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NorTrac Subsoiler - 3-Point Hitch

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The McDonnell Douglas MD-11

!±8± The McDonnell Douglas MD-11

I

The McDonnell-Douglas MD-11, intended successor to its earlier DC-10 and the third widebody tri-jet after the DC-10 itself and the Lockheed L-1011 TriStar, traces its origins to the General Electric and Pratt and Whitney engine competition to provide a suitable powerplant for the Lockheed C-5A Galaxy military transport, resulting in the first high bypass ratio turbofan, while the DC-10, the result of American Airlines' 1966 requirements for a 250-pasenger transcontinental airliner, had been built in five basic versions, inclusive of the DC-10-10, the DC-10-15, the DC-10-30, the DC-10-40, and the KC-10 Extender, achieving an ultimate production run of 446. Program cost overruns had intermittently necessitated the Douglas Aircraft Company's merger with McDonnell, hitherto a military aircraft manufacturer, in order to ensure survival of both the company and its aircraft.

Douglas design studies for both narrow and widebody successors, powered by high bypass ratio turbofans and accommodating 150 passengers, had been initiated as far back as the late-1970s. Although no definitive aircraft program had, in the event, been launched, detailed market analysis, along with new technological research, would later prove valuable to the eventual design. The 60 orders for the KC-10 had enabled Douglas to maintain the basic DC-10 production line longer than it would have if it had only relied on commercial orders, thus delaying the need for a replacement. Yet, because it would be based upon its earlier-generation counterpart, it could proceed through its definition and design phase far more rapidly than the later, competing Airbus A-340 and Boeing 777, entering the market earlier than these aircraft and tapping into an existing DC-10 customer base for potential sales.

Unlike that aircraft, however--whose five basic versions had shared the same fuselage length and cross-section--the projected successor of 1979 had featured a 40-foot fuselage stretch capable of accommodating 340 mixed-class passengers, three General Electric CF6-50J turbofans producing 54,000 pounds of thrust each, a strengthened wing, and a 630,000-pound gross weight.

The resultant DC-10-60, paralleling the earlier, stretched, long-range DC-8-60 series, had offered a 75-passenger increase over the DC-10s of Air New Zealand and Swissair who had been targeted as potential launch customers, but use of the existing wing had severely eroded performance, and five-foot extensions, coupled with a new wing fillet and active ailerons to reduce gust loads, had considerably improved it. Indeed, revised trailing edge flaps and a larger tailcone had resulted in a 24-percent fuel reduction over that of the DC-10 and its seat-mile costs had been lower than those of the four-engined Boeing 747.

Program launch, intended for 1979, had been usurped by Douglas's further definition of its versions, which, designated "DC-10-61," "DC-10-62," and "DC-10-63," had even more closely reflected the DC-8-61, DC-8-62, and DC-8-63 nomenclatures. The DC-10-61, for instance, had been intended as a domestic variant with the 40-foot fuselage stretch and a 390-passenger capacity, and had been powered by 60,000 thrust-pound engines. The DC-10-62, with a reduced, 26.7-foot fuselage insertion, had been intended for very long-range operations, with a 14-foot wingspan increase, active ailerons, and a four-wheeled centerline main undercarriage unit. It had been intended to carry some 40 fewer passengers than the -61, while the -63 had combined the design features of both, resulting in a high-capacity, long-range variant.

A series of intermittent DC-10 accidents, none of which had been traced to an inherent design flaw, along with the prevailing economic recession, had precluded further Super DC-10 development at this time, although one of its features, eventually incorporated in its successor, had been flight-tested on a Continental Airlines DC-10-10 in August of 1981. Winglets, extending both above and below the wing tip, and varying in size, had resulted in a three-percent fuel reduction because of an equal decrease in generated drag.

Thus buoyed only by MD-80 sales, the Douglas Aircraft Company rode the recession. A projected DC-10 replacement, bearing an MD-11X-10 designation in 1984 and offering considerably more advancement than the original Super 60 series had, had been most closely based on the DC-10-30 with a 580,000-pound maximum take off weight, a 6,500-nautical mile range with a full payload, and either three General Electric CF6-80C2 or Pratt and Whitney PW4000 engines. A higher-capacity version, to be offered in parallel with the basic airframe, had featured a 22.3-foot fuselage stretch, to permit 331 mixed-class passengers to be carried over 6,000-mile ranges and had a corresponding 590,000-pound gross weight. American, Delta, Lufthansa, and Toa Domestic Airlines, considering this iteration, had suggested refinements which had later been incorporated in the definitive aircraft.

By the following year, the board authorized order solicitations, although both versions had, by this time, featured the same fuselage length, the medium-range variant, at a 500,000-pound gross weight, offering a 4,781-mile range, and the long-range counterpart, at a 590,000-pound gross weight, offering a 6,900-mile range. Accommodating some 335 passengers in a typically mixed arrangement, they introduced composite construction, a two-person cockpit, and an advanced electronic flight system.

