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Mark Wahlberg at Pain & Gain NYC Premiere | Pictures
Mark Wahlberg Brings Pain & Gain to NYC and Addresses Boston Bombings
Mark Wahlberg wore an all-black ensemble to the NYC screening of Pain & Gain at the Crosby Street Hotel last night. He was joined by rapper 50 Cent, Peter Facinelli, who had girlfriend Jaimie Alexander by his side, and New York Giants football star Victor Cruz for the movie's NYC debut. Olivia Palermo and boyfriend Johannes Huebl also joined Mark to take in his latest film. Missing from the action was his costar Dwayne Johnson, although he and Mark linked up last week to premiere Pain & Gain in Miami ahead of its April 26 release.
Last night was an unexpectedly somber occasion for Boston native Mark on the heels of the Boston Marathon bombings. Mark took to his Twitter account yesterday to wish his hometown well, saying, "Thoughts and prayers with my hometown Boston today." Mark was torn between supporting his film and expressing his worry for his family members back in Boston, and he conveyed his true feelings about the tragedy in an interview with reporters last night, explaining, "I really didn't even want to come tonight. I hadn't really heard much — I spoke to my mom, and most of my family seems to be okay. It's such a big event, there's so many people there. It's horrible man. It's [expletive] disgusting, man. I just — I'm very upset."
- Ingrid Michaelson has called it quits with her husband — Us Weekly
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- Look what Gwyneth Paltrow Instagrammed last night — Lainey Gossip
- Scarlett Johansson comments on that John Travolta encounter — Dlisted
- What is Shia LaBeouf doing with his look? — JustJared
- Kim Kardashian reveals another interesting outfit — Hollywood Tuna
- Here's how Britney Spears spent her night — Pink Is the New Blog
- Someone else shared a picture of Chelsea Handler's boobs — The Superficial
- Have you heard Kylie Minogue's new single? — popbytes


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Hess Corporation Announces 2014 Capital And Exploratory Budget
Unconventionals - $2.85 billion:
- $2.2 billion for the development of the Bakken Shale in North Dakota. Hess plans to operate 17 rigs and plans to bring 225 new operated wells online. Hess plans to invest $350 million on major infrastructure projects including the completion of the expansion of the Tioga Gas Plant and associated pipeline and compression projects.
- $550 million for drilling approximately 35 wells primarily in the wet gas window of the Utica Shale play in Ohio.
Production - $1.475 billion:
- $350 million to drill five production wells at the Okume Complex and progress facility work at the Sendje Ceiba floating production, storage and offloading vessel (FPSO) at Block G (Hess 85 percent – operator) in Equatorial Guinea.
- $300 million to drill three production wells and install gas lift on four flank wells at the Valhall Field (Hess 64 percent) in Norway.
- $300 million to drill ten production wells, install two new wellhead platforms, and progress the Booster Compression Project at Block A-18 (Hess 50 percent) in the Joint Development Area in the Gulf of Thailand.
- $200 million to drill three production wells and one water injection well at the South Arne Field (Hess 62 percent – operator) in Denmark.
- $150 million to drill two production wells and one water injection well at the Shenzi Field (Hess 28 percent) in the deepwater Gulf of Mexico.
Developments - $925 million:
- $400 million for the development and start-up of the Tubular Bells Field in the deepwater Gulf of Mexico (Hess 57 percent – operator). Hess will install the hull, topsides and subsea equipment, complete two production wells and drill a fourth production well.
- $400 million to progress the full field development of the North Malay Basin project (Hess 50 percent – operator) in Malaysia.
Exploration - $550 million:
- Hess plans to drill three appraisal wells and perform one drill stem test on the Deepwater Tano / Cape Three Points Block (Hess 90 percent – operator) in Ghana.
- Complete drilling two wells at the Dinarta and Shakrok Blocks (Hess 80 percent – operator) in Iraqi Kurdistan.
- Conduct 3-D seismic and technical studies in the deepwater Gulf of Mexico in preparation for resuming drilling in 2015.
2014 Estimated Capital and Exploratory Expenditures * |
($ Millions) |
By Segment: | By Region: | |||||||||||||
Exploration and Production | Exploration and Production | |||||||||||||
Unconventionals | $2,850 | United States | $3,700 | |||||||||||
Production | 1,475 | Europe | 525 | |||||||||||
Developments | 925 | Africa | 650 | |||||||||||
Exploration | 550 | Asia and Other | 925 | |||||||||||
Total | $5,800 | $5,800 | ||||||||||||
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subset: commoncrawl


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Patient Reviews
Patient Reviews ? Write a Review
Overall Rating:
Total Ratings5 |
Total Reviews1 |
Dr Shah is the most compassionate, caring physician I've ever met in 69 years. Awesome! He goes the extra mile to answer every question or concern you might have. A neighbor who is being treated for cancer received a call from Dr Shah personally after receiving his biopsy report. It was after 9pm. My friend was surprised to find it was Dr Shah, not his nurse calling; showing the utmost care, concern & compassion for him, wanting a private consultation to answer every question, to explain diagnosis and lay out a treatment plan. Awesome! During my visit, I was allowed a full 60 minutes for a very reasonable consultation fee. My endocrinologist spent less than 10 minutes with me the day before yet charged Medicare more than triple the fee Dr Shah charged. I plan to see Dr Shah when needed even though he no longer accepts Medicare. He's truly a 5 STAR physician unlike any others I've ever met.


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Find a copy in the library
Finding libraries that hold this item...
Genre/Form: | Feature films DVD-Video discs Video recordings for the hearing impaired |
Material Type: | Videorecording |
Document Type: | Visual material |
All Authors / Contributors: |
Clark Gable; Jean Harlow; Ava Gardner; Joan Crawford; Jeanette MacDonald; Spencer Tracy; Warner Home Video (Firm) |
OCLC Number: | 76263312 |
Language Note: | Closed-captioned in English. |
Notes: | Title from slipcase. Issued in a cardboard sllipcase. |
Credits: | [China seas]: director, Tay Garnett. [Boom town]: director, Jack Conway. [Wife versus secretary]: director, Clarence Brown. [San Francisco]: director, W.S. Van Dyke. [Dancing lady]: director, Robert Z. Leonard. [Mogambo]: director, John Ford. |
Cast: | Clark Gable, Jean Harlow, Ava Gardner, Joan Crawford, Jeanette MacDonald, Spencer Tracy. |
Target Audience: | MPAA rating: Not rated. |
Description: | 6 videodiscs (616 min.) : sd., col. & b&w ; 4 3/4 in. |
Details: | DVD ; region 1 ; Dolby digital, mono. |
Contents: | China seas (1935, 87 min.) -- Boom town (1940, 119 min.) -- Wife versus secretary (1936, 87 min.) -- San Francisco (1936, 115 min.) -- Dancing lady (1933, 92 min.) -- Mogambo (1953, 116 min.). |
Other Titles: | China seas. Mogambo. Dancing lady. San Francisco (Motion picture) Wife versus secretary. Boom town. |
[Boom town]: Clark Gable and Spencer Tracy are oil wildcatters who meet during a Texas strike, take an instant dislike to each other, go into business together, tussle over a woman, break up, and reunite. The film spans years, and various parts of the continent, as each man gets rich and goes bust with regularity.
[Wife versus secretary]: Linda Stanhope wasn't jealous of beautiful Whitey Wilson, secretary to her magazine publisher husband Van, until his mother planted the seed of doubt.
[San Francisco]: Clark Gable is Blackie Norton, a ruthless Barbary Coast character whose heart is softened by the arrival of an opera singer (Jeanette MacDonald) looking for a job. He hires her for his rowdy club, while his childhood chum, Father Tim Mullin (Spencer Tracy), disapproves.
[Dancing lady]: An attractive dancer is rescued from jail by a rich man, who helps her to have her first big opportunity at a musical play on Broadway.
[Mogambo]: Victor Marswell runs a big game trapping company in Kenya. Eloise Kelly is ditched there, and an immediate attraction happens. Then Mr. and Mrs. Nordley show up for their safari and Mrs. Nordley takes a liking to Marswell. The two men and two women have some difficulty arranging these emotions to their mutual satisfaction, but eventually succeed.


