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This thread reminds me of a joke:
On board a jet flying to Europe, two passengers hear the announcement:
"Ladies and Gentlemen, this is your Captain speaking. We have had some minor trouble with the #1 engine and had to shut it down. This will make us about 40 minutes late landing at Heathrow"
A while later, the Pilot comes on the PA again:
"I am afraid we have lost our #3 engine, and our arrival will now be about 90 minutes late. We are very sorry for the inconvenience"
Another hour goes by, and the plane gets even quieter. The Pilot announces:
"We are really very sorry, but now we have lost the #2 engine. We regret to inform our very patient passengers that we will be over 2 hours late landing at Heathrow".
One passenger turns to the other and says:
"I sure hope we don't lose #4, we'll be up here all day!"
So a qualified crew, in conjunction with maintenance made a decision and it turned out as planned? The horror. They elected to land short of Dubai because of the increased fuel burn and had plenty of divert points over Europe. Just like with BA 268, it was recognized that the crew and company did nothing wrong per CAA rules and no enforcement action was taken. To this day, neither BA or the CAA has amended policy because of the incident. The FAA dropped its proposed enforcement action as well.
Ok, I'm flying any 2,3,4or 8 engine airplane and shortly after fueling and takeoff, I lose an engine. I see absolutely no reason for it. No fire, no leaks, no mechanical damage. My next thought would be fuel contamination. Do I really want to continue a 13 hour flight not knowing if I have bad fuel? The fuel gets colder at altitude so any contamination could then freeze up and clog lines or pumps before the fuel heaters. I had a single flameout in a 2 engine jet for this reason and am lucky it was not a duel flameout as there was significant water in the tank after landing. With jet fuel, it could take several hours after fueling for all water to settle out to be drained. Not sure about the systems on the 380 but if one flamed out because of fuel contamination, the others could also. The flight landed safely this time but how about next time. Would any of the people that say this is ok really want to be on the aircraft that had an engine failure due to fuel contamination. If it were me, I had rather be safely on the ground waiting for a new plane.....just my thoughts.....
Murphy does not discriminate.
O'tools Corolary to Murphy's Law...... Murphy was an optimist!
Wholeheartedly agree my friend! We know how that word "assume" is spelled. Kinda like the Asiana crew who assumed (presumably) that the auto throttles were engaged or that the other guy had it! To continue for such an inordinate distance with a turbofan engine that has unexpectedly and inexplicably flamed out is an invitation for more surprises. This time it turned out OK, but next time??? It's axiomatic in aviation that runway behind you, sky above you and alternate/divert fields behind you are of no use to you or your passengers, especially the latter who have placed their trust in your hands and your head for their safety and comfort.
Did I read where someone in one of these posts actually remarked that the Atlantic Ocean is not that wide? I just shake and scratch my head at the mere thought of such a statement. I've been across it many times over the years and it always seemed wide to me especially when the tracks were shifted south on a dark and stormy night when things always seemed to go bump in the night long about 40 west followed by the usual rejoinder among the three of us, "What the hell was that?" When I think about Lucky Lindy making that trip in that flimsy little SE recip, I can't help but marvel at his incredible courage or stupidity or both. He was either one lucky SOB or he God as his copilot.
And mine.
I bet you drain the water condensation out of your tanks before flying now huh?
I do, but as you may not know the airlines don't drain after each fueling. Also jet fuel will hold water in suspension for several hours after fueling and more will come out of suspension when it is supercooled. Doesn't sound like you know much about about jet fuel. Even with avgas, there have been many cases where water is trapped behind ribs and spars or in wrinkled fuel cells. Do you sump the fuel then rock the wings to move the water toward the sumps after fueling then sump again? There have been many accidents caused by fuel starvation after water ingestion even after pilot thought they had drained all the water. I hope this never happens to you!
Most airlines planes don't sit long enough to collect condensation and if they do sit it's usually with full tanks, (Airlines that pay their bills). And no it hasn't happened to me yet.
In my world, large airplanes rarely sit long periods of time with full fuel much less take off with full fuel. At most 3 hours between arrival and departure. You only fuel to full on max range trips(usuall with reduced pax and cargo load). Fly in third world countries enough and you will get fuel contamination even after you have the fueler pump 2-3 gallons into the white bucket. If you don't understand this, you probably will come up with some other logic to prove how smart you are. My oh crap moment came after I did everything correctly, assuming the sumping, visually checking fuel in bucket and sumping some more would clear any possible contamination. Remember water suspended in jet fuel takes a long time to settle.
I concur.
What airline flies with full tanks, that money the company leaves on the ground.
3 points!
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they're stupid. flying on 3 engines is to get back on the ground safely. An engine failure isnt just about the engine. there couldve been damage to other systems.
I fly 4 engines Boeing (not for Emirates or BA...) and your reactions are amazing.
Guys, this is the point... It was no severe damage or fire. [If] it was a flameout... it was no big deal!
I don't know what Airbus FCOM or FCTM say about this. But Boeing stays cool about this.
This is not ETOPS!!! The crew has to evaluate the situation and the possibility of 2nd engine failure. And again: this can be no big deal.
Then you should remember BA Flight 268 in 2005, a 747 flight from KLAX to EGLL, on takeoff lost an engine, and decided to continue to EGLL, they ended up declaring an emergency and landed at Manchester, thinking they had insufficient fuel. ATC initially expected them to return to LAX. The FAA accused BA of flying an unairworthy aircraft over the ocean, and was going to fine the airline, but dropped the case, when BA agreed to change their procedures. Flying on 3 engines is one thing over land, where if something else goes wrong, they can get down in a hurry. Doing it over the ocean with 300 to 400 souls on board in the case of a 747 and more on an A380, is an unnecessary and unwarranted risk! IMHO.
And what about a twin # aircraft crossing the pacific if you consider that a 4# aircraft have to land immediately after one engine failure ?? Do you realize 3 hours on one engine with about 300 peoples, having to descent down to 18000 ft into the clouds, requiring the only remaining engine to de ice himself and the wings !? Is that an acceptable risk taken every day by hundreds of twins ?
Twins do not fly on one engine every day. It's a rare thing, and when they do they are flying to the nearest suitable airport. They certainly don't start an oceanic crossing down an engine.
The issue is not the number of engines left, but the fact that an engine went out at all. Engine failure is rare in modern airliners. It's very important to know the reason that first engine went out. If it's an environmental issue like birds or worse ice, and/or internal, like a fuel or service issue, that can affect all engines. It's doesn't matter if you have 1 engine left or 7. If they all ice up or all have bad fuel and stop.
I assume the airline had better information that shared publicly that justified completing the flight, or they were jus making a logistically and economically expedient decision to continue on. They may have been counting on modern engine reliability that will get their flight home in most instances. Buy that doesn't always mean it was the best decision.
But without more info, people will consider the decision with all alternatives imaginable.
4# aircraft do not fly on 3# every day as well. It's also a rare event. And yes a twin will fly to the nearest suitable airport but it can be 3 hours away from the point of failure ! 3 hours on a single engine at about 18000 ft into the clouds often riquiring de ice i.o. 31000 on 3# above the clouds.
The A380 is quite capable of continuing on with 3 engines. In this case it was probably more of a logistics issue. At there facility in Dubai they have the equipment and people to be able to quickly replace an A380 engine, or make repairs, as well as spare engines and parts. Doing so at an alternate location, lacking the equipment and manpower, would be a lengthy and expensive project. A ferry flight would also be expensive. Not to mention the problems associated with not having the aircraft available for it's next flight.
It's not a big deal to fly on three, IF you know what caused the engine failure. If it's a known recent mechanical issue that is only affecting the one engine, go ahead and fly as far and wherever you want.
Buy not knowing the cause, and flying across the ocean is unnecessarily risky. The company may know what caused the engine failure. But since that info was never released publicly, commenters make conclusions that are reasonable when the cause is unknown.
It's even worse with the A380. There are only a limited number of airports around the world modified to accommodate the landing and/or unloading of the behemoth.
I think that it is their location and what they had ahead of them that brought out the negative comments. 3 may have been just fine but having the distance to go over water with no qualified airport for the beast to boot, plus the current mentality to get down on twins, probably started everybody, myself included, really thinking.
You read my mind better than I expresses myself Preacher !
if it was just a flame out why was it not restarted?
Simply because it's no more Grand'Pa's aviation !
Modern engine monitoring re-egnite "simple" engines flameouts... and usually prevent it.
Thus the fact that a flameout did occure means the "FADEC" could not sustain the flame. This also explains why any in-flight start would have been unelikely to succeed.
Here, appearently, 2 fuel pumps that had failed...
One last comment. I'm sure the company has an operations manual. It basically will say loss of engine requires divert to nearest suitable or continue and monitor. I know that's simplified. But the pilots may not have had a choice without going against SOP. I doubt the manual says do whatever you want. So we can guess what Emirates manual says, or doesn't say.
I'm sure that decision was not made unilaterally by the flight crew. Ground operations must have had inclusion if not final authority.
I remember reading a pilot handbook for a helicopter years ago. Amongst the instructions for handling various caution and warning messages, some would say "land as soon as possible", while others would say "land as soon as practical". One engine failure out of four is probably in the second category, allowing the flight crew to land in a location where the plane can get serviced appropriately and where the customers can be accommodated (i.e. perhaps they can reposition a plane in the time it took to fly 5000 miles).
Exactly. So as as pax I now know that Emirates will not land at fist suitable airport with an engine failure. That don't cut it for me personally. To each his own.
BTW, I'm a helo pilot. Have had the luxury of landing in first open area to check out a problem. Not an option for airliners. Lol
Many moons ago, I was on a CO 727 out of MSY to DEN and we lost the right engine about 30 minutes out of MSY. Continued on to DEN at FL 240 and were about an hour late arriving--but the central USA is not quite like the North Altanic. The Captain told us all about the problem and what the plan was.
The 727 had 3 engines, right? If it were a 2 engine powered airliner I would have been very uncomfortable with that.
There is a lot more maneuvering room out in this part of the world. LOL
Not to mention plenty of Airports along that route if things did go sour, and most of them had CO stations as well. LOL
There was no risk, that is what you are permitted to do it. If there was a risk, the Flight Manual would specify "land at nearest suitable airport". The aircraft is certified for 3 engine flight. BTW I base my input on over 20,000 hours in 3 & 4 engine aircraft cockpits. The decision is based upon several factors, safety being primary obviously, the practicality of continuing Vs turning back to JFK. The Atlantic ocean is not that wide, I would question a Qantas crew doing the same out of LAX and continuing to SYD. Once across the Atlantic there are dozens of suitable airports. The BA flight ex LAX that continued towards the UK was probably not the wisest decision with the benefit of 20/20 hindsight. One major carrier I flew with provided us with a list of airports that actually had a spare engine onsite, this was aimed on assisting the crew in selecting the destination in the event of loss of an engine. My guess is that there is not a lot of A380 engines sitting around. Rolls Royce used to provide engines at logistically sensible airports, e.g. Singapore even though no local carrier used RR engines.
It may be legal but my question is why did it flame out, if the answer is unknown then you have 3 other drinking fuel from the same supply. It's better to be on the ground wishing you were in the air than in the air wishing you were on the ground
See my other posts for the "why did it flame out".
Sorry but you're not quite right when you state "3 other drinking fuel from the same supply": Airspeed is reduced, altitude lowered the needed power is -usually- reduced !
HOWEVER, consumsion is -usually- increased by 5 to 20% BECAUSE in this situation the engines' RPM (N1) needed to maintain -a speed close to- green dot differes from the best "FF/Speed" N1 value.
(But there are a few jet-aircraft that use less fuel with 1 Eng shutdown...)
So where are the other engines getting their fuel did some one fill the fuel tanks from another source. Single point pulls the fuel from the same truck or under ground supply. So if the fuel is the problem your just waiting for the next fuel line or high or low pressure pump to plug. Yes I know their is fuel filter bypass, but when things go wrong at their drift down alt is not the place to say the words we have all said at one time or another. NOW WHAT IS IT DOING
