Robert W. Wilson, Investor Extraordinaire!

Killing the Market is a short, fascinating read about the life and career of investor and philanthropist Robert W. Wilson.

Given $15,000 from his mother in 1958 as a wedding present (equivalent to about $150,000 today) Wilson invested the money. That began a 40-year career in the financial market – playing the stocks – which landed him with a net worth of over $800 million before his death in 2013.

Author Roemer McPhee, a Princeton-trained in history, asks the question “How did he do it?” and tries (successfully, I think) to answer it in his book. He dives into the life and work of Wilson in what is a detailed explanation of how Wilson was able to accomplish what no one before or after him has done. How he was able to work the market to his favor, and find, with an almost primal instinct, what markets had a future.

Because I have a limited knowledge of the stock market, some of the terms in this book were a bit over my head, but what I found fascinating was the detailed way McPhee describes each big company that Wilson invested in. For me, it was fun reading the details of how these companies got started – companies I’m familiar with from my childhood.

Wilson bought stock in companies such as Datapoint, Bowmar Instrument, Lockheed Aircraft Corporation, Atari, and Jordache Jeans before others knew what was going on. He also dabbled in oil when others were selling, and in the airlines industry when it wasn’t considered “profitable.”

“He always seemed able to spot an innovator early,” writes McPhee. “Wilson had almost a sixth sense for self-protection and self-preservation in the market, as an investor.”

One of the questions the books asks (and answers), is what do you do with all that money once you have it?

While there isn’t much detail about his personal life, we do find out that Wilson was a man very concerned with the welfare of the earth and its inhabitants. He continually “tithed” as he put it, giving to charities and organization throughout his career. When he retired, however, he became a full-time philanthropist, and gave hundreds of millions of dollars away, making him one of the biggest donors in New York City and in the United States. His chief concern was to continue taking care of the earth and the people and animals that lived on our planet. Like the details that McPhee puts in the book about the companies Wilson bought stock in, he also defines the organizations he gave money to, which I found interesting because I’ve heard of most of these organizations.

The book follows Wilson through to the end of his life: Wilson staying in character until the end.

When I visit New York, now, and I see his name on various buildings or donor plaques, I’ll know the story behind the name. I think that’s cool.

I believe this book is perfect for anyone interested in investing or playing the market, whether professional or amateur. For the rest of us, it makes an interesting read into the life of a man who changed the lives of many people and many companies in the US.

Checklist for Finding the Best Flights Around the World

Traveling is fun, especially if you are traveling thousands of miles for spending a holiday or visiting your old friend. Traveling on buses on trains is not imaginable for long distances making air travel the ultimate option. The prices of air travel differ by country and the airlines. Sometimes the difference is very large and choosing the cheaper one can save lots on costs. But low cost flights may always not be the best option. Low cost flights are relatively less furnished and provide very less facilities to the passengers. Here are some tips and tricks to help you pick the best flight to any destination.

Your nation or place of visit makes the largest difference in the flight costs. Journeying from Melbourne to New York would cost a couple of folds more than traveling from Melbourne to Sydney. If you are traveling very far, you have to work your backside off before finding the cheapest flight deal. Start looking for the cheap airlines months before your journey and book it a few weeks before because inexpensive flights get packed easily.

The airfares in general hike up in the tourist season. For example, should you wish to travel to Thailand during the summer, you will have to pay more because during summer, more holidaymakers flock to Thailand. So, if you are a budget traveler, it is ideal to travel during the off seasons. The increase in price of fuel also induces the air fare to upsurge. Airlines therefore charge much more than the regular price to meet the expenses. But the slump in oil costs can be beneficial as airlines bring down the air fare on such events. You need to understand this and if you want to travel cheap, better not purchase your tickets when the oil prices are high.

Generally, airlines offer flights at cheaper or discounted rates particularly during their anniversaries or some special occasion. Keep tabs on such announcements and get a ticket when the discount offer is still valid. Internet is the best source to keep yourself informed on them. But generally, such announcements are also made through newsprints and Televisions.

One thing that you need to understand is that the cheapest flight is not always the best flight. If you look for more luxury, economy flights typically are not the best option for you. Research online and see what other people say about an airline. Start a discussion at travel forums enquiring the pros and cons of a flight and see what other individuals say about it. On cheap flights, you by and large do not get any snacks or drinks. You will need to compromise with many things if you are traveling via inexpensive flights.