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Dungenous crab is the best by far I've tasted...service is not bad from what I've experienced
Service is not bad at all. its not a.fancy restaurant. Its a local, laid-back type of place, soo no formal service. Get the snow crab legs
Come on Wednesdays 8-12 for an amazing night of Costumed Karaoke!Drink specials, make-yr-own dance party, free parking on South St
If u don't mind getting ur hands dirty this is the place....been here twice...and the dungenous crabs are awesome
The service was slow. I recommend that if you want to go to dinner with a large group you choose a different restaurant. Appetizers came out after our entrées & none of our meals came together.
If you love seafood, good portions and garlic, than this is a must for you!


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I've already started chemical warfare. The first broadside was glacial acetic acid followed by mothballs. Neither worked. Alum was the latest. I'm working on something more dire next! Maybe chromic acid!
The rhododentra and yew seem to be loving the acid though.
Ammonia works but evaporates too fast. It also hurts the evergreens.


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Live From Alaska
On Blogger since April 2007
Profile views - 1123
My blogs
Industry | Government |
Location | Eagle River, Alaska, United States |
Introduction | I was born in Alaska. My parents left when I was young and never came back. I grew up cutting every picture I could find in any National Geographic magazine available that had anything to do with the land of my birth. Four years ago, I came for a visit, and within 9 months I'd moved back for good. There isn't any place else on Earth I'd rather live. I find new things, places and people who make me appreciate how unique and truly special Alaska is on a daily basis. |


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25 Bailey Island, ME Upholstery Professionals and Suppliers
Although the work isn't always obvious, a good upholsterer can help to give your Bailey Island, ME home a polished appearance — and help you save money in the process. He or she can rehabilitate a worn or outdated chair, sofa, ottoman or other piece, which often costs less than buying a new one. If you have a one-of-a-kind piece that can't be replaced, an upholsterer can extend its life with new fabric. Upholsterers also can fashion unique trims, flourishes and other fabric details to personalize your furniture. You can find more upholstery in Portland, South Portland, Brunswick, North Bath and Cape Elizabeth. More
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Hunt Dates: May 1 – May 31
Application Deadline: Apr 20
Application Site: inkhunts.blogspot.com
Type: Grid Wide Hunt
Region Ratings: General/Moderate/Adult
Stops: TBA (to be announced)
Hunt Object: TBA
Hunt Theme: Treasure.
Start: Heroic Leap
Web Site: inkhunts.blogspot.com
Contact Person: Venus Siemens
Check out all the hunts at HUNT SL. Updated Daily!
Please visit http://huntsl.com/2015/03/02/hunt-for-treasure/ for the original post date.


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"Global Pet Foods and Natural Balance Pet Foods are excited to launch the 2015 Show Us Your Heart Campaign.
From January 31st to February 14th, 2015, Global Pet Foods and Natural Balance ask Canadians to show their "hearts" to homeless pets by making a donation at their neighbourhood Global Pet Foods store, or through PayPal (visit www.globalpetfoods.com for details). Global Pet Foods and Natural Balance will match every $1 donation. Buy a $5 Paper Heart and receive 10 Bonus Air Miles reward miles.
100% of the proceeds will go to approximately 120 local animal shelters across Canada, which have been personally selected by every one of the 165 Global Pet Foods stores.
Our stores are actively involved in their communities, partnering with animal rescues and adoption programs, and fundraising for animal shelters. We work with animal rescues and shelters to host adoption and fundraiser special events in most of our stores. Thank you for showing your heart to help homeless animals!"
Support Grand River All Breed Animal Rescue by shopping at the following Global Pet Foods Stores in the tri-cities:
Belmont - 669 Belmont Ave. West, Kitchener, ON - 519-571-4444
University - 425 University Ave. East, Unit 14, Waterloo, ON - 519-579-9494
Laurelwoods - 450 Columbia St. West, Waterloo, ON - 519-725-4343
Franklin - 970 Franklin Blvd Unit D9, Cambridge, ON - 519-624-2555


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Prints the information about object to the stream that is the value of
. The description of an object consists of several fields, each of which is described in a recursive manner. For example, a symbol may have fields such as home package, variable documentation, value, function documentation, function binding, type documentation,deftype
definition, properties.
Prints the information about object in an interactive manner. The output of inspect is similar to that of
, but after printing the label and the value of a field (the value itself is notdescribe 'd
), it prompts the user to input a one-character command. The input toinspect
is taken from the stream that is the value of*query-io*
. Normally, the inspection of object terminates after all of its fields have been inspected. The following commands are supported:
- Next. Goes to the next level; the field is inspected recursively.
- Skip. Skips the inspection of the field.
proceeds to the next field.p
- Print. Pretty-prints the field and prompts again.
form- Update. The form is evaluated and the field is replaced by the resulting value. If the field cannot be updated, the message
Not updated.
will be printed.a
- Abort. Aborts the inspection of the current object. The field and the rest of the fields are not inspected.
form- Eval. Evaluates the specified form in the null environment and prints the resulting values. Then prompts again with the same field.
- Quit. Aborts the entire inspection.
- Help. Lists the