Hey Phil , is this something a US airline would do with say a 747?
In the old days - fer sure
Not since the British Airways stunt. Now a loss of an engine is an automatic land at nearest suitable airport no matter how many engines you have left. I believe that a 3 engine ferry can still be approved but that is a planned event.
A three engine ferry applies to taking-off and flying the route with 3 engines and pax.
An engine failure en-route is the decision of the Captain. In this case a simple engine malfunction with three remaining.
What is the point of ETOPS? To allow two engined a/c to fly extended range on one engine. This a/c had three!
Type certification also plays a part in ETOPS, I'm sure the 380's numbers are different, even with 4 engines, as opposed to 1 engine out on a 777. Also on a mx. ferry, no passengers are carried.
The 380 can land at the same speeds as regular sized aircraft
By numbers, I don't mean approach speeds. I meant ETOPS certification figures.
Never mind, I just worded my initial comment wrong...
Not quite so!
Airlines may be approuved for ETOPS of a given fleet of an aircraft type after thousands of flights and a clean Engine-incident histroy. Good statistics may lead to extended range 90min, 120min, 180min, (210? 240? 270?) Huurrr freaking out.
AND, this is a BIG POINT: this fleet has to be maintained under very specific rules. Basicly everything on the 2 engines systems differes:
- specific certification of the engines and parts,
- not assembled on the same line,
- parts from different origines, including spares, and fluids,
- AND different mechanics andteams! (the "left-engine-mechanic" must NEVER touch the right engine).
This is what makes the chance of having "a 2nd engine lost" after failure of the first one closer to zero than ever !
This do not apply to all the other aircraft, including 4-engines, thus A380.
Okay.. looking at the article, I would say that mechanical failure of the A380 was not the fault of this, especially if maintenance crew overlooked it and signed off on it. Definitely maintenance oversight.
Brad, I think you have the timeline wrong. 2 engine pumps failed and the plane was signed off after the incident.
Good grief. It had 4 engines at start. It is approved for 3-engine flight. The crew consulted with each other and the company and maintenance and decided to continue. It COULD have lost an engine more.....It could have lost 2.........anything "could" happen. But like numerous people have pointed out, it HAD 3 perfectly good engines, there was no indication of damage and so they continued on. No one seems to have mentioned the (to me) obvious reason for not landing at the nearest "suitable airport," which some seem to think is anything with tarmac would have been the overweight landing due to having so much fuel. Fantasy conversation on board--So let´s continue as it seems to be isolated. Anything at all seem out of place, we turn to a Canadian airport, if it is past Prins Christians, we go to KEF, when we get to the other side, anything at all, we go to XXX and if everything is working as normal, we have range to get to Kuwait and so we will continue. Any further comments or questions? Not a "crippled bird," or a car with a wonky battery, just an engine out of 4 available. As pointed out......there are plenty of 2-engined aircraft making the trip, having "only" 3 is not a big deal! That´s why there is redundancy, doesn´t mean you freak out when the system you are backing up fails.
Agreed !!
If it was an ETOPS the Pilot would have landed in St. Johns or Gander I suspect. Always nice to have 4 huh?
If it had been an ETOPS -thus twin engine- the NNC would required to "plan to land on the nearest suitable airport". But it's not a twin; Thus no ETOPS.
In cruise, this shouldn't be an issue for a 4-engine aircraft.. Right after take-off like the BA case, and all the circling around to make up their minds, was foolish.
Engine shutdown is an alternate checklist, Engine Fire is an Emergency. Loss of 1 engine out of four is not an emergency, it does not say land at nearest, most practical or any other airport. Consult 3 engine fuel burn charts and if possible continue to destination or a suitable "engineering" airport.
The possibility of losing another engine is about the same as on a twin, zero....
Remind me never to fly with folks who ignore safety. What made them think pump failure would not occur in other three engines? Do we know why the the pumps failed? Ken
That's really the point. There's so much redundancy. But if something can knock out both fuel pumps on one engine, could also knock out more fuel pumps on other engines.
I don't know what caused the engine failure. Maybe the airline did know. If they didn't setting out across the ocean seems a bit too risky.
OTOH if they were already dealing with a known issue that was isolated to the equipment (eg. fuel pumps on the engine with known MEL issues), that's one thing, and easier to justify. Even going all the way back to Dubai. But if they were unsure of the cause (maybe water in the fuel), just seems foolish to START an oceanic crossing without checking out the cause of the failure, and knowing for sure that the issue is isolated to the one engine.
The luxury of 4 vs 2. Ahhhh!
I guarantee you won't fly a Dreamliner 5,000 miles on three engines. :)
haha, then you know something is definitely wrong.
Clearly most of you have not heard of ETOPS? If a B777 can be certified to fly for three or four hours on a single engine, then the same length of time on three is a breeze. The difference between the BA was that it elected to fly ACROSS the US with three engines, rather than land. presumably the A380 could have landed at various points, but elected to fly to a hub where Emirates has ground support. No big deal.
In almost 30 years of flying I've never heard of ETOPS, what is it???
I figured one would emerge. Lol
Bah haha. Now let's see if Ian is willing to educate. LMAO
True but an ETOPS twin is designed to fly on 1 to the closest point. I am not sure where the 380 falls in that, and from a logical standpoint wasn't a bad decision, but just as a twin is designed to fly on 2 and one if an Emergency, the 380 is built with 4 and less than that should have constituted same, especially in that location. Just my opinion
I'm in your camp. If I was on that plane I would be pissed. I don't care if you got 2,3,or 4 an engine failure is a big deal and only the stupid (as Phil calls them) tempt Murphy.
nope, nope, nope. Wallace got it right on, and I'd be pissed, too. The plane lost the engine one hour out. The only question here, to me, would be: Okay... Where do we land? The airliner took a risk to not go back. Then, the most logical 2nd choice would have to be: Where is the nearest airport ahead? Anything beyond that, again to me, is taking unnecessary and unacceptable risk.
Huge difference between losing an engine prior to takeoff and losing an engine long after establishing cruise flight. Since they were at cruise altitude, they'd already burned a decent percentage of their fuel load to get up there, and that alone lessens the workload on the remaining three engines.
So, by virtue of that you would not get on a twin jet and fly across the Pacific? The reliability of engines is much higher than when turbofans were first developed, else we wouldn't have ETOPS. Indeed the power to weight ration is also probably much higher than previously too.
It does however surprise me that they elected for Kuwait rather than the UK or Europe (see http://www.gcmap.com/mapui?P=JFK+-+DXB - maybe indicates their approximate flightpath
There is a huge difference when it happens over the ocean with limited options and when it happens before that with tons of other options. If you get on any plane to cross the ocean and you don't realize you are accepting a certain amount of increased risk you are only kidding yourself. You just don't always have hours to get on the ground. Of course I would and have flown across no matter the number of engines. But I would not get on a plane with one of the engines down and start the trip. In effect that is what they did. That's me.
Well, they had gone that far and Mr. Murphy had not made an appearance. They just decided to get on into an Emirates base at that point, but at no more than an hour out of JFK, I would have gone back. Like the 747, I think they are certified on 3, but probably had to lower altitude, hence the increased fuel burn and going to Kuwait rather than on to Dubai. Yeah, it came out OK but it could have been bad ugly and not something that I would want to do every day. Twins cross the pond every day but in most cases, that ETOPS is good for 180 minutes or 3 hours and it is not normal flying during that time. Been there, done that; ain't no fun. Does the term " sweating bullets" mean anything to you. LOL
I heard of an airline several years ago that departed lax one engine had a vibration and returned to lax The airliner was an etops aircraft. When maintenance was doing a check of the engine the thing came apart pieces entered the cabin so in flight you now have to decend, but the real problem would have been the pieces they pulled out of the other engine which was also now damaged. Etops is just pushing your luck if it can go wrong it will
Well the snobs below failed to tell you that ETOPS is an acronym for "EXTENDED range TWIN OPERATIONS.
Can also be Engines turn or people swim.....
In over forty years of flying I've never heard of SNOBS, what is it ???
Snot Nosed Overly Biased Shyts
What you missed is that THRUSTT was baiting. He knows perfectly well what ETOPS is. His sense of humor gotcha ! Lol
As we all know,the engine is the heartbeat of the aircraft.I agree with Phil.You definitely want to get back on the ground ASAP. My first real life emergency was a failed engine on climb-out out of PHL.I was piloting a 73-4. There were no warnings or alarms.Shortly after positive rate was established,the right engine just shut down.We were able to return to the airport without further incident,and we elected for a change of equipment. We never found the cause. We were told it might have been a mechanical glitch.
Really, you're clearly not familiar with Qantas recent woes!!
Hmmm...the engine had TWO fuel pumps and they BOTH failed?
That's what the report said.
I think I would have diverted to Gander. Long runways, and they are used to dealing with that kind of problem.
At the time you just don't know why the engine failed. And what about the next one? Did the same mechanic work on all the engines?
Many years ago an Eastern Airlines L1011 departed for a very short flight between Miami and Nassau (don't remember which direction) and in succession two of the engines failed due to oil starvation. Turned out the mechanic didn't use a required o-ring when he changed the oil. So… why did the A380 engine fail? Would another? From Emirate's standpoint can you imagine how much fuel they'd have to dump to get down to landing weight? (Assuming A380's can dump fuel… otherwise a massively overweight land back at JFK).
That's a whole lotta fuel. They were tanked up for going all the way to Dubai. They would gave to dimp much if that fuel to make a quick stop in Canada, Maine, Boston or NY.
Most times they'll fly across on 3 engines wwithout any problem. But that one time that the airliner doesn't make it across the ocean, because more engines go out later in flight, will erase all the savings from those times that they didn't dump fuel, didn't pay for hotels, and didn't delay their passengers.
So what! Decisions were made by competent individuals within the framework of the regulations! Move on, guys, nothing to see here!
I'm confident that the pilots had a lot more information than we have from the the blurb in the article. The pilots must have been fairly confident of the reasons behind the shutdown. November last year, an Emirates A380 lost an engine departing SYD. They turned around and landed back in SYD. Emirates also diverted an A380 flying from DXB to JFK into CDG last year due to engine problems.
As others have pointed out, the jumbos are perfectly capable of flying safely on 3 engines. It's been done in the A380 several times and by other airlines as well. The question of losing another engine is certainly there, but most of the North Atlantic tracks are covered by ETOPS 120, so as long as the weather is suitable at the diversion airports, you're not too far from a suitable runway. Just how long does it take to dump that much fuel anyway and prepare the aircraft for a safe landing?
I think Emirate's history with the A380 shows that when the situation warrants, they'll take on the costs of a diversion over taking risks with their passenger's lives.
On water in the fuel: I couldn't find anything specific to the A380, but the A340s/A330s have pumps that circulate water that collects at sumps back into the fuel, so that it's burned up. That only works up to certain concentration of water, but the 777 has a water detection system. Surely the A380 being a newer plane must have a system like that as well.
The A380 has the same type of circulation system as the A340. The limiter on how much water it can handle are the engines, at some point there would just not be enough fuel to run the engines. The 777 has to have a seperate water detection system as the ultrasonic system in the 777 can not tell the differance between water and fuel. The A380 system easily detects water.
On the subject of water in the fuel. The A380, like most commercial aircraft, is equipped with a capacitive fuel gauging system. Because of the differance in dielectric between water and fuel, if there is one thing capacitive fuel gauging systems detect better than fuel, it's water. If they had contaminated fuel they would have had plenty of warning something was wrong. All four engines are fed fuel from collector cells, which are also gauged, water in there would have been easily detected. So there's not much chance of a surprise. All the, "bells and whistles" would have been going off long before they had ever pushed back from the gate.
Most people reading here assume the pilots/ airline had a Loy kore info available to them, than we have at out disposal in this discussion. But without getting some more specific disclosure about the incident, it's difficult for many to have the reassurance that they made the right call in this instance.
