Saturday, June 28, 2014

Krembil Neuroscience Centre

Krembil Neuroscience Centre

An estimated six million Canadians suffer from progressive neurological conditions and debilitating brain injuries and disorders, which seriously impact quality of life. As Canada’s population ages, the incidence of neurological diseases, disorders and injuries will grow – one in three will suffer from Parkinson’s or Alzheimer’s disease within the next decade.

Every day, the care providers, researchers and educators at the Krembil Neuroscience Centre (KNC) are working to restore health and full function for those who rely on us, while leading discoveries that will one day become cures for the most devastating neurological diseases.
The Krembil Neuroscience Program

A dedicated team of interdisciplinary health professionals provides expert care in a collaborative environment. They integrate state-of-the-art technology, groundbreaking research and personalized care to prevent, treat and cure neural and sensory system disorders.

Providing comprehensive care across the continuum – from prevention, intervention, long-term management, outreach, and linkages to community providers – our program’s major areas of focus are:

Alzheimer’s Disease: Our researchers were the first in the world to identify two genes responsible for familial Alzheimer’s disease, and have pioneered treatments using deep brain stimulation.

Epilepsy: We evaluate more than 1,800 patients annually and pioneer the latest detection technologies such as multi-modality imaging that can diagnose epilepsy sooner.

Parkinson’s Disease: Morton and Gloria Shulman Movement Disorders Centre has earned international respect for its pro-active role in new drug trials and innovations in treatment.

Stroke: Designated as one of the first provincial Regional Stroke Centres, our world-renowned surgeons provide leadership to the province in best practices for stroke care, research and professional education.

Brain Tumours: KNC serves as a national and international referral centre, providing care for hundreds of new patients with brain tumours each year, and is home to the only Gamma Knife in Ontario.

Spinal Cord Injuries: KNC is among the top three spinal programs in the world, where a broad spectrum of scientists are dedicated to providing and advancing treatment strategies.
Research and Education

Researchers and scientists at the Krembil Neuroscience Centre explore the functions of the brain and nervous system as they discover treatments for spinal cord injuries, stroke, vascular malformations, brain tumors, neuro-ophthalmologic disorders and neurodegenerative diseases such as Alzheimer’s and Parkinson’s disease.

Over 90 investigators are committed to scientific and clinical impact in these areas, and the proximity of basic researchers and clinician-scientists provides the full spectrum of expertise required to make discoveries in basic, translational and clinical research. Beginning in 2012, research activities will be based at the state-of-the-art $165 million Krembil Discovery Tower.

We are North America’s largest teaching centre to neurologists, neurosurgeons and ophthalmologists. Through our collaboration with the medical school at the University of Toronto, we are fostering the development of the best neural leaders of tomorrow.
Help us find the answers

Find out how you can help support the Brain Campaign and the leading-edge work of Krembil Neuroscience Centre. Click here for more information on how you can make a gift today.

Thursday, June 26, 2014

MINOR STROKE CAPTURED ON VIDEO: WATCH AS IT HAPPENS.... On April 2, 2014, while driving home from work, Stacey Yepes sensed a stroke coming on. She pulled over, pulled out her smartphone and recorded what was happening so others could see.



On April 2, 2014, while driving home from work, Stacey Yepes sensed a stroke coming on. She pulled over, pulled out her smartphone and recorded what was happening so others could see. (UHNToronto/YouTube)​
UPDATE: Stacey Yepes' stroke 'selfie' video goes viral

Settled in for the evening on her couch watching TV, 49-year-old Stacey Yepes suddenly felt the left side of her body go numb.

Her face froze.

"Strokes can affect people of any age even if they have few risk factors, so it's very important to be aware and to know the signs of a stroke​."

-Dr. Cheryl Jaigobin

Then, the phone rang. She managed to answer, but slurred her words and couldn't speak properly.

The public service announcements for the signs of stroke flashed through Yepes' mind.

"Is this what's happening to me?" she thought.

Five minutes later, the symptoms subsided and Yepes felt normal again. Shaken by the experience, she went to her local emergency room and get checked out.

Tests run at the hospital were clear. She was told that the episode was most likely a result of stress and was given some tips on how to better manage the symptoms.

Yepes wasn't convinced.

"It's true that I hadn't slept well the last few days and that I have a stressful job," said Yepes, who works as a legal secretary. "But I was pretty sure that the symptoms I had experienced were due to a stroke."

Even as Yepes was exiting the hospital that day, she felt that strange numbing sensation return. It passed quickly. She went home and even went to work the next day.

Video: 'I don't know why this is happening to me'

Two days after her initial episode, while driving home from work, Yepes suddenly felt the left side of her body going numb again.

She pulled over as the symptoms returned full force. Then, she had the presence of mind to pull out her smartphone and film herself to show a doctor what she was experiencing.

"My tongue feels very numb," she said in the recording as the left side of her face starts to droop.

'Mini-stroke' confirmed

Yet again, the symptoms passed and Yepes felt normal. She had now experienced three of these events and was increasingly worried.

She went to another hospital for a second opinion. The symptoms she described and the video was enough for staff to suspect a minor stroke.

Yepes was referred to the stroke unit of the Krembil Neuroscience Centre (KNC) at Toronto Western Hospital (TWH) – the stroke centre of care of the west region of Toronto.

Because Yepes' episodes had been short and had passed each time, she had most likely experienced a transient ischemic attack (TIA) or what's known as a "mini-stroke."

Warning sign of more serious stroke

TIAs are caused by blood clots and the only difference between a TIA and a full blown stroke is that the TIA is usually temporary. However, they are no less serious as TIAs are considered a warning that a more serious stroke could happen.

TWH has Toronto's only day unit to treat TIAs and minor strokes. Called the Transient Ischemic Attack and Minor Stroke (TAMS) Unit, it is dedicated to assessing patients at high risk for stroke and providing them with the necessary interventions to prevent them.

Traditionally, patients suffering from a TIA or minor stroke who arrive at a hospital emergency room are either discharged and referred to a stroke prevention clinic or admitted to hospital – averaging a stay of up to three days.