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US 5831155 A Abstract A test facility for realistically simulating selected operating conditions for a multi-mode aircraft propulsion system employs bypass ducting to rapidly introduce heated compressed air to a ramjet engine immediately following rocket booster operation. Heated compressed airflow from a suitable supply is initially utilized to ensure that incidental ducting, control elements, and instrumentation are stabilized in temperature, by bypassing the totality of the heated compressed airflow from a location close to the multi-mode propulsion system out to ambient atmosphere. Upon stable conditions being realized, the rocket thrust component of the propulsion system is actuated and selected physical parameters e.g., pressure, in the multi-mode propulsion system are measured. Upon certain criteria being fulfilled, inlet port covers are opened, allowing heated, compressed air to pass through to the ramjet engine, as well as continuing to bypass a reduced amount of air. A mixture of fuel and a portion of the available heated compressed air is then burned in a ramburner component of the propulsion system. The thrust generated by the propulsion system in its rocket propulsion mode, rocket-to-ramjet transition, and ramjet propulsion mode is measured and analyzed in conjunction with other measured parameters.
Claims(13) 1. Apparatus for simulating in an aircraft test engine assembly a transition from rocket propulsion mode to ramjet propulsion mode, comprising:
an elongate thrust chamber having a longitudinal thrust axis, an exit nozzle, a fuel inlet to receive a fuel flow, an airflow inlet port, an airflow inlet port cover and a ramburner; a rocket motor, mounted inside the thrust chamber between the exit nozzle and the ramburner to provide a rocket thrust along said thrust axis via said exit nozzle; airflow supply means for providing a controlled flow of heated compressed air to said ramburner via said airflow inlet port; fuel supply means for providing the fuel flow to said thrust chamber via said fuel inlet; main air duct means for communicating said airflow supply means to the airflow inlet port through a branch duct via a subsonic inlet section; bypass duct means, having an inlet end communicating with the branch duct at a location upstream of the subsonic inlet section, for bypassing at least a first portion of the heated compressed airflow away from the main air duct means and through a calibrated bypass exit in a direction perpendicular to said thrust axis; and control means for controlling a flow rate and selected state parameters of said heated compressed airflow, for controlling an opening of said port cover means to deliver a second portion of said heated compressed airflow from said main air duct means via said airflow inlet port to said ramburner via said thrust chamber, and for controlling said flow of fuel to enable controlled combustion thereof in said ramburner to produce a corresponding ramjet thrust along said thrust axis via said exit nozzle. 2. The apparatus according to claim 1, wherein:
said bypass duct means comprises a calibrated orifice plate at said calibrated bypass exit. 3. The apparatus according to claim 1, wherein:
said subsonic section comprises a flow passage simulating a subsonic portion of the engine inlet. 4. The apparatus according to claim 1, wherein:
said control means comprises means for sensing an operating condition in said thrust chamber during operation of said rocket motor, and upon determining when a predetermined criterion is satisfied by said sensed operating condition opening said port cover means and said fuel supply means to initiate and maintain a controlled combustion of said fuel in said ramburner to generate said ramjet thrust. 5. The apparatus according to claim 4, wherein:
said ramjet thrust is initiated only after substantial completion of said operation of said rocket motor. 6. The apparatus according to claim 5, wherein:
said control means comprises means for measuring values of thrust produced in said thrust chamber along said thrust axis from a time prior to operation of said rocket motor to a time following termination of both said rocket thrust and said ramjet thrust. 7. The apparatus according to claim 6, further comprising:
means for measuring, timing, displaying and recording a plurality of selected operational parameters determined during operation of said rocket motor, generation of said ramjet thrust, and during a period representing a time of transition from a rocket propulsion mode corresponding to generation of said rocket thrust and a ramjet mode corresponding to generation of said ramjet thrust. 8. The apparatus according to claim 1, wherein:
the rocket motor is powered by a first solid propellant. 9. The apparatus according to claim 1, wherein:
the ramjet fuel comprises a liquid propellant. 10. The apparatus according to claim 1, wherein:
the ramjet fuel comprises a gaseous combustible material generated by partial combustion of a second solid propellant. 11. A method of operating a test facility having respective sources providing a fuel flow and an airflow at selected pressure and temperature through a main duct via a plurality of branch ducts provided with respective bypasses, for selectively providing a first portion of the airflow into a multi-mode thrust engine structure which includes a rocket thruster component and a ramjet thruster component both aligned to deliver respective rocket and ramjet thrusts along a common thrust axis, comprising the steps of:
controlling said airflow to pass the same entirely through said main duct, said branch ducts, and said bypasses, until stable values of a total flow rate, a total pressure and temperature are obtained for the airflow; initiating operation of the rocket thruster component, and measuring a first thrust generated thereby along said thrust axis for a selected rocket thrust period; sensing an operating condition in the thrust chamber corresponding to a termination of said first thrust and, in correspondence with the sensed operating condition, enabling said first portion of the stabilized airflow to pass through the engine structure and a second portion of the stabilized airflow to pass through the bypasses; initiating a controlled fuel flow for combustion thereof with said first portion of the stabilized airflow to operate said ramjet thruster component, and measuring a second thrust generated thereby along said axis for a selected ramjet thrust period; and maintaining said first portion of the stabilized airflow through the engine structure and said second portion of the stabilized airflow through the bypasses after said ramjet thrust period, and measuring a corresponding reference thrust value along said axis, wherein all airflow through the bypasses exits in a direction perpendicular to said thrust axis. 12. The method according to claim 11, comprising the further step of:
providing orifice plates at respective airflow exits of the bypasses, the orifice plates being calibrated to enable obtaining selected values of specific flow parameters in the engine structure to thereby simulate predetermined flight conditions for an aircraft to be powered by a multi-mode propulsion system corresponding to said engine structure. 13. The method according to claim 11, comprising the further step of:
adjusting at least one of the fuel flow and the first portion of stabilized air flow to correspondingly vary a fuel/air ratio in the ramjet thruster component to simulate selected flight conditions. Description This application relates to apparatus and a method for realistically simulating, e.g., for study, research and development, the airflow through a multi-mode aircraft or missile propulsion system in which a transition occurs from rocket propulsion to ramjet propulsion. Aircraft (a term which in the present context includes missiles) often have propulsion systems which do not continually operate in a single mode. It is well known that such aircraft often have to accelerate very rapidly during and immediately after launch, regardless of fuel efficiency. Once such an aircraft has accelerated to a sufficiently high speed, it may become more efficient to switch over to a ramjet mode of propulsion in which oxygen from ambient approaching air can be economically utilized with onboard fuel for sustained supersonic or hypersonic flight to a target destination. Such a rocket-to-ramjet propulsion transition capability is a particularly important one for staged aircraft and sophisticated missiles. In the course of developing such propulsion systems, an inherently expensive activity, it is necessary to be able to closely simulate the anticipated performance of an engine during the transition from rocket propulsion to ramjet propulsion on a test bed where sophisticated instrumentation may be employed for high-speed measurement of time-varying parameters such as flow pressure, velocity and temperature distributions, thrust, and the like. When an aircraft has been accelerated by initial rocket propulsion to a sufficiently high speed as to enable transition to ramjet propulsion, motion between the engine intake and the ambient air occurs at such a high relative velocity that a sufficient, continuous, stable intake airflow is available so that when the rocket motor stops providing rocket thrust the ramjet portion of the propulsion system utilizes combustion of fuel in incoming air to generate and then sustain a corresponding ramjet thrust to further propel the aircraft. It is not quite so simple at a stationary, ground-based, test bed where the engine being tested is always at zero air-speed relative to the ambient atmosphere. In one type of test facility, with the use of known equipment such as compressors and the like, a quantity of previously compressed air is stored, heated as necessary, and utilized during a test to obtain the ramjet mode of operation as soon as practically possible following termination of the rocket mode. In such a system, the airflow to a ramburner from a source of stored compressed air is fed directly into the missile inlet (referred to as direct-connect testing), and may be initiated by rapid actuation of a valve. Another alternative is to have a large capacity airflow generating system to provide a "free jet" of a cross-section significantly larger than that of the missile to be propelled by the type of propulsion system to be tested. Although a more representative test operation including missile inlet aerodynamic performance can be obtained in this manner, the apparatus and operating costs for such a system are both prohibitively expensive for development efforts. A major problem in operating such a direct-connect test system is that because of the thermal mass of the incidental ducting, control valves, etc., between the air supply source and the combustion zone of the test engine, the incoming supply of air experiences significant time-dependent variations in its physical parameters, e.g., total pressure, temperature and velocity, and is not immediately available in an optimum state to smoothly initiate the ramjet combustion process. The incoming airflow, in fact, may adversely affect the rocket motor combustion during the terminal stages of its operation, and it may take too long before the desired ramjet propulsion portion of the multi-mode system is in sustained operation. In this context, even a few seconds delay may represent a significant and unacceptable departure from test conditions which are intended to simulate certain real-life operations of the aircraft engine. Accordingly, there is a significant and pressing need for apparatus and a method that will enable engineers and researchers to realistically simulate the in-engine combustion environment and air and fuel flows which characterize rocket-to-ramjet propulsion mode transitions. There are some systems known for effecting engine operation transition from rocket to ramjet operation, but these are carried on a missile capable of rapid motion relative to ambient atmosphere. Examples of these include: U.S. Pat. No. 3,844,118, titled "Aft Inlet Ramjet Powered Missile", to Wilkinson; and U.S. Pat. No. 4,631,916, titled "Integral Booster/Ramjet Drive", to Le Tanter et al. There are also other known systems for adjusting airflow to enable a jet engine to switch operations from a ramjet mode to a turbojet mode and vice versa, for example: U.S. Pat. No. 5,347,807, titled "Combined Jet Engine with Ramjet and Turbojet", and U.S. Pat. No. 5,284,014, titled "Turbojet-Ramjet Hypersonic Aircraft Engine", both to Brossier et al; and U.S. Pat. No. 4,919,364, titled "Propulsion System for Hypersonic Flight", to John et al. As previously noted, all of these known systems have one thing in common: they are intended for switchover from one mode of operation to another while the aircraft or missile is in flight, i.e., the engine intake faces an incoming high-speed airflow due to aircraft motion. The present invention is intended to provide a functioning test-bed apparatus, and a method