At the time of official program launch, which had occurred on December 30, 1986, 92 orders and options had been placed by Alitalia, British Caledonian, Federal Express, Korean Air, SAS, Swissair, Thai Airways International, and Varig.

The MD-11, which had rolled out for the first time some three years later in September of 1989 in Long Beach, California, and had been registered N111MD, had been devoid of its engines, winglets, vertical stabilizer, and paint scheme, but displayed the logos of the 29 customers which had ordered or optioned the type by this time. As these surfaces had subsequently been added, however, it bore a close similarity to the DC-10-30 from which it had been derived.

Featuring an 18.6-foot stretch over that aircraft, attained by means of two fuselage plugs, it retained its nose and cockpit sections, but introduced an elongated, drag-reducing, chisel-shaped tailcone, and offered a 201.4-foot overall length when fitted with General Electric engines, or a 200.11-foot overall length with Pratt and Whitney powerplants.

The two-spar Douglas airfoil, built up of chordwise ribs and skins and spanwise stiffeners, featured a 169.6-foot span, a 35-degree sweepback at the quarter chord, and six degrees of dihedral, rendering a 7.9 aspect ratio and a 3,648-square-foot area. Low-speed lift was augmented by new, full-span leading edge slats and redesigned, double-slotted trailing edge flaps, while roll control was provided by inboard, all-speed ailerons made of metal with composite skins, and outboard, low-speed ailerons which drooped with the trailing edge flaps during take off and were entirely constructed of composite material. Each wing also contained five spoiler panels.

Fuel, carried in wing integral tanks, totaled 40,183 US gallons.

Up- and downward-extending winglets, installed on the wingtips themselves, had provided the greatest distinction to the DC-10. Harnessing the drag-producing vortex otherwise created by wingtip pressure differential intermixing, they had been comprised of a seven-foot, upward-angled section made of a conventional rib and spar, but covered with an aluminum alloy skin and completed by a carbonfibre trailing edge, and a 2.5-foot, downward-angled section made entirely of carbonfibre, collectively encompassing a 40-square-foot area.

Because of the increased moment-arm and computer-controlled longitudinal stability augmentation software, the MD-11's horizontal tail had been 30 percent smaller than that of the DC-10 and featured a 2,000 US gallon integral trim tank which increased range and facilitated in-flight center-of-gravity optimization. Its advanced, cambered airfoil, and reduced, 33-degree sweepback, coupled with an electromechanically-activated variable incidence tailplane fitted with two-section, slotted, composite trailing edge elevators on either side, resulted in a 1,900-pound structural weight reduction and decreased in-flight drag.

Power had been provided by three 62,000 thrust-pound General Electric CF6-80C2 or 60,000 thrust-pound Pratt and Whitney PW4462 high bypass ratio turbofans, two of which had been pylon-attached to the wing leading edge underside and one of which had been installed in the vertical tail aft of the fin torsion box. Tracing its origins to the 41,000 thrust-pound TF39 engine originally developed for the Lockheed C-5A galaxy, the former had evolved into the quieter, more advanced CF-6 intended for commercial operation, and its 40,000 thrust-pound CF6-6D had powered the domestic DC-10-10, while its 48,000 thrust-pound CF6-50C had powered the intercontinental DC-10-30, along with the Airbus A-300 and some versions of the Boeing 747. The even more advanced CF6-80A had also been chosen to power the A-310 and the 767.

Incorporating the CF-6's core, with a larger, 93-inch, two-shaft fan, the CF6-80C2 powering the MD-11 had offered 17-percent more thrust and had a bypass ratio of 5.05. Linked to a full authority digital engine control system, which itself had provided electronic autothrottle and flight management system interface, the turbofan had offered reduced fuel burn.

The alternative Pratt and Whitney PW4060, whose reduced length equally decreased the aircraft's overall length by five inches, had been the only other customer option. The Rolls Royce RB.211-524L Trent, briefly listed as a third alternative, had been specified by Air Europe for its 18 firm and optioned orders, but the financial collapse of its parent company had precluded its continued offering.

The hydraulically-actuated, tricycle undercarriage, like that of the DC-10-30, had been comprised of a twin-wheeled, forward-retracting nose unit; two quad-wheeled, laterally retracting main gear bogies; and a twin-wheeled, forward-retracting, fuselage centerline strut, all of which had featured oleo-pneumatic shock absorbers.

The MD-11 cockpit, significantly deviating from the DC-10's, had been operated by a two-person crew, the third, or flight engineer, position replaced by digital avionics and computerized flight control and management systems, while the Aircraft System Control, or ASU, had been comprised of five independent, dual-channel computers which automated all of his previous functions.