The stroke team at the KNC identified a more effective way of treating these patients by creating a unit that rapidly assesses them in a single day.

KNC's TAMS Unit: Assessment, resources, treatment

Yepes' assessment showed she had suffered a small stroke due to a small blockage in one of the arteries supplying her brain.

Further tests confirmed that this was caused by atherosclerosis – or the build-up of plaque in the artery supplying the area of her brain injured in her stroke.

Although relieved to have confirmed the cause of her symptoms, Yepes thought she had been leading a relatively healthy lifestyle and was surprised to have suffered a stroke at such a young age.

But her neurologist, Dr. Cheryl Jaigobin, noted that it's not uncommon for young people to suffer a stroke.

"Strokes can affect people of any age even if they have few risk factors, so it's very important to be aware and to know thesigns of a stroke​," said Jaigobin.

"There are recent studies that indicate that the incidence of stroke in young patients is increasing. Risk factors such as hypertension, diabetes and elevated cholesterol are now seen in younger patients," she continued. "These findings are reflected in the patients we see in our stroke program. We treat many patients with stroke that occur at a young age."

Preventative measures

Jaigobin also recommends that people get their blood pressure and cholesterol levels checked and be screened for diabetes when they go for their annual check-up. ​
"My advice to others is, if you think you're having or had a stroke, don't wait. Go to the hospital and get checked out." –Stacey Yepes​

"Everyone should be proactive about their health and aware of any changes as they age, especially people with a family history of stroke or heart disease," she said.

During her assessment in the TAMS unit, Yepes was engaged in her own care and partnered with nurse practitioner Anne Cayley for ongoing education and to develop a treatment plan to prevent any more strokes.

Yepes was also referred to an outpatient rehabilitation program to regain strength and improve the function of her left arm. She is slowly but surely adjusting to this altered lifestyle and, like many stroke survivors, is expected to return to a normal life.

"I thought I was leading a healthy lifestyle, but since I work two jobs I had a lot of stress in my life, was often eating on the go and didn't have time to exercise regularly," she said. "The TAMS Unit has really taught me a new way of living and how to address these areas so I don't have another stroke."

Though she suffered three separate events, she is fortunate they only affected a small area of her brain and she wasn't left paralyzed or with impaired speech. But had she dismissed those initial symptoms, the outcome could have been much worse.

"I've since learned that a person's greatest chances to return to pre-stroke strength is within the first three months after their stroke, so my quick reaction to my symptoms to get treatment is contributing to my recovery," said Yepes. "My advice to others is, if you think you're having or had a stroke, don't wait. Go to the hospital and get checked out."

Related Links
Stacey Yepes' stroke 'selfie' video goes viral
KNC drug could revolutionize stroke treatment
Stroke prevention clinic
Transient Ischemic Attack and Minor Stroke Unit (TAMS)
Stroke history: What we now know – and what we didn’t
Stroke Month: Fellow to conduct cutting-edge research​

Wednesday, June 25, 2014

NTSB Finds Mismanagement of Approach and Inadequate Monitoring of Airspeed Led to Crash of Asiana flight 214Multiple contributing factors also identified June 24

NTSB Finds Mismanagement of Approach and Inadequate Monitoring of Airspeed Led to Crash of Asiana flight 214Multiple contributing factors also identified
June 24

WASHINGTON - In a Board meeting held today, the National Transportation Safety Board determined that Asiana flight 214 crashed when the airplane descended below the visual glidepath due to the flight crew's mismanagement of the approach and inadequate monitoring of airspeed. The Board also found that the complexities of the autothrottle and autopilot flight director systems, and the crew's misunderstanding of those systems, contributed to the accident.

On July 6, 2013, about 11:28 a.m. (PDT), the Boeing 777 was on approach to runway 28L at San Francisco International Airport in San Francisco, California when it struck the seawall at the end of the runway. Three of the 291 passengers died; 40 passengers, eight of the 12 flight attendants, and one of the four flight crewmembers received serious injuries. The other 248 passengers, four flight attendants, and three flight crewmembers received minor injuries or were not injured. The impact forces and a postcrash fire destroyed the airplane.

The NTSB determined that the flight crew mismanaged the initial approach and that the airplane was well above the desired glidepath as it neared the runway. In response to the excessive altitude, the captain selected an inappropriate autopilot mode and took other actions that, unbeknownst to him, resulted in the autothrottle no longer controlling airspeed.

As the airplane descended below the desired glidepath, the crew did not notice the decreasing airspeed nor did they respond to the unstable approach. The flight crew began a go-around maneuver when the airplane was below 100 feet, but it was too late and the airplane struck the seawall.

"In this accident, the flight crew over-relied on automated systems without fully understanding how they interacted," said NTSB Acting Chairman Christopher A. Hart. "Automation has made aviation safer. But even in highly automated aircraft, the human must be the boss."

As a result of this accident investigation, the NTSB made recommendations to the Federal Aviation Administration, Asiana Airlines, The Boeing Company, the Aircraft Rescue and Firefighting Working Group, and the City of San Francisco.

These recommendations address the safety issues identified in the investigation, including the need for reinforced adherence to Asiana flight crew standard operating procedures, more opportunities for manual flying for Asiana pilots, a context-dependent low energy alerting system, and both certification design review and enhanced training on the Boeing 777 autoflight system.

The recommendations also address the need for improved emergency communications, and staffing requirements and training for aircraft rescue and firefighting personnel.

"Today, good piloting includes being on the lookout for surprises in how the automation works, and taking control when needed," Hart said. "Good design means not only maximizing reliability, but also minimizing surprises and uncertainties."

A synopsis of the NTSB report, including the probable cause, findings, and a complete list of the 27 safety recommendations, is available at The full report will be available on the website in several weeks.

Monday, June 23, 2014

The Conservative government has agreed to accept new helicopters to replace Canada's 50-year-old fleet of Sea Kings even though they don't meet a key requirement recommended for marine helicopters by Canada's air safety investigator,

The Conservative government has agreed to accept new helicopters to replace Canada's 50-year-old fleet of Sea Kings even though they don't meet a key requirement recommended for marine helicopters by Canada's air safety investigator, CBC News has learned.
How the Cyclone helicopter compares to the Sea King
$1.7B already spent on troubled Cyclone helicopters
Report on 2009 fatal chopper crash calls for new rules

The government announced Wednesday it had finally signed a renegotiated contract with helicopter-maker Sikorsky for 28 new CH-148 Cyclone helicopters at a cost of $7.6 billion.