for its use, to enable fully instrumented, ground-level, detailed study of the operation of a multi-mode propulsion system that changes over from rocket propulsion to ramjet propulsion. A principal object of the present invention is to provide apparatus to enable a multi-mode propulsion system for aircraft or missiles to operate in a rocket propulsion mode and to then make an operational transition to a ramjet propulsion mode. Another object of this invention is to provide a test-bed apparatus in which a multi-mode propulsion system suitable for aircraft or missiles may be studied while operating in a rocket propulsion mode, during a transition to ramjet propulsion mode, and then during ramjet propulsion mode. In a related aspect of this invention, there is provided a method for setting up on a stationary test-bed a multi-mode propulsion system for aircraft or missiles, wherein the system operates first in a rocket propulsion mode, then changes operation to a ramjet propulsion mode, and continues operation in the ramjet propulsion mode. These and other related objects of this invention are realized by providing an apparatus comprising an elongate thrust chamber having a longitudinal thrust axis, an exit opening, a ramjet fuel inlet, and a ramjet airflow inlet port. A rocket motor is mounted inside the thrust chamber between the exit opening and the ramjet airflow inlet port to provide a rocket thrust along the thrust axis via the exit opening. An airflow supply means provides a controlled flow of air, and a fuel supply means provides a controlled flow of a ramjet fuel to the thrust chamber. A main air duct means is provided for communicating the airflow supply means to the ramjet airflow inlet port through a branch duct via a subsonic inlet section and a rapidly openable port cover means provided for selectively opening the airflow inlet port. The subsonic inlet section is located upstream of the airflow inlet port. A bypass duct means is provided to have an inlet end communicating with the branch duct at a location upstream of the subsonic inlet section, for conveying a first portion of the airflow away from the main air duct means and through a calibrated exit in a direction perpendicular to the thrust axis. A control means controls a flow rate and selected state parameters of said airflow, an opening of the port cover means to deliver a second portion of the airflow from the main air duct means via the airflow inlet port into the thrust chamber, and the flow of ramjet fuel to enable controlled combustion thereof in the second portion of the airflow inside the elongate thrust chamber in a ramjet mode to produce a corresponding ramjet thrust along the axis via the exit opening. According to another aspect of this invention there is also provided a method of operating a test facility having respective sources providing an airflow at selected pressure and temperature through a main duct via a plurality of branch ducts provided with respective bypasses, for selectively providing a first portion of the airflow into a multi-mode thrust engine structure. The engine structure includes a rocket thruster component and a ramjet thruster component, both aligned to deliver respective rocket and ramjet thrusts along a common axis. The method includes the steps of controlling the airflow to pass the same entirely through the main duct, the branch ducts, and the bypasses, until stable values of a total flow rate, a total pressure and temperature are obtained for the airflow. Operation of the rocket thruster component is then initiated, and a first thrust generated thereby along the axis for a selected rocket thrust period is measured. A pressure, thrust, or acceleration drop corresponding to a termination of said first thrust is sensed and, in correspondence with the sensed parameter, the first portion of the stabilized airflow is caused to pass through the engine structure and a second portion of the stabilized airflow is caused to pass through the bypasses. A controlled fuel flow is initiated for combustion thereof with the first portion of the stabilized airflow to operate the ramjet thruster component, and a second thrust generated thereby along the axis is measured for a selected ramjet thrust period. The first portion of the stabilized airflow is maintained through the engine structure and the second portion of the airflow is maintained through the bypasses, and a corresponding reference thrust value along the thrust axis is measured. All of the airflow through the bypasses exits in a direction perpendicular to the thrust axis, and does not contribute to the measured axial thrust. FIG. 1 is a schematic diagram of the layout of the principal larger components of a test facility suitable for realistically simulating selected multi-mode engine operations with this invention. FIG. 2 is a side elevation view of the basic test unit prior to modification according to this invention. FIG. 3 is a plan view of the first preferred embodiment of the apparatus of this invention. FIG. 4 is a side elevation view of another preferred embodiment of the apparatus. FIG. 5 is a representative multi-parameter graphical plot of the variation of Port Cover Differential Pressure ΔP v. Facility Airflow QF, and of Total Bypass Exit Area AB v. Facility Airflow QF, under operating conditions simulating Mach 2 at 5,000 ft. for a 7-inch diameter engine. FIG. 6 is a representative multi-parameter graphical plot of the variation of Port Cover Differential Pressure ΔP v. Facility Airflow QF, and of Total Bypass Exit Area ΔB v. Facility Airflow QF, under operating conditions simulating Mach 2.5 at 30,000 ft. for a 7-inch diameter engine. FIG. 7 is a representative multi-parameter graphical plot of the variation of Port Cover Differential Pressure ΔP v. Facility Airflow QF, and of Total Bypass Exit Area AB v. Facility Airflow QF, under operating conditions simulating Mach 3 at 55,000 ft. for a 7-inch diameter engine. As best seen in FIG. 1, in an exemplary multi-mode aircraft engine test facility 100, in which the present invention may be advantageously utilized, there is provided a compressor "C" which obtains air from the ambient atmosphere, filters it, and compresses it to a selected above-atmosphere pressure in an air storage tank as from which compressed air may be delivered via a heater unit. "H" at a selected pressure and temperature. As persons of ordinary skill in the art will appreciate, there may also be safety valves, measurement devices and the like, but details of such elements are not critical to an understanding of this invention. For this reason, broken lines are utilized to indicate that heated compressed air is delivered to the engine test unit "ETU" which preferably has an internal structure (described more fully hereinbelow) aligned along the principal longitudinal horizontal axis X--X. The engine test unit has a thrust delivery end (the left-hand end) from which a high-speed flow of exhaust gases is expelled in the direction of the arrow "E" to generate thrust. This, per Newton's Second Law of Motion, will produce a rightward thrust of equal magnitude, and this thrust is one of the measured parameters of interest in the utilization of this invention. A critical aspect of this invention is that a flow of heated compressed air from air supply "AS" is initially utilized to bring a substantial portion of the ducting and the like to a raised operating temperature, the compressed airflow then being blown out to atmosphere in a direction perpendicular to axis X--X, as indicated generally in FIG. 1 by the arrow "B" along the direction of a bypass axis Y--Y orthogonal to thrust axis X--X. Subsequently, a first portion of the heated compressed airflow from air supply "AS" is mixed with fuel from fuel supply "FS" in a ramburner inside the engine test unit and a second portion of the heated compressed airflow is blown out along arrow "B" via the bypass. FIG. 2 is a side elevation view of certain elements included within the structure of the engine test unit "ETU". These include, from the right to the left, a main inlet duct 200 into which heated compressed air flows along arrow "A" which is preferably, but not necessarily, aligned with the thrust axis X--X. The airflow then passes through a reducer 202, through a number of branch ducts 204 corresponding to the number of air inlets in the test engine, to an elongate thrust chamber 206 via respective subsonic inlet sections 208 of which there is one for each branch duct 204. Thrust chamber 206 is provided with an inlet port 210 for each of the branch ducts 204, and each inlet port 210 is provided with an openable "port cover" 212 (not shown) which must be opened to permit flow of heated compressed air from the corresponding branch duct 204, through corresponding subsonic inlet sections 208, into thrust chamber 206. Note that the thrust chamber 206 and other related elements may be mounted in known manner on a plurality of supports 214, 216, 218 which are instrumented, e.g., via load cells, to measure thrust generated by operation of propulsion in the thrust chamber 206. The thrust is generated by combustion in one or more modes inside thrust chamber 206 and the products of combustion are expelled at high velocity along thrust axis X--X to the left from nozzle opening 220, but seen in FIG. 2. A problem in using the basic test facility as described above with reference to FIG. 2 is that without the present invention there is no throughflow of heated compressed air from air supply "AS" through the main duct 200, reducer 202, branch ducts 204, subsonic inlet sections 208 and inlet ports 210, until the inlet ports 210 are opened. These enumerated elements together constitute a relatively large thermal mass, and for a significant period of time there will be significant initial cooling of the incoming heated compressed air at entry into thrust chamber 206. The consequence of this is that it becomes impossible to realistically test a multi-mode aircraft propulsion system in which there is initial thrust generated by a rocket motor followed by thrust generated in a ramburner. Although the cooling may be significant only for periods as short as fifteen seconds, this is much too long to realistically simulate the rocket-ramjet mode transition. The principal purpose of the present invention is to overcome this particular problem, and is accomplished by structure and techniques described below. The principal objective of the invented structure, namely to convey a portion or all of the heated compressed airflow received from air supply "AS" through main duct 200 without affecting the total thrust developed along thrust axis X--X, can be realized by directing that airflow radially outward in a plane containing an axis Y--Y that is orthogonal to thrust axis X--X. FIGS. 3 and 4 show two alternative embodiments of relatively simple and inexpensive structure by which this can be realized. In the first preferred embodiment per FIG. 3, a T-duct junction 300 is fitted, via appropriate flanges, into each of the branch ducts 204, 204. This enables diversion or bypassing of a portion of the total heated compressed airflow through the corresponding branch duct 204 via elbow 302, bypass ducting 304, and elbow 306 so that the bypass flow exits through an opening 308 in the direction of arrow "B", e.g., along an axis Z--Z which is perpendicular to thrust axis X--X. Opening 308 is preferably provided in a known kind of calibrated orifice plate (not shown) which typically has the form of a flat plate with a sharp edged opening formed therein. Such an orifice plate can be readily replaced by another and differently calibrated orifice plate as appropriate, e.g., to provide different test conditions. Thus, during ramjet mode operation, the opening 308 and the ramjet exit 220 determine the respective air flow through the bypass 304 and thrust chamber 206. As in virtually all research and development projects, there is a considerable amount of theoretical analysis performed before test equipment is formed, calibrated, and reference values for proper use thereof developed empirically. Details of such activity should be well known to persons of ordinary skill in the art who may utilize the present invention, hence such details are not provided herein. What is important is that appropriately sized orifice plates can be readily installed at a downstream end of T-duct junctions 300, 300 and/or at the exit openings 308, 308 in the bypass ducting. Note that in FIG. 3, for the sake of simplicity, only one of the bypass ducting arrangements is shown completely and the other is shown partially. In the second preferred embodiment per FIG. 4, the reducers 202, 202 which were included in the preferred embodiment per FIG. 3 are replaced by exemplary known expansion joints 400, 400, one connected to each of the branch ducts 204, 204. Also, in the embodiment of FIG. 4, each branch duct 204 is provided a T-duct junction 402 connected directly to an upright bypass duct 404 through which the bypassed airflow is expelled into ambient atmosphere along arrow "B" through an end opening 406 which may be the opening in a suitably calibrated conventional orifice plate (not shown). The advantage in employing the structure per FIG. 4 is that fewer structural elements are required in each bypass duct portion of the overall structure. However, in test facilities where there may be other structures immediately above the engine test unit "ETU", e.g., lifting equipment, other laboratory facilities, etc., it may be preferable to utilize the structure per FIG. 3, or an obvious variation thereof. The key, as emphasized earlier, is that the bypass flow must exit the system in a direction perpendicular to thrust axis X--X so that the portion of the heated compressed airflow which is not utilized to generate a ramjet thrust is deliberately made as irrelevant as possible to the ongoing useful thrust measurements relating to operation of the propulsion system in its rocket propulsion mode, its ramjet propulsion mode and in transition therebetween. As generally indicated in FIGS. 3 and 4, a rocket motor 410 is mounted inside thrust chamber 206 so as to provide a thrust in the direction of arrow "E" along thrust axis X--X when actuated and operated. Such a rocket motor, of the type typically used in missiles, has a generally hollow cylindrical structure formed of a combustible solid propellant material which, in use, is ignited at its axis and burns with its own internally contained oxidizer material. The combustion is thus sustained at the axis of the rocket motor and the products of combustion are expelled in the direction of arrow "E" along the thrust axis X--X as the fuel is consumed in a radially outward direction. Conventional instrumentation may be provided to measure an internal pressure in thrust chamber 206, the thrust along the axis X--X, or the acceleration along the axis X--X to enable determination of the time at which thrust generation by rocket motor 410 is about to terminate or has actually terminated. It is important in such multi-mode propulsion systems to know this timing because, ideally, the ramburner should be functioning and ramjet thrust propulsion available immediately upon termination of the rocket thrust. Obviously, depending upon the simulated conditions under which such a propulsion system is being employed at any given time, e.g., the altitude, the Mach number, or the like, very precise control must be exercised over the parameter-sensing instrumentation, the control system receiving signals from such instrumentation, and exercise of control by the control system over the air and fuel flows to promptly initiate and stably operate the ramburner to generate the desired sustained ramjet thrust. Any suitable ramburner, fuel flow controls, and the like, may be utilized, hence, details of such well-known elements and incidental structures are omitted from the drawing figures for simplicity. Persons of ordinary skill in the art can be readily expected to understand how to choose, correct and use such elements with the present invention. The fuel may be conventional liquid hydrocarbon jet fuel, or may be the product of partial combustion of a solid fuel-rich propellant. Any other suitable fuel may be utilized with appropriate delivery means. The inlet port covers, of which numerous types are available in the art, are opened rapidly under the control of the control means such as a programmable computer, although manually operable port cover release means may also be utilized instead. It should be appreciated that prior to opening of the inlet port covers there will be a pressure difference across them corresponding to the instantaneous values of the pressure of the heated compressed air upstream of the port covers and the pressure inside the thrust chamber. While rocket motor 410 is in operation the pressure inside the thrust chamber will be higher than will be the case when the rocket motor 410 terminates its operation. The pressure difference "ΔP" across the inlet port covers can be measured and a corresponding signal provided to the control means to precisely determine the timing of the opening of the inlet port covers, all in known manner with conventional pressure sensors, relays and the like. Delivery of fuel to the thrust chamber is coordinated with the inflow of heated compressed air to the thrust chamber, also in known manner. It should be appreciated that since the rocket motor will have been operating prior to entry of the fuel and heated compressed air to ramburner 412, depending on the fuel/air ratio and the chemical composition and nature of the fuel selected, there may be autoignition in the ramburner and a corresponding generation of ramjet thrust. It is also possible that the sequence of actions may be timed in such a way that residual slivers of fuel from the rocket motor may still be in active combustion (recall that the rocket fuel contains its own oxidizer) and may facilitate initiation of combustion of the mixture of fuel and heated compressed air provided to the thrust chamber to generate ramjet thrust. Although it is a critical feature of this invention that all airflow through the bypass openings, i.e., 308 in the embodiment per FIG. 3 and 406 in the embodiment per FIG. 4, be directed perpendicular to thrust axis X--X, it may be advisable to maintain a flow of heated compressed air through the thrust chamber even after fuel flow is terminated, all the while continuing to measure and record the sensed thrust experienced by thrust chamber 206 on its instrumented mountings. If there is any finite thrust thus recorded, it can be treated as a reference thrust value and used to appropriately correct the thrust measured during operation of the apparatus in its rocket propulsion mode, rocket-to-ramjet transition and ramjet propulsion mode, respectively. It is considered that in the typical missile propulsion system of this kind, i.e., one employing rocket-to-ramjet transition, thrust production by the ramjet component of the propulsion system should not be delayed significantly beyond 200 msec following termination of thrust generation by the rocket component. Since the present invention, as described, is intended to simulate the performance of corresponding real-life propulsion systems, control over the various flows, and particularly over the timing and swiftness of opening of the inlet port covers must be such as to provide rocket-to-ramjet transition in a comparably short time period. In a prototype test facility the total heated air supply was selected to be between two and three times the estimated amount needed for proper ramjet thrust production. Since all of the heated compressed airflow received by main duct 200 must initially be bypassed, the corresponding T-duct junction, bypass ducting, etc., must be sized to suit. A bypass duct diameter in the range 6-10 in. is considered realistic for use with a thrust chamber having a cross-sectional area of the order of 32 in2. FIGS. 5, 6 and 7 are graphical plots which show various operational parameters of interest for selected simulated real-life operating conditions, as developed for operation of the prototype facility. Taking FIG. 5 as an example, it will be seen that to simulate real-life conditions for a multi-mode rocket/ramjet propulsion system operating at an altitude of 5,000 feet for a vehicle moving at Mach 2, in a prototype system having a thrust chamber with a cross-sectional area of about 32 in2, the required total bypass exit area varies linearly with the facility airflow (lbm/sec) as shown. The curved plot represents the variation of the pressure difference "ΔP" across the inlet port cover at different rates of flow of the heated compressed air into the main duct. With this information, it becomes possible to select the bypass exit area to thereafter install a correctly sized orifice plate at the exit end of the bypass ducting. FIGS. 6 and 7 are similar figures which show data for two other conditions: (1) Mach 2.5, 30,000 ft. simulation, and (2) Mach 3, 55,000 ft. simulation. Obviously, if individual dimensions, flow rates, and/or fuel compositions are changed to practice this invention for other simulated conditions, it may be necessary to develop corresponding graphical plots. The operation of both embodiments is essentially the same. First, by reference to data such as that contained in FIGS. 5-7, appropriately sized orifice plates are selected and fitted to the respective bypass exits. The compressor "C" is then operated until a sufficiently large air supply at a desired pressure is collected. Whether heating is provided to this compressed air as it is transferred out from air supply "AS" or while within it is a matter of choice but not critical to operation of the invention. The key is that a selected controlled rate of flow of compressed air at a selected temperature be available for the duration of the entire projected test. The heated compressed airflow initially is simply run through the main duct 200, the branch ducts 204, and the bypass ducts 304 or 404 out to atmosphere until the temperature of the system has stabilized as determined by suitably disposed temperature sensors. The amount of time required for this will naturally depend on ambient conditions, the thermal mass of the elements involved, and the selected temperature of the heated compressed airflow. Once stabilization has thus been obtained, the control system should operate to initiate the rocket burn. Various parameters of interest may be measured, displayed as needed in conventional manner, and recorded also in known manner. As the rocket motor nears the termination of its operational life, since most of its bulk is typically constituted of a hollow cylindrical block of solid fuel/propellant material, upon completion of its useful life it will virtually vanish from inside the thrust chamber. When the corresponding pressure inside the thrust chamber is measured and begins to drop, the control system should actuate fuel inflow to the thrust chamber and the ramburner located therein. Simultaneously, the port covers must be opened rapidly to thereby permit an inflow of heated compressed air to the ramburner to burn the fuel now being provided. It is highly desirable that autoignition should occur and that combustion in the ramburner 412 should thereafter be sustained even as the fuel/air ratio is varied as part of the test operation. It may be possible to provide assurance of combustion of the fuel in the heated compressed air by installing electrical spark plugs or the like in the ramburner. In any case, following a period of delivering thrust from the rocket motor, the ramjet component of the system should provide ramjet thrust until the fuel supply is terminated. Following termination of the fuel supply to the ramburner, it is considered desirable to continue flowing the heated compressed air through the thrust chamber for a short period, and to measure the magnitude of any thrust experienced by the thrust-sensing instrumentation. The thrust value should be considered carefully and may be employed as a reference value to correct the thrust measured in the rocket, rocket-to-ramjet transition, and ramjet thrust production modes. Provided the appropriate parameters and dimensions are selected correctly, it should become possible to ensure that stable operating conditions are reached to correspond to real-life conditions which are to be simulated, selected rocket motors may be tested sequentially, and assorted fuels for the ramjet burner may also be tested. The behavior of the system in transition from rocket-to-ramjet operation can thus be studied in detail through generous instrumentation and analysis of the collected data. Although the present invention has been described and illustrated in detail, it should be clearly understood that the same is by way of illustration and example only and is not to be taken by way of limitation, the spirit and scope of the present invention being limited only by the terms of the appended claims. Patent Citations
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The 58th floor of Mori Tower in Roppongi Hills offers a spectacular view of Tokyo. The sensation that Tokyo extends forever in every direction tends to be masked by the late afternoon smog.
A classic LA hotel just 15 minutes off of the infamous Sunset Strip
A fisherman's boat on the beach, waiting to bring its owner out to the fishing grounds in the bay.
The lamp used to lure in the fish after sunset is powered with propane gas.
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The flowing meadows of Kanha with the hills in the background. The landscape of Kanha is exhalting!
A view of the harbor from the street front side just after sunset.
Sunset on Front Street in Lahaina, Maui.
The receding tide leaves behind little pools of water that look gorgeous when they reflect the setting sun. The long, low wall in the shot is the breakwater.
Lagen Island, El Nido, Palawan, Philippines
A lovely sunset on the island of Langkawi.
The beach of the Radisson hotel, near Papeete, with a view on the sister island, Moorea.