The passenger cabin, designed for flexibility, had incorporated seat, galley, lavatory, and garment closet installation on cabin length-running tracks whose one-inch increments facilitated multiple configurations and densities and rapid rearrangements, thus permitting carriers to operate the type on scheduled flights during the week and on high-density/charter services during weekends. Compared to the DC-10 cabin, the MD-11 featured light-weight side panels and seat assemblies; improved lighting; larger, restyled overhead storage compartments which tripled the per-passenger volume to three cubic feet; standard centerline bins aft of the second door; and provision for overhead crew rest beds.

A typical two-class, 323-passenger configuration had entailed 34 six-abreast first class seats at a 41- to 42-inch pitch and 289 nine-abreast economy class seats at a 33- to 34-inch pitch, while a three-class arrangement had included 16 six-abreast first class seats at a 60-inch pitch, 56 seven-abreast business class seats at a 38-inch pitch, and 221 nine-abreast economy class seats at a 32-inch pitch. Maximum capacity, in a ten-abreast, three-four-three configuration, had been 409.

The MD-11, with a 114,100-pound weight-limited payload, had a 602,500-pound maximum take off weight. Accommodating 298 three-class passengers, it had offered a 6,840-nautical mile range, including FAA-required reserves.

First taking to the skies on January 10, 1990 from Long Beach, the MD-11 had performed stability and control tests over Edwards Air Force Base, achieving a maximum altitude of 25,000 feet and a 300-knot speed before concluding a highly successful two-hour, 56-minute maiden flight. Three hundred fifteen orders and options had been received for the type by this time.

The certification program, which had entailed four General Electric CF6-80C2 and one Pratt and Whitney PW4460 powered airframe, had notched up several commercial tri-jet records, including a 9,080-mile flight from Anchorage, Alaska, on July 31, 1990, with the fourth prototype, which had remained aloft for 16 hours, 35 minutes.

Type certification had been achieved on November 8 for the CF6-80C2-powered version and December 19 for the PW4460 aircraft, while clearance had been given for Category IIIB landings the following April.

II

Finnair, the type's launch customer, had taken delivery of its first aircraft, registered OH-LGA, at a ceremony in Long Beach on November 29, 1990, and a representative intercontinental sector with this aircraft had been made two years later, in October of 1992.

Founded on November 1, 1923 by Bruno L. Lucander, the private carrier, then designated "Aero O/Y," had inaugurated service the following March to Reval, Estonia, with Junkers F.13 aircraft, before expanding to Stockholm, with an intermediate stop in Turku, in cooperation with Sweden's ABA. Finnish domestic route development, because of the country's profusion of lakes, had necessitated floatplane equipment, although post-1936 airport construction had enabled it to acquire two de Havilland Rapide Dragon biplanes and, later, two Junkers Ju.52/3ms.

Shortly after World War II-mandated flight suspension had been lifted, the fledgling airline, now 70-percent government owned and renamed "Aero O/Y Finish Air Lines," had reestablished its Helsinki-Stockholm sector and acquired nine DC-3s.

The 1950s, characterized by continental route system expansion and modern, Convair 340 aircraft acquisitions, had taken it to Dusseldorf, Hamburg, London, and Moscow from a steadily expanding Helsinki flight hub, and the type had been superseded by the slightly higher-capacity Convair 440.

The MD-11, powered by General Electric CF6-80C2D1F engines and configured for 58 business class and 278 economy class passengers, had been ordered to replace its DC-10-30s, and had first been deployed on the Helsinki-Tenerife route on December 29, 1990, to amass initial operating experience before being transferred to the North American and Far Eastern sectors for which it had been intended.

Its two MD-11s had operated the Helsinki-Tokyo and Helsinki-Bangkok-Singapore routes, while its DC-10-30s had continued to serve the New York and Beijing sectors.

The first, to Japan, had spanned 4,862 miles and had entailed a nine-hour, 35-minute block time, and had been operated by the first MD-11 to enter passenger-carrying service, OH-LGA.

The tall, dense trees surrounding Helsinki's Vantaa International Airport, still wearing their yellow and gold autumn coats, appeared diffused as the biting, 30-degree wind whirled snow flurries toward the geometric pattern of ramps, taxiways, and runways. The goliath, blue-trimmed Finnair MD-11 tri-jet, currently the only widebody on the white-dusted tarmac accompanied by a myriad of narrow body DC-9, MD-80, and 737-300 twinjets, was towed to Gate A-4 30 minutes before its scheduled, 1620 departure time amid the late-afternoon, diminished Nordic light.

The MD-11's two-person cockpit, a radical departure from the DC-10's, sported six eight-square-inch Cathode Ray Tube (CRT) glass display units, comprised of the duplicated Primary Flight Display (PFD), Navigation Display (ND), Engine and Alert Display (EAD), and Systems Display (SD) schematics, while the Automatic System Controllers, located on the overhead panel, were subdivided into sections for hydraulics, electrical, pneumatics, and fuel, each controlled by two independent computers. The Flight Control Panel (FCP) itself, located on the Glareshield Control Panel (GCP), featured controls for autopilot and flight director mode selections, as well as flight management system mode change controls, inclusive of speed (SPD), navigation (NAV), and profile (PROF).

