With dental bridges is possible to get a natural smile and real look after the loss of a tooth. Dentists use dental bridges as a way to fill the space created by the missing tooth or teeth. Depending on the dental bridge type you choose will vary the procedure and cost.
A dental bridge is composed by two tooth crowns for each of the sides of the gap and a false tooth between them. Natural teeth, dental implants or a combination of natural teeth and dental implants can be used to support the bridge. The dental bridge type you choose depends on the state of your smile, his claims about the cost and aesthetic results you want. Whether you seek a temporary or permanent for tooth loss solution, there is an ideal for your needs dental bridge.
This type of dental bridge consists of two crowns for the teeth on either side of the space with a false tooth in between. Traditional bridges are the type most commonly used dental bridge and are made of ceramic or fused to metal (PFM) porcelain. If no adjacent teeth to support the crowns, you can use dental implants to fix the bridge in place.
This type of dental bridge is used when there are teeth on only one side of the space in the mouth. Two crowns fused to the replacement tooth are used to fix the bridge to adjacent natural teeth.
This type of dental bridge comprising plastic teeth and gums and is supported by a metal structure. The dental bridge is attached generally cost less than other types of bridges and is the easiest to install.
The dentist will begin by grinding the adjacent teeth to make room for the crowns. Then the dentist will take impressions of the teeth, to be used to create dental crowns.
Once the crowns (crowns can be made from pure ceramic or metal or porcelain fused to metal) were completed, the tooth or false teeth will join them. Another visit to the dentist to place it on the teeth when the dental bridge is ready, it will be necessary. During his final visit, the dentist cements the crowns safely to neighboring teeth to complete your smile with dental bridge. With proper care, dental bridges will last five to seven years, and in some cases longer.
It is important to properly care for the dental bridge to extend the life and maintain the health of the gums and natural teeth. Brushing and flossing daily cleaning, in addition to the regularly scheduled exams, dental bridge and keep your oral health in top condition.
If the dental bridge needs repair, it is recommended that you visit a dentist as soon as possible to solve the problem. Delaying repairs can adversely affect your bite, cause gingival discomfort or infection, or create other serious dental problems that require additional treatment.


There is a standard indoor sport hall with 300 spectators capacity on campus. This saloon, open at all times including holidays, is operated according to the schedule of the Sport Association's Presidency. In order to encourage students to do sports, regular sporting events are being held throughout the year and a competition environment is being created. Beside the gym there is a center with a step-aerobics and fitness room and a sauna.
There are also mini football, basketball, tennis and volleyball courts in the Research and Application Farm in Haymana.
The most beautiful and vivid evidence given of the pretense given to the sportive activities in the faculty is the Ankara University Sports Club which was established as the Sports Club of the Faculty of Agriculture. This club, supported and directed by all the members of our university, gained success at national level in many sports, especially basketball, and raised athletes.


One of them said something like, let's talk about having to work. Being a woman and having to work.
I replied something like: Yes, I've always had to work. I've always supported myself, from the time I got out of college. It was a point of pride--I'm not depending on a man, not even my dad (though of course I can always count on him.) But it was a point of pleasure, too. I've always loved working.
The Broads: But don't you just hate it that there are women who don't have to work?
The Broads: Well, there are tons of women who are supported by their husbands. And I've got to say, it makes me jealous. I just get this envious feeling inside. I mean, come on. No one wants to talk about it. I'm just going to admit it though.
Let's face it: that's such a luxury. When I hear my friends talk about how tired they are because they had to pack for a trip with their husbands, or because they spent the day shopping....I mean, I just want to scream. I get so jealous. And mad. I mean, what are they complaining about? That's not work! That's fun!
I'm reconstructing here, as I can't find the recording, but bottom line, I guess a bit of class envy was on The Broads' minds. That, and perhaps a bruise, from when a non-working--or working to raise children, working to keep house, working to keep husband, stay at home mom--might have made a comment about how hard it is to be friends with someone who has to earn a living, and how unavailable they are to play during the day. That's happened to me.
But I hadn't been aware that this issue was still on people's minds. When my kids were young, we were talking about "mommy wars"--and in fact, I did a Newsweek cover on the subject. I think it has come around again at this end of our lives, as women are being forced out of work, or as children are leaving home, and we're reevaluating once again that work/family nexus.
Sure, I get envious sometimes, just a wee teensy bit. But not of my friends, whom I love deeply, and who have been by my side, supportive of my journey, for decades; I respect their choices, whether careerist, artist, momist--and anyway, I know the intricacy of their challenges. Raising children full time is work that I would not have been well-suited to--and having been divorced, it would not have been too smart not to have my own income.
And I wonder, do the non-working ever get jealous of those of us who have careers, avocations? How come we rarely talk about this subject? Are working women judgmental--in defensiveness, perhaps? or envy?
I do, however, come to think of it, have a problem with women--and men--who have not worked their entire lives, and decide at the age of 45 or 50 that they are ready to get into the workplace. But they don't want to come in at the ground level, or do the kind of things necessary to learn a trade. And they haven't done any community work, anything that shows managerial skills. That's not too cool, and believe me, I've heard plenty along those lines.
What do you all think? What kinds of experiences have you had along these lines? Opening up a can of worms, here, I know....but that conversation really stuck in my mind. It was provocative. I pass it along.


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People, Hell, and Angels was recorded in 1968 & 1969, when Hendrix was exploring new options with new musicians (specifically, non "Experience" musicians), during the time that the "Experience" band was starting to show signs that the end was near. Hendrix was always in the studio during this time, and always composing new tunes, and this album is a result of that – and it's sadly his last recorded work.
The supporting musicians this time were Stephen Stills on bass, and Buddy Miles on drums. Jimi had never worked with these two before.
The album is said to be a bit different than what many Hendrix fans would expect – due to the frame of mind that Hendrix was in, probably from the uncertainty of his relationships with the "Experience" and his experimental mood during this time – as well as the new dynamic of playing with Stills and Miles (Buffalo Springfield).
You'll be able to get your hands on it on March 5th of this year, thanks to Experience Hendrix LLC and Sony Commercial Music Group.
The engineer, Eddie Kramer gave a preview of it a few months back, but yesterday the song came out in its entirety.
Eddie Kramer (born in 1942) has been in the business for years – and has worked with artists like Yes, Kiss, The Beatles, The Rolling Stones, Led Zeppelin, Bowie, Santana, and Anthrax, just to name a few.
Kramer is actually one of the guys who was commissioned to record the Woodstock Festival back in 1969. Kramer also built Electric Lady Studios for Hendrix, with a million dollars – in 13 months. He also produced all of Hendrix's posthumous records.
← Is the Guitar Coming Back in Style?
When I'd guitar ever go out of style?


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NH Republicans Lay Out Agenda
Shira Schoenberg
Concord Monitor
[Editor's Note: In the coming weeks we will follow the actions of the new Republican majority in Concord, which has pledged major spending cuts and a reduction in state regulations. As we have said before, we believe some of these changes will further shift costs and responsibilities to our local communities and affect the lake in regard to milfoil control, water safety and environmental protection. We encourage you to engage in the discussion].
Concord — January 14, 2010 — New Hampshire House Republicans laid out a broad agenda yesterday that focuses mostly on fiscal issues but also touches on topics ranging from abortion to charter schools.
Although Republicans faced criticism during the first week of the legislative session for dealing with partisan, nonfiscal issues, House Majority Leader D.J. Bettencourt said Republican leaders will not be distracted from their priorities.
"Despite the hyper-partisan tone of the last week, let there be no mistake," Bettencourt said. "This is the Republican agenda: More money in your pocket, more investment in our businesses, growing industries, better jobs, education excellence and important long-term reforms."
That does not mean unrelated bills will be shelved, but only that the Republican leadership will not actively advocate for them. For example, repealing same-sex marriage is not a Republican priority, but Rep. David Bates, a Windham Republican who sponsored a bill repealing same-sex marriage, said he still plans to pursue it.
"To say we shouldn't be focused on marriage is not saying we're not going to deal with it," Bates said.
But at least yesterday, more than 50 Republican legislators attended a press conference and appeared united around a set of priorities. At the top: reducing government spending, repealing mandates and regulations, and helping businesses. Republicans will also focus on reforming the retirement and education systems. And they will address "personal rights" issues, including requiring minors to notify a parent before receiving an abortion.
While the details of many proposals must still be fleshed out in legislation, the agenda shows a clear trend toward limiting government. The top priority is cutting state spending.
Asked where Republicans would cut, Bettencourt responded, "anywhere and everywhere. There are no sacred cows this term."
Republicans would reduce taxes and fees, including businesses taxes. They would scale back regulations – including federal mandates, licensing requirements, insurance mandates and the state's Shoreland Protection Act. They would privatize some state services, consolidate state agencies and rein in "excessive agency rules."
The Republican leadership already created special committees to deal with education reform and retirement reform, and Bettencourt stressed the importance of both. While retirees can expect close scrutiny of their benefits packages, the top education issues will be re-examining the school funding formula and promoting a constitutional amendment to allow the state to target aid to needy districts. Bettencourt said proposals would also allow the use of vouchers, limit restrictions on charter schools and protect the rights of home-schoolers.
The final category of priorities – personal rights and social responsibility – strays further from fiscal issues. Priorities include requiring parental notification for abortions, requiring voters to display identification, protecting gun rights and getting people off Temporary Assistance for Needy Families and back to work.
But such changes will not be easy. For one, the Legislature faces an estimated $800 million budget shortfall as it crafts the 2012-13 budget, and Republican proposals to cut taxes would increase the shortfall.
Though the Republican agenda includes a commitment not to downshift costs, half of the state budget is aid to cities and towns. House Minority Leader Terie Norelli, a Portsmouth Democrat, said she worries cuts to state spending would either downshift costs to municipalities or hurt those in need.