Now, CBC News has learned the details of what the government has agreed to forego in order to conclude a long-awaited new deal with Sikorsky, and it includes a formerly mandatory safety measure: a 30-minute run-dry standard for its main gear box.

The importance of the ability to fly for 30 minutes after a loss of lubrication in the main gear box was reinforced by an investigation into a deadly 2009 crash of a Sikorsky-built helicopter.

The gearbox is a kind of linkage between the helicopters engines and its rotor system. It's packed with lubricating oil that cools the gears and keeps power flowing to the rotors. If a helicopter loses oil in its main gearbox, the system will get too hot and either seize up or otherwise fail. That would lead to a loss of power in the rotor, forcing a helicopter from the sky.

A helicopter that meets the run-dry standard can continue flying for 30 minutes even if there's no oil in the main gear box — a critical feature for helicopters flying hundreds of kilometres out to sea.

"I am shocked, this is a very dangerous thing," said Jack Harris, the NDP's defence critic.

"This is a major safety requirement ... necessary for the safety of the aircraft operating in the maritime environment.

"This is a significant safety issue."
Mandatory requirement in original bids

Sikorsky has struggled for years against the allegation its main gearbox could not meet that 30-minute standard.

It was a mandatory requirement in the 2004 competition held to determine which helicopter would best serve Canada's interests.

Sikorsky won that competition, besting the AW 101, a helicopter that meets the 30-minute standard and flies search and rescue for the Canadian military today.

Critics suggest if Sikorsky could not meet that requirement, it ought not to have won the competition to replace Canada's Sea Kings in the first place.

"There are other helicopters that can meet that standard," Jack Harris said. "These guys signed a contract with this as a requirement. They said they could do it."

In an e-mail, Defence Department spokeswoman Ashley Lemire said the main gearbox on Canada's new Cyclones is designed to ensure the total loss of oil lubrication is "very remote."

"The Cyclone gear box lubrication system has many safety features, including a bypass valve than can be used to isolate the gearbox case from the oil cooler in the unlikely event of an external leak, to prevent further loss of transmission oil," Lemire said.

Since Canada first signed with Sikorsky in 2004, the American company has been over budget and years behind schedule.

Last year, the government even took the unprecedented step of announcing it might drop Sikorsky and began looking at other choppers. But a consultant's report suggested the government recognize Sikorsky was essentially developing a military helicopter for Canada and accept it might have to let some promised items slip.

The government accepted that advice and the announcement last week was the conclusion of a process that saw the government reveal its bottom line on its requirements and Sikorsky lay out realistic capabilities and timelines.

In the end, the Cyclone helicopters Canada will get will feature several trade-offs when compared to the helicopter the government ordered a decade ago.
Government makes concessions

The 30-minute run-dry capability is just one of seven concessions the government has made.

The others include:
The ability to secure the helicopter's ramp in various positions during flight.
Crew comfort systems during extreme temperature operations.
Unobstructed hand and foot holds for technicians to conduct maintenance.
The ability to self start in very cold weather.
Cockpit ergonomics factors.
A system to automatically deploy personnel life rafts in emergency situations.

Lemire said the air force accepted those concessions because "there is no impact to overall operational capabilities and will not risk crew safety."

But it's hard to see how that's the case.

Sikorsky refers to Canada's Cyclone helicopters as H-92s. The H is used to identify the helicopter as a military aircraft. The H-92s are militarized and upgraded versions of Sikorsky's civilian S-92s.

When that lineage is understood, the lack of run-dry becomes more of a concern.
17 died in crash of Cougar S-92

In 2009, a Sikorsky-built Cougar Helicopter S-92 on the way from St. John's, N.L., to an offshore oil platform crashed into the sea when two titanium studs securing the main gearbox failed, causing a total loss of lubrication. All but one of the 18 people aboard died.

The Canadian Transportation Safety Board investigation made several recommendationsbut it also highlighted the problem with the helicopter's failure to meet that 30-minute run-dry certification.

"We recommend that all Category A helicopters, including the S-92, should be able to fly for at least 30 minutes following a massive loss of main gearbox oil," TSB chair Wendy Tadros told reporters in 2011.

Military helicopters are subject to different operating standards than civilian choppers, but in this case the government says Canada's upgraded and militarized versions of the S-92 will meet civilian airworthiness regulations.

That American standard, called FAR Part 29, allows for Sikorsky's design to fly, as it provides for an alternative to a run-dry requirement, provided the manufacturer can establish the total loss of lubrication is "extremely remote."

Qualification under that FAA regulation is what both the government of Canada and Sikorsky are relying on in order to get their deal done.

"Sikorsky and the Canadian government have agreed on all technical requirements for the CH-148 Cyclone helicopter," says Sikorsky spokesman Paul Jackson. "The gearbox meets all FAR Part 29 requirements by the FAA, including those related to loss of primary lubrication."

Following Tadros' investigation of the Cougar crash, the TSB chair said that extremely remote standard was not good enough.

"The 30-minute requirement is negated by the 'extremely remote' provision. Therefore, (the provision) needs to go. It's as simple as that."

The TSB urged U.S. regulators to amend the standard, pointing out other helicopter-makers were designing aircraft that could meet the 30-minute standard.

Defence spokeswoman Ashley Lemire says the military will make sure Canada's Cyclones meet American civilian regulations.

"Through extensive testing, proper operating procedures will be established to satisfy the required airworthiness regulations, including the civil run-dry requirement, to ensure the safety of the crew and aircraft," Lemire said.