The pending, trans-Siberian flight's departure and destination points, weights, moments, flight plan, take off runway (04), and take off performance calculations, obtained from the station-prepared load sheet, had been entered into the keypad-resembling Multifunction Control Display Unit (MCDU) located on the center pedestal between the two pilots. The flight's Standard Instrument Departure (SID) had subsequently been loaded into the flight management system during inertial reference system initialization.

The number three engine, the first to be started and the furthest from the bleed air source, had been engaged by pulling the Engine Start Switch, its start valve moving into the open position, as verified by an amber confirmation light. When the N2 compressor speed had equaled 15 percent, the start lever had been moved to the "On" position and the engine start switch, reflecting an exhaust gas temperature (EGT) of between 45- and 52-percent, had popped in, the start valve now closed and the amber light disilluminating. The engine's N1 tachometer had settled at 23-percent and its exhaust gas temperature had hovered at the 700 degree Fahrenheit mark. The sequence had then been repeated for the other two turbofans, followed by completion of the "After Start Checklist."

Tug-maneuvered from its nosed-in parking position, the MD-11, operating as Flight AY 914, had initiated its autonomous movement with an almost imperceptible throttle advancement, testing its flight surfaces and following Vantaa Ground Control taxi instructions.

Navigating the snow-patched, blue light-lined taxiways in virtual darkness, the lumbering tri-jet made a 180-degree turn on to Runway 04 with the aid of its nose wheel steering tiller, the nose wheel itself positioned so far behind the cockpit that the aircraft had been inched well beyond the strip's centerline before it had actually initiated the turn toward it, its elongated, wide fuselage following it in trailing mode. Full rudder deflection provided ten degrees of steering on the ground, while the nose wheel achieved up to 70 percent of left and right laterability.

Receiving take off clearance, the MD-11, sporting 25 degrees of trailing edge flap, had thundered into initial acceleration as its throttles, manually advanced to the 70-percent position, nourished its huge-diameter General Electric turbofans with a steady stream of fuel, as they swallowed massive quantities of cold air with each, increasingly faster fan rotation. The AUTOPILOT button, located on the Flight Control Panel and engaging the autothrottles themselves, computer-controlled the aircraft into its proper take off thrust setting, coupled with automatic engine synchronization.

Elevator-leveraged into a nosewheel-disengaging rotation, the tri-jet surrendered to the purple, snowflake-blurring dusk, its heavy fuel load exerting a wingtip-curving bending load and its wing leading edge light beams slicing through the obscurity as it climbed out over Runway 15 and the ground light splotches representing Helsinki. Retracting its tricycle undercarriage, the aircraft, whose pitch bars had indicated its correct climb attitude, had automatically adhered to its standard instrument departure course.

Arcing into a shallow right bank over the coast, Flight 914 retracted its trailing edge flaps, although its leading edge slats had remained extended until additional speed had been amassed. Engaging the navigation mode enabled the aircraft to fly its departure profile, while activating the autoflight system, coupled with the "NAV" and "PROF" buttons, ensured that it followed its route, climb, outbound radial, and either air traffic control-assigned or level-off altitude. Airspeed had been maintained at 250 knots below 10,000 feet, at which time it had been permitted to accelerate to 355 or beyond, and its leading edge lights had been retracted.

Surmounting one of many cloud decks, the aircraft crossed the Gulf of Finland, whose dark purple surface had been separated from the horizon by a diffused band of chartreuse light. Increasingly encased in howling slipstream, it passed over the coast of the former Soviet Union at a 472-knot ground speed, flying southwest of St. Petersburg in black skies which had been traced by a thin, glowing orange line on its western horizon, now located behind its left wingtip, as it settled into its initial, 33,000-foot plateau at a 509-knot ground speed, destined for the Ural Mountains and Siberia.

The passenger cabin, sporting diagonal-patterned, light and dark blue upholstery, had featured six rows of seven-abreast, two-three-two, configured business class seats in the forward section, followed by another three aft of the second cross aisle. Economy class seating, entirely in a ten-abreast, three-four-three, arrangement, had included nine rows behind the business class, and 21 in the aft cabin, running between the third and fourth cross aisles.

Dinner in the latter, according to its bilingual English and Japanese menu (which, in October of 1992, had ironically featured an in-flight profile of one of Finnair's DC-10-30s), had included a selection of aperitifs, beer, wine, and nonalcoholic beverages served with lightly salted peanuts and smoked almonds; a crabmeat and mushroom seafood salad on a lettuce bed with jumbo shrimp, sliced cucumbers, and cherry tomatoes; a basket of hot white and wheat rolls with Finnish butter; mango beef or chicken in curry-coconut cream sauce; French camembert cheese with crispy rye crackers; raspberry mousse cake; coffee or Japanese tea; a selection of liqueurs; after-dinner mints; and hot towels.

