Like many colleges, Brown mandates forced medical leaves for students expressing feelings of self-harm, depression, schizophrenia, or other forms of mental illness. Controversy arises within the college as to whether Brown follows the US Americans With Disabilities Act of 1990, with Brown's own newspaper, The Brown Daily Herald, criticizing the University's policy behind readmission from psychological medical leave. According to a 2010 article in The Brown Daily Herald, even Dean of Student Life & Chair of the Medical Leave Readmission Committee, Maria Suarez, admits that I wish we had more resources to connect with students, Suarez said. The support is there, but it is student-initiated. However, Suarez has been widely criticized within and outside the University as being non-compliant with American ADA laws, often denying students readmission for little to no reason. Moreover, the University leaves students with few guidelines on how to become readmitted; students report that very little communication is made with the University during a leave of absence, and that the University does not aid disabled students in their progress. One mentally disabled student alleges, after 5 semesters of mandatory leave, that: "One of the administrators [Suarez], he claims, told him: "You should consider yourself lucky because Brown's better than other schools. At least you're not getting kicked out of Brown."' The psychological leave readmission process takes place once every 6 months, and requires only a student's statement and a psychiatrist's or psychologist's statement of well-being, with no interview. Many students report that the process is not thorough enough to judge one's own progress in mental health, thereby violating ADA rights; the denial letters are often short and generic, with one sentence changed at most for multiple denials.
Russell held throughout his life the following styles and honours:
from birth until 1908: The Honourable Bertrand Arthur William Russell
from 1908 until 1931: The Honourable Bertrand Arthur William Russell, FRS
from 1931 until 1949: The Right Honourable The Earl Russell, FRS
from 1949 until death: The Right Honourable The Earl Russell, OM, FRS
The 767 entered service with United Airlines on September 8, 1982. The aircraft's first commercial flight used a JT9D-powered 767-200 on the Chicago-to-Denver route. The CF6-powered 767-200 commenced service three months later with Delta Air Lines. Upon delivery, early 767s were mainly deployed on domestic routes, including US transcontinental services. American Airlines and TWA began flying the 767-200 in late 1982, while Air Canada, China Airlines, and El Al began operating the aircraft in 1983. The aircraft's introduction was relatively smooth, with few operational glitches and greater dispatch reliability than prior jetliners. In its first year, the 767 logged a 96.1 percent dispatch rate, which exceeded the industry average for new aircraft. Operators reported generally favorable ratings for the twinjet's sound levels, interior comfort, and economic performance. Resolved issues were minor and included the recalibration of a leading edge sensor to prevent false readings, the replacement of an evacuation slide latch, and the repair of a tailplane pivot to match production specifications.
Seeking to capitalize on its new wide-body's potential for growth, Boeing offered an extended-range model, the 767-200ER, in its first year of service. Ethiopian Airlines placed the first order for the type in December 1982. Featuring increased gross weight and greater fuel capacity, the extended-range model could carry heavier payloads at distances up to 6,385 nautical miles (11,825 km), and was targeted at overseas customers. The 767-200ER entered service with El Al Airline on March 27, 1984. The type was mainly ordered by international airlines operating medium-traffic, long-distance flights.
In the mid-1980s, the 767 spearheaded the growth of twinjet flights across the northern Atlantic under extended-range twin-engine operational performance standards (ETOPS) regulations, the FAA's safety rules governing transoceanic flights by aircraft with two engines. Before the 767, overwater flight paths of twinjets could be no more than 90 minutes away from diversion airports. In May 1985, the FAA granted its first approval for 120-minute ETOPS flights to 767 operators, on an individual airline basis starting with TWA, provided that the operator met flight safety criteria. This allowed the aircraft to fly overseas routes at up to two hours' distance from land. The larger safety margins were permitted because of the improved reliability demonstrated by the twinjet and its turbofan engines. The FAA lengthened the ETOPS time to 180 minutes for CF6-powered 767s in 1989, making the type the first to be certified under the longer duration, and all available engines received approval by 1993. Regulatory approval spurred the expansion of transoceanic 767 flights and boosted the aircraft's sales.