Earlier versions of this story placed the values of the Cyclone helicopter contract between the Canadian government and Sikorsky at $5.7 billion. In fact, the total budget is $7.6 billion - $5.7 billion for in-service support, including the amendments to the contract, and $1.9 billion for the acquisition of the helicopters.
Jun 23, 2014 11:50 AM ET

Friday, June 20, 2014

New citizenship law will be challenged on constitutional grounds, if passed, say rights groups CARL and BCCLA,

New citizenship law will be challenged on constitutional grounds, if passed, say rights groups

TORONTO (June 19, 2014) – The Canadian Association of Refugee Lawyers (CARL), supported by the British Columbia Civil Liberties Association (BCCLA), announced today that it plans to launch a legal challenge to the proposed new citizenship amendments – Bill C-24 – if the bill is passed by the Senate.

Bill C-24, introducing sweeping changes to Canada’s citizenship laws that make citizenship harder to get and easier to lose, has passed through the House of Commons and is now being considered by the Senate. CARL, BCCLA and Amnesty International take the position that this proposed law has dramatically negative effects on Canadian citizenship, eliminating equal citizenship rights for all, and violates the Charter of Rights and Freedoms as well as international human rights. According to the organizations, the new law will take away rights from countless Canadians, creating a two-tier citizenship regime that discriminates against dual nationals and naturalized citizens.

“This proposed law would allow certain Canadians to be stripped of citizenship that was validly obtained by birth or by naturalization. We think that is unconstitutional, and we intend to challenge this law if it is passed,” said Lorne Waldman, President of the Canadian Association of Refugee Lawyers. “We have presented our arguments to the House of Commons and to the Senate, in an attempt to get them to change or stop this Bill. But the government hasn’t listened, it refuses to amend the bill, and we feel we will have little choice but to challenge it in the courts.”

Over 41,000 people have signed a petition on asking for the bill to be stopped. The petition was jointly launched by CARL and BCCLA, and was delivered to the citizenship minister earlier in June.

“The ‘Strengthening Canadian Citizenship Act’ does exactly the opposite of what the title proclaims. It makes citizenship less secure,” said Josh Paterson, Executive Director of the BC Civil Liberties Association. “In Canada, lawfully-obtained citizenship has always been permanent – once a Canadian, always a Canadian – and all Canadians have always had equal citizenship rights. This bill turns the whole idea of being Canadian upside-down, so that the Canadian citizenship of some people will be worth less than the Canadian citizenship of others. That is wrong, and it must be challenged.” While the BCCLA was not prepared to announce litigation today, it did not rule out joining in litigation with CARL on this issue as the case goes forward.

Last week, Amnesty International released its own legal analysis of Bill C-24, concluding that the new law fails to live up to Canada’s international human rights obligations to guarantee non-discrimination and to ensure fair hearings for the determination of such a critical status as citizenship. Amnesty International is not a part of the proposed litigation.

Alex Neve, Secretary General of Amnesty International Canada’s English-speaking branch, added: “A government decision to revoke citizenship could negatively affect a person’s life, liberty or security. Such a decision must only take place in accordance with the principles of fundamental justice, and this bill’s citizenship revocation provisions completely fail to meet this standard,” said Alex Neve, Secretary General, Amnesty International Canada, English speaking branch. “The revocation provisions also put Canadians at risk of discrimination based on their dual nationality, or their family origin. The bill cuts against Canada’s duty not to discriminate and to protect people from discrimination. Amnesty International calls for the revocation provisions to be withdrawn from the bill.”

Read the Canadian Association of Refugee Lawyers’ Backgrounder on Bill C-24 in English,French, Spanish, Farsi, Urdu, Hindi, Arabic, Chinese – traditional, Chinese – simplified and Filipino.

Read the Canadian Association of Refugee Lawyers’ submission to the House of Commons and Senate committees considering bill C-24.

Read Amnesty International’s brief on concerns regarding Bill C-24.

View the petition on

Tuesday, June 17, 2014

The Privacy Commissioner of Canada issued the following statement regarding the Supreme Court of Canada's decision in R. v. Spencer

The Privacy Commissioner of Canada issued the following statement regarding the Supreme Court of Canada's decision in R. v. Spencer
OTTAWA, June 13, 2014 – Statement from Privacy Commissioner Daniel Therrien:

“Our Office welcomes this seminal decision for privacy protection in Canada. In its decision today, the Supreme Court of Canada recognized that anonymity on the internet is a critical component of informational privacy.

The Court ruled that there is indeed a reasonable expectation of privacy in subscriber information. The Court agreed that this information could, in many cases, be the key to unlocking sensitive details about a user’s online activities and is therefore worthy of constitutional protection.

The decision has important implications for Bill C-13, An Act to amend the Criminal Code, the Canada Evidence Act, the Competition Act and the Mutual Legal Assistance in Criminal Matters Act.

In particular, it confirms that an immunity clause that protects a person who voluntarily discloses personal information to police does not in itself constitute any ‘lawful authority’ for the state to obtain that information under Canada’s federal private sector privacy legislation, the Personal Information Protection and Electronic Documents Act (PIPEDA).

We would encourage Parliamentarians to carefully consider the implications of this ruling as they deliberate on Bill C-13 as well as Bill S-4, the Digital Privacy Act.”

For further information:

Factum of the Intervener, the Privacy Commissioner of Canada: In the matter of Matthew David Spencer and her Majesty the Queen

Saturday, June 14, 2014

Thursday, June 12, 2014

Julius Grey the federal NDP's new lawyer.

Julius Grey

Julius H. Grey (born 1948) is a Canadian lawyer and university professor. He is particularly known for his expertise in constitutional and human rights law.

Born in Wrocław, Poland, he received a Bachelor of Arts degree in 1971, aBachelor of Civil Law degree in 1971, and a Master of Arts degree in 1973 fromMcGill University. Grey has been a member of the Quebec Bar and the Canadian Bar Association since 1974. Since 1976 he has been involved in numerous associations such as the Canadian Foundation for Individual Rights, serving as its president from 1985 to 1988. He was a professor of law at McGill University from 1979 until 1993.[citation needed]

Grey assisted in annulling a stipulation in the Charte de la langue française (Bill 101) that forbade the application of different languages on business signboards. Presently, French must merely be the predominant language, but others are allowed.[1]

Grey supported La servante écarlate by Margaret Atwood, the French version ofThe Handmaid's Tale, in the French version of Canada Reads, broadcast onRadio-Canada in 2004.