They were about to start out across the ocean when one of their engines failed. I hope they had sufficient information about the specific cause of the engine failure. but they never did divert to inspect the engine and determine a cause. And we have no way of knowing that their diagnostic equipment had definitively identified the cause of the engie failure. It's understandable that people discussing the incident would question the decision to cross the Atlantic.
* assume [they] had a LOT MORE info available...
Interesting and educational. Thank you for the good post.
My pleasure.
What was?
One hour out of JFK....why not proceed/turn back to Logan? I am more familiar with the 747 family than this aircraft; but why take a chance when there are so many possibilities.
Pilots need to remember one thing when talking to maintenance on the ground, The PIC has the final authority, the maintenance person is going to go home regardless of the outcome of the flight and if something goes wrong the crew will be at fault for continuing the flight
Bad PIC decision, he could have diverted to any number of airports to have it checked out. Would give me cause for concern if I had to fly Emirates?
Maybe the ATP guys can tell the rest of us what the impact in decision making of losing an engine and then losing a second on the same side. Gander and St John's were within half hour whereas Iceland was another 1200 miles.
I wasn't in the seat, but at face value, I would have went back or diverted, whichever closer. As Phil said, it needs 4 and as you say, you could lose the other one on that side. Too many ifs.
I ain't no pilot but logic tell me that if the plane was designed with four engines then all four should be working on along trip, especially having people on board. If it had crashed and the pilot survived, then he would be in big trouble.
Thats why they have four Pan Am used to strap one out board to ferry it to another airport
Well now, it may be that there were no 380 engines available in Canada, and I'm sure the Captain called the "boss" for recommendations. I am certainly not going to armchair quarterback.
With multiple A380 routes terminating a KJFK, there is a strong possibility that an engine is available at KJFK, or positioned to quickly get to KJFK. But that would've meant keeping an A380 planeload of passengers in New York overnight while repairs are made. That would mean the passengers would be late getting into Dubai, and Emirates would have the trouble to find and pay for suitable accommodations for all their passengers.
The decision was entirely a logistical and financial decision, not one with safety in mind.
Comment from experience here. I am not a pilot, but I was a pax on an AF flight JFK-CDG years ago on a B747 that lost an engine in flight. First we pax heard about it was when the flight deck announced we would be late into CDG due to "an engine problem." No information that they had shut down one of them and we were on 3. I pretty much figured that out on my own. Still, NO BIG DEAL then or now.
Don't remember if it was a BA or UA flight "years ago", ORD to LHR on a 747, and ditto - a couple of hours out of ORD pilot announced "engine problem" and delayed arrival, with apologies. Same thing - engine out. Never gave it another thought.
On the other hand, on a TW DC-9 STL to "I don't remember where" we had an engine failure on climb out. HEARD that one happen, with a resounding "POP". My wife was in a panic, but I was calm until I saw the full brigade out to greet our landing....
Can anyone explain why the crippled a/c had to fly at a reduced rate of speed and at a lower altitude?
Not sure but I imagine the loss of that engine. When you lose one on a twin, you have that. The 380, like the 747, is certified for 3 but not at full altitude/speed.
Why not transfer fuel from one of the good tanks to restart the flameout. I am sure this must be possible in a civil aircraft, the military plans are able to transfer fuel to other engines. Just wondering.
A DC-10, MD-11, and L-1011 sound like they should be here these days. Wish Boeing or airbus would design a trijet again
As a pax, the L-10 was probably the best aircraft I ever caught a ride in. Very comfortable. Miss it, and TW too.
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rather dumb thing to do.....
british airways thought they ruled skies and tried that after losing one from LAX-egll....the incresed drag and slower speeds they had to divert to gatwick...BA had a pilot position open up shortly afterwards.....company always will agree if it saves them money but they threw the crew under the bus anyway... emirates obviously cares about safety too, as long as it dont interfere with scheduling or profits.
As with most of your posts, you never get your facts right, but who cares, it's the great phil rudd, gods gift to aviation making a staement, even if it is incorrect. BA diverted to MAN not LGW and this was due to SOP not low fuel. The aircraft had more than enough fuel andthis is why the FAA dropped the complaint. Both the B747 & the A380 are certified to fly and continue to fly on 3 engines, depending on other MEL items.
Well said John Beech always helps to get the FACTS correct.
I think the certification to continue flying on less engines would be for remote locations. Prudence should dictate a stop at an airport that is capable of accommodating that aircraft, Toronto maybe...
I'm always reminded of "fate is the hunter" when people continue on in a crippled bird.
Why risk it. Over land for a couple of hours with lots of options, fine. Over the North Atlantic, some of the most unforgiving airspace in the world, I don't think so. The reason they have 4 engines on a 380 is because they need 4 engines. Had to be a long, uncomfortable flight for the crew.
Well, the Lockheed Constellation didn't get its reputation as the best three engined airliner for nothing!
They frequently turned up at their destinations with one engine out after having crossed the Atlantic
L1011's and DC10'S flew long distances quite happily on 3 engines.
They were about half the weight of an A380!!!
This had nothing to do with safety. It had to do with cost. They took a risk and continued on. As it happens they and 3 or 400 passengers lucked out.
Another reason I will only fly US/UK/Aussie flagged carriers. It's one thing to continue when you are overland and going to your hub, but over the Atlantic????? Stupid!
It is not about whether the aircraft can do it, it is about what happens if another engine fails. It cost more fuel to fly at lower altitude so they are already into reserve fuel. If another engine fails they would have to fly again lower and again slower using significantly more fuel. The you will run out of fuel. They don't just fill up at the gas station. If you carry extra fuel it costs you more rule to carry the weight so they fly with enough fuel for destination , alternate and a bit for holding for 30 mins and a little bit extra.
What they did was risk the lives of everyone to get to their own maintenance base. They do not want people to know about the engine problems that are associated with the A380
Mike, please give us the figures everyone should know:
- at what altitude would aA380 cruise on two engines?
- what is this acrft's VMCA on two eng? (Same side;)
- what would be the fuel remaining on "the other side" (Europe) after oceanic crossing on 2 eng? ...
Cos what you wrote is really not specific... Very vague to me. And here figures would give another sight on the event..
Just remind this aircraft was not bounded to UK but to the middle East.
They never got to 2 and there are no specifics as to altitude, other than they must have lowered on 3, as they elected Kuwait instead of going on to Dubai, on account of low fuel. They did it and it worked. As I said earlier, Mr. Murphy did not make an appearance and it was the right call. It could have been ugly; we weren't there but to me it would have been prudent to turn around as they were only an hour out. Just Sayin'.
I understood your point Preacher1. And I agree with you about prudency.
My questions [and the figures that could be given if anyone had an A380 FCOM] are just to show that there is no "Horor" or "stupid" pilots (so far as we know) in this event, as written in a few comments above.
There will surely be an official report on this?
Well, as with BA268, they were probably OK rule wise. As the Captain has final say, if he got the blessing of the company, he was flying the plane, and it worked out OK. Maybe I am too cautious but if everything ain't working, I don't like to fly it. Neighbor of mine had a car with a bad battery and he went around for 6mos, carrying jumper cables and begging jumps everywhere he went. Finally one day, it died at an inconvenient place resulting in heavy expense. He got a new battery. All that to say this, if it won't start from the seat, I won't drive it any further than to get it to a shop. I feel the same way about a plane.
Suppose that engine quit because of a maintanence error. Suppose the technicians made the same error on all 4. "Fate is the hunter".
You can't judge thise pilots on "supositions". There arr facts that were evaluated by these pilots. They're not playing and "if" they went to a "what if?" process -and i'm confident enough to assume they did- and they gave reasonned answers that led to this decision, your suppositions won't rule it.
You can think but don't let suppositions head your mind and your anguish procecute those professionels.
Aircraft design and flying are all about suppositions. It was designed to be flown on 4. It was their decision to continue on 3. I'm ok with that (I wasn't on the plane). But to me that is a $ thing not a safety thing.
Yep Wallace.
I'm ok with design supported by suppositions.
But not for judgment or procecution.
Our judgements, suppositions, and speculations here mean nothing. But it is what we do on this website. Otherwise it would get pretty boring. Flightaware encourages opinions from everyone not just facts. The NTSB website handles the facts end of it.
Human people are able to think, comment, understand or educate without judging.
And they can do this without fantasying and re-writting stories and incidents. Or worse.
I do learn and go forward reading those comments. Web-site or not, It helps me build my mind.
But I don't have to judge fellow pilots for that !
This website judged and convicted Asiana pilots on day one.
Standard procedure, right or wrong, is to return or divert to closest field. Certifications are there but they are not meant for continued flying. Not to say they can't but normally not.
Sorry preacher despite all the good I think about what you wrote: This is wrong!
The SOPs you're talking about do not ask to "DIVERT" and do not ask for "the CLOSEST field", for ENG FAIL.
As a specific exemple, the only B747-400 Non-Normal-C/L of the ENGINE section that requires to "Plan to land on the nearest SUITABLE airport" is the
"FIRE ENG or Engine Severe Damage or Separation".
And it requires to do so in the 3 following cases:
-Engine severe damage
-Engine Fire that does not estinguish
-Separation... (Engine missing! + 1 hydraulic lost + 1 air bleed lost + 1 gen Elec lost + fuel leak + Fuel Imbalance + modified longitudinal stability of the aircraft... )
This statement is obvious and the situation described is so much more HORRIFYING than this Emirates A380 engine's flame that simply extinguished because fuel was not supplied anymore.
And you're right. Certifications are made to have a manufacturer prove his flying-object is safe enough to be flown and managed in nominal situations, or after major faults or failures occured. Nothing more.
Did you ever read the book?
To whom are you asking this?
You. Was just wondering if you had read Gann's book.
No sorry. Never heard of it.
I'll check it!
But if this is another psychotic -Mastered and Doctored- expert in aeronautics, that our aeronautical society is full of, writing best sellers -money making crap- ...I won't give it a second of my life ;)
It's a classic in the aviation world. It's why I used the fate is the hunter phrase. He once took off in a DC6 (?) headed across the pond. Lost an engine a ways out. Turned back. Lost another, then another. Just barely made the runway on one. Mx had tried some new spark plugs in 3 of the engines.
This is the reason that a flight crew might think twice about starting across the pond with an unknown issue that has resulted in AT LEAST one engine failure so far. I concede that most times an airliner loses one engine, it will make it across the ocean with 3 engines. But why even do it, if you're only 1 hour out? (You're over land or close enough that you can land in minutes.) why not pick a maintenance facility/major hub to land at on the continent that you just departed? At most that's an hour away (departure airport) with other less desirable landing spots in between, if the situation evolves into an emergency if more engine(s) fail after the first one.
Over the decades, commercial aviation has gotten continuously safer. That has been achieved by putting safety ahead of other considerations, like convenience.
The large number of passengers on thus flight that would have to be rescheduled and/or accommodatedprobably factored into the decision to not turn back. Another drawback against super-sized airliners. (Heavy seems sufficiently big enough for the vast majority of situations.)
Why not transfer fuel from one of the good tanks to restart the flame out. Military planes could and did do this.
If there is water in one tank and you transfer fuel from another tank, the water is still there. The transferred fuel don't go directly into the engine
Fuel did transfer directly to the engine in the KC 135 (707), not to the tank with water in it.
I'm sure you know. I know fuel transfer can also be for weight and balance. In most cases though I bet if there's water in one tank of fuel there is a good chance it's in others.
I don't know if a report will be forthcoming or not. Canadian transport board reported it; it had taken off from JFK and not a peep out of the FAA and nothing from CAA/ICAO. Report does say 2 fuel pumps were replaced and signed off so apparently no big deal.
Your point is correct in the fact that flying lower/slower will burn more fuel, however they were heading the for the Gulf, so when they were planning on being overhead land in UK/Europe they would have had 45% of their departure fuel, loss of another engine, very unlikely, and loss of a second engine mid-Atlantic is not a big deal, fuel wise. Because of the fuel onboard they would have had adequate fuel to continue to UK/Shannon in Ireland or turn back, because when you do lose the second engine you are then required to land at the nearest suitable airport. There is nothing unsafe about the decision, I am retired cockpit crew and have a lot of friends with Emirates.