Maintaining a 567-knot ground speed, the MD-11 penetrated the minus 62-egree tropopause at a three-degree nose-high attitude, passing southeast of Arkhangelsk over the frozen Siberian tundra, with seven hours, 30 minutes remaining on its flight plan. Thinning cloud layer, appearing like sheathing veils, revealed periodic orange and white, population center-represented pearls steadily moving beneath the protruding, massive-diameter turbofans as they propelled it toward Adak and thence south of Naryan-Mar.

Oblivious o the passengers, the upper and lower winglets delayed the otherwise vortex-created wingtip pressure differential intermixing, reducing drag, while the horizontal stabilizer-located trim tank had enabled the aircraft to shift its center-of-gravity rearward, toward its 34-percent aft design limit, further reducing drag and coincident fuel burn by 2.7 percent. The type had standardly operated within a 29- to 32-percent range.

Flight 914's flight plan progress, indicated by a series of position and ground speed readings, had been the result of the IRU's position and velocity coordination with VHF omni-directional radio range (VOR) and distance measuring equipment (DME) stations between Finland and Japan. The Flight Plan (F-PLN) display selected on the MCDU yielded the aircraft's position and waypoints aligned in a vertical manner on the screen, with the estimated times beside them, along with speed and altitude, listed as "Position," "Estimated Time Overhead" (ETO), "Speed" (SPD), and "Flight Level" (ALT).

Passing over Irkutsk, the Yabblonovyy Mountain Range, and Tsitisihar, the aircraft moved ever eastward, toward Vladivostock.

Slicing the darkness and opening day in the Orient, dawn's razor pierced the eastern horizon with a thin cut through which an orange glow had poured ahead of the port wing, somehow emphasizing the cylindrical nature of the planet over which the tri-jet presently arced. "Tomorrow," seemingly eager to unleash its force, streamed through the gradually-enlarging fissure marking the demarcation line between the 24-hour cycle's two modes, its light intensifying and transforming the black, nocturnal doom of Siberia into a cold, partially habitable purple and ultimate dark, pre-dawn blue. The amount of humanity awakening to such light below in the vast wasteland had undoubtedly been infinitesimal. The sun, appearing a red, liquid mercury immersed in a gray-black sea, slowly triumphed over night, its upper, head-like rim becoming distinguishable as it shyly revealed the rest of its body, illuminating the ice-capped, corrugated crust of the Russian mountains covering the area immediately below the fuselage. Initially seeming to float in a dark-brown sea, they became independently distinguishable as the sun stretched its floodlighting rays, like pointing limbs, toward them.

Passing over snaking, copper-reflecting rivers, Flight 914 consumed the two hours, 11 minutes remaining on its flight plan.

Aromas of brewing coffee enticed the groggy, mostly-sleeping passengers from nocturnal slumber in the cabin, a process only partially augmented by breakfast-precedent hot, perfumed towels. The meal itself had included orange juice, a three-egg omelet filled with creamed spinach, thick slices of Danish ham, assorted rolls, Swiss black cherry preserves, Finnish cheese spread fondue, cream wafers, and coffee or tea.

Banking on to a southeasterly heading with the aid of its inboard ailerons, the MD-11 had, after virtually the duration of its cruise, departed Soviet air space for the first time over snow-dusted, chocolate-brown ridges whose peaks had been gently grazed by funnels of vapory mist, following them to the coast and the morning sun-reflected, copper surface of the Sea of Japan. One hour, 23 minutes had remained to Tokyo.

Motionlessly suspended above the water's glass-like surface, it cruised past the silver peak of Mount Fuji, now maintaining an almost due south, 180-degree heading. Banking left over cumulous patches, it forged its final link to Japan, with its time-to-destination having unwound to the 40-minute mark.

The ridges defining Honshu Island appeared ahead.

Tokyo had been reporting clear skies and 20-degree Celsius temperatures.

Traversing the coast over Niigata, the MD-11 had reached a position directly northwest of its destination, with 25 minutes remaining on its flight plan, disengaging itself from its aerial plateau for the first time in almost nine hours by means of the cockpit-selected "NAV" and "PROF" modes.

Induced into a nose-down, slipstream-increasing descent profile, Flight 914 traced the coastline before briefly passing out over the whitecapped Pacific, now ATC-vectored into a series of three right banks. Automatically guided, the aircraft reduced speed to 250 knots as it had transited the 10,000-foot speed restriction, adhering to its Standard Terminal Arrival Route (STAR), propelled by its three massive turbofans whose N1 tachometers had registered almost-stationary, 34-percent readings.

An air traffic control-requested speed reduction, to 200 knots, had, according to the speed tape, required an initial trailing edge flap extension, to 15 degrees.