Grey defended the periodical La Presse Chinoise against a defamation lawsuit filed by Falun Gong. In 2005, the Superior Court of Quebec ruled that the articles published by the newspaper did not qualify as defamation. However, a subsequent ruling by the Quebec Court of Appeal in June 2008 reversed the lower court's ruling.[2]

Grey has publicly supported the New Democratic Party and Québec Solidaire. He was rumoured to be a future star candidate for the party in Montreal, following that party's successful capture of Outremont in a by-election byThomas Mulcair on September 17, 2007;[3] however, he did not run in the 2008 or 2011 general elections. He is considering running in the next Canadian federal election.[4]
External links

Monday, June 9, 2014

of McGill University’s Rosalind and Morris Goodman Cancer Research Centre, brought together 800 guests and raised $2.5 million to support the Centre

Goodman Cancer Research Gala raises $2.5 million for McGill

Live 2014

Fundraising event raises awareness and vital support for pioneering research at the Goodman Cancer Research Centre

The 3rd Goodman Cancer Research Gala, held on Sunday, June 1 in support of McGill University’s Rosalind and Morris Goodman Cancer Research Centre, brought together 800 guests and raised $2.5 million to support the Centre and the groundbreaking efforts of its scientists to unravel the mysteries of cancer and translate discoveries into better patient care.

Specifically, the funds raised at the Gala will be directed to innovative research projects, the strategic recruitment of new scientists, investments in specialized equipment and core facilities, and fellowships that will help train the Centre’s next generation of scientists.

“Today’s cancer researchers need a dynamic, multidisciplinary environment in which to collaborate. Generous support allows McGill investigators to carry out crucial work in the global battle against cancer,” said Prof. Suzanne Fortier, Principal and Vice-Chancellor of McGill University. “I extend my gratitude to the McGill and Montreal communities, and I particularly thank Rosalind and Morris Goodman, who remain tireless advocates for the Centre’s activities and serve as the driving force behind fundraising initiatives such as this Gala.”

The biennial Goodman Cancer Research Gala, first held in 2010, is the brainchild of Rosalind Goodman, a McGill graduate and cancer survivor, and her husband Morris, who together made a transformative gift to McGill’s Faculty of Medicine in 2008 to reenergize research at the McGill Cancer Centre, which was originally founded in 1978. In recognition of the Goodmans’ support, the Centre was renamed in their honour.

“The Gala is always a great party, but more importantly, it is an opportunity to celebrate the exciting work going on at the Centre,” said Rosalind Goodman. “Here at McGill, we have some of the best brains in Canada working to find a cure for cancer, and this evening was really in honour of them and their dedication.”

Among the researchers whose work was celebrated at this year’s Gala was Dr. Nahum Sonenberg, winner of the 2014 Wolf Prize for Medicine. Dr. Sonenberg was unable to attend the Gala, as he was in Jerusalem the very same evening to receive the Wolf Prize, which is widely regarded as a precursor to the Nobel Prize. In the 35 years that the Wolf Foundation has granted the awards, about one in three laureates in the fields of chemistry, physics and medicine has gone on to receive the Nobel.

Sonenberg is globally recognized for his landmark discovery of important mechanisms that control the synthesis of proteins in normal and diseased human cells. These discoveries have completely reshaped how the scientific community views the control of protein translation, and have had a significant impact on the development of innovative gene therapy approaches and novel drug targets for a diverse range of diseases including cancer, obesity, memory impairment and virus infections.

About the Rosalind and Morris Cancer Research Centre

The Rosalind and Morris Goodman Cancer Research Centre conducts and coordinates internationally renowned independent basic cancer research programs at McGill University and its affiliated hospitals. The Centre is home to 25 Principal Investigators, most of whom have connections into local hospitals, and about 300 researchers, post-doctoral fellows, PhD students and support staff. The Centre focuses its activities and innovations on programs that fast-track fundamental research, on training students, post-doctoral fellows and professionals, and on promoting cancer information to the general public.

Friday, June 6, 2014


Modest Listing in Wynne’s Ship Seems to Have Corrected

[Ottawa – June 5, 2014] – There is still a week to go in the campaign and the dynamics of turnout are very much uncertain. There are, however, some clear conclusions evident from charting the rhythms of the campaign and the situation post-debate. Barring some frankly unlikely shift in the campaign dynamics, Wynne appears to be on her way to victory, with an excellent shot at a majority. The only critical obstacle at this stage is turnout. Given the contradictory polling out there and the modest nature of the lead (five points), some might… [More...]

June 5th, 2014 | Category: Ontario, Provincial Results | Leave a comment

Liberals Maintain Advantage, but Race Far From Decided as Lead Narrows

[Ottawa – June 4, 2014] – The Ontario race is still up in the air but Wynne continues to hold the upper hand. Factoring in last night’s 515 cases into our rolling poll we see a narrowed lead for Kathleen Wynne’s Liberal party. At 36.4 points, hold a 5-point advantage over their Progressive Conservative rivals. The NDP remains in third place at 19.3 points.

It would be a mistake to attribute this tightening to the debate performance at this time, although… [More...]

Monday, June 2, 2014

The Bombardier CSeries is a family of narrow-body, twin-engine, medium-range jet airliners 2014-06-02

The Bombardier CSeries is a family of narrow-body, twin-engine, medium-range jet airliners currently under development by Canadian manufacturer Bombardier Aerospace. The CSeries models are the 110-seatCS100 and the 135-seat CS300. These were initially named C110 and C130, respectively. In certification documentation, the CSeries family is designated Bombardier BD-500, with suffix -1A10 for the CS100 and-1A11 for the CS300.[6]

The CSeries is to compete with the Boeing 737 series and the Airbus A320 family, as well as the Embraer 195 regional jet. Bombardier expects the CSeries to burn 20% less fuel per trip than these competitors.[7]

The CS100 took its first flight on 16 September 2013. Bombardier announced in January 2014 that entry into service of the CS100 would be delayed until the second half of 2015.[2] The longer CS300 is to follow six months later.