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Up next in Personal Hygiene (6 videos)
Get over your personal hygiene hangups with a little how-to help.
You Will Need
- Toilet paper or paper towels
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Step 1
Wipe your rear
Wipe your rear end before approaching the bidet to prevent excess waste from washing into the bidet.
Step 2
Turn on the water
Turn on the water, starting with the hot tap if it has one, and gradually adjusting the cold tap to a comfortable temperature.
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Step 4
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Face the water valves and approach the bidet.
Step 5
Sit on the bidet
Straddle the bidet and sit down. Adjust your bum so the water spray hits where you need it, and use soap to cleanse your hind end or genitals.
Step 6
Dry off
Turn off the water and use toilet paper or paper towels to dry off. Throw the paper into a trash can, not the bidet.
Step 7
Wash your hands
Pull your clothing back up, wash your hands, and enjoy that fresh, just-out-of-the-shower feeling.


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Now, headphones that you can wear like headband to bed
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The current version has a wire so it can be plugged into an iPod or bedside alarm, but the next version will be wireless, the firm said.


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You are requesting that we remove a reader's review from the site. If this is not what you want, please return to the listing page.
Re: Wonderful experience! Date: 11/13/09 By: GGKatusha A Review of: Alto
If you selected "factual error" or "other", please explain:


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I have an order of Boba's on the way from their most recent restock. Please cross your fingers/knock on wood/say a prayer/sacrifice a goat for me.
I have vaped boba's on and off for 3yrs and ordered some 2 weeks ago and tried it a couple of days after getting it and taste the same as always has to me...
I just orsered my first bottles of BB and GJ on the recent restock. Caps are off and is steeping now. Can't wait to see what's it like after hearing so much about it.
As to if the taste is different or not now. Only Ben would know.
sent using Tapatalk
I've been using boba's for the last couple of years. It has been my ADV.
Given the comments on this thread, I was a bit trepidation to re-order but I put in my order for 200ml.
So, "has boba's taste changed?"
My just arrived 200ml of boba's is the same as the ones from:
- the recent soft openings
- the recent hard openings
- from last year
- from two years ago
Very consistent and wonderful.
Thank you Ben for your considerate and thoughtful work.
Just received my order from 9/7 (100ml) and it tastes the same as all my other orders from the last 2+ years, including the one from 8/23. The only thing wrong with AVE is this thread, and thats not their fault.
Get some!
If you have vaped Bobas in the past, and liked it, you' like it now. If you dont, I'll buy it.
I received my order from the most recent restock and I wanted to spend the weekend with it before commenting. To those that say "no it's been the same since Jesus walked the planet" I am happy for you guys that your orders have been consistent.
The most recent order I received tastes much different then the juices I received during their "trial opening" back in July'ish.
The most recent order tastes a lot more like what I recall Boba's tasting like. The flavors are more balanced and I can taste some of that bran muffin'ish flavor and not just raisins, and vinegar. I vaped both side by side in a blind taste test and I could tell each bottle apart from each other.
If you are one of the people who felt you got a funky batch of Boba's I would recommend that you get a small bottle to see if this most recent batch is more to your liking.
Nice! I have always maintained that the top notes of BB have not tasted different, but the saturation (or lack thereof) of those top notes and the base is what has been different.
I remember another popular vendor was experiencing the same thing and people were saying, LOL, "no it's been the same since Jesus walked the planet" and I spoke on the phone candidly with the vendor and they told me that they changed their nic supplier and the amount of extract they were using. Well, they hadn't told their customers that. Some were upset and saying the liquids were "different" and others were saying, "nope, still the same!" I am not saying that is the case here, but just an experience with another VERY popular ECF liquid vendor.
There's nothing wrong with this thread, all day/every day boba vapers know when the flavor is off or not - and when the juice performs differently in your hardware.
Anyways, Mr Mann, et al...My co-worker got a new batch recently - after we both experienced the last "off tasting" batches. The new batch ROCKS and is just about what you would expect from the old days, prior to the downed website. I am now confident to place a large order from here on out. We do notice a slightly stronger nicotine hit though. However the flavor is just about right - not that "sour-ish" strange base taste.


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Report: New England Patriots one of Julius Peppers' preferred destinations Julius Peppers wants out of Carolina and wouldn't mind going to New England. The Panthers will let him go only for what they feel is fair compensation. [url=http://sports.espn.go.com/nfl/news/story?id=3990124&campaign=rss&source=NFLHeadlines]More...[/url] |
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March 01, 2015 20:07 (IST)
Gross bank credit grew by 10.1 per cent in the December quarter as against 14.2 per cent growth registered in the year-ago period, data from the Reserve Bank of India showed.
February 28, 2015 17:01 (IST)
Taking forward the implementation of new accounting standards, the government expects to notify the Income Computation and Disclosure Standards (ICDS) by March 15.
February 28, 2015 08:36 (IST)
Reserve Bank Governor Raghuram Rajan today said the central bank was looking into improving the quality of education loans despite high levels of defaults.
February 27, 2015 15:59 (IST)
This will provide liquidity to the banks, depth to the government bond market, and also encourage the development of the corporate bond market, it said.
February 26, 2015 21:58 (IST)
The government, which is seeking new chief executives for five state-run banks that are currently without a permanent leader or have a departing boss, has for the first time appealed for private-sector applicants to step forward.
February 25, 2015 18:41 (IST)
Three members of a seven-person committee advising the Reserve Bank of India (RBI) on monetary policy recommended a cut in interest rates at its policy review earlier this month, with one suggesting easing by 75 basis points, according to a summary of the recommendations released on Wednesday.
February 25, 2015 18:28 (IST)
Private lender IndusInd Bank on Wednesday said it will raise up to Rs 2,000 crore through issuance of long-term infrastructure bonds and subordinated non-convertible debentures/bonds on a private placement basis.
February 24, 2015 19:29 (IST)
Earlier this year, government had organised a confluence of PSU banks in Pune to discuss about on banks' differential strategic funds, capacity building, technology enabled transformation and strengthening risk management among others.
February 24, 2015 16:41 (IST)
The Reserve Bank stands by its decision to put a cap on the number of free ATM transactions per month and taking steps to protect consumers' interest, Parliament was informed on Tuesday.
February 23, 2015 20:56 (IST)
The foreign shareholding through FIIs/Foreign Portfolios Investors (FPIs)/NRIs/PIOs/ADR/GDRs in ING Vysya Bank has reached the trigger limit.
February 23, 2015 18:56 (IST)
This means more than two dozen banks in the public sector may not function on alternate Saturdays.
February 23, 2015 18:43 (IST)
The wage hike will be applicable from Nov 2012 and will be valid for five years.
February 22, 2015 17:55 (IST)
The government had given a target to the 27 state-owned banks to set up 19,994 ATMs in the current fiscal and by December end they have managed to cross the halfway mark (10,511).
February 22, 2015 13:57 (IST)
The city-based bank has a board approval to raise $5 billion through MTN beginning 2005 and has so far raised $2.5 billion.
February 22, 2015 11:41 (IST)
"The process is under way... we will come out with guidelines (on single authentication payment) in the next few weeks," RBI Deputy Governor H R Khan told PTI.
February 21, 2015 20:13 (IST)
Finance Minister Arun Jaitley has appealed to bank employee unions to call off their proposed four-day nationwide strike from February 25 as talks are on for a revision of employee wages.
February 21, 2015 19:06 (IST)
The government seems to have overstepped its boundary on extending foreign direct investment (FDI) limits for insurance intermediaries, industry experts say.
February 21, 2015 18:22 (IST)
A majority of 67 per cent consumers of financial services feel that provision of incentives leads to bank staff providing wrong information or mis-selling of products, says a survey by Consumer Unity and Trust Society (CUTS).
February 20, 2015 20:58 (IST)
Also, Bank of Baroda (BOB) will decide upon issue price of shares for capitalisation worth Rs 1,260 crore on March 26.
Panaji | February 20, 2015 19:25 (IST)
The country's postal office had been speculated to be interested in setting up banks across India. Earlier this month, it was among 41 applicants to run a new category of banks planned to bring basic banking services within the reach of millions.


