četvrtak, 06.10.2011.



Cancelled Flight Compensation

cancelled flight compensation

  • The action or process of making such an award

  • (psychiatry) a defense mechanism that conceals your undesirable shortcomings by exaggerating desirable behaviors

  • recompense: the act of compensating for service or loss or injury

  • something (such as money) given or received as payment or reparation (as for a service or loss or injury)

  • Something, typically money, awarded to someone as a recompense for loss, injury, or suffering

  • The money received by an employee from an employer as a salary or wages

  • Abolish or make void (a financial obligation)

  • off: (of events) no longer planned or scheduled; "the wedding is definitely off"

  • (cancel) natural: a notation cancelling a previous sharp or flat

  • Decide or announce that (an arranged or planned event) will not take place

  • Annul or revoke (a formal arrangement which is in effect)

  • (cancel) postpone indefinitely or annul something that was scheduled; "Call off the engagement"; "cancel the dinner party"; "we had to scrub our vacation plans"; "scratch that meeting--the chair is ill"

  • (in soccer, cricket, etc.) Deliver (a ball) with well-judged trajectory and pace

  • shoot a bird in flight

  • Shoot (wildfowl) in flight

  • a formation of aircraft in flight

  • an instance of traveling by air; "flying was still an exciting adventure for him"

cancelled flight compensation - Compensation



Compensation, 10th Edition, by Milkovich, Newman and Gerhart is the market-leading text in this course area. It offers instructors current research material, in depth discussion of topics, integration of Internet coverage, excellent pedagogy, and a truly engaging writing style. The authors consult with leading businesses, have won teaching awards, and publish in the leading journals. This text examines the strategic choices in managing total compensation. The total compensation model introduced in chapter one serves as an integrating framework throughout the book. The authors discuss major compensation issues in the context of current theory, research, and real-business practices. Milkovich, Newman and Gerhart strive to differentiate between beliefs and opinions from facts and scholarly research. They showcase practices that illustrate new developments in compensation practices as well as established approaches to compensation decisions. Time after time, adopters relay stories of students getting job offers based on the knowledge they learned from this book.

84% (13)

London in the Snowing Snow

London in the Snowing Snow

Another example of the treacherously snowy conditions which rendered London comprehensively paralysed in February 2009.

How could anyone be reasonably expected to go about their ordinary weekday business under conditions such as this?

Here are a few top tips for any other cities that find themselves buried under literally tens of millimetres of snow and don't know how to cope:

1. Stop All Buses
Passengers may tread snow onto the bus where other passengers may slip on it and sue you. Also, insurers may refuse to pay out after any accidents or crashes, claiming that it's unreasonable to honour the policy when the buses are taken out onto snow and ice. The last thing you want is to be in the papers because one of your drivers skidded over a load of innocent kids having a playful snowball fight on Junction 15 of the M25.

2. Stop the Underground Rail Network
I'll concede, snow doesn't typically fall underground, but passengers might tread snow down into the tunnels and other passengers may then slip on it and sue you. Your insurers may not cover any damages you face, claiming that snow is an 'act of god' and this renders any claims made on that policy null and void. Worse still, snow may accumulate in the tread of the escalators and melt, short-circuiting the electrics and causing another King's Cross. Do you really want that happening on your watch?

3. Trains, Trams and DLR
See above. Additionally, the tram operator should release a statement explaining how it can't run the trams until the roads are gritted because, despite the likelihood of grit getting into the tramlines and causing undue abrasion along with potential damage to the wheels rolling upon them, insurers may refuse to cover any damage caused to the trams in collisions with skidding cars and buses on the basis that:

a. Those motorists and bus companies were reckless in allowing their vehicles out onto ice and snow, and therefore it is solely they who are liable for any damages the tram operator might seek (via the courts at the expense of the tram operator), not to mention compensation sought by tram passengers caused distress and anxiety by the crash.

b. The tram operator was reckless and incompetent in deploying their fleet in snow and icy conditions with such great potential for collisions with non-tracked vehicles limited in their ability to stop in snow.

Any damage caused to the tramlines as a result of gritting is a problem that can be dealt with at a later date, and hopefully with Council money given that they're the ones who put down the grit that caused the damage, and have a responsibility to ensure public transport is able to run reliably.

4. Airports
Cancel all flights and turf families out into the snowy streets at night without their lage because planes may skid on an inch of snow or people may tread snow into the terminal and others will subsequently slip on it and sue you. By ensuring that your staff treat the cattle horribly, you’ll discourage them to complain too loudly at the time.