As the aircraft had sank over brown, tan, and green geometric-patterned farmland on its final approach heading of 340 degrees, the captain had selected the Approach/Land tile, the autoland system armed for an instrument landing system (ILS) approach and poised to capture the glideslope and localizer. The Approach page of the MCDU, yielding landing weight, runway, barometric pressure, and final flap setting speed readings, listed the following for RJAA, the ICAO four-letter code for Tokyo-Narita: a 208-knot "clean" speed, a 158-knot flap extension speed to the 28-degree position, a 161-knot approach speed with 35 degrees of flap, a 158-knot V-reference speed, and a 150-knot touchdown speed.

Sporting significantly increased wing area with leading edge slat and 35 degrees of trailing edge flap extensions, the blue-trimmed Finnair MD-11, projecting its tricycle undercarriage like four outstretched claws, conducted its final approach over the Narita suburbs in the flawlessly-blue morning, passing over the runway threshold. Sinking toward the concrete, during which time altitude calls had been computer-generated, the widebody tri-jet had been pitched into a seven-degree, nose-high flare, retarding its authothrottle to idle at 50 feet and permitting ground effect to cushion its main gear contact. Manually throttled into its reverse thrust mode, it had unleashed its upper wing surface spoilers, their handle having been moved from the retract (RET) setting through the "1/3," "2/3," and "FULL" marks as the aircraft decelerated. The nosewheel thudded on to the ground.

Taxiing to Satellite Four of Narita International Airport's South Wing, the aircraft moved into its Gate 44 parking position at 0855, local time, ending its intercontinental flight sector and completing the circular pattern of nosed-in widebody airliners comprised of an Austrian Airlines A-310-300, a Japan Air Lines 747-200B, a British Airways 747-400, an ANA 747-200B, a Northwest 747-200B, and a Swissair MD-11.

III

Initial MD-11 service had not always been so routine. Indeed, the aircraft had demonstrated gross weight and drag increases far in excess of performance projections, resulting in payload and range deficiencies, and Robert Crandall, then American Airlines' CEO, had refused to take delivery of the type, substituting an existing DC-10-30 on the San Jose-Tokyo route for which it had been intended. A series of performance improvement packages (PIP), targeting the shortcomings, had ultimately remedied the situation.

By January 1, 1996, 147 MD-11s had been delivered to 24 original customers and operators who had collectively engaged the aircraft in an 11.6-hour daily utilization, experiencing a 98.3-percent dispatch reliability.

Aside from the initial passenger MD-11, several other versions, although in very limited quantities, had been produced.

The MD-11 Combi, for example, had featured an aft, left, upward-opening freight door, permitting various percentages of passengers, from 168 to 240, and cargo, ranging from four to ten pallets, to be carried on the main deck, while lower-deck space had remained unchanged. With a 144,900-pound weight-limited payload, the aircraft had a maximum range of between 5,180 and 6,860 nautical miles.

The MD-11CF Convertible Freighter had featured the main deck door relocated to the forward, port side. Martinair Holland, launch customer for the variant in August of 1991, had placed four firm orders and one option for the type.

The MD-11F, with a 202,100-pound payload, had been a pure-freighter without passenger windows or internal facilities ordered by FedEx, while the MD-11ER Extended Range, launched in February of 1994, had featured a 3,000 US gallon fuel capacity increase carried in lower-deck auxiliary tanks, a 6,000-pound higher payload, a 480-mile greater range, and a new maximum take off weight of 630,500 pounds. World Airways, selecting the Pratt and Whitney PW4462 engine, and Garuda Indonesia, specifying its General Electric CF6-80C2 counterpart, had placed the launch orders.

Dwindling sales, the result of the design's initial performance deficiencies, American Airlines' reputation-damaging public criticisms, order cancellations, and competition from the Airbus A-340 and Boeing 777, had forced McDonnell-Douglas to write down .8 million for the program in 1996 and by the following year, after McDonnell-Douglas's merger with the Boeing Commercial Airplane Company, it had no longer been feasible to continue its production. The original Douglas Aircraft Company Building 84, located at Long Beach Airport and incubation point for all McDonnell-Douglas DC-10 and MD-11 widebody tri-jets, had hatched its 200th and last MD-11, a freighter, for Lufthansa Cargo, in June of 2000, and the aircraft, towed across the road to the runway, bore the title, "The perfect end to a perfect era."

The complete production run had included 131 MD-11P Passenger versions, five MD-11C Combis, six MD-11CF Convertible Freighters, 53 MD-11F Pure-Freighters, and five MD-11ER Extended Range variants.

The figures, added to the 446 DC-10s built between 1971 and 1988, had resulted in a total of 646 tri-jets having been produced.

Although McDonnell-Douglas had studied several stretched, re-engined, and rewinged MD-11 successors designated "MD-12s," including a double-decked, quad-engined, A-380-resembling configuration, these ambitious proposals had exceeded the value of the manufacturer itself, and when Taiwan Aerospace had withdrawn financial support for the definitive version, which had reverted to a tri-jet design with an advanced wing, the three-engined widebody, tracing its lineage to the original DC-10, had finally ended, leaving the increasing number of passenger-converted airframes into freighters to carry their pedigrees into the early-21st century.

