good that we should hold ourselves ready for a
flight at short notice. We were ready. The weather on the 19th was still
not exactly as the prophet wished it to be. In the meantime, however,
we made “all clear” and got the machines down to a definite starting
place where one could slide down a grade direct on to the fjord ice.
Local bad weather on the 20th prevented us from starting. The filling of
the petrol tanks was finished and by eventide we were absolutely
ready.
As I, on the morning of the 20th of May, stuck my nose out of the
window I realized at once, without further confirmation from our
weather prophets, that our day had arrived. It was brilliant summer
weather with a tiny breeze blowing from the fjord, exactly what the pilot
wished for. The starting time was fixed for four p.m. The sun was in a
favorable position for our sun compass and gave us the greatest aid
on our flight. Even at breakfast time we could notice that there was a
little excitement in the camp. Many of the members of the expedition,
who otherwise would still have been invisible during the time I usually
took my breakfast, had in this case already breakfasted and
disappeared. It was unnecessary to send a messenger round to say
the day had arrived. Every one was making his preparations for
departure and the different members could be seen with hands full of
private belongings disappear beside the machines and return empty-
handed. Each of these little journeys brought more weight and by the
time the last pin was fastened we were carrying a load of 3,100 kg., or
about 500 kg. more than we were supposed to carry. Director
Frohlinde had always insisted in his opinion that we ought to make
some trial trips. The airmen said, “No.” As the differences of opinions
will be disentangled later on I shall not say more about this here. All
the morning a crowd of people were crossing over to the starting place.
Everybody who could be there was on the spot. Dinner was taken in
the “salon” and if some one had come in by chance he would have
noticed something unusual going on. The only guests we had in the
“salon” were six Thermos flasks, set up ready for the road. These
contained chocolate; beside them were our only provisions for the
flight, and the box of Mrs. Clausen’s good oatcakes. The only person
who disturbed the dinner’s quiet and friendly course was the steward,
who thought he ought to wish his comrades a good journey and thank
them for assembling there. Thus was the last dinner at an end and the
“salon” again took on its old form as the Coal Company’s sailboat
works. “Sic transit gloria mundi.”
As I left my good and comfortable quarters in the house of the
Director, his good-natured housekeeper Berta stood there with two
packets, which she held out to me. “There is one for each machine,”
she said. “Just a little ‘snack’ for the journey.” Oh, Berta, could you but
see how gladly and with what warm thanks in our hearts we took the
delicious sandwiches and eggs carefully and slowly from the
packages, eating them with pleasure, as our last civilized meal for a
long time to come,—you would certainly be overjoyed!
At three o’clock in the afternoon we were all gathered beside the
machines. As I have already remarked—one is never ready. Director
Frohlinde went round and looked carefully at everything. Green, the
Rolls-Royce mechanic, listened first to the one and then to the other of
the motors. At four o’clock all four motors were warming up. It was a
sign for all of us that our hour was almost there. Both sun compasses,
which had been set at four o’clock, started going—and the motors
started humming. Whilst we put on our heavy flying clothes the two
flying men and observers did likewise, wearing similar garments—thick
underclothes of wool with leather on top. The point which I personally
had always been afraid of during a flight was the condition of my legs.
The tremendous speed, which necessarily causes a strong draught
and lowers the temperature, puts our shoes naturally to a very strong
test. It was not often that my experience proved of actual use to me,
but this time I really did get some good out of it. On my earlier journeys
it had often been necessary for me to stand hour after hour as
observer. When the temperature was below -50° c. and -60° c., which
often happened, one must have very special footwear. I found out then
that one ought to have good warm footwear on, preferably loose
leather stockings and leather shoes (such as the Eskimos wear), and
in addition to this the feet should be put into enormous canvas shoes
filled with senna grass, which forms a complete lining to the shoes and
renders protection to the feet. That time years ago we had taken no
Eskimo shoes, but used felt shoes with a pair of thin stockings and
above these we wore gigantic canvas shoes filled with large quantities
of senna grass. The result was brilliant. Not only did we not freeze, but
one or two grumbled because they were too warm. The pilots wore
thick leather gloves which gave complete protection to their hands.
Personally I wore only an old pair of woolen gloves as I had to write
continually. The mechanics were not so heavily clad, as they were
continually on the move, passing between the petrol store and the
motor, and for this reason they had to be lightly clad. As soon as we
were dressed the various members took their places. Ellsworth and I
were in the observation seats. Riiser-Larsen and Dietrichson were in
the pilots’ seats and the two mechanics, Feucht and Omdal, were
beside the motors. My place was in the observation seat of N 25,
which lay forward. In the seat behind me—the pilot’s seat—was Riiser-
Larsen and in the petrol store behind him was Feucht. In N 24 the
arrangements were the same for Ellsworth, Dietrichson, Omdal.