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Info Graphic: Jose Reyes SB and CS in 2010
It's going to be interesting if the next manager decides to also try and bat Jose Reyes third, not leadoff, like Jerry Manuel attempted last Spring. It's going to come up again in conversation, eventually. I look at Hanley Ramirez and Carl Crawford, who have slowly but surely stayed put in the middle of their respective batting orders, if for no other reason than it keeps them from slamming their bodies to the ground 80 times a season. It's only a matter of time, especially coming off a hamstring and oblique injury, for a similar conversation to start swirling tighter and tighter around Reyes.

subset: commoncrawl


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The KEA Delegate Assembly will be held April 8-10, 2015 at the Marriott Louisville Downtown, 280 West Jefferson Street, Louisville, KY 40202
Delegate Information
Alternate Information
Flyers & Reminders
Program - programs will be provided in the Delegate materials and available for distribution in the registration area.
Make hotel reservations here or by calling 1-800-266-9432 . Rooms are being held Wednesday and Thursday nights, April 8-9. Delegates must make their own reservation and are responsible for all expenses incurred. Rates are $143 single/double, $153 triple/quad - all plus 16.07% tax..
Please remember to bring your 2014-2015 KEA membership card to use for registration.
The schedule for registration is:
Wednesday, April 8
4:00 p.m. – 7:45 p.m. Registration of Delegates and Alternates
Thursday, April 9
9:00 a.m. – 9:45 a.m. Registration of Delegates and Alternates
All delegates should report to the committee during the hours indicated. Voting at the DA will occur on Thursday, April 9. Only those delegates who are properly registered by Thursday morning will be eligible to vote.
Non-delegate visitors, including family members, do not have floor privileges. Visitor seating will be provided in another area of the assembly hall. Visitors should obtain a guest badge from the registration area.
The First Business Session of the DA will convene at 8:00 p.m. (eastern time) on Wednesday.
A copy of the minutes from the April 2013 Delegate Assembly will be distributed at your district pre-delegate caucus meeting so that you will have an opportunity to read them before the meeting. Please bring a copy with you to the Delegate Assembly because they will not be in the delegate packet.
If your local president asks you to serve in place of a delegate, you must have your local president complete the Local President's Designation of Alternate to the Delegate Assembly form, and present the completed form at registration. Delegates being replaced by alternates must be replaced by alternates of the same educational position according to KEA Bylaws, Article III, Section 3(f):
f. Delegates to fill educational positions (i.e. supervisor or non-supervisor) may be replaced only by alternates of the same educational position. Delegates elected to fulfill ethnic minority requirements may be replaced only by ethnic minority alternates.
Reminders for 2015 Delegates - including Voting Schedule
2015 Smith Wilson Breakfast Flyer
Veterans Join the Color Guard Flyer
Exhibitors - All You Want to Know Flyer
Marnel Moorman Scholarship Fund
Program & Budget Committee Report
Compliance with Minority Guarantees
NEA Board of Directors' Report
NEA Resolutions Committee Report
2016 KEA Teacher of the Year Guidelines
2016 ESP of the Year Guidelines
Compliance/Constitution Committee Report
Government Relations Committee Report
New Teacher/Intern Work Team Report
KEA Presidents' Scholarship Recipients 2014-15
Status of New Business Items Passed at the 2014 Delegate Assembly
KEA Executive Director's Report
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Classic Saint Laurent sneakers with SL/01 embossed along ankle and stitched lines on sides.
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Boeing [NYSE: BA] subsidiary Boeing Defence Australia (BDA) has delivered the first two of 65 repainted aircraft to the Royal Australian Air Force (RAAF) from two separate facilities. The RAAF accepted a repainted Orion AP-3C aircraft at RAAF Base Edinburgh in South Australia and a C-130H Hercules, shown here, at RAAF Base Richmond in New South Wales less than three months after contract date.
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Class of 1991
Placekicker >>> 6-2, 187
(Montana State)
1967-1979 Kansas City Chiefs, 1980-1983 Green Bay Packers, 1984-1985 Minnesota Vikings
Jan Stenerud ... Entered college on skiing scholarship, joined football team as senior ... First "pure" placekicker to enter Hall ... Career totals: 1,699 points on 580 PATs, 373 field goals ... Scored 100 or more points seven seasons ... Kicked three field goals in Super Bowl IV win ... Played in six Pro Bowls, Outstanding Offensive Player in 1972 Pro Bowl ... All-League six years ... Had 17 field goals over 50 yards ... Born November 26, 1942, in Fetsund, Norway.
Jan Stenerud, who was born November 26, 1942, in Fetsund, Norway, was an outstanding ski jumper who attended Montana State on a skiing scholarship. Late in his sophomore year, Stenerud was spotted kicking a football by the college's basketball coach who relayed the news of the Norwegian's abilities to the football coach.
He joined the football team his senior year and ended up playing two seasons of varsity football. He connected on a then-record 59-yard field goal and 82 points scored. The Kansas City Chiefs were so impressed that they drafted Stenerud in the third round of the AFL's 1966 future draft.
The 6-2, 187-pound Stenerud excelled for 19 seasons and 263 games in pro football. He never missed a game because of injury or illness. He kicked for the Chiefs for 13 years from 1967 until 1979 but was released in the summer of 1980. Three months later, he signed a free agent contract with the Green Bay Packers, with whom he stayed with for four seasons. In 1984, the Packers traded Stenerud to the Minnesota Vikings for a seventh-round draft choice. He retired after the 1985 season.
Stenerud is the first "pure" placekicker to enter the Hall. His list of outstanding achievements is long. With 1,699 points, he ranked behind only the fabled George Blanda in all-time scoring at the time of his retirement.
His 373 career field goals and seven seasons of scoring 100 or more points were also NFL records. He kicked 17 field goals over 50 yards and his personal best was a 55-yarder against Denver in 1970.
In the Chiefs' upset victory over the Vikings in Super Bowl IV, Stenerud's three field goals, including a then Super Bowl record 48-yarder, accounted for the first nine points. A six-time all-league selection, Stenerud played in two AFL All-Star games and in four AFC-NFC Pro Bowls. He was named the Outstanding Offensive Player in the 1972 Pro Bowl.
Mobile-Optimized Bio >>>
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Wine Tasting Near Lyon: Beaujolais
By Viator, March 2014
While Beaujolais may not be on the tip of everyone's tongue the way Champagne or Burgundy is, come November, it more often than not it passes everyone's lips. On the third Thursday of November is Beaujolais Nouveau day, an unofficial French holiday that celebrates the new Beaujolais wines, which goes from vine to bottle in four days. At midnight the corks are popped, and judgment is passed on this year's vintage.
For foodies heading to Lyon or for those looking for an experience that's not as touristy as Bordeaux or Champagne, Beaujolais is the perfect wine tasting adventure near Lyon. A Beaujolais Wine Tasting Half-Day Trip from Lyon is easily enough time to take in the gorgeous countryside, visit vineyards, partake in some great wine tasting sessions, and still be back in time for dinner.
Tours & Tickets
3-Night Tour from Marseille to Paris: Provence, Rhone-Alpes, Beaujolais and Burgundy
Starting in Marseille and ending in Paris, this 3-night tour takes you from the south of France through the regions of Provence, Rhône-Alpes, Beaujolais ... Read more
Marseille, France
Duration: 3 days (approx.)