"I'm concerned we don't balance our budget by eliminating services for the most vulnerable or increasing property taxes," Norelli said.
Similarly, Bettencourt talked about reducing state education costs. But Mark Joyce, executive director of the School Administrators Association, said that could shift the burden for paying for education to cities and towns, increasing local property taxes.
Several of the proposals have been tried before. Bills requiring parental notification or consent for abortions have been defeated 14 times in two decades. A notification bill passed in 2003 and was appealed to the U.S. Supreme Court, which ruled that the law needed an exemption excusing a girl from the requirement if her health was in danger. Rather than reworking the law, the Legislature repealed it.
Pro-choice groups say requiring parental notification could harm the health and safety of young women – and are already criticizing Republicans for pursuing it.
"We all know that the people of New Hampshire did not vote for an agenda attacking a woman's right to choose," said Pilar Olivo, executive director of NARAL Pro-Choice New Hampshire.
Similarly, constitutional amendments on education funding have failed before. While Democratic Gov. John Lynch supports an amendment, and has been talking to House and Senate leaders, it remains unclear if the Republicans and Lynch can agree on core issues – including the role of the courts and the restrictions placed on any school funding formula.
And with 400 House members, including nearly 300 Republicans, the leadership cannot control the bills being introduced by members. Bates, asked about same-sex marriage repeal, said there are two or three dozen people on the budget-related committees – but that does not mean legislators on nonbudgetary committees cannot work on other topics.
"Every piece of legislation is important to someone, and we need to give each one their due hearing," Bates said.
Distractions from fiscal matters were obvious the past two weeks, when Republican leaders focused on lifting a ban on guns in the State House and trying to oust Manchester Democratic Rep. Mike Brunelle. One Republican lawmaker was accused of making anti-Semitic comments, while a freshman representative was arrested on charges that he stole his personnel file from a former employer.
But several Republican lawmakers said they anticipate Republicans will unite around core principles.
"We realize the people of New Hampshire are concerned about the budget deficit, taxes, pensions," said Rep. David Hess, a Hooksett Republican. "That's why we won. I hope we're smart enough to realize that."
lupa gunt 9 years ago January 14, 2011
Your achievements or lack thereof in 2 years should tell us to trust you or not.
Dick Ventrillo 9 years ago January 14, 2011
Why on earth did I ever maintain a property or footprint in such an archaic backward state as NewHampshire……Wait'll you all see what this is gonna cost you…and not in money!!!! The GOP is not, and never has been, conservative….they just want to outline the way YOU will live your life…..It's time to pay the piper….and that takes money!!! The state is broke!!! At least the FEDS can print it!!! Inflation?..true… but N.H. can't print it….Hmmm..Let's see….maybe a casino in Portsmouth?….No…You'd have to grease too many pols hands…
M Story 9 years ago January 14, 2011
Remember State Representative Richard Drisko (R-Hollis) who wants to expand NH gov't and add new fees specifically targeting to the people that are already paying the highest property tax. Next time any Republican tells you they are for smaller gov't hold on to your wallet…
Red Wagon 9 years ago January 14, 2011
Note that their first act was to vote to permit people to carry guns into the State House. That pretty much says it all.
freedom resident 9 years ago January 16, 2011
Let's not forget "spend as much as we can, give me as many raises as you can" Charlie Bass. We got rid of him years ago, yet he was sent back to Washington. Your right, hang onto your wallet!!!
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I recently shared this story in our Firelight Camps newsletter. It was a revelation for me, so I wanted to make sure I shared it with you as well! If you've already read it, skip below to the recipe. //
Do you know the history of the Christmas tree? Neither did I until a few days ago.
For the first time, our two-year-old daughter is aware of the holiday spirit, and Bobby and I have been exploring how to build new traditions as a family. Like many people in the American melting pot, Bobby and I grew up with various cultural practices. Both of us had Christmas trees skirted with presents, even in Bobby's Jewish family. (His mother's family is of German descent, and Germany is credited with founding the Christmas tree tradition.)
I felt like I needed to have a deeper understanding of our traditions, so we could pass them onto Ayla with intention.
So I asked my stepmother-in-law, a history buff, "why do we have Christmas trees?"
It turns out, the tradition of bringing greenery into the home at this time of year was an ancient practice amongst Egyptians, Romans, Vikings and Celts. Evergreen boughs were a reminder of the green plants to come with the sun's return, which was marked by the Winter Solstice. In Europe's Iron Age, the "yule" log was burned to cleanse the air and bring warmth into the home, around which families would feast and celebrate the days growing longer.
The presence of greenery, light, family, and good food remains at the core of modern-day holidays, ranging from Hanukkah to Christmas, both of which we celebrate.
Presents come and go, but the experience is eternal. No matter where we come from, or what we practice, we are equally drawn to creating a sense of warmth and light in the darkest time of the year.
There is a Danish word for this feeling of coziness and warmth: hygge (pronounced hue-gah). The idea of hygge is second nature to people living in Nordic countries, where winter is longer and more grueling than our own (if you can believe it).
So now that our home is filled with greenery, lights, wreaths, and other spirited adornments, I wanted to create a recipe that would also embody hygge. What better way to do so than with a potato salad that brightens the table and inspires a sense of comfort.
Adapted from Fire and Ice: Classic Nordic Cooking , this dish was originally served around Christmas (how perfect!). It features the usual cast of winter characters: potatoes, beets, carrots, and apples. In my recipe, the final dish is livened up with pickled beet brine, which you can substitute for dill pickle brine from store-bought pickles. I love the notion of using up the mouth-puckering, spice-infused dregs of a pickle jar (like this pickle juice dressing).
While this recipe draws on fairly common ingredients, many of Darra Goldstein's recipes capture how wild foraging is an authentic, integral part of Nordic cooking. For the wild foragers out there, pick up Fire and Ice for inspiration as we march towards spring.
Wishing you all an abundant, bright, and cozy holiday!
XO // Emma
Finnish Potato Salad with Apples & Beets
The saltiness of your pickle brine will determine whether to salt your final dish more thoroughly. Though it may seem a touch laborious to prepare all the roots in this dish, the result is a worthwhile crowd-pleaser. Don't bother peeling organic potatoes or carrots; the skins are rich in nutrition! Use a crisp snacking apple, such as Mutsu, Honeycrisp, or Granny Smith.
Yield: 8-10 servings 1x
6 medium potatoes, such as russet
4 medium beets, any variety
3 apples, cored and diced
1 leek
8 dill cucumber pickles, diced
1/2 cup minced dill
1/4 cup pickled beet brine or dill pickle brine
1 teaspoon salt, or more to taste
Scrub the potatoes and carrots clean. Chop them into 1/2-inch cubes so they are roughly uniform in size. Place the potatoes and carrots in a large pot of cold water, cover, and bring to a boil. Reduce to a gentle boil and cook for 15-20 minutes, until fork-tender but not mushy. Drain in a colander and set aside to cool.
Scrub the beets clean and trim the roots and stems. In a separate pot submerge the beets in cold water, cover, and bring to a boil. Boil for about 35 to 40 minutes, until a fork can easily pierce the beets. Drain and rinse with cold water. Set aside to cool. Once cool, use your hands to peel the skin–it will come away easily. Chop into 1/2-inch cubes.
Halve the leek and rinse meticulously between the leaves, where grit and sand like to cling. Slice thinly and add to a large serving bowl.
Add the potatoes, carrots, beets, diced apples, diced pickles and minced dill to the same bowl, combining with your hands. Cover and chill until ready to serve.
Just before serving, prepare the dressing: In a small bowl, whisk together the heavy cream, pickle brine, salt, and pepper. Fold the dressing into the salad and serve chilled.
Store leftovers in a sealed container for up to 7 days.
Adapted from Fire + Ice, by Darra Goldstein
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Pebble is one company that came to mind when Google unveiled its Android Wear smartwatch (and eventually, other wearables) development platform. The small startup has been creating smartwatch hardware for years now, first as the Allerta inPulse smartwatch for BlackBerry devices, and then reinvented as the Pebble, the Kickstarter success that proved to the world smartwatches could be more than just a weird gadget sideshow.
With Android Wear, Google is making a tacit statement: 'We want to own the smartwatch space.' And they're already partnering with some of the biggest names in OEM hardware (and watches) to make it happen, including LG, Motorola, Fossil, HTC, Asus and Samsung. That's a lot of ammunition brought to bear on others playing in the nascent market, and Pebble is starting to look like it either has a target on its back, or at least like it'll be bowled over as an innocent bystander when the Google wearable train rolls through.
We're excited about today's news from our friends at Google. When we started working on wearables six years ago, there were few players in the space and a lot of skeptics. It's exciting to see this market grow so quickly — enabling more interesting use cases and keeping all of us laser-focused on creating the very best user experiences we can.
The key point here is Migicovsky drawing attention to just how long his startup has been working on smartwatches – work which has taken place in the market, not just in labs behind closed doors, it's worth noting. While it's true that whenever a major company like Apple or Google enters a startup's space, they tend to fall back on the 'validation of our idea' defense, he does have a point.
Pebble definitely has an uphill battle now, but it also has key expertise. If it doesn't manage to eke out a space as the platform agnostic wearable platform between the big players like Apple and Google, it's at least ripe for an acquisition play from one of the primary interested parties.


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Fresh Prep
Arlene Karidis | Dec 08, 2021
Fresh-food meal kits with their portioned sizes generate less food waste than traditional grocery store models; but the problem with most of these kits is the glut of packaging they create—an issue receiving plenty of attention as this food delivery model booms. In 2017, the U.S. meal kit industry was worth about $4.65 billion; by 2022, that figure will likely more than double, reports Statista.
