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Due to the fact that the non-standard products, being used by customers, may cause failures in products with sales delays, which naturally affect the warranty policy. Thus, it seems to be necessary to study these two concepts simultaneously. The paper aims to discuss these issues.

In this paper, a model is developed for estimating the expected warranty costs under sales delay conditions when two operator costs (failing but not reported and non-failing but reported) are included.

The proposed model is validated using a numerical example for a two types of intermittent and fatal failures occur under a non-renewing warranty policy.

Sales delay is the time interval between the date of production and the date of sale. Most reported literature on warranty claims data analysis related to sales delay have mainly focussed on estimating the probability distribution of the sales delay.

A study of accidents following engine failure in light twin engine aircraft showed that the most common factor in the accidents over a five‐year period was the apparent lack of crew proficiency in response to the emergencies, the National Transportation Safety Board said today.

The purpose of this study/paper is regarding analysis of electrical discontinuity in penultimate layer of a few batches of Multilayer Boards (MLB) fabricated and supplied by a vendor. The ever-increasing demand of miniaturization in launch vehicle and spacecraft electronics systems has led to the usage of multilayer printed circuit boards (PCBs) for realizing high-performance electronics circuitry. Multilayer boards (MLBs) fabricated by qualified agencies based on the customer requirement are being used in the critical launch vehicle/spacecraft systems after evaluating the preliminary test results supplied by the vendor. However, a few batches of MLBs fabricated and supplied by a particular vendor (“A”) showed a discontinuity problem in a few PCB tracks connected by soldering pads. As these MLBs are part of Flight critical systems of both launch vehicle and spacecraft, a malfunction in the board may lead to fatal errors during fight or on-orbit, thereby jeopardizing the mission.

A systematic approach was followed to have a thorough understanding of the problem, and major tests such as inspection, continuity measurement, microsection of the plated through hole (PTH) and Scanning Electron Microscopy–Energy Dispersive X-ray Analysis tests were conducted on identified test boards based on Ishikawa model. Emphasis was given for horizontal microsection, as it has got a clear edge in detecting defects at any point of PTH barrel to inner-layer copper interface.

Systematic testing and evaluation on specimen revealed the presence of unwanted material at the bonding area of inner-layer copper and PTH copper due to inadequate fabrication process. The un-cleaned epoxy materials present at the bonding area creates a weak bond between barrel and inner-layer copper. Electrical strength of the MLB is the strength of this link. This weaker interconnection leads to electrical discontinuity of inner-layer tracks.

MLBs are part of Flight critical systems of both Launch Vehicle and Spacecraft; a malfunction in the board may lead to fatal errors during fight or on-orbit, thereby jeopardizing the mission. Case study of an original failure observed in MLBs helped to achieve normal functioning of systems and avoided failures at later stage of mission.

A distinction must be drawn between a dismissal on the one hand, and on the other a repudiation of a contract of employment as a result of a breach of a fundamental term of that contract. When such a repudiation has been accepted by the innocent party then a termination of employment takes place. Such termination does not constitute dismissal (see London v. James Laidlaw & Sons Ltd (1974) IRLR 136 and Gannon v. J. C. Firth (1976) IRLR 415 EAT).

This paper aims to investigate governance in service triads, specifically studying significant steering and connecting coordination failures, to reveal typically hidden characteristics and consequences.

This study focuses on coordination functions and activities between a buyer (a government department), a customer (a military service) and two service providers. Rich data on these normally confidential service ties are drawn from an official report into the causes of a fatal accident involving a UK reconnaissance aircraft and specifically from the evidence presented regarding the earlier development of its complex safety case. The authors also analysed a range of additional secondary data sources.

The authors examine the sources, drivers and manifestation of coordination failures. The authors uncover a series of coordination failures driven from the bridge position, revealing that while bounded rationality and opportunism influenced steering coordination failures, connecting coordination failures were associated with knowledge asymmetry, dyadic inertia and unethical practices.

Organisations and governments delivering complex projects and knowledge-intensive professional services should guard against outsourcing the “coordination” activity to a third party, thereby relinquishing the bridge position. Handing over the bridge position to an integrator would leave the client vulnerable to coordination dysfunctions such as bounded rationality, opportunism, knowledge asymmetry, dyadic inertia and unethical practices.

The study links the previously separate research streams of service triads and inter-organizational coordination. While extant research pays attention to mainly positive control functions, this study focuses on all three actors in two (failed) service triads – and highlights the impact of coordination activities and failures.