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- Northern New York Newspapers
- Watertown
- Ogdensburg
- Massena-Potsdam
- Lowville
- Carthage
- Malone
- NNY Business
- NNY Living
- NNY Ads
MASSENA Alcoa is expected to encourage early retirements and voluntary layoffs as it shuts down the last two potlines at its East plant, according to local officials who were briefed on talks held Thursday between company executives and Gov. Andrew M. Cuomos office.
The Cuomo administration said it was holding Alcoa to the terms of its agreement with the state, under which it receives low-cost hydropower in return for committing to a $600 million upgrade of its facilities and preserving at least 900 local jobs.
Top officials from the Cuomo administration and the New York Power Authority met with Alcoa representatives and reiterated our position that the company is expected to honor the terms of its long-term power supply contract with NYPA, said a statement Thursday from Gov. Cuomos communications director, Melissa DeRosa. Involuntary layoffs at the Massena operation would be considered a breach.
But in a sign that job losses are looming, the company soon will file a notice of potential layoffs, according to Massena Mayor James F. Hidy.
The federal Worker Adjustment and Retraining Notification notice is required before a plant closing or a mass layoff at a single site when at least 50 full-time workers are laid off, according to the U.S. Department of Labor.
Alcoa employs 332 workers at its East plant, and 1,001 total in Massena.
Mr. Hidy and Town Supervisor Joseph D. Gray said officials from the governors office told them the state is pressing Alcoa to keep its agreement.
What theyre going to try and do is encourage early retirements and voluntary layoffs, but the governors office is holding firm in regards to involuntary layoffs being a breach of contract, Mr. Hidy said.
I understand the meeting was somewhat successful, he said.
According to the governors statement: Alcoa expressed a willingness to work with us, and conversations between the state, the company, and the union will continue.
Alcoa officials said they appreciated the states willingness to listen to their concerns, releasing the following statement: We will continue to work with our unions, state, local and other stakeholders to minimize the impact of these changes and ensure our continued competitiveness at Massena West.
When asked whether they agreed with the states hardball approach, Mr. Gray and Mr. Hidy avoided picking a side.
I think Alcoa willingly signed the contract and they received guarantees from the Power Authority and the state as part of that contract. This is between them and New York state, Mr. Gray said. Obviously we are concerned and hope they maintain as many jobs as possible.
Mr. Hidy said that at this point its out of Massenas hands, but that he understands the states stance.
They want to make sure the plans for modernization are still there, he said. Its kind of a fine line, but now we have to wait and see how this plays out.
Thousands of readers like you have made Northern New York Newspapers the number one ranked website* for local news and sports coverage in the north country.
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Epson Workforce WF-7011 Inkjet Printer Rs. 15449 – SnapDeal
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Epson Printer :- The WorkForce WF-7011 printer with Micro Piezo printheads take you beyond the limits A3 to produce stunning prints for spreadsheets, newsletters, posters, graphs and charts to A3 +. Integrated networking and easy to use features ensure optimal productivity workgroups. Key Features :- Greater Possibilities


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|Print Page
|Old Glory serves as a symbol of patriotism not only on Flag Day, but also during the July 4th holiday season. Due to extreme drought conditions, Carbon County residents should exercise caution when celebrating the holiday with fireworks.
With the approaching July 4th and July 24th holidays, Carbon residents are finding fireworks readily accessible. Stands are popping up across the county and store are stocking shelves with the potentially dangerous objects.
Because of the extremely dry conditions, residents are urged to use caution while dealing with the explosives. A stray firework could set a hillside ablaze, not to mention injuries may also be sustained by consumers igniting the devices.
In Utah, firework sales are prohibited between June 20 and July 24. The permitted fireworks cannot be lit or discharged legally until July 1.
Specific bans have not been announced in the Carbon County area, but residents should respect the dangers compounded by severe drought conditions and steadily worsening fire hazards.
Despite no specific firework bans, several federal restrictions do apply. Prohibited explosive devices include M-80s, M-100s, blockbusters, cherry bombs, reloadable shells, larger firecrackers containing more than two grams of powder and mail-order kits designed to be assembled by the consumer.
The explosives have been banned across the United States since 1966 under the Federal Hazardous Substances Act.
Often times, legally prohibited fireworks are available to the public. To ensure that the unlawful explosives are not used, consumers are encouraged to check for labels on all fireworks.
Labels should clearly name the item along with the manufacturer and list instructions for proper use.
Carbon residents should not purchase or use unlabeled fireworks. Not only are the devices illegal, but the fireworks are also extremely dangerous.
If a seller is suspected of distributing illegal fireworks, local law enforcement should be contacted.
Even legal fireworks should be used only with extreme caution. A federal regulation requires that any firework should have a fuse which burns at least three seconds, but no longer than nine seconds.
The U.S. Consumer Product Safety Commission also warns users that fireworks are not toys. In fact, the primary function of a firework is to produce motion and visible or audible effects. The devices do so by burning. The approximate burn temperature is equal to that of a lit household match and can cause burn injuries and ignite clothing if used improperly. Therefore, never allow young children to use fireworks. Even sparklers can be unsafe if used improperly. Adult supervision is mandatory.
When using fireworks, the U.S. Consumer Product Safety Commission suggests the following tips to ensure that no injuries occur.
Buy only state-sanctioned fireworks that have class C printed on the labels.
Bottle rockets, firecrackers and Roman candles account for most fireworks related injuries and are illegal in Utah.
Never experiment with fireworks.
Only light one firework at a time.
Never give fireworks to children.
Sparklers burn at 2,000 degrees Fahrenheit, a temperature hot enough to melt gold.
Sparklers cause three-fourths of all firework injuries to children.
Keep a bucket of water or a garden hose handy.
After about 15 to 20 minutes, place the firework in a bucket of water and allow it to soak for several hours before disposing of the device in the trash can.
Never relight fireworks that have not fully functioned. If the firework does not light the first time, a malfunction has occurred. Don't risk having the firework explode in while holding the device. The explosive power of a firework could easily remove fingers.
Only light fireworks on a smooth, flat surface away from a home or an area filled with vegetation.
Never use a metal or glass container. A metal container can result in the same effect as a bullet being fired and a glass container can explode, scattering glass shrapnel to spread.
When using the fireworks outside, make sure to avoid setting up the display near buildings, flammable materials or dry vegetation.
By practicing the precautionary measures, residents will reduce the potential risk for injuries and wildfires.
|Print Page


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cropped pea coat
by FIDELITY SPORTSWEAR
Men's Size Chart
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Women's classic wool short length peacoat crafted from 32 oz. Melton wool. Double breasted front with large anchor engraved button detailing, detachable collar tab, and two fleece lined hand pockets.
• Two front hand pockets
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• 80% wool, 20% nylon shell
• 100% acetate lining
• Dry clean only
• Made in USA