You can have the benefit of cheap flights during certain festive times of year. Like during Christmas and Thanksgiving Day, the air travel prices are down between 15 to 20 percent for long distance flights. The prices are taken down even for short distance flights but by comparatively lesser amount. Some airways offer round trip packages if you are traveling long distances and to multiple cities. They often come with a holiday package but there are individual travel packages too. If you need to make such trips, such packages may be handy and very affordable.

If you are buying your tickets from a travel agent, be heedful to check out the prices with a grateful of them. Sometimes, the price for the same flight can differ from one travel agent to another. It will cost you less to buy direct from the concerned airlines. Do proper research on the internet and you'll unquestionably find the best flight deal.

Airplane Accident Attorney Talks About Airborne Tragedies

Powered flight is perhaps one of man’s greatest achievements. Since that first aircraft flew at Kitty Hawk, man has taken to the skies as if born to it. Today, travel by air is one of the safest ways to go about. Yet as any aviation accident attorney will tell you, it is not a perfect picture.

National Geographic once said that more people die due to donkeys worldwide than aircraft crashes. The difference is you will never hear about the annual toll of humans killed by donkeys. When an aircraft crashes, no matter how small, it gets page one.

Anatomy of a Crash

The modern aircraft is an incredibly complex machine. Even the smallest single-engine, four-person, propeller-driven trainer is a package of gears, gauges, pistons, hydraulic lines and electric cables. Although redundancies exist, sometimes the failure of one system can quickly lead to the failure of the whole.

Mechanical failure is one of the main causes of an air crash. This means the plane went down because part or parts of it compromised its ability to fly, land or take off safely. Everything from a worn out part finally failing to an instrument that fed the pilot wrong information could qualify as mechanical failure.

The other main reason is pilot error. This is simply the pilot making a mistake that led to the crash. Unfortunately, this mistake is often fatal for the pilot, his or her crew and the plane’s passengers. Any airplane accident attorney will tell you this is where so many complexities crop up.

The Blame Game

The aftermath of every crash, especially for the more tragic ones, is the inevitable investigation. A team of specialists comb over the wreckage, maintenance records and crew files looking to pin down the cause of the crash. Airplane accident attorneys start looking at who is responsible.

Depending on how bad the crash is, investigations could take a few days at best, and years at worst. Recovering the so-called “black boxes” that record in-flight data are usually a big boon, so are eyewitness accounts. Survivors are invaluable because they were actually there prior to the crash.

Aviation accident attorneys say this is where things become a bit muddy. The airline and/or the aircraft manufacturer will try to pin blame on anything and anyone other than them. Dead passengers are bad business for an airline, while a tragic air crash puts a manufacturer’s entire output into question.

Meanwhile, the family of the pilots and crew will also try to remove or reduce blame put upon them. Especially if the pilot is a veteran, their families would do everything to keep the names of their loved ones from getting tainted.

Survivors and the kin of victims face a complex tangle of laws and procedures finding the underlying cause of what led to the crash. When the cause has been determined, it is still a question of whether you would be satisfied with it or not, and what to do if it is the latter. Then there is the litigation for just compensation.

This is where an experienced airplane accident attorney can be of much help. They know the laws involving such incidents and they have access to specialists who can evaluate the evidence and even give expert testimony.

Even then, it could be a long, hard road to justice and just compensation. Yet if you stay the course and heed the advice of your aviation accident attorney, you might see a happy landing for the case of those denied that by fate or negligence.

Get a Discount on EVERY United Flight Your Company Purchases

United Airlines is offering a fantastic new program that is designed to benefit the mid-sized business with a travel budget of under $ 1 million. What makes this program unique is not only that it is aimed at the lower end of the market, but that it is so simple to implement and provides a discount off of every airfare your company purchases on United, as well as several partner airlines, including Lufthansa and Air Canada.

The importance of the discount off of the lowest coach class fares can not be overstated. Even Fortune 500 companies which have high-end corporate agreements with United do not get a discount on the cheapest coach class seats.