Also, by law, delaying a flight means that the airline is liable to provide passenger food and accommodation whilst waiting for the new flight, and this can be expensive. However, by cancelling a flight the airline can freely tell people to go away without so much as a refund, let alone putting them into a hotel for the night, as long as you offer a replacement flight. But the trick here is to offer a new flight at an inappropriate time, such as the end of the following week at 3am, which for anyone who has limited time off work or school means they'll almost certainly be forced to refuse the offer. At this point, you'll have fulfilled your legal responsibilities and will get to keep the fares without having flown anyone anywhere!

Now would also be an apt time to schedule a re-run of the reassuring "Terminal 5 - It's working!" adverts, though perhaps edit out the bit that gives the average time it takes to check in.

5. Gritting of Roads
Don't. It costs too much to store grit and maintain a fleet of spreaders that only get used once every couple of decades. Besides, if you've lost all your money in the Icelandic economic collapse and have an oncoming recession to worry about, then you'll have better things to spend your pounds on. Especially when a pound is now only worth half a slice of bread (or ?1.25 if you want butter on it).

Further more, do you really want to deal with all the law suits that will inevitably come flooding in once the roads clear and car tyres start shooting pieces of grit into car windows and pedestrian eyeballs alike?

It'll all melt in a few days. Probably. So just let nature take its course, though keep an eye out for the subsequent flood overloading your drain network - You may need to empty your raw sewage tanks into the Thames again to avoid them overflowing back into the water supply.

6. Workers
Encourage y

Virgin Atlantic Airbus A340-600 'G-VNAP' London Heathrow Final Approach

Virgin Atlantic Airbus A340-600 'G-VNAP' London Heathrow Final Approach

Designed as an early generation 747 replacement, the A340-600 flies 380 passengers in a three-class cabin layout (419 in 2 class) over 7,500 nautical miles (13,900 km). It provides similar passenger capacity to a 747 but with 25% more cargo volume, and at lower trip and seat costs. First flight of the A340-600 was made on 23 April 2001. Virgin Atlantic began commercial services in August 2002.

The A340-600 is more than 10 m longer than a basic -300, more than four metres longer than the Boeing 747-400 and 2.3m longer than the A380. It held the record for being the world's longest commercial aircraft until February 2010 with the first flight of the Boeing 747-8. The A340-600 is powered by four 56,000 lbf (249 kN) thrust Rolls-Royce Trent 556 turbofans. It also has an additional four-wheel undercarriage on the fuselage center-line to cope with the increased MTOW. Airbus has made provisions for freeing additional upper deck main cabin space by providing optional arrangements for additional facilities such as crew rest areas, galleys, and lavatories upon the "stretched" A340 aircraft's lower deck.

In April 2007, The Times reported that Airbus had advised carriers to reduce cargo in the forward section by five tonnes to compensate for overweight first and business class sections. The additional weight causes the aircraft's center of gravity to move forward thus reducing cruise efficiency. Airlines affected by the advisory are considering demanding compensation from Airbus.

The A340-600HGW (High Gross Weight) version first flew on 18 November 2005 and was certified on 14 April 2006. It has an MTOW of 380 tonnes and a range of up to 7,900 NM (14,600 km), made possible by strengthened structure, increased fuel capacity, more powerful engines and new manufacturing techniques like laser beam welding. The A340-600HGW is powered by four 60,000 lbf (267 kN) thrust Rolls-Royce Trent 560 turbofans.

Emirates Airline became the launch customer for the -600HGW when it ordered 18 at the 2003 Paris Air Show; but postponed their order indefinitely and later cancelled. Rival Qatar Airways, which placed its order at the same airshow, took delivery of only four aircraft with the first aircraft on September 11, 2006. It has since let its purchase options expire.

The most direct Boeing equivalent to the A340-600 is the 777-300ER.The A340-600 will eventually be replaced by the A350-1000, which will also compete with the 777-300ER.

In March 2010 a leading British aviation magazine reported that Virgin Atlantic Airways had converted the last six remaining A340-600s on the Airbus order book to the A330 model for route expansion. (The article did not specify if the -200 or the -300 had been chosen, but it did mention Vancouver as a possible destination and that the airframes would include next-gen entertainment systems.) The article stated that Airbus had converted the six orders to the A330 model leaving no more A340-600s on back order. This led the magazine to speculate that as the A350 is on its way the whole A340 line might be closed.

cancelled flight compensation

cancelled flight compensation


As the market-leading text in its course area, "Compensation, 9th Edition" by Milkovich and Newman offers current research material, in-depth discussion of topics, integration of Internet coverage, excellent pedagogy, and a truly engaging writing style. The 9th edition continues to examine the strategic choices in managing total compensation. The total compensation model introduced in chapter one serves as an integrating framework throughout the book. The authors discuss major compensation issues in the context of current theory, research, and real-business practices. Milkovich and Newman strive to differentiate beliefs and opinions from facts and scholarly research. They illustrate new developments in compensation practices as well as established approaches to compensation decisions.

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