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Public Service Education Building PSEB is home to a crime lab, dispatch center simulation, fire tower, and a shiny red fire engine.
Cascade is by far the most bike-oriented campus because of its inner Northeast location and proximity to TriMet bus and Max line routes.
The gym, dance room, weight room, and circuit room are open for PCC students when classes are not in session - see Cascade open gym times.
The Cascade Campus is situated in the heart of the revitalized North Portland area, offering students a centralized location and ties to the many cultures represented in the surrounding community. The campus opened in 1971, and has become a focal point for programs in the arts, job training, college transfer and self-improvement courses. Cascade served 23,502 students during the 2012-2013 academic year, and is led by Campus President Karin Edwards.
Cascade by the numbers
Cost to rent a bicycle from ASPCC
Students enrolled annually at Cascade
Cascade's opening date
News from Cascade
Campus map
PCC offers various parking options to meet your needs.
Cascade is the bike capital of PCC!
PCC provides free shuttle service between our campuses.
Two public transit lines serve Cascade. Next arrivals:
Come visit PCC Cascade
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Thinking of attending PCC and want to tour the campus? Contact the Orientation Center.
Community members looking for more information about the campus can contact our Community Relations Manager, Abe Proctor, or learn more about renting our facilities.
Attend a Preview Day
A full-day event for high school students that includes orientation sessions, workshops, and campus tours. Learn more.
Unique programs at Cascade
PCC has over 100 academic programs - see all programs


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BKE Mollie Slim Boot Pant
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- Low rise flat front zip fly stretch pant
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On Tuesday Rep. Paul Ryan (R-Wis.), chairman of the House Budget Committee, will roll out his new plan to balance the budget but, unlike last year's plan, his new one will likely promise to balance the budget in 10 years instead of in 25. One key assumption to make it work is to repeal ObamaCare. Ryan told Fox News: "Our budget does promote repealing ObamaCare and replacing it with a better system. I'm very confident this is the way to go."
That's a very large assumption that Chris Wallace of Fox News challenged on Sunday:
Wallace: Are you saying, as part of your budget you assume the repeal of ObamaCare?
Ryan: Yes.
Wallace: Well, that's not going to happen.
Ryan then responded that it really wasn't an assumption after all, just a suggestion as to where he'd like to go:
We believe ObamaCare is a program that will not work. We believe ObamaCare will actually lead to hospitals and doctors and health care providers turning people away.
We don't think healthcare's going to be improved in this country. We think it's going to look very ugly over the next couple of years.
That's why we're going to propose replacing ObamaCare with patient-centered health care — with a better healthcare system for everybody.
Nevertheless, by including the assumptions that ObamaCare and its related costs will disappear — along with increased revenues generated by an allegedly improving economy, the increased taxes coming in from the "fiscal cliff" deal, and the winding down of the U.S. military presence in Afghanistan and Iraq — Ryan thinks the shrinkage of the gap between the government's income and outgo will be sufficient to balance the budget by 2022.
Click here to read the entire article.


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Hi Stephania
I have missed you...don't listen to that PantyGnawer chap he is a bit loopy...I mean who would call themselves PantyGnawer? I am sure there are lots of businesses who are in need of multilingual whatchamacallits and we in the UK envy Germany for their commitment to higher education. OK we did have to give them a good thrashing in Two World Wars and One World Cup, but I think we secretly admire the German education system and it doesn't look like they are planning on World Domination any time soon...although it is a bit early in the century to be too complacent.
Speak to you soon.


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The following building permit information has been obtained from Hardin County Planning and Development Commission. The name of the applicant, applicant's address and use of permit are listed.
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It's Just a Question of Finding It
After a great article about teams in Mobile looking for the next Wilson or Kaepernick, Mike Tanier came to some sound conclusions on Sports on Earth.
Talk to six different scouts or draft analysts, and they will state a preference for six different quarterbacks, though Nassib, Manuel, and Wilson are the most common choices. Those same six scouts and analysts will reflect on Russell Wilson and Kaepernick, talk about what they saw, wonder on what they missed, and try to project those lessons onto the current crop. Meanwhile, the "behind the scenes" analysis remains behind the scenes, with scouts and coaches offering only tantalizing hints and whispers.
There is no consensus choice for Next Big Thing. Perhaps there is no Next Big Thing here at Mobile. But there are intriguing nominees: players who looked and sounded good enough to improve their draft profile (Manuel and Wilson) or at least did enough to hold serve (Nassib). One of them will be playing in the playoffs next year. And all of us will try to pretend that we knew it would happen all along.
Brian Bassett, TheJetsBlog.comIn other words, if the Jets are looking to add at the quarterback position via the draft this spring, then the scouting staff is going to have to work overtime this spring to find the right guy. Apparently last year Terry Bradway was very big on Russell Wilson … to the point that it was something of a joke … looks like the Seahawks got to laugh last. Hopefully the Jets will be able a player throughout this group. There's promise in it, it's just not obvious Andrew Luck / RG3 type players at this point.


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Lightbeam Tote (out-of-stock)
Out of Stock Product Number: 31568
Wear the Nau Lightbeam Tote as a backpack, sling it over your shoulder, or toss it in your luggage as a separate organizer: this featherweight tote will help you travel light. Versatile design and compressible construction, in 100% recycled polyester.
- Zipperd top closure
- Convertible single shoulder strap, or double back pack straps
- Large main compartment
- Zippered front pocket
- Snap closure side drop in pockets
- Tote folds into front pocket for compact transport
Gender: Unisex
Weight: 12.7 oz
Material: 100% recycled polyester
Dimensions: 14" x 13" x 5" (HxLxW)
Season: S13 F13
Vendor ProductId: 816U01
Review ProductId: 31568


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Conveniently located for both the spas and for the centre of town, Hotel Mediterraneo offers modern comfort yet still retains the classic appeal of yesteryear. Hotel Mediterraneo, Pistoia
Swimming pool
This is a recently restored self-catering rental apartment ideal for a couple or a small family. This property is found in the small village of Gabbiana near Bagnone in the Lunigiana region of northern Tuscany, an area rich with history, ancient castles and traditional folklore. La Casina, Massa-Carrara
Sleeps 2 to 4
Tuscany - On the quiet slopes facing Montepulciano, these two farmhouses provide beautifully furnished, traditional holiday accommodation in central Italy. Le Capanne di Sopra, Siena
Sleeps 6 to 10+
Self catering holiday rental apartments in the countryside of Montecarlo near Lucca, Tuscany. The farm business is occupied with flower cultivation and the rustic accommodation delights in this fact. Casolare dei fiori, Lucca
Sleeps 2 to 10+
Swimming pool
A splendid seclusion with timeless views awaits you at this country house in the hills to the north of Lucca, close to the classic hilltop town of Barga. La casa della tranquillità, Lucca
Sleeps 2 to 4
With the calm and beauty of the Tuscan countryside, Casale Mugnani, surrounded by olive groves, is just 15 minutes from all the charms of medieval Lucca. Lovely vacation apartments, landscaped grounds and a saltwater swimming pool. Antico Casale Mugnani, Lucca
Sleeps 2 to 10+
Swimming pool
Villa Ulivi is an holiday house immersed in the green hills of Lucca countryside. Casa degli ulivi, Lucca
An unusually large (sleeping up to 10 people) villa rental within walking or cycling distance of Lucca. Villa Anna lies less than a kilometre from the walls of Lucca and has recently been totally restored and refurbished, maintaining the feel (and the antiques) of a stylish Liberty building. Garden, terrace and air conditioning. Villa Anna, Lucca
Sleeps 2 to 10


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AUGUSTA, Maine (NEWS CENTER) -- With little rain having fallen in Maine the past two weeks, fire crews and members of the Maine Forest Service have been busy battling more than 200 wildfires in all corners of the state.
"You can see how dry it is," explained MFS fire prevention specialist, Kent Nelson, as he walked through the woods. "We've got leaf litter from last fall, I mean it is just crunchy, crunchy, so if a ground fire were to come through here, it would very likely spread rapidly into the woods."
The dry conditions have forced the Forest Service to post High to Very Highfire danger warnings for the entire state.
Wildfires, including one in Lewiston on Monday which burned more than 30 acres of land, have already burned more acreage this year than this time last year despite a much later start to the spring. So far, 412 acres of fields and woods have been damaged so far, a total that rises daily.
All of the fires have been started by people, intentionally or unintentionally, with permitted, controlled burns that have gotten out of control or that were not properly extinguished responsible for nearly half of the fires.Nelson says several fires have also been sparked by people dumping their wood stove ashes in the woods.
"We just ask that if people want to clean up their yards and get that brush burned, first of all you have to have a burn permit and you may not get one when the fire danger is this high," stated Nelson, adding, "but if there is any way you can wait until after we get a couple inches of steady rain that would really be the safest thing you could do is to wait till things get moist and green up."


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There are 8 core (full-time) faculty members in the Clinical Psychology program, and, in any given year, 15-18 additional adjunct faculty members. The range of research interests among the full-time faculty is considerable (see individual web pages) and virtually all have published extensively, served on editorial boards of prominent journals, and held important leadership positions in the field. A recent (2007) report in the journal Clinical Psychology: Science and Practice ranked the Teachers College Clinical Psychology program 14th in the country (of 166 clinical Ph.D. programs nationwide) based on the mean number of scholarly publications per faculty member. Based on this criterion, the TC Program was highest-ranked among the many clinical psychology programs in the New York City area.
The M.A. program is appropriate both for students who have obtained undergraduate degrees in psychology and for those with a more limited background in the field. For many, these programs are of considerable help in clarifying their interest in professional psychology; for others, it is an appropriate first step toward doctoral education in the field. Thus, some graduates of these programs are now pursuing doctoral study in psychology, or degrees in other professional fields (e.g., education, law, or medicine). Others are employed as M.A. level mental health workers or research assistants in hospitals, research institutes, community organizations, business, and educational settings. Both the "General" and "Personality & Psychopathology" tracks allow students to design individualized programs, including the opportunity to work in the field or with faculty.
Students can choose one of two available tracks: The Personality & Psychopathology Track (MA-PsyA) or the General Track (MA-PsyG). The PsyA track is a structured curriculum that consists of pre-selected blocks of coursework to ensure a strong background in the fundamentals of applied psychology. The PsyG track consists of the same course offerings, but allows students to independently tailor their own curriculum