Three friends since childhood launched a Vancouver-based company called Fresh Prep that has taken on this spent packaging dilemma; they make what they call Zero Waste Meal Kits. Recognized this year by Globe and Mail as one of Canada's Top Growing Companies, the young business's revenue spiked 540% from 2018 to 2020.
"With meal kits when you look at shipment by weight about 70 percent is single-use packaging from the big box meal kit companies, and most ends up landfilled. Only about 5 percent of our shipment weight is single-use packaging," says Husein Rahemtulla, Fresh Prep COO and co-founder.
To curb the pileup the partners had to figure out how to sustainably make and ship kits with eight to 14 ingredients each that are individually packaged.
They came up with rigid plastic cups made of polypropylene that are configured for specific portion sizes; fit inside a tray also of polypropylene; and are delivered in an insulated cooler bag with ice packs. All the materials are picked up, cleaned, and returned to customers, most who subscribe to the service, for their next meal.
Rahemtulla, along with co-founders Dhruv Sood and Becky Brauer, are making a dent from their small corner of North America. If all of their existing customers ordered zero waste kits each week, they would divert .85 tons of plastic waste per week, they say.
The initial goal was to make healthy eating more convenient, bypassing grocery stores, and simplifying meal planning and prep work; though they wanted for customers to be able to buy only the few tablespoons of peanut butter, pinch of parsley, or whatever type and amount of ingredients a recipe called for. But as they got going, they saw this other waste problem.
"We almost immediately recognized that packaging would be a massive issue, so serving what's for dinner in a sustainable way became more important [in more ways]. As we focused on the product and on sustainability, we saw a lot of traction, and our goals got bigger," Sood says.
So while they started out minimizing food waste by pre-chopping and portioning fresh vegetables and fresh herbs (most meal kit companies only portion dry ingredients) they fast began looking at ways to tackle packaging, which proved a lot tougher. It took two years to get it right, with a lot of design iterations and reiterations along the way.
"The biggest challenge was how do we package food safely without relying on single-use plastic. We tried mason jars, but they were not scalable. A lot of people would keep the jars, plus it's not easy to ship in glass," Rahemtulla says.
They experimented with Dollar-store coin envelopes, but food would leak from the corners. They diverted to single use plastics, determined this would be temporary as they worked to expand their business and resources.
"Once we had more funding, we hired an engineering team to design the Zero Waste Kit. They worked on a modular design, ultimately creating different sizes of reusable cups that can be adjusted based on recipe and still fit in the tray," Rahemtulla reflects.
The tray design itself was the hardest part. They wanted to ensure that it had as few parts as possible to keep costs down and to easily manage the packaging.
They opted to go with a single lid that individually seals every cup inside the tray.
"This design is a challenge but not a big one if the tray and cups were standard. However, we have to accommodate over 500 recipes with different ingredients, weights, and volumes requiring a lot of configurations that needed to be sealed. It's very hard to do with just one lid because the pressure on the seal changes as the configurations change," Sood says.
"After two years of tinkering we had a seal that works, and now we are continuing to make adjustments to improve it and reduce the materials needed for the kit," he says
The three friends launched Fresh Prep in their mid-20s with their lifesavings—$50,000—and a lot of drive.
"I'd worked in hotel management. Becky was an account manager, and Dhruv was in the finance field. But my dad and Dhruv's and Becky's families are entrepreneurial so [the urge to run a business] was already in our blood," Rahemtulla says.
"But we didn't just want to build a business to make a profit. We wanted to have purpose that addresses big challenges. We thought meal kit and then thought how can we improve on that kit," he says of their B Corps-certified operation.
The friends and partners now have 400 employees to include a warehouse team, prep department, packaging department, and workers who combine packages based on customers' orders.
But automation comes into play too in order to facilitate fulfillment and make the zero-waste system work.
The technology involves a conveyor, depositing machines, and integrations and smarts that tie in with software so the system knows what to deposit and in what proportion.
"This automation improves our throughput, allowing us to produce closer to delivery time and keep products fresher, and provides better visibility in dealing with missing or spoiled ingredients," Sood says.
They figure the recipes are as integral to what's made Fresh Prep work.
"We focused on making sure it was easy to prepare, 30 minutes or less, and having lots of variety in high-quality ingredients— meals that taste like restaurant quality," Brauer says.
Everything is tested by the culinary team multiple times before making it onto the menu, though she says they learn a lot from customer feedback too.
And the customer response has been "overwhelmingly positive," the partners say – that feedback is not just about the food, but the whole model.
"Everything is perfectly set up. You don't have to use scissors to cut open packs. You just pour the portions.
Plus, people see waste they create with single-use plastics, insulation, and boxes. So, it's not only annoying to deal with; it leaves many of them feeling guilty. But you just rinse the cups and tray; put them back in the cooler bag; and know they will be reused," Rahemtulla says.


Costing $0.99, it uses advanced speech recognition features as well as suggests grammar corrections for accurate output. In the latest version, bugs are fixed to make it compatible with iOS 7 and more languages such as Malay, Hebrew are added. It's compatible with iPhone, iPad and iPod. The current version is 2.0.1 with a size of 6.8 MB. This virtual assistant can be used in a variety of ways.


Government will consider issuing out 99-year leases to dairy farmers to promote production, and ensure self-sufficiency.
This came out at the Zimbabwe Association of Dairy Farmers annual general meeting held in Harare yesterday.
Ministry of Lands and Rural Resettlement Deputy Minister Bertha Chikwama also assured dairy farmers of protection against acquisition of their farms as the sector was important to the economy.
She was responding to the ZADF chairman, Mr Emmanuel Zimbandu who complained that security of tenure was a major challenge affecting the sector.
Mr Zimbandu said the dairy business was not short term, and required confidence to enable investment in the sector.
Cde Chikwama said Government had come up with measures to ensure dairy farms were exempted from acquisition.
"Government came up with five-year leases for the dairy farmers, and may also consider issuing out 99-year leases.
"We have given some dairy farmers five-year leases on application. Some of the farmers have already collected their documents. We will also sit down as Government and consider issuing out 99-year leases.
"The 99-year leases, after some amendments are now bankable, and I hope they will assist the farmers to access funding," she said. Deputy Minister for Agriculture, Mechanisation and Irrigation Development, Cde Paddy Zhanda agreed that there was need to protect the dairy farms.
"Dairy farmers should be spared to boost production. Dairy farmers have been spared because of their commitment to Zimbabwe. We want the sector to grow. It is better for me to preside over a flourishing sector rather than a crumbling sector," he said.
Cde Zhanda ruled out possibilities of title deeds for the farms.
He said Government had come up with 99-year leases and it was not the State's policy to issue out title deeds for the land.
Cde Zhanda also applauded the dairy sector for registering a growth of eight percent.
He said the sector would also benefit from the recent Statutory Instrument 64 of 2016 in which Government regulated importation of a number of finished products.


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Pilatus PC6/C-H2 Turbo Porter, registered to Highland Air LLC and operated by the pilot, N5308F: Fatal accident occurred October 28, 2016 in Port Alsworth, Alaska
Federal Aviation Administration / Flight Standards District Office; Anchorage, Alaska
Aviation Accident Factual Report - National Transportation Safety Board: http://app.ntsb.gov/pdf
http://registry.faa.gov/N5308F
Location: Port Alsworth, AK
Accident Number: ANC17FA004
Date & Time: 10/28/2016, 1828 AKD
Registration: N5308F
Aircraft: FAIRCHILD HELI-PORTER PILATUS PC-6
Defining Event: Unknown or undetermined
On October 28, 2016, about 1828 Alaska daylight time, a Fairchild Heli-Porter Pilatus PC-6, N5308F, was substantially damaged when it impacted mountainous terrain about 57 miles north-northeast of Port Alsworth, Alaska. The commercial pilot was fatally injured. The airplane was registered to Highland Air LLC and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed at the departure and destination, with areas of reduced visibility and lower cloud ceilings along the route of flight. No flight plan was filed for the personal flight, which departed Lake Hood Seaplane Base (LHD), Anchorage, Alaska, at 1711, destined for a private airstrip near Port Alsworth, Alaska.
According to a family member of the pilot, the purpose of the flight was to transport fuel from LHD to the family residence on Lake Clark, near Port Alsworth, which was an approximate 140 nm, 1.2-hour flight. The pilot had delivered a load of fuel the previous day and spent the night at the family residence. He flew back to Anchorage the morning of the accident and was expected to return to Port Alsworth about 1800. According to friends and family, the pilot was very familiar with the routes through the mountains to Lake Clark. Typically, the pilot would fly through the Lake Clark Pass, unless the weather was low, in which case he would take the northern Merrill Pass route.
Before departing on the accident flight, the pilot sent the family member a text message at 1623, which stated, "fueling now, will text." The family member noted that the wind generators at their home on Lake Clark were howling due to strong winds. She sent the pilot a video of the lake waves. She also sent a text message stating that there was no blue sky, but the mountain tops were visible and there was some sun showing in the direction of Port Alsworth. The pilot responded, "doesn't look too bad, 15-20 knots." Fuel receipts indicated that the pilot dispensed 98 gallons of Jet A-50 with Prist into the airplane's fuel tanks, and 213 gallons of Jet A-50 into the internal transport tank. At 1700, he texted, "going now." The family member responded, "no blue sky."
According to a friend of the pilot who was working at LHD, he saw the airplane taxiing for departure about 1700. He stated that the weather had been great all day up until that time and that a flight he was scheduled to make had been put on hold due to deteriorating weather at his destination to the west. He sent the accident pilot a text message as the airplane taxied, asking where the pilot was going. They discussed whether the pilot had looked at Federal Aviation Administration (FAA) weather cameras, and the pilot indicated that he had not.