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Minnesota solar electric installations grow in 2012
New Minnesota solar electric installations in 2012 nearly tripled in capacity compared with 2011, according to figures compiled by the Minnesota Department of Commerce, Division of Energy Resources.
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Myriad Genetics Reports Financial Results For Second Quarter Of Fiscal Year 2014
SALT LAKE CITY, Feb. 4, 2014 (GLOBE NEWSWIRE) -- Myriad Genetics, Inc. (Nasdaq:MYGN) today announced financial results for its fiscal second quarter and six months ended December 31, 2013. Revenue for the second quarter was $204.1 million, a 37 percent increase over the same period in the prior year. Second quarter earnings per diluted share (EPS) were $0.66, an increase of 57 percent compared to the second quarter of 2013.
"I am extremely proud of the Myriad team as this quarter represents the tenth consecutive quarter where our revenue growth has exceeded 20 percent," said Peter D. Meldrum, president and CEO of Myriad. "Looking ahead, we plan to continue to execute upon our strategic plan of transitioning our hereditary cancer market, expanding our business internationally, and diversifying our revenue base with new product launches."
Fiscal Second Quarter 2014 Results
- Molecular diagnostic testing revenue in the second quarter rose to $196.2 million, an increase of 39 percent compared to the second quarter of 2013. We believe that our increased sales, marketing, and education efforts resulted in wider acceptance of our molecular diagnostic tests by the medical community and increased patient testing volumes. Revenue from the Oncology segment was $101.6 million, an increase of 12 percent compared to the second quarter of 2013. Women's Health revenue totaled $94.6 million, an increase of 90 percent from the same period in the prior year.
- Revenue from the BRAC Analysis ® test was $141.2 million, a 28 percent increase over the prior year period, and represented 69 percent of total revenue in the second quarter.
- Revenue from the BART™ test was $24.7 million, a 57 percent increase over the same period a year ago, and represented 12 percent of total revenue.
- Revenue from the COLARIS ® and COLARIS AP ® tests was $15.6 million, an increase of 29 percent compared to the second quarter of 2013, and represented 8 percent of total revenue.
- Revenue from the Myriad myRisk TM Hereditary Cancer test, which launched on September 3, 2013, was $11.5 million in the second quarter, representing 6 percent of total revenue.
- Revenue from Myriad's other molecular diagnostic tests was $3.2 million, an increase of 25 percent compared to the previous year, and represented approximately 1 percent of total revenue.
- Companion diagnostic service revenue in the fiscal second quarter was $7.9 million, a 7 percent decrease over the same period in 2013. Companion diagnostic revenue represented 4 percent of total revenue.
- Operating income in the second fiscal quarter improved to $83.0 million, an increase of 49 percent compared to the second quarter of 2013. Operating margins in the fiscal second quarter were 40.7 percent compared to 37.3 percent in the prior year period. The improvement in operating margins was driven primarily by operational leverage in SG&A and R&D expenses.
- Net income for the fiscal second quarter was $50.4 million, an increase of 44 percent compared to the same period in 2013.
- During the quarter, the Company repurchased 3.2 million shares or $77.8 million of common stock under its stock repurchase program. Fiscal second quarter diluted weighted average shares outstanding were 76.8 million compared to 84.2 million in the same period last year.
- The Company ended the quarter with $488.8 million in cash, cash equivalents and marketable investment securities compared to $468.3 million at December 31, 2012, representing a 4 percent increase year-over-year.
- Total revenue for the first half of fiscal 2014 was $406.5 million, an increase of 44 percent over the $282.6 million reported for the first half of fiscal 2013.
- Operating income for the first half of fiscal 2014 was $165.9 million, an increase of 59 percent over the $104.2 million reported for the same period of the prior year.
- Net income for the first half of fiscal 2014 was $105.8 million, an increase of 62 percent over the $65.2 million in the first half of the prior year.
- In the first half of fiscal 2014, diluted earnings per share increased 72 percent to $1.33 compared to $0.78 for the same period in the prior year.
- Myriad launched the Myriad myPlan™ Lung Cancer test in October 2013 to assist physicians in determining a newly diagnosed patient's risk of dying from lung cancer within five years. We believe that this information can assist a physician decide whether an early stage patient should receive surgery alone or surgery plus adjuvant chemotherapy or radiation therapy.
- In November 2013, Myriad launched the Myriad myPath™ Melanoma test to leading dermatopathologists throughout the United States. The test was validated in a 464 patient clinical study where it demonstrated over 90 percent accuracy in differentiating malignant melanoma from benign skin lesions. Myriad myPath Melanoma is the only test on the market that can accurately diagnose all four major melanoma subtypes.
- Myriad presented data at the San Antonio Breast Cancer Symposium demonstrating that the Myriad myRisk Hereditary Cancer test detected 52 percent more patients with a high risk for hereditary breast and ovarian cancer than was found by testing for the BRCA1 and BRCA2 genes alone. Additionally, Myriad presented data demonstrating that the Myriad myRisk test detected 60 percent more patients with a high predisposition risk of hereditary colon and endometrial cancer than was found by testing the major colon cancer genes alone. The Myriad myRisk Hereditary Cancer test has unparalleled accuracy of 99.98 percent.
- Myriad's Investigational Device Exemption (IDE) for BRACAnalysis testing was accepted by the U.S. Food and Drug Administration (FDA) for use in AstraZeneca's Phase 3 clinical trials for olaparib and for use in BioMarin's Phase 3 clinical trial for BMN-673.
- Myriad announced a new research collaboration with Janssen to use Myriad's BRACAnalysis test in Janssen's Phase 3 clinical trial with Yondelis (tabectedin) in the treatment of advanced-relapsed epithelial ovarian, primary peritoneal, or fallopian tube cancers.
- Myriad signed a research collaboration with BioMarin in the fiscal second quarter to use Myriad's HRD test to identify tumor types that may be sensitive to BioMarin's investigational new drug, BMN-673. This represents Myriad's second publicly announced research collaboration with the Company's HRD test.
- Myriad presented data at the San Antonio Breast Cancer Symposium showing that its HRD test was highly predictive of cisplatin response in patients with triple-negative breast cancer. This is the second study validating the HRD test in successfully predicting platinum response in triple-negative breast cancer patients.
- Myriad presented data at the Annual Meeting of the Society for Urologic Oncology (SUO) from four clinical studies with Prolaris testing demonstrating its ability to accurately predict the aggressiveness of a man's prostate cancer. Prolaris testing has now been studied in 11 clinical trials involving over 5,000 patients.
- Myriad presented interim data from its PROCEDE 500 study at the ASCO GU Cancer Symposium showing that physicians changed their intended therapy and selected a different treatment based on the Prolaris test score in 65 percent of their cases. In 40 percent of patients, physicians reduced the therapeutic burden on the patients and opted for active surveillance in lieu of surgery or radiation therapy. In 25 percent of patients, physicians opted for more aggressive therapies.
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