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Through the different modules, Travelize has solutions for different kind of tour operators, from small coach and flight tour operators, through large and multinational operators, to destination and incoming companies.
More references »
Travelize is a one-stop software solution enabling the travel industry to sell tours efficiently, provide a consistent high level of customer service and simple back office administration. All without the need for significant financial investment.
We have integrated real-time reservation software, booking systems, web publication, accounting and administration into one single integrated system. This eliminates any duplication of work and guarantees correct up-to-date information across the board. Travelize offer proven standardised systems created to benefit small and medium-sized actors such as travel firms, property-letting agencies and incoming service providers. Travelize' system is extremely flexible and is able to seamlessly integrate the handling of everything from the production of complex packages, dynamic packaging using clients' own resources in combination with GDS, hotel and car rental systems, to the booking of the simplest of activities on offer, always ready to take on board any new features afforded the travel industry by the Internet.
Did you know... that clients booking by themselves on the Web purchase 47% more profitable optional extra services, and that 61% make their reservations outside office hours if they are able, and that the majority of bookings are created on a Sunday afternoon, that an online booking facility fully integrated in the corporate website enhances the company trademark? We know. And we know how to give small and medium sized operators a sharp competitive edge based on this.
More than 120 travel companies with 3000 + users are already reaping the benefits of Travelize. Read more about the benefits and features in the system »
Croatia Yacht Club has launched new responsive web sites and booking flow based on Travelize platform for responsive web and booking. Multi language and multi currency modules are used to sell in different languages and currencies using the same resources.Please visit croatiayachtclub.se, www.croatiayachtclub.com and www.croatiayachtclub.no. Read more about mobile formats.
Jörns has launched new responsive web site and booking engine based on Travelize responsive platform for booking and web. Please visit jorns.se (web site in Swedish only). Read more about our mobile formats.
Our brand new client Panter Rejser has launched a new website built on our framework for responsive web and responsive booking. Please visit panterrejser.dk (Danish website) for more inspiration and read more about our responsive package.
Through the different modules, Travelize has solutions for different kind of tour operators, from small coach and flight tour operators, through large and multinational operators, to destination and incoming companies.


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Shirt Tied Around the Waist
- 1 of 12The '90s resurgence is showing no signs of slowing, and we're delighted to see the revival of a classic mosh-pit styling trick: the shirt tied around the waist. Once a casual daytime staple, we love this layering technique for its devil-may-care nonchalance and surprising ability to work with eveningwear too. Whether you're aiming for that full-on grunge vibe with a plaid button-up like Candice Swanepoel, or prefer a sportier interpretation with a letterman jacket a la Rihanna, today's slideshow offers inspiration for every take on the trend.
- 2 of 12Get The Look:
Topshop Double Buckle Biker Jacket ($550)
Image courtesy of Splash News
- 3 of 12Get The Look:
See by Chloé Denim Button Down Shirt ($292)
Image courtesy of Getty Images
- 4 of 12Get The Look:
Lucky Brand Cheetah Printed Crew Neck Cardigan ($70)
Image courtesy of X17
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Gap Piqué Striped Raglan T ($23)
Image courtesy of ALC
- 6 of 12Get The Look:
Club Monaco Morgan Sweater ($120)
Image courtesy of 10 Crosby Derek Lam
- 7 of 12Get The Look:
Madewell Checked Flannel Boyshirt ($70)
Image courtesy of Bauer Griffin
- 8 of 12Get The Look:
Zara Leather Jacket with Embroidered Sleeves ($299)
Image courtesy of Startraks
- 9 of 12Get The Look:
360 Sweater Lanie Cashmere Boatneck ($220)
Image courtesy of 3.1 Phillip Lim
- 10 of 12Get The Look:
Boy by Band of Outsiders Ponderosa Plaid Easy Shirt ($135)
Image courtesy of Getty Images
- 11 of 12Get The Look:
Levi's Western Shirt ($64) in Black Berry Wine Plaid
Image courtesy of AKM GSI
- 12 of 12Get The Look:
J.Crew Collection Cashmere V-Neck Sweater ($188)
Image courtesy of Nina Ricci


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2 U.S. Code § 103, 104 - Omitted
Section 103, R.S. § 62, authorized Secretary of Senate and Clerk of House to require disbursing officers subject to their authority to return analytical statements and receipts for expenditures and to communicate such returns annually to Congress. See sections 104a and 104b of this title.
LII has no control over and does not endorse any external Internet site that contains links to or references LII.


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I was so chuffed with my homemade FSM model I thought I'd spread the love by selling kits to make the same on eBay
I won't post the link here in case I get accused of spamming. Just search eBay UK if interested.
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|Print Page
A curb cut and power pole guylines are just two adjustments to be made on the newly opened alley.
An alley in Price previously landscaped for years by local residents will now be opened up for public access, according to Price City council members.
Sewer pipeline work in Price City brought up the question of whether the alley, located at 450 E. 600 N. in the Parkdale Townsite subdivision, was considered to be a public right of way. The area in front of the opening to the alley was previously landscaped with grass and bushes. In order for work to be done on the sewer line the grass and bushes were removed, leaving the area with a dirt road. A majority of the alleys in the city currently have gravel or dirt roads.
One main question that needed to be answered was whether or not to allow the residence located near the opening of the alley to landscape the area or to leave the alley way open.
The city explored different options to replace the sewer line including using the technique of pipe bursting so as not to disturb the area. The technique has been used by the city during the sewer line work throughout the summer, but the cost for using the pipe bursting technique would cost around $76,000, according to Russell Seeley, city engineer with Price City.
The replaced sewer main was in approximately two-thirds of the alley and was being replaced because it old, deteriorating and substandard. The sewer line was made from a clay tile pipe that was considered to be 80 years old, said Gary Sonntag, public works director with Price City.
For businesses like Rocky Mountain Power, Emery Telcom and the Price Utility Department, limited access to the alley has presented a problem for them, Seeley said. Because of the size of their vehicles, they are not able to maneuver around the area and if they enter the alley way from the South they must back up to get out from the way they came in. The access to the alley in the winter season causes more problems as well.
In 1914, the public town site was established and plans showed that the alley was considered to be a public right of way, Sonntag said.
"It's pretty clear that it (the alley) was intended for public use," Sonntag said.
The city has a few options from which they can choose from to fix the alley including surfacing the area with pavement, gravel, black top or installing a grid-like grass system. The least costly would be the gravel, Sonntag said.
Councilman Jeff Nielson questioned whether the city should spend money on the alley on a solution such as concrete when there may be a situation that requires having to dig it up in the future.
Also with the alley being considered a public right of way, a curb cut will need to be constructed for vehicles to enter the alley, Sonntag said. Another issue that will need to be addressed are the support wires that are connected from the poles into the ground. While it is more work that needs to be addressed, Councilman Richard Tatton said that he didn't think the wires would pose a problem because of a previous example in town where the situation was handled.
Because of the situation and the uniqueness of the alley, the city council was in agreement suggesting that the city should go in and help maintain the area.
One possible option to reduce the amount of rocks, dirt and dust from disturbing local residents include installing a barrier along the alley.
A motion was passed by the city council to consider the alley a public right of way and there would be a reasonable accommodation with the city and the residents in the area to come to a compromise on what will be done with the alley.
"This is a unique situation," Piccolo said. "There is room to negotiate between the city and local residents."
Within 30 days, residents in the area will be working with the city to come up with possible proposals and solutions that could be discussed and followed through on going forward.
|Print Page