During the flight, as the airplane passed Beluga Airport on the west side of Cook Inlet, the pilot sent a text message to the family member stating that "the pass is fuzzy." He also sent a text to his friend, "looks fuzzy" and "Guess I might have to slow down." The friend replied, "Ha. Turbine go high." The last message received from the pilot was, "On my way. Holes out west."
Primary radar data obtained from the FAA Anchorage Air Route Traffic Control Center Terminal Radar Approach Control Facility showed the accident airplane departing LHD about 1711. The airplane flew westbound along the coastline and climbed to 5,600 ft mean sea level (msl). It remained about 5,600 ft for nearly 25 miles before descending to 4,600 ft, where it remained for about 8 miles before beginning a climb to 14,700 ft. The airplane made a series of "s" turns and began tracking west. About 1810, at 13,200 ft, the airplane turned to the northwest and began a descent. The track continued for about 25 miles, descending to the last recorded altitude of 7,600 ft about 1827 and about 2 miles southeast of the accident site. A search of archived FAA air traffic control records revealed no voice communications with the accident airplane during the accident flight. A radar study prepared by an NTSB senior air traffic investigator is available in the public docket.
Flight track radar data and FAA Weather Cameras.
According to the Alaska Rescue Coordination Center (AKRCC) records, a 406-MHz emergency locator beacon (ELT) signal was received about 1831 the evening of the accident. The AKRCC coordinated a search with Alaska Air National Guard and Civil Air Patrol (CAP) assets throughout the following 6 days. On October 30, the ELT's 406-MHz signal stopped transmitting. The mountainous terrain and poor visibility prevented access to the accident site until the morning of November 3, when a CAP airplane located the wreckage on the south side of a steep, snow-covered mountain about 6,500 ft msl.
Airplane Rating(s): Single-engine Land; Single-engine Sea
Flight Time: (Estimated) 6400 hours (Total, all aircraft)
The pilot, age 55, held a commercial pilot certificate with ratings for airplane single-engine land, single-engine sea, and instrument airplane. He held a second-class FAA medical certificate issued on April 1, 2016, with a limitation that he must have available glasses for near vision.
On the application for that medical certificate, the pilot reported 6,400 total hours of flight experience and 43 flight hours in the previous 6 months. No personal flight records were located for the pilot.
Aircraft Make: FAIRCHILD HELI-PORTER
Model/Series: PILATUS PC-6 C-H2
Airworthiness Certificate: Restricted; Normal
Date/Type of Last Inspection: Unknown
Engines: 1 Turbo Prop
Engine Manufacturer: Garrett Aireasearch
ELT: C126 installed, activated, aided in locating accident
Engine Model/Series: TPE331-1-151K
Registered Owner: HIGHLANDAIR LLC
The high-wing, conventional-gear, turbine-powered airplane was manufactured in 1975 by Fairchild Heli-Porter under the design authority of Pilatus Aircraft Limited of Stans, Switzerland. According to FAA airworthiness records, the airplane was equipped with a 575-shaft horsepower Garrett AiResearch TPE331-1-151K turbine engine under FAA supplemental type certificate (STC) SA5959NM. The propeller was a three-bladed Hartzell metal propeller. The airplane was equipped with an Artex ELT model ME406 and a radar altimeter. The airplane was also equipped with an internal 250-gallon fuel transport tank. There was no evidence that the airplane was equipped with supplemental oxygen.
According to a friend of the pilot who was a mechanic, the airplane was in very good condition and he occasionally helped the pilot with maintenance. He stated that, a few weeks before the accident, he assisted the pilot with troubleshooting an electrical problem that was preventing the engine from starting. He repaired a terminal wire and the airplane was returned to service. According to the friend, the engine, airframe, and propeller logbooks were on the airplane at the time of the accident. The logbooks were not located.
Conditions at Accident Site: Unknown
Condition of Light: Dusk
Observation Facility, Elevation: PASV, 1588 ft msl
Observation Time: 1755 ADT
Lowest Ceiling: Overcast / 8500 ft agl
Wind Speed/Gusts: 20 knots / 41 knots
Temperature/Dew Point: 9°C / 1°C
Departure Point: Anchorage, AK (LHD)
Destination: Port Alsworth, AK
Departure Time: 1711 AKD
There was no record of the pilot receiving a weather briefing from an FAA Flight Service Station or from the Direct Users Access Terminal (DUAT) system. It could not be determined what, if any, sources of weather information the pilot may have accessed before the flight.
The National Weather Service (NWS) Alaska Aviation Weather Unit's (AAWU) Alaska Surface Forecast Chart valid for 1600 on the day of the accident depicted an occluded frontal system with a cold front extending southwest of the accident site. A large area of expected light continuous rain was depicted along the frontal system. The chart also depicted an increasing pressure gradient with tight packing of the isobars over western and southwest Alaska. The accident site was depicted ahead of the expected precipitation area and was within an area of potential increasing southeasterly winds; however, no significant weather was depicted between Anchorage and Port Alsworth. The NWS AAWU Flying Weather Graphic Forecast charts issued for 1200 to 1800 and 1800 to 2400 showed VFR conditions for the planned and actual flight routes. The NWS AAWU icing and turbulence forecast charts indicated that the accident site was on the border between an area of predicted occasional to continuous moderate turbulence below 4,000 ft and isolated severe turbulence below 6,000 ft. The icing forecast chart for 1800 indicated that the accident site was under an area of forecast isolated moderate icing from 12,000 ft to FL200.
The nearest weather observation for the intended destination that would have been available to the pilot before departure was Port Alsworth Airport (PALJ). The 1650 observation reported wind from 060° at 10 knots, visibility 30 miles, an overcast ceiling at 10,000 ft, temperature 10°C, and dew point temperature 4°C.
The official weather observation nearest to the accident site was Sparrevohn Airport (PASV), about 60 nm west at an elevation of 1,565 ft. The 1755 automated observation reported wind from 140° at 20 knots gusting to 41 knots, visibility 10 miles, an overcast ceiling at 8,500 ft agl, temperature 9°C, dew point 1°C, altimeter 29.57 inches of mercury.
A review of the MesoWest database from the University of Utah revealed remote automated weather system (RAWS) data from Stoney (STNA2), located about 13 miles west-southwest of the accident site at an elevation of 1,226 ft. The station reported a north wind at 6 knots with a peak gust of 17 knots, temperature 41°F with a temperature-dew point spread of 5°F and relative humidity 83%, suggesting a high probability of low clouds and restricted visibility.
A review of archived FAA weather camera images at Lake Clark Pass East, Lake Clark Pass RCO, Merrill Pass Low and Merrill Pass High all indicated deteriorating weather starting about 1530 and visibilities of 1 mile or less in snow showers with mountain terrain obscured by 1600. The Lake Clark Pass West northeast view, which was closest to the planned destination, revealed that, at 1838, the clouds were above the highest terrain and visibility was unrestricted, which was corroborated by the family member's observations provided to the pilot. The FAA weather camera website states that the camera weather images are supplementary products and may only be used to improve situational awareness. The closest upper air sounding was from the NWS Anchorage (PANC) Forecast Office, about 105 miles east of the accident site. A review of the 1600 sounding indicated a high potential for moderate rime-type icing conditions at 9,330 ft within the shallow layer of broken altostratus type clouds. The air sounding wind profile indicated that, at the accident airplane's cruising altitudes between 9,500 ft and 10,500 ft, the wind was from 210° at 20 knots, with a temperature of -10°C. At 14,500 ft, the highest altitude the airplane operated at during the flight, the wind was from 235° at 23 knots with a temperature of -11°C. The primary freezing level aloft was about 4,880 ft.
Archived satellite data was obtained and processed for 1800 and 1830 over the accident area. Infrared image for 1830 depicted the accident site under multiple layers of clouds with temperatures corresponding to cloud tops near 30,000 ft or high, cirrostratus-type clouds.
The closest Weather Surveillance Radar-1988, Doppler (WSR-88D) was NWS Anchorage/Kenai (PAHG), located 65 miles east of the accident site showed echoes consistent with snow showers. The radar product's depiction of the large area of echoes and the satellite imagery confirm that a layer of altostratus to nimbostratus-type clouds were over the route and over the accident site during the period, with likely snow showers, associated with lower ceilings and visibilities over the route of flight.
The United States Naval Observatory website lists the following astronomical data for October 28, 2016: sunset 1807, end of civil twilight 1853, moonset 1807.
A weather study is available in the public docket.
The remote accident site was located in steep, mountainous, snow-covered terrain within the Neacola mountains of the Alaska Range, with a peak of about 8,336 ft in the near vicinity. The wreckage was located about 6 miles south of Merrill Pass west and 14 miles northeast of Lake Telaquana within the Lake Clark National Park and Preserve. The airplane initially came to rest on the south side of an east-west ridge of a mountain bowl. When the rescue crew arrived, the airplane was mostly covered by 3 ft of snow and was in a slightly nose down, level attitude oriented on an easterly heading across the mountain face at an elevation of about 6,500 ft. A review of photographs provided by AKRCC revealed that the forward fuselage and cockpit had been torn away and partially separated from the aft section forward of the wing roots. The forward fuselage and engine were displaced aft and to the right and displayed significant crush damage. The right wing was missing, and the left wing was partially attached and displaced downward. The empennage was intact, and the rudder was fractured about 3 ft from the top. Jet A fuel was present on recovered clothing and manuals. A Garmin GPSMAP 396 and a personal electronic device were recovered by the rescue and recovery crew.