The overview details are these: United will discount your airfare by 2% across the board for all of your corporate volume on United in exchange for a revenue commitment to United of $ 150,000 per year in airfare. Your company will have to provide reports that indicate your can give United the revenue that they are asking for, but this is easily done, and this financial information can come from your agency partner (s) or internally. The initial contract agreement is for two years, which is also a nice feature, as many corporate agreements with major airlines are one year rolling programs. So this gives you the opportunity to lock in savings for a longer period of time. Additionally, the fares will generally have to come through your booking with an agency partner as United's reps will not have access to your contract, and there will be no way to include this discount on United's corporate online or on some of the larger online travel bookings sites you may have worked with or are currently using. In addition to the 2% discount, your company will also receive some additional flexibility in the form of a "service fund" that can come in handy when your organization needs a "favor" from the airline in the future. These funds can be applied to exchange fees, missed ticketing deadlines, etc.

If you are currently working with an agency, and your company fits in to the criteria outlined above, you should certainly inquire about this program. It is the best opportunity I've seen for savings with a major carrier in recent years. Your agency should have information on the program, and their United representative can take it from there.

I wish you the best of luck in taking advantage of what I feel is a truly unique offering in the airline industry. Let's hope that other airlines follow United's lead in bringing value to loyal corporate clients.

Faster Than A Plane

Are airlines rated by growing rail networks?

Even though links are improving, there are faster times and increased frequency, the journey between London and Cologne is still likely to be seen in five years as a plane trip, rather than train. But on how many relatively short journeys in north-western Europe, roughly bounded by London, Amsterdam, Paris and Frankfurt, can airlines feel absolutely safe from the challenge of rail? As the high-speed train network expanss and trains get faster and more frequent, how many routes will become, if not train-only, at least train-dominated? The process has already started and is likely to increase at a rapid pace. The short-haul map of Europe is likely to look very different in 2010.

High-speed trains have been operating in Europe for more than a generation. France is where rail has had the largest impact on air services and Paris to Lyons was the first air service to suffer from the arrival of the TGV. The route between Paris and Brussels by the high-speed Thalys train then ended the air route between the two capitals. Planes could not compete with the 90-minute train journey. Air France now books a large number of seats on the train for its travelers using Charles de Gaulle Airport, where the train calls.

Other flight services that have been affected are between Frankfurt and Cologne and direct flights between Frankfurt and Stuttgart, routes where, like Air France, Lufthansa uses the German high-speed train service, ICE, to carry its passengers. The Paris to Cologne service also goes via Amsterdam Schiphol.

Another route that will have drastic change will be the Milan to Rome. This journey time will be cut from the current laborious four and a half hours to a surprising two and a half.

In 2007 the Brussels to Amsterdam stretch of the Thalys service will become high speed. The whole route from Paris to Amsterdam going via Brussels will then take only two hours. This is regarded as the classic time when train journey becomes more viable than flying. The flight takes one hour fifteen minutes, but as the train will stop at CDG and Schiphol, it is likely to be more attractive both in terms of convenience and time spent getting to and from the airport.

Rail tracks between Paris and Frankfurt are being improved at the moment to be able to accommodate a high speed service, which should enable this journey to be taken in under three hours. This would then start a shift towards rail travel instead of flying. But the largest change of all will occur when the last stretch of the UK sector is upgraded to high-speed, resulting in train journeys from London to Paris and Brussels will, respectively, take two hours and ten minutes and one hour and fifty five minutes .

Seventy percent of the market on journeys between London and Paris and sixty two percent of the London to Brussels route are already taken by Eurostar which operates on the Channel Tunnel link.

Although the idea of ‚Äč‚Äčthere being no more flights between London and Paris or London and Brussels seems rather far fetched, the reality of there becoming fewer seems closer to reality.

The History of Eastern Airlines

Once considered one of the “big four” US carriers, along with American, Delta, and United, it had been innovative and highly successful, having evolved into the world’s second-largest airline during its six-decade history.

Tracing its origins to Pitcairn Aviation, which had been formed on September 15, 1927, it had inaugurated airmail service the following year between Brunswick, New Jersey, and Atlanta with open-cockpit PA-5 Mailwings.

But North American Aviation, a holding company for several fledgling carriers and aircraft manufacturers, purchased the company a year after that, and, changing its name to Eastern Air Transport, inaugurated passenger service with Ford 4-AT Trimotors on the multi-sector hop from Newark to Washington via Camden, Baltimore, Washington, and Richmond on August 18, 1930. Acquisition of the Curtiss Condor enabled it to extend the route to Atlanta.

After absorbing Ludington Air Lines three years later, it was able to incorporate a New York-Philadelphia-Washington triplet to its system.