Contents [hide]
1 Development
1.1 Background
1.2 CSeries
1.3 Restarting programme
1.4 Renamed models
1.5 Recent developments
2 Design
3 Orders and deliveries
4 Specifications
5 See also
6 References
7 External links


During the demise of Fokker, Bombardier considered purchasing that company in order to gain access to the Fokker 100 100-seat short-haul aircraft. Citing an irreconcilable "clash of corporate cultures", Bombardier's Executives and Board eventually decided against the purchase and ended discussions in February 1996.[8][9]

The Bombardier BRJX, or "Bombardier Regional Jet eXpansion", was a project for a larger regional jet than the Canadair Regional Jet. Instead of 2–2 seating, the BRJX was to have a wider fuselage with 2–3 seating, and underwing engine pods. It was projected to seat 80 to 120 passengers, abutting the smallest narrow-body jetliners, like the 2–3 DC-9/MD-80/Boeing 717 or the 3–3 A318/737-500/737-600. The project was shelved by Bombardier in favour of stretching the CRJ700 into the CRJ900.

Meanwhile, the 72-seat Embraer E-170 came to market (production began in 2002), followed by the 110-seat E-195. Both models were widely adopted, and Bombardier had no product to compete with them in that capacity range.

In July 2004, Bombardier announced the development of the CSeries family of airliners to replace the cancelled BRJX project. The CSeries would be larger than the current Canadair Regional Jets, and capable of carrying 110 to 130 passengers. For the first time, Bombardier would be competing directly with the smallest airliners from Boeing and Airbus. At the time, Bombardier expected the aircraft to be available by 2013.

In March 2005, Bombardier's board decided to promote the plane to airlines to gather advance orders. Two models were announced: the C110 with layouts from 100–125 seats, and the C130 with layouts from 120–145 seats. The CSeries would feature new, more fuel-efficient engines and a higher percentage of composite materials in its fuselage,[10] a strategy similar to that used on the wide-body Boeing 787 Dreamliner and forthcoming Airbus A350 XWB.

The new aircraft would seat passengers in a 2–3 arrangement in coach and a 2–2 arrangement in business/first class, similar to the Boeing 717. With the 2–3 arrangement, 80% of the seats would be aisle or window seats, contrary to 'middle' seats (seats set between two other seats). The aircraft would have under-wing turbofans. The CSeries' cross section was designed to give enhanced seating comfort for passengers, with features like broader seats and armrests for the middle passenger and larger windows at every seat to give every passenger the physical and psychological advantages of ample natural light.

In May 2005, Bombardier secured agreements with the Federal Government of Canada, the Provincial Government of Quebec, and the Government of the United Kingdom for support and loans for the CSeries project. The Canadian government has committed US$350 million in financing; the British government has committed US$300 million. The program will cost about $3.5 billion, and Bombardier will share the cost with suppliers and governments.[11]

The fuselage was to be built by China Aviation Industry Corporation (AVIC)'s affiliate Shenyang Aircraft Corporation.[10] Final assembly of the aircraft was to be at Mirabel Airport, Mirabel, Quebec, outside Montreal.[12] Substantial portions of the aircraft were to be constructed at Bombardier facilities in Belfast, Northern Ireland.[13]

On 31 January 2006, Bombardier announced it would not go forward with plans to develop the CSeries after it had failed to secure significant orders to that point. It stated that it would keep a small team of roughly 50 employees working on the CSeries marketing plan, and would include other risk-sharing partners in the program.[14][15] With the CSeries on hold, Bombardier announced on 18 February 2006 that it would begin work on the 100-seat CRJ1000 regional jet.
Restarting programme

CSeries display model, presented during the 2008 Farnborough Airshow.

On 31 January 2007, Bombardier announced that work on the aircraft would continue.[16] In November 2007, Bombardier announced that the Pratt & Whitney Geared Turbofan (now PW1000G) would be the exclusive powerplant for the CSeries.[17] On 22 February 2008, Bombardier Aerospace announced that its parent company's Board of Directors authorized it to offer formal sales proposals of the CSeries family to airline customers.[18]

On 13 July 2008, in a press conference on the eve of the opening of the Farnborough Airshow, Bombardier Aerospace announced the launch of the CSeries, with a letter of interest for 60 aircraft (including 30 options) fromLufthansa. The final assembly of the aircraft would be done at a new assembly facility to be built beside the existing one where the CRJ700 and CRJ900 are assembled in Mirabel, north of Montreal.[19] Ghafari Associates was retained to develop the Montreal manufacturing site to accommodate CSeries production.[20] The CSeries aircraft will use the Rockwell Collins Pro Line Fusion avionics suite, an integrated cockpit system which incorporates 15 inch displays, with comprehensive navigation, communications, surveillance, engine indication and crew alerting system (EICAS), and aircraft maintenance systems.[21]

The CSeries is designed for the 100- to 149-seat market category. Bombardier estimated this market to be 19,333 aircraft,[22] representing more than $250 billion revenue over the next 20 years. Bombardier expects to be able to capture up to half of this market with the CSeries.[23] In 2009, first flight for the CSeries was expected in 2012.[24]

In 2009, Mongolian airline Eznis Airways was reported to have signed a letter of interest for seven CSeries aircraft.[25] Qatar Airways had previously been in talks with Bombardier, but broke off talks in 2009 after disagreeing on terms.[26] An unnamed lessor was understood to be in talks for 40 aircraft.[27] On 11 March 2009, Bombardier announced the first firm orders for the CSeries. Lufthansa, who originally had signed a letter of interest for 60 aircraft, firmed up an order for 30. The aircraft are to be operated by Lufthansa subsidiary Swiss European Air Lines.[28]
Renamed models[edit]

In March 2009 Bombardier also announced that the C110 and C130 were being redesignated CS100 and CS300, respectively.[29] The models were offered in normal and extended range (ER) versions, additionally, an extra thrust (XT) version of the CS300 was also offered.[30] The ER and XT versions were removed in 2012 by Bombardier, providing a standard range equal to the one previously identified as extended range.[31]