The airplane was not recovered due to the hazardous terrain and snow conditions that prevailed throughout the following year. On July 8, 2017, a National Park Service airplane overflew and photographed the wreckage, which had slid down the mountain about 100 ft during the summer snow melt. Photographic evidence revealed that the left and right wings were separated from the fuselage near the wing roots and remained about 100 ft above the fuselage section. The left and right main landing wheels were present in shallow snow below the wings. All primary airplane components were present. To date, the airplane has not been recovered nor examined.
The Alaska State Medical Examiner, Anchorage, Alaska, performed an autopsy of the pilot. The report attributed the pilot's cause of death to multiple blunt force injuries.
The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed forensic toxicology on specimens from the pilot with negative results for carbon monoxide, cyanide, ethanol, and listed drugs.
The Garmin GPSMAP 396 was examined and downloaded at the NTSB Vehicle Recorder Laboratory. The flash memory chip contained files that revealed power cycles and flights for a period ending October 24, 2016. No data was recovered for the accident flight.
The portable electronic device was passcode-protected and data was not recovered.
The Neacola Mountains are a rugged mountain range running north to south between south central Alaska and south interior Alaska. The highest peak in the range is about 11,413 ft msl. There are two primary passes between the east and west sides of the range. The Lake Clark Pass runs a course of about 220° and terminates at Lake Clark and Port Alsworth at the southwest end. Merrill Pass is about 32 miles north of the Lake Clark Pass and consists of higher terrain and narrow canyons.
FAA Advisory Circular 91-74B states that aircraft icing in flight is usually classified as either structural or induction. Structural icing forms on surfaces when supercooled droplets adhere and freeze, which can adversely affects an airplane's performance and result in loss of airplane control. Induction icing refers to ice in the engine's induction system and can lead to engine loss of power. The PC-6 Airplane Flight Manual Report No. 1161 Section I states:
Flying into predicted or actual icing conditions is not approved.
Supplemental Oxygen Use and Hypoxia
Federal Aviation Regulation 91.211 states that supplemental oxygen is required by flight crew operating at cabin pressure altitudes above 12,500 ft up to and including 14,000 ft for more than 30 minutes. Supplemental oxygen is always required by crewmembers operating above 14,000 ft pressure altitude. The accident airplane was unpressurized. The radar data indicated that the airplane was operating above 12,500 ft for 31 minutes and above 14,000 ft for about 14 minutes.
Hypoxia is a state of oxygen deficiency in the body that can occur at high altitudes as a result of the decreased pressure in the atmosphere. According to FAA Advisory Circular (AC) 61-107B, the portions of the brain governing judgment and cognitive skills are the first to show degraded function when the body enters a hypoxic state. Other signs and symptoms include rapid breathing, poor coordination, visual impairment, fatigue, nausea, headache, dizziness, and a feeling of euphoria. The AC stated that, while significant effects of hypoxia usually do not occur in a healthy pilot at altitudes below 12,000 ft, there is no definitive altitude at which the effects of hypoxia begin or end. The FAA recommends that supplemental oxygen should be used on any unpressurized flight at or above 10,000 ft in the day or 5,000 ft at night. The onset of hypoxia is insidious, and it can be difficult for pilots to recognize the symptoms and take corrective action before becoming impaired. If hypoxia is suspected, pilots should don oxygen masks immediately and descend to an altitude below 10,000 ft.
NTSB Identification: ANC17FA004
Accident occurred Friday, October 28, 2016 in Port Alsworth, AK
Aircraft: FAIRCHILD HELI-PORTER PILATUS PC6, registration: N5308F
On October 28, 2016, about 1828 Alaska daylight time, a turbine-powered tailwheel-equipped Fairchild Pilatus Porter PC-6, N5308F, sustained substantial damage after impacting mountainous terrain about 57 miles north-northeast of Port Alsworth, Alaska, in the Neacola Mountains of Lake Clark National Park and Preserve. The airplane was being operated as a visual flight rules (VFR) cross-country personal flight under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. The commercial rated pilot, the sole occupant, sustained fatal injuries. Visual meteorological conditions prevailed at the departure and destination, with areas of reduced visibility and lower cloud ceilings along the route of flight. No flight plan had been filed. The flight departed Lake Hood Seaplane Base, Anchorage, Alaska, at 1711, destined for a private airstrip near Port Alsworth.
During a phone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on October 31, a family member said that the purpose of the flight was a fuel delivery to a family homestead near Lake Clark, just as the pilot had done the previous day. According to friends and family, the pilot was very familiar with the routes through the mountains to Lake Clark, and he had the airplane outfitted with an internal 250-gallon fuel tank. Typically, the pilot would fly through the Lake Clark Pass unless the weather was low, in which case he would take the northern Merrill Pass route. According to a family member in Port Alsworth, the pilot requested the weather conditions at Lake Clark prior to departure, which were reported as windy with a high overcast cloud layer and "no blue sky".
A preliminary review of Federal Aviation Administration (FAA) radar data revealed that after departure the airplane turned west after reaching the northwest side of Cook Inlet and prior to reaching the Lake Clark Pass entry. According to a text message provided by a friend of the pilot, the pilot communicated that the pass "looks fuzzy" and "on my way, holes out west" while flying en route prior to crossing the mountains. The airplane then climbed up to an altitude of about 14,600 feet on the east side of the mountains, and descended westward down to 7,700 feet near the accident site. The last radar return at 1827 indicates a ground speed of 119 knots, a rate of descent of about 833 feet per minute and a heading of about 340 degrees.
The airplane was outfitted with an Artex Emergency Locator Transmitter model ME406, which is designed to transmit an encoded 406 megahertz (MHz) signal for 24 hours to overhead Cospas-Sarsat satellites every 50 seconds, and a continuous swept Very High Frequency (VHF) homing signal on 121.5 MHz for 50 hours.
According to Air Force Rescue Coordination Center (RCC), an Emergency Locator Transmitter (ELT) signal was received about 1831 with partial position information from an ELT that was registered to N5308F. A more accurate position was obtained by the RCC about 1922. About 2252, the RCC coordinated a search of the area by helicopter; however, low visibility and darkness prevented search area access. The FAA issued an alert notice at 2253. The RCC coordinated daily search flights with an HH-60 helicopter and HC-130 airplane from October 29 through November 3. The 406 MHz signal stopped transmitting late on October 30. Low ceilings and visibility prevented a search of the immediate ELT area for 5 days.
On November 4, the Civil Air Patrol joined the search due to a forecast for improved weather. The ELT 121.5 MHz VHF signal was still transmitting a continuous signal and was used by the search crews to locate the wreckage on the morning of November 4. The pilot's remains were recovered from the scene by RCC rescue personnel.
The remote accident site consists of steep, mountainous, snow-covered terrain oriented north and south within the Alaska Range with a peak of about 8,336 feet in the near vicinity. The wreckage is located about 6 miles south of Merrill Pass west and 14 miles northeast of Lake Telaquana within the Lake Clark National Park and Preserve. The airplane wreckage is located about 6,500 feet on the south side of a ridge line, heading north. Search crews reported substantial damage to the forward portion of the fuselage and nose.
At 1755, an aviation routine weather report (METAR) from Sparrevohn LRRS Airport (the closest weather reporting facility) reported, in part: wind 140 degrees at 20 knots, gusts to 41 knots; visibility 10 statute miles; sky condition, overcast at 8,500 feet; temperature 48 degrees F, dew point 34 degrees F; altimeter 29.57 inHg. The Federal Aviation Administration (FAA) Aviation Weather Camera images on October 28 from Lake Clark Pass East show weather diminishing at about 1547 ADT to below 1 statue mile, and images from Merrill Pass High and Low Weather Cameras indicating diminishing visibility at 1624 to at or below 1 statute mile visibility in snow with mountains obscured.
Official sunset for October 28, 2016, was 1815 with civil twilight ending at 1901 ADT.
A detailed wreckage and engine examination is pending. The airplane was equipped with a Aireasearch Garrett Honeywell TPE 331 turbine engine.
A Garmin 496 GPS was recovered from the scene and sent to the NTSB Vehicle Recorder Laboratory in Washington, D.C., for download.
David McRae stands alongside his Pilatus Porter turbo prop airplane.
The remains of missing pilot David McRae were located and recovered Thursday morning in the Alaska Range, according to the Alaska National Guard.
Civilian searchers found McRae's aircraft southwest of Merrill Pass at an elevation of about 6,500 feet in Lake Clark National Park, said Lt. Candis Olmstead in a release.
"McRae was recovered from the scene, transported and released to the state medical examiner at Providence Alaska Medical Center in Anchorage early this afternoon," Olmstead said.
Heidi Hammond, McRae's cousin, said McRae was well respected among Alaska aviators and made friends with everyone he met.
"Everybody who knew him is going to miss him," Heidi Hammond said.
Poor weather hampered search efforts for six days until weather cleared Thursday. The improved weather allowed the Civil Air Patrol to join in the search, and it spotted the wreckage shortly after sunrise, officials said. McRae was the only one aboard the plane.
McRae, 55, was flying fuel from Anchorage to the Port Alsworth homestead of his aunt, Bella Hammond, on Friday evening when he is believed to have deviated from his planned route through Lake Clark pass due to weather, according to investigators with the National Transportation Safety Board.
NTSB will continue to investigate the crash.
The investigation into the crash is in its preliminary stages, said Clint Johnson of NTSB. An investigator spent the past several days gathering radar and air traffic control data, as well as interviewing officials and family.
The information collected so far does not answer the question on the minds of those closest to McRae: How did the crash happen?
"We have no idea at this point," Johnson said. "That data is just a small piece of the puzzle."
Initial indicators given to NTSB by the Alaska Air National Guard indicate the recovery of the plane will be difficult, Johnson said. He was told the area of the crash site features steep terrain and an abundance of snow.
Johnson said more details will be gathered in the coming days, such as exactly where the plane crashed and its condition.