Eastern’s growth, like that of many other carriers, was jumpstarted by the Air Mail Act of 1934, which entailed the awarding of government contracts to private companies to transport the mail, while the US Postal Service selected them based upon the bid they submitted in competition with others. Although this prompted the formation of upstart companies to operate the airmail routes in the hopes of being chosen, it equally required the separation of the then-common aircraft manufacturer-and-carrier co-ownership.

Circumventing the restriction imposed upon it as a result of its Spoils Conference involvement with General Postmaster Walter Folger Brown, Eastern Air Transport changed its name in 1934 to the one by which it would be known throughout its history, Eastern Air Lines.

Captain Eddie Rickenbacker, World War I flying ace who won the Congressional Medal of Honor, purchased the carrier from the North American Aviation holding for $800.,000 and took over the helm, implementing an aircraft modernization program.

Building its soon-famous Great Silver Fleet, he quickly replaced the slow Curtiss Condor biplanes with all-metal Douglas DC-2s, one of which became the first to land at the new Washington National Airport in 1941. Leaving its imprint on an expanding East Coast network, Eastern plied the New York-Miami sector with wider-cabin, 21-pasenger DC-3s in 1937.

Like many US airlines, whose growth was interrupted by the necessity World War II imposed on it and the requisition of its aircraft for military purposes, Eastern commenced its own military support flights in 1942, connecting the three states of Florida, Pennsylvania, and Texas, spreading its wings to Trinidad in the Caribbean, and ultimately forming its Miami-based Military Transport Division, for which it acquired Curtiss C-46 Commandos.

The seed to its pioneer, tri-city northeast shuttle was planted two years later when the Civil Aeronautics Board (CAB) awarded it the New York-Boston route over American.

The technological advancements of the 1950s, expressed as range, payload, speed, comfort, and safety increases, occurred so rapidly that, by the time an aircraft was produced, its replacement was already on the drawing board.

The quad-engine DC-4 soon supplemented its 39 twin-engine DC-3s, and its network now encompassed Detroit, St. Louis, and San Juan, Puerto Rico.

The Lockheed L-649 Constellation, inaugurated into service in 1947, yielded to the higher-capacity L-1049 Super Constellation, which plied its signature New York-Miami route as of December 17, 1951. The Martin 4-0-4s replaced the DC-3s and by the middle of the decade, the first DC-7Bs sported Eastern’s livery.

Acquisition of Colonial Airlines gave it access to New York State, New England, Canada, Bermuda, and Mexico City.

The propjet took the form of the four-engine Lockheed L-188 Electra, which was inaugurated into service on January 12, 1959 between New York and Miami, and the pure-jet in the form of the four-engine Douglas DC-8 only a year later, soon supplemented by the smaller-capacity, but higher cruise speed Boeing 720.

Eastern was the first of the big four US carriers to operate the 727-100 tri-jet “Whisperliner”-specifically on the Philadelphia-Washington-Miami run-and the twin-jet DC-9-10.

The famous hourly New York-Boston-Washington air shuttle was launched on April 30, 1961 with the L-188 Electra, for which it advised, “No need to make a reservation. Just ‘show and go.’ All sections are with backup planes standing by to assure a seat for everybody waiting at scheduled departure time.”

One-way weekday fares were $69.00 to Boston and $42.00 to Washington, while the round-trip weekend prices were $55.00 for adults and $37.00 for children to both.

The shuttle was eventually operated by DC-9-30, 727-200, and A-300 aircraft.

Breaking its hitherto East Coast shackles at the end of the 1960s, it expanded to Seattle and Los Angeles on the West Coast, to Nassau and Freeport in the Bahamas with its acquisition of Mackey Airways, and to several Caribbean islands after purchasing Caribair.

Passing the torch to another famous aerospace personality, Captain Eddie Rickenbacker relinquished control to Colonel Frank Borman, who had orbited the earth in Gemini VII in 1966 and the moon in Apollo VIII two years later.

Eastern entered the widebody era with the Lockheed L-1011-1 TriStar in 1972, became the first US carrier to operate the European Airbus Industrie A-300 in 1978 when it ordered 23, and was the launch customer for the Boeing 757-200.

After acquiring Braniff International’s Latin American routes in 1982 and establishing a hub in San Juan, it became the world’s second-largest carrier in terms of annual passengers after Aeroflot, establishing hubs in New York, Charlotte, Atlanta, Miami, and San Juan and toting its “We have to earn our wings everyday” slogan.