The McDonnell Douglas MD-11

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3pt Rotary Tiller Cat 1 33"/33in W Slip Clutch Pto

!±8± 3pt Rotary Tiller Cat 1 33"/33in W Slip Clutch Pto

Rate : | Price : | Post Date : Oct 20, 2011 02:22:05
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The perfect machine for large property owners used in gardens, orchards, vineyards, landscaping, nurseries, market gardens etc.Tiller designed for adapting to 18 hp tractors at the PTO shaft. side chain drive. suitable for category I. three point tractor linkage. depth of tillage up to 5", manually adjustable by means of skids. single speed rotor, at 210 rpm. The degree of shutter, depending upon local soil conditions is controlled by means of angular adjustment of trailing shield. This unit runs on a slip clutch PTO shaft which is included. slip clutch pto is safer than standard pto and will protect your machine!! see picture of slip clutch pto at the pictures section. it will work on just about any tractor (including but not limited to John Deere, Kubota, New Holland, Jinma, Pasquali, and more) !

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What Are We Supposed to Eat?

!±8± What Are We Supposed to Eat?

There's absolutely nothing wrong with eating lots of fruit and vegetables in your daily diet. It's advisable and I personally recommend it - highly. But, people who choose to become vegetarians or vegans and give up animal meat, usually do so based on an emotional "belief" concerning health, religion, cruelty to animals, or damage to the environment, and unfortunately, often lack critically pertinent information.

Without a lot of knowledge and planning, trying to live exclusively on fruit and vegetables is sure to lead to nutritional deficiencies and the inevitable health problems. If only for that one reason, parents who force their children to become vegetarians may actually be practicing a subtle form of child-abuse.

In the grand scheme of things, vegetarianism, as a life-style, has existed for a long time but not with significant numbers of adherents. During the 20th Century, when prominent health experts, alarmed at the sudden increase in heart-disease, examined the diets of their patients and compared them with those in other "healhier" countries it seemed that an increase in the consumption of vegetables helped in disease prevention. The media, without any proof whatsoever, jumped on the band-wagon and trumpeted that "vegetarianism" was the cure-all for everything.

The cult-like vegetarian societies that existed at the time capitalized on the publicity and made (and continue to make) unfounded claims to persuade an unwary public that a "no-meat life-style" is the healthiest and "kindest" of all dietary options.

"Vegans", as a separate group, emerged around the time of the Second World War and declared that the farming of animals was cruel and that the use of animal products should be banned. However, they often use militant and terrorist tactics in their attempts to convince the public to accept their point of view.

ãEUREURãEUREUR But what, exactly, constitutes "vegetarianism"?

Can you eat eggs, the product of birds?

And fish? Isn't that meat or does the fact that they live in water make it O.K.?

Milk, cheese, ice-cream? Don't they all come from cows or goats ? So, you can't eat the animal but you can eat its milk and the by-products?

But vegans say a resounding "no" to all of the above except for soy products.

Well, what about soy? Now that's a whole other category discussed in a separate report.

The question most proselytizing vegans or vegetarians put to their targeted recruits is:

"How can you justify slaughtering an innocent animal for food?"

When the impressionable student learns that some animals are brought up in un-natural surroundings and fed hormones and chemical supplements to make them grow faster, fatter or leaner and that those substances remain in the meat we eat and that pollutants, pesticides and other toxic substances drain into our waterways and seas and are consumed by fish which we then eat, the general reaction is the desire to eschew all animal products. That's a common, emotional response, even though meat may have formed part of the person's diet almost since birth.

But then, killing the animals and preparing them to eat had always been somebody else's responsibility anyway. And when it's revealed that certain combinations of crop-foods such as cereals, beans, nuts, seeds and tubers contain protein, that seems to be a "nicer" food option. Then, the media propaganda that better health comes with a diet lower in meat and higher in vegetables seems to make it even more logical to go to the extreme and exclude all meat.

Vegans claim that the high-quality grain which is fed to the animals which are then fed to us, would be used more efficiently if we did without the animals and ate the grain instead. The proposition is, that not only would that very grain feed more people, but the land presently used to raise the animals could be used to grow even more grain to feed the starving multitude. It would seem evident that in our modern world, where a third of the population is starving, meat production by any country must constitute criminality.

The Facts:

At the turn of the 21st Century the human population of planet Earth hovered at around six billion and, even if world-wide birth-control became a reality, it's estimated that our total population will more than double to around fifteen billion. The Earth's total land area is 69,479,518 square miles which means, that even if all of it were cultivated, every square kilometer would have to support approximately thirty-three people.ãEUREUR

The reality is, that only about 10% of our planet is arable and available for cultivation. Those vast regions covered in ice, the deserts, marshes, lakes, cities, roads and rain-forests can't be cultivated to grow food crops. However, roughly 20% of the Earth's surface while not suitable for food crops, does support the growth of grass which we humans cannot utilize directly. The only way of converting that grass into food for Man is by using it to raise edible animals. In most areas where animals are farmed, that's the only thing the land can support anyway, which makes it the most efficient use of the land.