"But the reality is, depending on weather conditions, it very well could be next spring before we see the wreckage," he said.
McRae frequently flew to the homestead, which Bella Hammond and her late husband, Gov. Jay Hammond, built and shared for decades. Heidi Hammond estimated he made the trip more than once a month.
He also flew all around the state and once spent a summer flying around Denali, Heidi Hammond said. Another typical trip involved flying from Alaska to Washington, she said.
"He had a lot of experience," she said.
Outside of his life of aviation, McRae spent many years commercial fishing in Bristol Bay. He spent his free time working on his aircraft and other projects, Heidi said.
"He could do anything. Everyone thought the world of him."
Source: https://www.adn.com
Alaskan bush pilot David McRae, 55, stands with the Pilatus PC6/C-H2 Turbo Porter he was flying. The plane wreckage was located Thursday morning southwest of Merrill Pass at an elevation of 6,500 feet in Lake Clark National Park. Searchers have been looking for the missing pilot since he departed from Lake Hood en route to Port Alsworth last Friday. McRae's remains were recovered from the scene, transported and released to the state medical examiner.
After six days, the body of missing pilot David McRae and his plane have finally been found in Lake Clark National Park.
Lt. Col. Candis Olsmstead directs public affairs for the Alaska National Guard said weather cleared enough today to get close to the area.
The Civil Air Patrol helped with the search and ultimately found the site.
Longtime bush pilot McRae and his plane, a single engine Pilatus Porter, were found at an altitude of 6,500 feet, but authorities have not described the crash site or a possible cause.
He had been flying Friday evening from Lake Hood to Lake Clark through Merrill Pass when his plane went down.
Olmstead said pararescue crews got down to the wreck site Thursday.
"They hoisted down to the site and they were able to find Mr. McRae and they did recover his body and transported and released him to the state medical examiner," Olmstead said.
Weather had hampered search efforts since last weekend.
His next of kin have been notified.
Story and audio: http://www.ktoo.org
David McRae
ANCHORAGE, Alaska (KTUU) THURSDAY UPDATE: Rescue crews discovered the body of pilot David McRae, 55, and his aircraft in Lake Clark National Park and Preserve on Thursday morning.
After searching since Friday night, rescuers finally got a break in the weather and spotted the plane southwest of Merrill Pass in the Alaska Range at an elevation of about 6,500 feet, according to a news release from the Alaska National Guard.
McRae's body was recovered from the scene and released to the State Medical Examiner in Anchorage early Thursday afternoon.
McRae was the nephew of former Alaska First Lady Bella Hammond and commercially fished in Bristol Bay. He was delivering a load of fuel to her family's homestead in Lake Clark when the crash occurred.
His family has been notified. The National Transportation Safety Board will investigate the cause and circumstances of the crash.
Poor weather hampered search efforts for six days until weather cleared on Thursday.
The Civil Air Patrol (CAP) was able to safely join in the search effort Thursday morning and spotted wreckage shortly after sunrise.
McRae was flying alone from Lake Hood in Anchorage en route to Port Alsworth in Lake Clark National Park and Preserve early Friday evening.
The Alaska Rescue Coordination Center received indication of an aircraft 406 Beacon activation and sent search crews to the vicinity of the transmitted coordinates. The search that evening was limited due to very poor weather and visibility.
Bad weather conditions prevailed until today.
TUESDAY UPDATE:
The search for missing bush pilot David McRae will continue Tuesday after poor weather conditions again hampered efforts to find him on Monday.
According to the National Parks Service, Pave Hawk helicopter crews with the Air National Guard have so far been unable to reach the area from where McRae's emergency locator beacon was transmitting.
"The aircraft is believed to be at about the 5,000 foot elevation in a rugged, mountainous location between Merrill Pass and Telaquana Lake," NPS wrote in a Tuesday press release. "Search efforts will continue today."
McRae's aircraft went missing on a Friday afternoon flight from Anchorage to Lake Clark. Tuesday marks the fifth day of efforts to try and locate him.
MONDAY UPDATE:
Search for missing Alaska bush pilot continues into its fourth day
Search efforts are continuing for a pilot who went missing on a Friday afternoon flight out of Lake Hood, according to a statement from the National Parks Service and the Alaska Air National Guard.
The pilot has been identified as 55-year-old David McRae, the nephew of former Alaska First Lady Bella Hammond and the late Governor Jay Hammond, the National Parks Service said in a Sunday night press release.
Authorities believe McRae was the pilot and sole occupant of a single-engine Pilatus Porter which took off from Lake Hood Friday afternoon en route to Lake Clark Lodge with a load of fuel. The plane failed to reach its destination and was declared missing in Lake Clark National Park and Preserve.
Search efforts by the Air National Guard over the weekend were hampered by low clouds and fog, NPS said. The Air Guard plans to continue searching on Monday morning.
"Searchers are focusing on an area where an ELT signal was first received on Friday evening. The area is between Merrill Pass and Telaquana Lake, in the rugged northern portion of the national park," NPS wrote in the release.
Source: http://www.ktuu.com
David McRae.
UPDATE, November 2, 2016: It's been six since Anchorage pilot David McRae's plane went down in Lake Clark National Park. With a window of slightly better weather this morning, the Alaska Air National Guard continued search efforts by helicopter and C-130. Friend and fellow pilot Glen Alsworth from nearby Port Alsworth has been monitoring the search for McRae closely, which he says has been constantly hampered by foul weather.
"The way the low pressure is set up in the Bering Sea side and the high pressures to the east, it's streaming that warm wet air from the Gulf of Alaska right up across the Alaska range where it is cooling and turning into fog and snow. And it's been accompanied by high winds as well," Alsworth explains.
McRae's plane is believed to have gone down in a mountainous area along the Merrill Pass route between Anchorage and Lake Clark. An emergency beacon from the plane indicated an altitude of about 5000 feet, and the search radius has been narrowed to approximately one mile. But hope of finding McRae alive fades with each new day of poor weather.
"It's quite unusual that it's such a long time the weather has stayed in this same pattern. It's very unfortunate. We need a break so we can give the search and rescue folks a chance to even access this site," says Alsworth.
McRae was flying a load of fuel to his aunt Bella Hammond's lakeside lodge Friday went his plane apparently went down. He has deep ties to the Bristol Bay region, and is a highly respected pilot. Alsworth has known him for years.
"David Mcrae's just a fine gentlemen, has always been very careful, very measured in his decisions," Alsworth says. "He's always been just extremely responsible and careful in all the interfacing I've ever had with him."
McRae is believed to have been the only person on board the single engine Pilatus Porter. The National Transportation Safety Board says it will be investigating the crash.
ORIGINAL REPORT, October 31, 2016:
The search continues for a plane and pilot, missing since Friday, in the Lake Clark National Park and Preserve. 55-year-old David McRae, of Anchorage, was en route from Lake Hood to a lodge on Lake Clark when his single engine Pilatus Porter apparently went down. After a weekend of poor weather that hampered search efforts, National Park spokesperson John Quinley says a helicopter crew was able to begin a better effort this morning.
"Today the reports are that visibility is better—seems like fewer clouds, less cloud cover," says Quinley. "I think there's some optimism that this might give the Alaska National Guard helicopter crew the window they need to get in into the elevation 5000 foot area and really be able to give a thorough search."
The C-130 aircraft that rescue crews were using this weekend in addition to the helicopter is grounded today for maintenance.
McRae's emergency locator transmitter went off Friday but did not transmit full coordinates. The last known location was at 5000 feet in an area of rugged, mountainous terrain.
"Merrill Pass is one of a handful of passes that allow smaller aircraft to get from the Cook Inlet side to the West side of those mountains," Quinley says, "And the search area is south of South of Merrill Pass and toward Telaquana Lake. And it's just been a foul weather weekend for trying to run a search."
The National Transportation Safety Board is investigating the crash, but Clint Johnson, NTSB's Alaska chief, says that rescue efforts take precedence right now.
"Our hopes are that we find this airplane, hopefully within the next couple of days or as soon as possible."
McRae is believed to have been the only person on board the plane. The Alaska Dispatch News reported he was flying a load of fuel to his aunt, former Alaska first lady Bella Hammond.
Source: http://kdlg.org
ANCHORAGE – Low clouds continue to hamper efforts to find a pilot whose plane went missing in Lake Clark National Park and Preserve.
David McRae, 55, intended to fly from Anchorage to a family members homestead near Lake Clark on Friday. But he never arrived and his emergency location transmitter activated, initiating a days-long search in the park. His plane is believed to be at around 5,000 feet in elevation in steep, rugged terrain of the Neocola Mountains.
Parks Service officials say they're refining the exact location of the transmitter so the Alaska Air National Guard rescue crew only needs a narrow window to get to it. They are staying in the area, hoping the clouds break.
On Monday, NTSB aviation accident investigator Noreen Price said the rescue crew believe they had gotten with a few miles of the plane's location, but the weather prevented them from finding McRae.
Some of the rescue crew have medical training and are equipped to handle emergency treatment once they find McRae.
"Friends and family say that he is a very tough man who had survival gear on the air craft and certainly is capable of a survival scenario," Price said. "So we are hoping for the best."
Source: http://www.ktva.com
ANCHORAGE (KTUU) - The search for a missing Bush pilot and Bristol Bay commercial fisherman continued into its fourth day on Monday with weather continuing to be a challenge.
David McRae, 55, has been missing since Friday evening. He's the nephew of former Alaska Gov. Jay Hammond and his widow Bella, who lives at the family's homestead at Lake Clark.
McRae left Anchorage's Lake Hood on Friday afternoon, piloting a single-engine Pilatus Porter equipped with a load of fuel for Bella Hammond.