But, while it may have earned its wings, it did not necessarily earn the profits to support their lift. Debt from aircraft purchases needed for its expansion and labor disputes necessitated the $615 million purchase by Texas Air Holdings, which also owned Continental, in 1986, and Eastern became a carcass of fodder. Airplanes were sold. Employees were laid off. Assets were transferred to Continental. And its image rapidly deteriorated, especially when it virtually eliminated in-flight service to reduce costs.

Declaring bankruptcy in 1989 and ceasing operations two years later, on January 19, the one-time “wings of man” became the Icarus of deregulation after a six-decade flight.

North Cyprus flights

North Cyprus holidays often include the flight especially if you choose a package holiday to North Cyprus. Independent travelers need to find a flight for themselves.

Northern Cyprus is not allowed to accept direct flights so all flights must put down in Turkey first. Passengers on Turkish airline flights will be required to change flights at Ataturk airport in Istanbul. The ongoing flight is then an internal flight. It pays to study the airline schedule for Turkish airlines flights for connection times, particularly for the outbound journey. On some days there is just a one hour wait for a connecting flight but on other days it may be as long as four hours. Turkish airlines flies from Manchester, Birmingham and London Stansted and Gatwick. AnadaluJet, a low cost carrier owned by Turkish airlines also flies from London Stansted but puts down at the other Istanbul airport on the Asian side, Sabiha Gokgen airport. Passengers do not leave the plane but, after a suitable wait, the flight is deemed to be an internal flight and it allowed to continue to Northern Cyprus

Pegasus flies daily from London Stansted and weekly from Manchester in the summer months. These flights put down at a specified airport in Turkey, wait for a while then take off again for Ercan. Passengers traveling through to Cyprus do not leave the plane.

A new airline is planned for 2011 to replace the failed North Cyprus Turkish airline. Atlas Jet may yet operate flights too

The airport in North Cyprus is known as both Ercan and Lefkosa and lies to the east of Lefkosa (Nicosia).

With the ease of crossing the border from the south, many visitors now use Larnaca airport. Monarch flights fly into Larnaca from a number of UK airports, Manchester, Birmingham, Luton and London Gatwick airports.

It takes usually just under the hour to reach the Metehan crossing point into Northern Cyprus. It is best to arrange a taxi from North Cyprus to collect you at Larnaca airport.

Easyjet flies into Paphos airport but the transfer time to a crossing point in Nicosia is a couple of hours and the taxi fare is high.

9 Great Facts About London Stansted Airport

London Stansted Airport has tended to be a major hub for low-cost airlines from across Europe. It is Ryanair’s largest base with over 100 routes served by the airline from London Stansted Airport.

The airport was first used in the Second World War as RAF Stansted Mountfitchet by the Royal Air Force and the United States Air Force as a major maintenance centre and a bomber airfield.

The airport began commercial operations in 1966 and was given to BAA to control, and Stansted was mainly used for holiday charter airlines who could make the most of cheaper costs as opposed to using Gatwick and Heathrow.

It is London’s third largest airport, after Heathrow and Gatwick after the British government in 1984 approved a plan to develop the airport in two phases to ease pressure from Heathrow and Gatwick. The plan was for an airport that could handle up to 15 million passengers a year with a new terminal building that would be built in 1991.

The main terminal building that was built, is an oblong glass building designed by the world renown architects, Foster & Partners. The design of airport provides an unobstructed flow for passengers to arrive at the short-stay car park and move into the check in hall, through security and to the departure gates which are all on the same level in the airport.

It has one passenger terminal and three passenger satellites where the departure gates are located. One of the departure gates is connected to the main terminal by an air-bridge and the other two are connected by the Stansted Airport transit System people mover.

The airport is connected to London by trains from Stansted Airport railway station which run hourly to London Liverpool Street station, and regular coach services to Stratford, Golders Green and London Victoria. It is also located close to the M11 motorway which connects London to Cambridge and is about 30 minutes drive from London, to give quick links into the capital.

London Stansted Airport only has one runway which serves the airport. There have been plans for a second runway but these have been postponed because of protests from residents of nearby villages.

London Stansted’s air traffic control tower is one of the tallest air traffic control towers in Britain and is located at the north east end of the airfield. It is so tall because it needs to be able to view satellite 3 clearly as that is where most of Stansted’s aircraft movements occur.