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Tenofovir Alone Versus Tenofovir With Emtricitabine to Treat Chronic Hepatitis B
- Full Text View
- Tabular View
- No Study Results Posted
- Disclaimer
- How to Read a Study Record
This study will test whether the combination of two medications, tenofovir and emtricitabine, are safer and more effective for treating chronic hepatitis B than tenofovir alone. Chronic hepatitis B is a liver disease caused by infection with the hepatitis B virus. Several medications, including standard and pegylated interferon and the anti-viral drugs lamivudine, adefovir, entecavir and telbivudine, are currently used to treat the disease. Problems are associated with all of these agents, however, including development of viral resistance with long-term therapy of the anti-virals. Since many patients require long-term therapy to prevent their disease from worsening, a major goal of new approaches to treatment is to prevent the development of viral resistance. Combination treatment has been shown to be an effective strategy in preventing this resistance.
Tenofovir is an anti-viral drug approved for use in patients with HIV infection. In small studies in patients infected with both HIV and hepatitis B, tenofovir lowered the level of hepatitis B virus in the blood, with no viral resistance reported when used for up to 5 years. Emtricitabine is an anti-viral drug similar to lamivudine and is effective at lowering viral load and improving liver damage.
Patients 18 years of age and older with chronic hepatitis B may be eligible for this study. Participants are admitted to the NIH Clinical Center for a complete medical history and examination, including blood and urine tests, chest X-ray, electrocardiogram, abdominal ultrasound, Fibroscan (ultrasound exam of the liver that measures the amount of scarring), bone mineral density scan and liver biopsy. They are then randomly assigned to take combination treatment with tenofovir plus emtricitabine or tenofovir alone for at least 48 weeks. During the treatment period, patients visit the Clinical Center for blood tests and a physical examination every 2 weeks for the first month and then every 4 to 12 weeks. After 48 weeks, patients are readmitted to the Clinical Center for a complete evaluation that includes all the tests done at the start of therapy, including a liver biopsy. Patients who seem to have improved with treatment may continue therapy for up to 192 weeks, when they are again admitted to the Clinical Center for a complete medical evaluation and liver biopsy. Patients whose condition has not improved after 48 weeks of treatment have their treatment changed or stopped and continue to have regular outpatient clinic visits for 24 more weeks.
Hepatitis B
Drug: Tenofovir/ & amp; Emtricitabine
Drug: Tenofovir
Phase 2
|Study Type:
|Study Design:
|Allocation: Randomized
Endpoint Classification: Safety/Efficacy Study
Intervention Model: Parallel Assignment
Masking: Open Label
Primary Purpose: Treatment
|Official Title:
|Tenofovir Disoproxil Fumarate Alone Versus Its Combination With Emtricitabine for Treatment of Chronic Hepatitis B
- HBV DNA & lt; 1000 IU/ml [ Time Frame: 48 and 192 weeks ] [ Designated as safety issue: No ]
- Normalization of ALT [ Time Frame: 192 weeks ] [ Designated as safety issue: No ]
- Histological improvements [ Time Frame: 192 weeks ] [ Designated as safety issue: No ]
- Loss of HBeAg [ Time Frame: 192 weeks ] [ Designated as safety issue: No ]
- Loss of HBsAg [ Time Frame: 192 weeks ] [ Designated as safety issue: No ]
|Estimated Enrollment:
|Study Start Date:
|August 2007
|Estimated Study Completion Date:
|January 2019
|Estimated Primary Completion Date:
|January 2016 (Final data collection date for primary outcome measure)
|Assigned Interventions
Active Comparator: 1 TDF only
Arm 1: TDF monotherapy
|Drug: Tenofovir
Experimental: 2 TDF/FTC
Tenofovir and emtricitabine
|Drug: Tenofovir/ & amp; Emtricitabine
Active Comparator: 3 TDF only
TDF monotherapy
|Drug: Tenofovir
Detailed Description:
Chronic hepatitis B is a major cause of cirrhosis, end-stage liver disease and hepatocellular carcinoma and affects approximately 1.25 million Americans. Six medications have been licensed for use in chronic hepatitis B in the United States, but their relative benefit and long-term efficacy remain unclear. In previous studies, we have shown that maintained suppression of HBV DNA can be achieved with nucleoside analogues and that suppression is associated with marked improvements in disease. In this randomized study, we propose to evaluate long-term therapy with tenofovir alone or in combination with emtricitabine (FTC). Forty treatment-naive patients with chronic hepatitis B will be enrolled in the primary study. After medical evaluation and liver biopsy, patients will be stratified by hepatitis B e antigen (HBeAg) status and randomized to receive either tenofovir alone or in combination with FTC. Treatment will be continued long-term (at least four years) and patients will be carefully monitored for side effects, serum aminotransferase and HBV DNA levels. Patients will undergo repeat liver biopsy and assessment of antiviral resistance at 1 and 4 years. The primary endpoint of therapy will be the maintained suppression of HBV DNA to below 10(2) copies/ml (lower limit of detection of current assays). The study will assess the relative efficacy and safety of combination versus mono-therapy. A separate group of 60 previously treated patients will also be enrolled and randomized to mono- or combination-therapy to assess the safety profile of these agents. The primary analysis will be conducted on the entire study cohort.
|Ages Eligible for Study:
|18 Years and older
|Genders Eligible for Study:
|Accepts Healthy Volunteers:
- INCLUSION CRITERIA (nucleoside analogue-naive subjects):
- Age greater than 18 years and older, male or female.
- Known serum HBsAg positivity for 24 weeks.
- Detectable HBV DNA greater than 10(5) copies per ml.
- Serum ALT or AST levels 1.5 times the upper limit of normal (for ALT: greater than or equal to 62 U/L and for AST greater than or equal to 46 U/L) based on at least two determinations taken at least one month apart during the 24 weeks before study entry.
- Liver biopsy within 2 years of entry that is consistent with chronic.
- Written informed consent.
INCLUSION CRITERIA SALVAGE STUDY (nucleoside analogue experienced subjects):
- Age > 18 years and older, male or female
- Known serum HBsAg positivity for 6 months
- Detectable HBV DNA > 10(2) copies/ml.
- Liver biopsy within 5 years of entry that is consistent with chronic hepatitis
- Written informed consent
INCLUSION CRITERIA: SALVAGE STUDY (relapsers)
- Age greater than 18 years and older, male or female.
- Known serum HBsAg positivity for 6 months.
- Detectable HBV DNA greater than 10(3) copies per milliliter.
- Liver biopsy within 5 years of entry that is consistent with chronic hepatitis.
- Written informed consent.
Serum ALT or AST levels 1.5 times the ULN (for ALT: greater than 62 U/L and for AST: greater than 46 U/L) based on at least two determinations taken at least 2 weeks apart.
- Previous or current treatment with tenofovir or emtricitabine.
- Co-infection with HDV as defined by the presence of anti-HDV in serum and/or HDV antigen in the liver.
- Co-infection with HCV as defined by the presence of HCV RNA in serum.
- Co-infection with HIV as defined by the presence of anti-HIV in serum.
- Decompensated liver disease as defined by serum bilirubin greater than 2.5 milligram per deciliter (with direct bilirubin greater than 0.5 milligram per deciliter), prothrombin time of greater than 2 seconds prolonged, a serum albumin of less than 3 grams per deciliter, or a history of ascites, variceal bleeding or hepatic encephalopathy.
- Presence of other causes of liver disease (i.e. hemochromatosis, Wilson disease, alcoholic liver disease, nonalcoholic steatohepatitis, alpha-1anti-trypsin deficiency).
- A history of organ transplantation or in the absence of organ transplantation, any immunosuppressive therapy requiring the use of more than 5 milligrams of prednisone (or its equivalent) daily.
- Significant systemic illness other than liver diseases including congestive heart failure, renal failure, chronic pancreatitis, diabetes mellitus with poor control that in the opinion of the investigator may interfere with therapy.
- Pregnancy or inability to practice contraception in patients capable of bearing or fathering children and lactating women.
- Hepatocellular carcinoma (HCC), or the presence of a mass on imaging studies of the liver that is suggest of HCc, or an alpha-fetoprotein level of greater than 500ng/mL.
- History of clinically apparent pancreatitis or evidence of subclinical pancreatitis as shown by serum amylase values twice the upper limits of the normal range and abnormalities of the pancreas on CT or other imaging studies of the abdomen.
- Sensory or motor neuropathy apparent from medical history and physical examination.
- Creatinine clearance less than 50 ml/min, serum creatinine greater than 1.3 mg/dl or urine protein greater than 1 gram/24 hours; creatinine clearance will be determined on the average of two 24 hour urine specimens. Accuracy of collection will be ensured by documenting appropriate total creatinine excretion in the 24 hour urine specimen (15mg/kg) and correcting for the patient's age, gender and body surface area.
- Concurrent use of nephrotoxic agents (e.g. aminoglycosides, amphotericin B, vancomycin, foscarnet, cis-platinum, pentamidine, nonsteroidal anti-inflammatory agents) or competitors of renal tubular excretion (e.g. probenecid) within 2 months prior to study screening or the expectation that the subject will receive these during the course of the study.
- History of hypersensitivity to nucleoside analogues.
- Active ethanol/drug abuse/psychiatric problems such as major depression, schizophrenia, bipolar illness, obsessive-compulsive disorder, severe anxiety, personality disorder that, in the investigator's opinion, might interfere with participation in the study.
- History of renal tubular acidosis.
- History of malignancy or treatment for a malignancy within the past 5 years.
- Presence of conditions that, in the opinion of the investigators, would not allow the patient to be followed in the current study for at least 5 years.
Please refer to this study by its ClinicalTrials.gov identifier: NCT00524173
|Contact: Elenita Rivera, R.N.
|(301) 496-3531
|Contact: Marc G Ghany, M.D.
|(301) 402-5115
|United States, Maryland
|National Institutes of Health Clinical Center, 9000 Rockville Pike
|Bethesda, Maryland, United States, 20892
|Contact: For more information at the NIH Clinical Center contact Patient Recruitment and Public Liaison Office (PRPL) 800-411-1222 ext TTY8664111010 firstname.lastname@example.com
|Principal Investigator:
|Marc G Ghany, M.D.
|National Institute of Diabetes and Digestive and Kidney Diseases (NIDDK)
Additional Information:
|Responsible Party:
|National Institutes of Health Clinical Center (CC) ( National Institute of Diabetes and Digestive and Kidney Diseases (NIDDK) )
|ClinicalTrials.gov Identifier:
|NCT00524173 History of Changes
|Other Study ID Numbers:
|Study First Received:
|August 31, 2007
|Last Updated:
|May 5, 2015
|Health Authority:
|United States: Federal Government
Keywords provided by National Institutes of Health Clinical Center (CC):
Antiviral Therapy
Hepatitis B
Additional relevant MeSH terms:
Hepatitis A
Hepatitis B
Hepatitis B, Chronic
Hepatitis, Chronic
DNA Virus Infections
Digestive System Diseases
Enterovirus Infections
Hepadnaviridae Infections
Hepatitis, Viral, Human
Liver Diseases
Picornaviridae Infections
RNA Virus Infections
Virus Diseases
Tenofovir disoproxil
Anti-HIV Agents
Anti-Infective Agents
Anti-Retroviral Agents
Antiviral Agents
Enzyme Inhibitors
Molecular Mechanisms of Pharmacological Action
Nucleic Acid Synthesis Inhibitors
Pharmacologic Actions
Reverse Transcriptase Inhibitors
Therapeutic Uses
ClinicalTrials.gov processed this record on October 13, 2015


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Dear Members,
◉Need an avatar without the drama? Have a look through: ★ Lawliet's Avatar & Signature Dump ◕‿◕ -
Thank you, NarutoBase Staff
Thank you, NarutoBase Staff
I got bored, so I decided to make a sig to mix a bunch of effects and renders together and see what happened.
Tell me what you think
that looks amazing
That is pretty awsome. +rep and :ice:
+REP I like it! But I think it should be more of that gold color you used
Thank you.
it looks pretty awesome
Originally Posted by Yuka
it looks pretty awesome
Thank you aswell
Amazing, I like your works. :D
Sasori no danna! +rep I like it
Originally Posted by Uxellius
Sasori no danna! +rep I like it
Originally Posted by Thoth
Amazing, I like your works. :D
Ty both of you
looks great =)
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Shadyside Inn All Suites Hotel, near the University Center in Pittsburgh, offers discounted rates for the University of Pittsburgh, Carnegie Mellon University, Chatham University, Carlow College, and UPMC Hospitals.
© copyright All Rights Reserved. Shadyside Inn Hotel and Suites5405 Fifth Avenue, Pittsburgh, PA 15232
Shadyside Inn Suites | webdesign: ocreations.comBack to Top


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hi there - we're wishbone.
come on in
Tangaroa art bike…
Available now worldwide!
We're giving $5 for every bike sold towards swim lessons for the creative kids at Cannons Creek Opportunity Centre.
Amazing artwork, guys.
Huff loves Wishbone…
Huff Post says Wishbone Bike is "the industry standard".
The Observer says Huff Post is the worlds most powerful blog.
Wishbone says right on.
Wishbone Bike RE
Our new Recycled Edition bike used to be a carpet.
Yes really.
Rugged, super-adjustable, and way cool. Come in and check it out.