This article aims to assess the standard local recommended management of women with severe pre‐eclampsia and eclampsia in relation to recommendations in a national clinical guideline using a criterion‐based survey.

A total of 227 maternity units in the UK were asked to provide a copy of their guideline for the management of severe pre‐eclampsia and eclampsia. Responses were obtained from 107 units (47.1 per cent), 37 units were using regional guidelines and 72 guidelines were available for assessment. A total of ten audit criteria were agreed by committee, based on national recommendations. Guidelines were then audited to assess concurrence with these criteria.

The standard of guidelines was highly variable with only four guidelines (4.5 per cent) satisfying all ten key guideline points. The majority of guidelines had clear criteria for inclusion (87.5 per cent) but in almost a quarter of all guidelines no mention was made of informing consultant staff once these criteria were met.

The study shows that the standard of local guidelines for management of these potentially fatal conditions is highly variable. Confidential inquiry has repeatedly recommended the use of regional guidelines. Perhaps it is time for the development of a national guideline representing consensus agreement of an evidence‐based approach.

In the UK eclampsia and pre‐eclampsia continue to be a leading cause of maternal mortality and morbidity. This paper provides a valuable insight into the standard of guidelines used in the management of these conditions.

The purpose of this paper is to investigate variability in law enforcement officer (LEO) traffic fatality rates among states in order to identify policy-relevant areas of opportunity to reduce deaths.

Differences in state highway spending, regulatory policy, law enforcement training, LEO and general public traffic fatalities, and other state-level variables are explored through cross-sectional regression analysis and qualitative content analysis. Data were used from the Federal Bureau of Investigation Crime in the USA and LEOs Killed and Assaulted reports, and the National Highway Transportation Safety Administration Fatality Analysis Reporting System, among other sources.

There are a number of significant state-level variables and trends that contribute to differences in LEO traffic fatality rates. Maximum highway speed limits and general population traffic fatalities are found to be statistically significant predictors. Thematic factors relating to LEO exceptionalism, agency sovereignty, training, and external control loci, emerged through qualitative analysis.

Limitations included differences in definition, consistency, and reporting among data sources. Qualitative analysis of some variables were limited and future research should pursue more robust and repeated/longitudinal measures.

Policymakers have an opportunity to review significant factors contributing to higher/lower collision involvement rates and make changes to police practices to reduce collision involvement and improve safety for LEOs.

No prior study has offered a national, cross-case analysis of LEO traffic fatalities by state. This paper offers law enforcement policymakers empirical examples of successful LEO traffic safety policies.

The purpose of this paper is to challenge the idea that poor people are generally risk averse and that risks are predominately created by structural conditions and outside forces (Wisner et al., 2004, p. 11; Cardona, 2004, p. 39). It aims to show that some categories of poor people regularly take risks and that they can have good reasons for that. For people living at the edge of Indonesian society, taking risks on a regular basis has become something normal. The possibility that people can actively involve themselves in risky practices needs to be taken into account in risk assessments by government and civil society.

The material presented in this paper has been collected during long, intermittent periods of ethnographic fieldwork in East Java and East Kalimantan between 1999 and 2014. The data were mostly collected “at the side” of research on poverty, social security, social welfare and livelihood security. It also makes use of a case study on oplosan in Pati, Central Java, written by Frans Hüsken, of newspaper reports, online sources, talks with police officers and online news items.

In many of the current day risk studies, livelihood risks of the poor are perceived as “externally induced” resulting from outside influences such as disasters, living at dangerous places or as resulting from structural factors such as social and economic inequality. Little attention has been paid to poor and vulnerable people who actively take risks themselves and the reasons to do this. Based on ethnographic fieldwork in Java and East Kalimantan, Indonesia, in this paper some risky practices of poor (young) people are explored. Examples are several forms of extreme risk-taking such as drinking parties with potent or even poisonous mixtures (oplosan), gambling and competition (often referred to as trek-trekan).

So far, little attention has been paid to the fact that people often actively involve in risks and deliberately may opt for risky lifestyles and opt to live in risky environments as this offers opportunities for poor people to gain money, prestige and jobs otherwise not accessible.

ATTENTION has been focussed on aspects of helicopter airworthiness by the publication of the HARP Report. In this document, existing requirements for public transport helicopters were reviewed and recommendations made for improved safety standards and it has been stated that a series of accidents in recent years, some of them related to North Sea operations, are believed to be reason for the request to the ARB which led to the setting up of the Panel. A contributory factor was the realisation that these kind of public transport operations were in their infancy and enormous expansion can be expected.