Weather Flights

Korean Air is the flag carrier of South Korea. It is also considered as the largest airline in South Korea with its headquarters based in Seoul, South Korea. The international Korean flights as well as its cargo flights fly to 130 cities in 45 countries all over the world. The domestic Korean flights serve 20 local destinations. The international hub of Korean flights is at the Incheon International Airport. Korean Air is an original partner of the SkyTeam, the second largest alliance for airlines in the world.

If you are traveling long distances by air on Korean Air flights, it helps to know a few health tips to make your flight more comfortable. The temperature inside the cabin of Koran Air flights is maintained at 22 to 24, which is a very comfortable temperature. It is still best to wear comfortable clothes that are not too thick but always have a light sweater or jacket in your carry-on luggage just in case it gets chilly.

The humidity inside the cabin of Korean flights is kept at a level of 15 percent. The comfortable level of humidity for the average person is at 50 to 60 percent. The 15 percent level on Korean Air flights is already considered to be dry. In dry moisture the body moisture tends to evaporate. The skin as well as the membranes on your eyes and nose also begins to dry out through the course of the flight and it can get quite uncomfortable when that happens. The best thing to do during Korean flights is to keep yourself hydrated by drinking plenty of water, fruit juices or any kind of liquid beverages. Avoid drinking coffee and tea because these beverages can only cause further dehydration. Passengers with contact lens should remove them during Korean flights to avoid dryness of the eyes which could cause the eyes to get inflamed.

The atmospheric pressure inside Korean flights is set at the altitude of 5,000-8,000 feet. There is the tendency that the deafening of the ears may occur. This is caused by the change in the pressure inside the Korean Air flights as they land or take off. To avoid the deafening of your ears chew some gum or just move your jaw up and down as if you are chewing gum. You can also try closing your mouth and then pinching your nose while you blow out some air slowly.

UK Airline and Airport Security Regulations – Exactly What Liquids Can You Carry in Handgage?

The current regulations around Airline Cabin Baggage have been in place since 6th November 2006, but we are still seeing many questions over just what liquids can be brought into the cabin as hand luggage. The rules here are very precise, and cover drinks, medicines, make-up, toiletries, and even baby milk. The regulations are summarized here for simplicity, to help you avoid difficulties or delays at Airport Security .

What is the definition of a Liquid?

In terms of Airport Security Rules , a liquid includes all of the following:

  • All drinks, including water, soup, syrups
  • Creams, lotions, oils, perfumes, mascara etc
  • Sprays and pressurized containers including shaving foam and spray deodorants
  • Pastes, including toothpastes
  • Gels, including hair and shower gel
  • Any other solutions and items of similar consistency

How Much Can I Take?

Obviously you can take as much as you like in the cargo hold, but in your hand luggage you are limited to containers holding no more than 100ml (note that a 200ml container half full is not permitted). All containers of liquid must be placed into single, see-through and re-sealable plastic bag.

Travelers are encouraged not to take items in hand luggage which are capable of holding liquids (for example, bottles, flasks, tubes, cans, plastic containers, etc). This should help avoid unnecessary delays.

So What's This About a Plastic Bag?

The plastic bag allows the liquids being transported by a passenger to be easily checked by airport security. The rules which must be followed are:

  • The bag must be the transparent, re-sealable type
  • The capacity of the bag must be no more than 1 liter (approx 20cm by 20cm)
  • The contents must sit comfortably in the bag and the bag must be sealed
  • The re-sealable bag of liquids should be prepared before arriving at the airport
  • Each passenger may carry only one such bag of liquids
  • The one item of cabin baggage which can be taken through the airport search point is in addition to the bag of liquids

What About Essential Medicines?

Prescription medicines in liquid form which are essential for the journey (such as a diabetic kit) can be taken in hand luggage, but be prepared to prove their authenticity.

What About Baby Milk and Baby Food?

Baby milk and liquid baby food may be taken in hand luggage, and are not subject to the 100 ml limit, but the contents of each bottle or jar must be tasted by an accompanying passenger.

What About Duty Free / Departure Lounge Purchases?

You may take as hand luggage any Duty Free items you purchase in the shops in the departure lounge, or 'airside'. These will be given to you in a special sealed bag which should not be opened until you reach your final destination, and you should keep your proof of purchase.

Note that there are additional considerations for duty free purchases for your return flight if you will be
changing flight at an EU airport.

Summary

Limited liquids are now permitted as hand luggage, but if you want to avoid delays and difficulties at the airport then you should ensure you understand the above rules and prepare your bag of liquids before you get to the airport.