"He's probably Bella's primary help as far as fuel and fixing things. He's a major part of the reason Bella is able to live at their home on Lake Clark," said Rick Halford, a former Alaska Senate president, Bush pilot, and family friend.
With several decades of flying experience under his belt, McRae is a competent and skilled aviator, Halford said.
The route he was flying through the Alaska Range is marked by steep, rugged mountains. The Alaska National Guard described the weather and visibility on Friday evening as "very poor."
"There are a lot of places on that route if you run into something, like lousy weather, you might need to put down on a glacier. We're hoping he's in the airplane waiting for the arrival of someone to pick him up," Halford said on Monday morning.
The Rescue Coordination Center received a distress signal from an emergency locator transmitter at about 6:30 p.m. on Friday. The coordinates did not immediately transmit. Controllers used registration information logged with the transmitter to make phone calls to numbers that were registered with McRae's family at Lake Clark Lodge.
A HH-60 Pavehawk helicopter and aircrew left Joint Base Elmendorf-Richardson at 10:25 p.m. It had to turn around due to poor weather.
Search and rescue efforts continued at first light on Saturday but challenging weather, poor visibility and terrain continued to hamper the mission, according to the National Guard. Rescuers are focusing on an area between Merrill Pass and Telaquana Lake, in the northern part of Lake Clark National Park and Preserve, about an hour's flight west from Anchorage.
Weather reports for the search area on Monday indicate variable clouds with snow showers. Lt. Col. Candice Olmstead said challenging weather on Monday continued to prevent the search crew from pinpointing the plane.
"They really need a break in the weather," said Glen Alsworth, owner of Lake Clark Air.
Alsworth described the missing pilot as a "gentle-spirited guy" who was "very helpful and humble."
McRae, who was single, commercially fished the waters of Bristol Bay during summers, according to Alsworth and published accounts. He lived in Anchorage, Seattle, and at Lake Clark Lodge.
He was a co-owner of Fly Denali for awhile and flew clients for a few months.
But he liked to keep his own schedule.
"Being a full-time pilot didn't fit with his lifestyle," said Fly Denali's founder Jim Trumbull.
Reached by phone at the family's Lake Clark homestead, Heidi Hammond, daughter of Jay and Bella Hammond, said the family was not up for commenting.
"They are obviously very worried," said Halford.
He said the Hammond family remains hopeful that McRae is still alive.
"We all have a very high level of faith in David's ability."
ANCHORAGE – Last updated at 5:15 p.m. on Monday, Oct. 31
The search continues for a pilot and their plane that went missing Friday evening in Lake Clark National Park and Preserve. The pilot has been identified as 55-year-old David McRae, of Anchorage.
An aircraft 406 beacon was activated and received by the Alaska Rescue Coordination Center (RCC) around 6:30 p.m., according to a statement from Lt. Col. Candis Olmstead, a spokeswoman for the Alaska Air National Guard. The coordinates were not immediately transmitted, making it more difficult to determine the area where the plane might have gone missing.
RCC controllers identified the beacon's origins to a Pilatus Porter turbo prop aircraft, and called phone numbers associated with its registration information, Olmstead explained.
"They were able to reach a family member at approximately 7:30 p.m. who was presently at Lake Clark Lodge," she wrote.
McRae's family stated he left Lake Hood in Anchorage Friday afternoon to deliver fuel to another family member's homestead on Lake Clark, but never arrived, according to Megan Richotte, the acting superintendent for the park.
Around that time, the coordinates for the beacon came through to the RCC, allowing rescue coordinators to identify a 10- to 25-mile area between Merrill Pass and Telaquana Lake to search, somewhere in the steep Neocola Mountains.
"Merrill Pass is one of two main passes from Anchorage to southwest Alaska, Lake Clark Pass being the other one," Richotte explained. "Our understanding is that Lake Clark Pass was his original destination or route to get to Lake Clark, but for some reason he tried to go through Merrill Pass instead. The weather was iffy on that day so it may have been a weather-related decision."
The RCC reached out to the National Park Service to alert them to McRae's last known location, and offered to assist with rescue efforts. NPS spokesman John Quinley said the Alaska Air National Guard has conducted the by-air search, as NPS aircraft were not suited for the weather in the area.
Olmstead said that weather caused low visibility Friday and Saturday, further hampering efforts to find McRae. She said an HH-60 Pave Hawk helicopter and aircrew from the Alaska Air National Guard's 210th Rescue Squadron, along with two pararescuemen from the 212th Rescue Squadron, left Joint Base Elmendorf-Richardson around 10:30 p.m. to begin actively searching for the plane.
"The team encountered poor weather in Merrill Pass, approximately 90 miles west of Anchorage," she wrote. "They attempted two times over the evening hours to reach the site but were turned around due to poor visibility and weather. They returned to Joint Base Elmendorf-Richardson, arriving at midnight, with plans to resume the search Saturday morning at first light."
A low cloud ceiling, snow and very poor visibility on Saturday continued to inhibit the search team, which was looking in an area of steep, rugged terrain, according to Olmstead. An HC-130 King aircraft from the Alaska Air National Guard's 211th Rescue Squadron joined the search at approximately 1 p.m. Saturday, and helped refuel the helicopter.
Quinley said McRae's plane was believed to be in an area about 5,000 feet high. While some peaks in the area were visible above 5,000 feet, he said fog and local weather conditions were "sketchy" on Sunday, but he was hopeful the team would find a window with better visibility as the weather clears up.
On Monday, the weather had cleared by a small amount, but not enough for search teams to locate the plane, according to NTSB aviation accident investigator Noreen Price.
"Weather is still obscuring the area of the [emergency location transmitter] location," Price said. "And they are not able to get on scene right now. They believe they are three miles out but are just waiting for weather to clear."
McRae is believed to be the only person on board the missing plane Quinley said. McRae is the nephew of former Alaska first lady Bella Hammond and the late Gov. Jay Hammond.
When asked if the beacon could have been activated manually by the pilot, Quinley said the beacon system could be triggered by someone on board the plane, but it could also be activated by a severe impact. He also noted that the Alaska Air National Guard teams searching for McRae included medical personnel equipped to handle emergency treatment in the field.
"Friends and family say that he is a very tough man who had survival gear on the air craft and certainly is capable of a survival scenario," Price added. "So we are hoping for the best."
Lake Clark National Park and Preserve is located in Southcentral Alaska, west of the Kenai Peninsula and north of Lake Iliamna.
David McRae was doing a routine fuel haul on Friday, flying his bush plane from Anchorage to deliver fuel to his aunt Bella Hammond's homestead on Lake Clark.
He was supposed to arrive in the early evening at the Port Alsworth lodge she and late former Alaska Gov. Jay Hammond built and shared for decades.
But McRae never made it.
"We think the weather probably caused some kind of problem and he detoured," Hammond said by phone Sunday evening. "But we don't know why and what exactly happened."
For the last two days, searchers have been fighting bad weather as they look for McRae and his airplane in rugged, mountainous terrain in Lake Clark National Park and Preserve.
McRae had taken off from Lake Hood in his Pilatus Porter turboprop late Friday afternoon, according to the Alaska Air National Guard. He was the only person aboard the plane, said Clint Johnson, chief of the National Transportation Safety Board's Alaska office.
The Alaska Rescue Coordination Center first received an emergency locator beacon distress signal from McRae around 6:30 p.m. Friday, but the coordinates didn't fully transmit, said Lt. Col. Candis Olmstead of the Alaska Air National Guard.
It wasn't until an hour later that rescuers were able to determine a 10- to 25-mile radius of the beacon and focus the search on an often-traveled but treacherous area near Lake Clark pass, about 90 miles west of Anchorage.
On Saturday and Sunday Alaska Air National Guard helicopter and HC-130 aircraft crews searched the area but were turned back by worsening weather, with low clouds, fog and temperatures just above freezing, according to Olmstead.
As of Sunday night, the search had narrowed to an area between Merrill Pass and Telaquana Lake, said John Quinley of the National Park Service.
The emergency transmitter beacon seems to be coming from an elevation of about 5,000 feet, said Clint Johnson of the National Transportation Safety Board.
Hammond said her nephew often helped out at the homestead.
"He does a lot of work and helps me a lot here," she said. "He's really proficient in so many ways. He's just a very capable person."
McRae grew up in Williams Lake, British Columbia. He spends time at Lake Clark, in addition to Anchorage and sometimes Seattle, Hammond said.
Karl Johnstone, a retired judge and former Alaska Board of Fisheries chairman, said McRae was flying a route he knew well.
Johnstone described McRae as a cautious pilot who had made the journey from Anchorage to the Lake Clark lodge countless times.
"He knows the area about as well as anybody," Johnstone said.
Story and comments: https://www.adn.com
Cessna A185F Skywagon, N124UA: Incident occurred October 30, 2016 near Flying Crown Airport (AK12), Anchorage, Alaska
http://registry.faa.gov/N124UA
FAA Flight Standards District Office: FAA Anchorage FSDO-03
AIRCRAFT FORCE LANDED ON RAILROAD TRACKS, NEAR ANCHORAGE, ALASKA
Date: 30-OCT-16
Regis#: N124UA
City: ANCHORAGE
ANCHORAGE –
A pilot made a safe but sudden landing in South Anchorage Sunday afternoon.
The pilot, John Kagerer, reported that his engine quit shortly after taking off from Flying Crown Airport, a private runway near the Seward Highway. He was able to find some clear space and landed on some train tracks. Kagerer said his plane was not damaged.
One passenger was on board the plane during the incident, Kagerer said. Neither he nor his passenger was injured.
Kagerer said he has been flying for 35 years and has never had an engine quit on him before.
He said the challenge now is getting a truck or trailer large enough to tow his plane from the scene. He said he stores his plane, a Cessna 185, at Flying Crown.