On 30 March 2009, Bombardier inked the second CSeries order, with airliner lessor Lease Corporation International (LCI) of Dublin, Ireland ordering 3 CS100s and 17 CS300s, becoming the launch customer of the latter.[32] LCI also holds options for a further 20 aircraft.[33]

In January 2010, JP Morgan reported that Bombardier was considering a 150-seat version of the CSeries. Bombardier called the report speculative, noting that the CSeries development program "is in the joint definition phase where we will be able to add greater product definition and that includes the ability to make changes before the final design is frozen".[34]

Republic Airways Holdings ordered 40 CS300 aircraft with options for an additional 40 in February 2010.[35] In March 2010, easyJet stated that the company was having “ongoing discussions with Bombardier regarding its CSeries.[36] In December 2009, United Airlinesexpressed interest in using the CS100 and CS300 for replacing its retiring 737–300 and 737-500 aircraft.[37] But no plans or orders had been made by United Airlines as of December 2011.

Bombardier Aerospace announced the sale of up to 30 CS300 aircraft to Asian launch customer, Korean Air, at the 2011 Paris Air Show.

On 1 June 2011, Braathens Leasing Limited in Sweden announced that it had placed a firm order for five CS100 and five CS300 aircraft with options for ten more aircraft. With the order, Bombardier had secured a combined 100 firm orders.[38] On 7 June 2011, Bombardier announced that an unnamed airline had placed a firm order for three CSeries airliners, with options for three more.[39] On 20 June 2011, Bombardier announced it had secured a launch customer for the CS100 at the Paris Air Show. The undisclosed airline signed a firm order for 10 aircraft with an option for six more.[40] On 21 June 2011, Korean Air announced signing a letter of intent to purchase 10 CS300 plus an additional 10 options and 10 purchasing rights on CS300; this agreement was converted to a firm order on 29 July 2011.[41][42] On 24 June 2011, the last day of the 2011 Paris Show, Bombardier announced a deal with an undisclosed European carrier to purchase ten CS100s.[43]

On 17 August 2011, at the MAKS Airshow, Bombardier announced an agreement with Ilyushin Finance for up to 30 CSeries aircraft.[44] Atlasjet announced plans on 15 November 2011 to purchase ten CS300 aircraft with options for another five.[45] In July 2012, Latvia's airBaltic announced plans to order 20 CSeries jets for delivery starting in 2015, in place of the Airbus A319s which had been previously considered.[46][47] airBaltic announced a firm order for 10 CS300 aircraft plus an option for 10 additional aircraft in December 2012.[48]
Recent developments[edit]

AirAsia CEO Tony Fernandes and others during the presentation of a proposed 160-seat version of the CS300 airliner

The CSeries programme has several major suppliers, including Shenyang Aircraft (centre fuselage), Alenia Aeronautica (horizontal and vertical stabilisers), Fokker Elmo (wiring and interconnection systems), C&D Zodiac (interiors), Parker Hannifin (flight control, fuel and hydraulics systems), Liebherr-Aerospace (air management system), Goodrich (flap and slat actuation systems and engine nacelles), and Rockwell Collins (avionics).[49][50]

The first flight was initially planned for the second half of 2012.[51] In 2010, deliveries of the CS100 were planned to start in 2013, and CS300 deliveries were to follow a year later.[52]

In March 2012, Bombardier specified the target date for the first flight was December 2012,[53] and reaffirmed that date in June 2012.[54] A news report in June 2012 stated that first CS100 delivery remained scheduled for the end of 2013.[54][55]

At the Farnborough Airshow in July 2012, Bombardier started discussions with AirAsia about a proposed 160-seat configuration for the CS300 airliner.[56] In November 2012, this configuration was included in the CS300 project, although AirAsia rejected this proposal.[57]

During a conference call in November 2012, Bombardier Aerospace acknowledged a delay of six months, for both first flight and entry into service of the CS100, due to issues with some unspecified suppliers.[58] This pushed the announced date for initial deliveries to customers into 2014.

On 20 February 2013 Bombardier announced that Ilyushin Finance Co. converted the letter of intent it signed in August 2011 into a purchase agreement, subject to approval by its shareholders, for 32 CS300 aircraft.[59] On the same day, Pratt & Whitney announced that its PW1500G had been granted certification by Transport Canada.[60] The PW1500G powers the CSeries.

CSeries CS100 Flight Test Vehicle (FTV1) out of the factory in June 2013

During its earnings call on 21 February 2013, Bombardier announced that the first completed CSeries aircraft would be presented publicly the following month.[61][62] An extensive update on the CSeries program was presented on 7 March 2013; the first Flight Test Vehicle (FTV) was displayed in an almost completed state, along with three other FTVs in various states of assembly.[63][64] The 160-seat "Extra Capacity" version of the CS300, featuring two sets of over wing emergency exits, was also presented.[63]

In a press release on 25 March 2013, Bombardier disclosed that the electrical system of the first flight test aircraft was successfully powered up and that tests on the static test airframe proceeded satisfactorily and on schedule.[65]

On 6 June 2013, Bombardier announced that Gulf Air ordered ten CS100s.[66]

CS100 after its first flight

In June 2013, due to upgrades of the aircraft's software and final ground testing, Bombardier shifted the timeline for the first flight into July 2013.[67] On 24 July 2013, Bombardier disclosed that, due to a longer than expected system integration process, the first flight will take place "in the coming weeks".[68]

On 30 August 2013, Bombardier received the flight test permit from Transport Canada, granting permission to perform high speed taxi testing and flight testing.[1] As Bombardier planned,[69] a CS100 took the maiden flight for the model and the CSeries on 16 September 2013 from Mirabel Airport north of Montreal, Quebec, Canada.[70][71] Over 14,000 data points were gathered on this first flight, and after some reconfigurations and software upgrades, the aircraft flew for the second time on 1 October 2013.[72]

In September 2013, Porter Airlines of Toronto, Canada announced a conditional purchase of 12 CS100s, with options for 18 more.[73]

In November 2013, Iraqi Airways signed a letter of intent for five CS300s with options for 11 CS300s,[74] which was converted into a firm order on December 4, 2013.[75]