Feucht, who had accompanied Director Schulte-Frohlinde from Pisa,
was only taken on as a member of the expedition a few days before
the start; he had up to that time remained in the Factory’s service. He
is a German by birth and had been employed by the Factory for a long
time, being considered an exceptionally capable mechanic which will
be proved here later. Every one was now ready to say good-by and a
long queue passed by the machines. Mention of the photographer
must not be forgotten, either, in this connection.
Whilst we waited the motors continued to run and the clock went
round to five. Before the two planes got away the following orders were
sent out: (1) The command of the remaining part of the expedition
should be taken over by Captain Hagerup of the “Fram.” (2) In fourteen
days from the start the expedition’s return by flying-machine might be
expected. “Fram” and “Hobby” should remain together in the fairway by
the Danske Öen so long as it was possible to see the North Coast.
Should the light diminish “Hobby” must steer towards the east as far as
conditions allowed, but not east of Verlegen Hook. (3) After fourteen
days had passed “Hobby” was in any event to steer eastwards if
possible as far as Nordkap. After collaborating with “Fram” they were
to take up the work of patrolling as near the edge of the ice as
possible, both ships keeping a sharp lookout. (4) From the 16th to the
19th of May “Fram” shall remain in King’s Bay for boiler-survey. (5) The
ships (if necessary “Hobby” doing this alone should “Fram” have gone
back earlier) shall remain by the north coast of Spitzbergen and
continue patrolling for six weeks counting from the start; “Hobby” going
afterwards to King’s Bay to collect the remaining material to be
delivered at Tromsö, where it will be sent back in accordance with
special instructions here enclosed. The despatching will be attended to
by the chemist Zapffe. (6) When “Fram” goes to King’s Bay for boiler
survey it will give those members of the expedition who wish it the
opportunity to accompany the boat to King’s Bay in order to travel
home by the first opportunity. (From here Horgen, Ramm and Berge
are the first to return when both boats definitely set off.)
First Lieutenant E. Horgen, who was engaged as the expedition’s
reserve airman (after he had obtained permission from the Norwegian
American Line, where he was first mate), became the expedition’s
leader on board the “Hobby.” The services Horgen rendered us were
many and valuable. I would have liked so much to have granted his
great wish to fly northwards with us, but there was no room. Next time I
hope to see Horgen an active participator in the flight. He belongs
absolutely to the type which I have always sought for, calm, resolute,
and afraid of nothing. As a flyer Horgen is now counted among the
best.
THE CREW OF N 25
LEFT TO RIGHT: RIISER-LARSEN, AMUNDSEN,
FEUCHT
THE CREW OF N 24
ELLSWORTH, DIETRICHSON, OMDAL
It was now ten minutes past five. The motors were quite warm and
Green nodded approvingly. His smile expressed complete satisfaction.
A last handshake from Director Knutsen and then good-by. The motor
was running at top speed as N 25 trembled and shook. The plan was
that our machine should make the first start and try if possible to start
out over the fjord with the wind in order to glide and swing at a low
altitude between the fjord boundaries. If this were not successful we
were to set our course direct against the wind, towards King’s Bay
Glacier. It was also agreed that the machines should try to keep
together during the entire flight. What the one did the other should do
afterwards. One last pull and then N 25 was free and glided gracefully
down the slide on to the frozen fjord. The trip was started. “Welcome
back to-morrow,” was the last I heard as with tremendous speed—
1,800 revolutions a minute—it set off towards the starting place in the
middle of the fjord. There we noticed all at once that the ice was
bending right over and the water surging up. In a second the machine
was across the fjord heading straight for the glacier and making 2,000
revolutions. This was one of the most anxious moments. Could the
machine bear the tremendous excess weight or must we stop and
lighten it? The pilot sat at the wheel. Had he been seated at the
breakfast table he could scarcely have looked less concerned. As the
speed still continued, and we were nearing the glacier at a mighty rate,
the pilot’s coolness seemed greater than ever. His mouth was the only
indication of his resolution and determination. We went over the ice
like a hurricane. The speed continued and continued; then suddenly
the miracle happened. With a mighty pull the machine raised itself from
the earth. We were in the air. The master stroke was accomplished. It
seemed to me after the breathless anxiety that I at last heard a light
Ah! which grew into a ringing shout of joy.