Brazil Clay County Airport: flying high or wings clipped?
Owen Holmes, 4, helps his grandfather, Ray Jones, check fuel for water in his plane at the Brazil Clay County Airport.
(This is part two of a two-part series about the history and current state of the Brazil Clay County Airport.)
Brazil Clay County Airport Board President Ray Jones says that some people think the local airport is nothing but a bunch of "good ole boys who just sit around drinking beer and coffee on the weekends. But he says that's absolutely not true.
A lot of people don't even know that Brazil/Clay County has an airport. Those who are aware have varied opinions about its purpose and usefulness. Some say it's a waste of taxpayer money and should be closed.
"I don't want it closed but I really question why my tax dollars are going to support an entity that's used by such a small amount of people," Brazil resident Susan Crick said. "I'd really like to understand the benefits to our county."
The county's budget for the airport in 2015 was around $49,000. For 2016 it was lowered to $33,500. It's being cut to about $31,000 for 2017. The airport takes in about $9,000 a year. Their revenue sources are hangar rentals, leasing 18 acres of land to a local farmer and from fuel sales. There are 20 hangar spots; nine are private, 11 are rentals. Of those 11, one rents for $75 a month and the others are $60 a month. Jones said the $9,000 is part of the total annual budget. So, in 2017, if the airport raises $9,000 the county will be providing just $22,000.
Dissenters think the airport is just draining the county of money with no benefits. They wouldn't care if the airport were closed. Jones says that the Board and other county residents feel that $22,000 is a very small investment and that the airport gives back much more than that to the community. They think it has great value and potential and want it to grow.
When asked how they might increase funds, Jones said they're having a fly-in and Young Eagle Flights next year. A Fly-In invites pilots from all over to fly in to the airport to visit with other pilots and their families and see other planes. Food is available. The public is invited and it gives them an opportunity to see the airport, how it functions and observe some of the aircraft. Plane rides might be offered.
Young Eagle Flights is a program that offers free rides to kids ages 8 through 17. The airport will have an open house inviting the general public and pilots from other airports for breakfast or lunch.
The airport does provide benefits for the city and county. Several local businesses use the airport to increase their efficiency and cut costs.
Ken Maurer from PDF said, "Many of our business trips would take three days. By using the local airport we can do it all in one day. That saves us a lot of time and money."
Companies using the airport are Interior Fixtures, Kent Booe Trucking, PDF, Brickcraft and Duke Energy. These companies employ many county residents who spend their money in Clay County which helps maintain the local economy. The cost savings afforded by the airport help in providing some of these jobs.
Indiana State University has used BCCA for training purposes. Occasionally the military has used it; a couple Blackhawks have landed there. And it's been used for emergency landings. A lot of crop dusting originates from this airport with the local Ceres Solutions delivering the needed fuel and chemicals. Again, this helps keeps local money in the community.
Air Evac Life Team is located at the Brazil Clay County Airport. They came here in 2004. Program Director Lori Mayle said a big part of the reason Air Evac located in Brazil was because of the airport. Air Evac goes to small towns where air medical service is limited. Local airports are a drawing card because they provide safe in and out air traffic.
Potential uses of the airport are limitless. Kip Clark, a Clay County resident and Airport Board member said, "We as a community need to embrace our airport. It's a potential crown jewel of our county. It supports local industry which utilizes it for their operations. And we have not fully utilized its economic and educational capabilities."
Clark, who is a pilot and Commander of the 181st Intelligence Wing, said his interest in aviation was piqued when he was eight or nine years old and someone took him for an airplane ride at the Brazil Airport. He thinks many of today's youth are unaware of the existing opportunities and careers available coming from the monstrous growth taking place in the field of aviation.
He believes the drone industry and unmanned systems will grow dramatically in the next few years. Clark would like to see an aviation class offered at the county high schools to give kids a chance to see what's out there.
Dr. Tim Rayle, Assistant Superintendent for Curriculum & Instruction for Clay Community Schools, says that could be a possibility. Rayle had plans to talk with ISU in October and maybe later with Ivy Tech Community College about the possibility of classes for aviation and unmanned systems. When asked why he didn't talk to the BCCA Board about this he said he had talked to them in the past, several years ago, and there appeared to be no interest from the students.
Clark says that students can't get interested in something they don't know exists. He wants to make contact with Dr. Rayle soon and hopes they can work together on this.
Most of the County Council members want to keep the airport open. But they would like to see it become self-supporting. Jones said if they could get enough money to asphalt the tarmac, about $25,000, and seal coat the runway and repaint the lines, about $19,500, there's a possibility the airport could then become self-sufficient.
County Council President Larry Moss does not want the airport closed. "I'm not in favor of shutting it down," he said. "We need to get it operating at a reasonable budget. We've got to figure out what we're going to do long term. I'm an optimist and hope we can keep it open."
County Councilwoman Toni Carter said, "Most of my constituents that have talked to me about this issue feel like the airport only supports a small group of people and it's not really a big benefit to the county. It's all about the funding," Carter continued. "If they can be self-sufficient that's great. If they can't then the county needs to make some decisions."
The BCCA Board definitely wants it to remain open. They believe it's a tremendous asset to the county and they're working very hard to keep it active and viable.
"There's an old saying," Jones said. "When a pilot loses his license it's like losing his dog, and close to losing his wife. I'm not making light of the situation," he continued. "I really think if Clay County lost this airport it would be like clipping the wings of the community."
Board member Carl Trout said "One mile of road takes you a mile. A mile of runway can take you anywhere in the world."
Source: http://www.thebraziltimes.com
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Britain's busiest 'oriental' actor from the late 1950s to the late 1970s, Cheshire-born, Shanghai-raised Kwouk has rarely been off cinema and TV screens since his film debut in 1957. Best remembered as Peter Sellers' maniacal manservant Kato in most of the 'Pink Panther' comedies, he was also prominent in the long-running Tenko series on TV. Born Herbert Kwouk and an unmistakeable character with his seductively harsh tones and impassive stare, his many movies include Windom's Way (1957), The Inn of the Sixth Happiness (1958), Expresso Bongo (1959), The Terror of the Tongs (1961), The War Lover (1962), A Shot in the Dark (1964), Goldfinger (1964), The Brides of Fu Manchu (1966), Casino Royale (1967), Deep End (1970), The Return of the Pink Panther (1974), The Pink Panther Strikes Again (1976), The Fiendish Plot of Dr Fu Manchu (1980), Curse of the Pink Panther (1983), Plenty (1985), Empire of the Sun (1987), Air America (1990), Carry On Columbus (1992), Son of the Pink Panther (1993), Peggy Su! (1997), Kiss of the Dragon (2001), Fat Slags (2004) and Low Winter Sun (2006), his last. He died from cancer.


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Xerox ContentGuard to Protect Copyright Online
Paul Hilts |
Xerox Corp. announced new software last Monday at the Seybold Publishing Seminars in San Francisco that promises to spur e-commerce by protecting copyright online and automating the tasks that most bog down publishers in putting copyrighted materials online.
ContentGuard, developed by Xerox's Palo Alto, Calif., Rights Management Group, has units that clear copyrights automatically and let publishers define rights, licenses and fees as necessary; that tie in to encryption and delivery software from other companies such as Adobe Systems' Acrobat; and that track and report usage back to the publisher.
According to Prasad Ram, general manager of XRMG, "Worries about copyright infringement have held publishers back from leveraging the Internet for new business. ContentGuard alleviates those fears, and enables e-business by automating publishers', online merchants' and readers' tasks, making purchases easier."
Ram said four points differentiate ContentGuard. First, customers will not need to add any other software to their systems, as the new releases of software the reader already owns, such as Adobe Acrobat, will contain elements of ContentGuard.
Second, ContentGuard automatically checks for rights and license agreements, and clears all rights before sending the requested work. Third, CG is fully integrated with e-commerce programs to approve credit and complete payment to the publisher (Barnes & Noble and e-retailer Fatbrain.com are two of the partners already signed up to use ContentGuard).
And finally, CG is format independent, allowing publishers to make what Xerox terms "self-protecting documents" in Adobe's PDF format, or in HTML, XML or any format likely to be popular for delivering materials in the near future. This last is especially important because most e-book makers have agreed to use the Open eBook standard format, which is based on HTML.
Adobe Key Partner
Adobe Systems is a key partner in this first announcement for two reasons. First, John Warnock, CEO of Adobe, said there are more than 100 million copies of Acrobat Reader in use now, allowing readers to view documents regardless of their brand of viewing machine. Second, most publishers already using digital production to make their books, send files to their printers using the Acrobat PDF format; thus they can take the files from their standard work flow and use them for Web commerce as well as for print.


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Q: Firebase authentication: is there a way to set multiple phone numbers for a single user account? Does Firebase support a single user with multiple phone numbers?
We are building a system where the admin of a group may add users to a group by simply adding their phone number(s) (a user may have multiple numbers). And we're considering using Firebase authentication.
User is required to add their email, password, phone numbers when signing up on the system. This basically grants the user access to the groups where their phone number is listed whenever they login.
In a case where a user has two phone numbers A & B, he may signup for Group1 with phone A, and signup for Group2 with phone B. Firebase allows for Phone Authentication, which also verifies that this user is the true owner of the phone number and thus we can grant them access to their relevant subscribed groups.
We'd like the user to login using their email/pass or any of their phone numbers and still be able to see all their subscribed to groups. So on our above example user should see Group1 and Group2 irrelevant to whether they signed in with their email/pass, phone A or phone B.
This requires that user profile should have both (or more!) phone numbers, but reading through Firebase docs, we couldn't see relevant information for having multiple phone numbers for a single user. Appreciate your feedback.

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