On 16 January 2014, Bombardier announced that difficulties with certification flight testing had caused the entry-into-service date to be delayed by at least 12 months, to the second half of 2015; the CS300 is still to follow approximately six months after the CS100.[2]

On 3 March 2014, the third CSeries test aircraft took its first flight. The first two test CS100s had totaled 100 hours in flight by the end of February.[76]

Bombardier CSeries CS100 and CS300 illustration with front, side and top views

The Bombardier CSeries aircraft will contain a high usage of composite materials and larger windows.[77] The CSeries cabin will feature large, rotating overhead storage bins, allowing each passenger to stow a sizeable carry-on bag overhead.[77] Compared to the cabins of current in-service narrowbody aircraft, the CSeries is to provide airlines with the highest overhead bin volume per passenger and a wider aisle that would allow for faster boarding and disembarkation of passengers.[77]

The CSeries aircraft contain 70% advanced materials comprising 46% composite materials and 24% aluminium-lithium which allows for a 15% lower seat-mile cost and a significant reduction in maintenance costs.[78]The CSeries aircraft will also permit a significant fuel burn advantage and noise reduction.[79] Computer software design tools were used on the project, including CATIA, HyperSizer, and similar technology that was employed in the Learjet 85 programme.[80]
Orders and deliveries[edit]

Net orders (cumulative by year)
As of 31 March 2014[81][82]

See also: List of Bombardier CSeries orders

The Bombardier CSeries family of aircraft has the following firm orders, as of 31 March 2014:[81][82]
CS100 CS300 Total firm orders
63 140 203
Orders and deliveries by year[82]
2008 2009 2010 2011 2012 2013 2014 Total
Net orders 0 50 40 43 15 34 21203
Deliveries − − − − − − −−

Cockpit crew 2 pilots
Cabin crew 2 to 5 flight attendants 3 to 5 flight attendants
Passengers 125 (1-class, dense)
110 (1-class, standard)
108 (2-class, mixed) 160 (1-class, extra capacity)
150 (1-class, dense)
135 (1-class, standard)
130 (2-class, mixed)
Seat Pitch 28 in (71 cm) (1-class, extra capacity)
30 in (76 cm) (1-class, dense)
32 in (81 cm) (1-class, standard)
36 in (91 cm) & 32 in (81 cm) (2-class, mixed)
Seat Width 18.5 in (47 cm) standard seat
19 in (48 cm) middle seat
20 in (51 cm) business class seat
Length 35.0 m (114.8 ft) 38.7 m (127 ft)
Wingspan 35.1 m (115 ft)
Wing Area (net) 112.3 m2 (1,209 sq ft)
Tail height 11.5 m (38 ft)
Fuselage max diameter 3.7 m (12 ft)
Cabin width 3.28 metres (129 in)
Cabin height 2.11 metres (83 in)
Cabin length 23.7 metres (78 ft) 27.5 metres (90 ft)
Cargo Volume 23.7 m3 (840 cu ft) 31.6 m3 (1,120 cu ft)
Operating empty weight (OEW) 33,300 kg (73,400 lb)[83] n/a
Max takeoff weight (MTOW) 58,967 kg (130,000 lb) 65,317 kg (143,999 lb)
Max landing weight (MLW) 50,802 kg (111,999 lb) 57,606 kg (126,999 lb)
Maximum cargo payload 3,629 kg (8,001 lb) 4,853 kg (10,699 lb)
Maximum payload (total) 14,583 kg (32,150 lb) 18,552 kg (40,900 lb)
Max range 5,463 km (2,950 nmi)
Max cruise speed Mach 0.82 (870 km/h, 470 kn, 541 mph)
Typical cruise speed Mach 0.78 (828 km/h, 447 kn, 514 mph)
Take off run at MTOW 1,463 m (4,800 ft) 1,890 m (6,200 ft)
Landing field length at MLW 1,356 m (4,449 ft) 1,494 m (4,902 ft)
Service ceiling 12,497 m (41,001 ft)
Engines 2× Pratt & Whitney PW1500G
Thrust per Engine 84.1 kN (18,900 lbf) – PW1519G
93.4 kN (21,000 lbf) – PW1521G
103.6 kN (23,300 lbf) –PW1524G 93.4 kN (21,000 lbf) – PW1521G
103.6 kN (23,300 lbf) – PW1524G

Bombardier released the following performance specifications, regarding operations from urban airports with short runways and steep approaches, like London City Airport and Toronto Island Airport.
Urban Operations
Max takeoff weight (MTOW) 53,060 kg (116,980 lb) 58,967 kg (130,000 lb)
Max landing weight (MLW) 49,895 kg (110,000 lb) 55,111 kg (121,499 lb)
Maximum cargo payload 3,629 kg (8,001 lb) 4,853 kg (10,699 lb)
Maximum payload (total) 13,676 kg (30,150 lb) 16,284 kg (35,900 lb)
Max range 3,148 km (1,700 nmi)
Take off run at MTOW 1,219 m (3,999 ft) 1,524 m (5,000 ft)
Landing field length at MLW 1,341 m (4,400 ft) 1,448 m (4,751 ft)

Notes: Data are preliminary and may change.
Sources: Bombardier Aerospace[31][84][85][86] and Pratt & Whitney[87]
See also

Aviation portal
Canada portal

Graphical comparison between comparable aircraft, based on the number of seats.
In blue the CSeries, in grey similar in-service aircraft and in orange similar in project-phase aircraft.Related development
Bombardier CRJ700/900/1000
Comac C919 (agreement between Comac and Bombardier for program commonalities)[88]
Irkut MS-21 (agreement between Irkut and Bombardier for joint customer support)[89]Aircraft of comparable role, configuration and era
Airbus A320neo
Boeing 737 MAX
Embraer E-Jets/E-Jets E2
Kawasaki YPX
Mitsubishi Regional Jet
Sukhoi Superjet 100/130Related lists
List of civil aircraft


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External links[edit]
Wikimedia Commons has media related to Bombardier CSeries.

Bombardier CSeries page
Bombardier CSeries Virtual Cockpit Tour