Currently 30% of the world's population suffers from starvation and if we all became vegetarians we still couldn't use most of the land that can only support the grazing of animals for anything else. And in any case, most of the world's surface is not dry land - it's covered by water. At present, millions of tons of fish are caught or farmed each year. If vegetarianism really caught on and everybody on the planet stopped eating fish, the two-thirds of the population who are presently not starving would soon join the third that is. (Read more about the Health of the Oceans)

The argument that uncultivable land can be converted to agriculture has already been shown to be unsound. In many areas which can naturally support only limited agriculture, irrigation is used to increase productivity. Irrigation, however, carries with it the seeds of its own destruction. Semi-arid soils are characteristically salty; the artesian water from the same region is also usually saline and without adequate drainage, the irrigation water seeps into the soil and raises the water table. That brings the underlying ground-water nearer the surface where it evaporates more freely, leaving behind a salty residue. In time, the salts of sodium, magnesium and calcium clog the pores in the soil and leave a whitish bloom on the surface.

That process destroys the soil structure so that crop yields fall and eventually the level of salinity is such that plants can no longer grow. Right now, millions of acres of irrigated land are slowly being transformed into deserts.

As the world's population has increased, so the amount of land available for cultivation has decreased. Where deforestation has made way for crop cultivation, the thin soils have been exposed to higher precipitation and temperatures which deplete the soil's organic matter. As the soils harden they eventually become barren, wind-blown deserts. In 1882, desert or wasteland covered an estimated 9.4% of the Earth's surface. By 1952 deserts had increased to almost 25%. Once a desert forms it's almost impossible to reverse and then only by reforestation which makes the land unusable for agriculture.

So, back to that earlier question:
"How can you justify killing an innocent animal for food?"

Ask yourself, would it be reasonable (even if it were possible) to ask a lion to justify his killing of an innocent gazelle?

Of course not! It's Nature's way for the lion to eat the gazelle and that should be justification enough. And the same is true for us for Man is not a vegetarian species either!

But what of the gazelle's right not to be eaten?

Isn't it obvious that such questions really aren't valid, that they're designed only to arouse emotions so as to convert the un-informed to a certain point of view? Often, sensitive environmental issues that might be raised are completely and falsely exaggerated as well. In fact, the opposite point of view actually makes more sense. Consider:

Vegetables and cereals are the foods of many animals.

For rodents, crops are a real bonanza in terms of food and shelter as it allows them to multiply rapidly which only increases the potential death-toll during field preparation and harvest. Unavoidably, plowing destroys nests and burrows and the babies within. To small amphibians, reptiles, ground-nesting birds and mammals, agriculture is devastating! Even the occasional larger mammal is injured during the cropping process. Those massive harvesting-machines kill some animals directly and expose others to the not-so-tender mercies of predators such as hawks and coyotes. When land is farmed for food crops, more animals are killed than before.

The raising of animals for meat, especially if they aren't fattened with agricultural products, is far less devastating to animal life than is agriculture. Consider: If one acre of land produces one sheep or cow each year for slaughter, one life is taken. If one acre of land is put into cereal production the cost in mammalian life alone, can be measured by the dozen.

That vegetarianism is un-natural is not a modern claim. The Bible indicates, that even "back then", vegetarianism was not held in high regard. Genesis , Chapter IV reveals:

"And Abel was a keeper of sheep, but Cain was a tiller of the ground."

That "but" is the first clue to disapproval which is confirmed by verses three to five wherein Abel and Cain presented their offerings to God - Abel of his sheep and Cain, the fruits of the ground. God, we are told, had respect for Abel's carnivorous offering, but He had no respect for Cain's vegetarian one.

Now, while that may give an indication of the feeling of the time in which it was written, it still doesn't provide a convincing answer to the question as to what we really should eat for our health and survival.

Are we a carnivorous, omnivorous or vegetarian species?

The Standard American Diet (SAD) we now try to live with is a very recent invention thrust upon us by industrialization a few hundred years ago. As a species, we cannot have adapted to it in such a short time-span. The diet we evolved on and should eat is not a matter for dietary faddists to proclaim, it's encoded in our genes. So, to determine what foods are likely to make up an ideal diet for us as a species, we must look further back, into our evolutionary history.

From remains found in Africa and other parts of the world, Man's evolution can be traced as far back as five and a half million years ago. Stone tools and implements have been found that must have been used for the killing and cutting of flesh or for the grinding of plants. Waste and fossilized bone records of both Man and animals have been carefully examined and the results have led to a great deal of speculation.

We call our ancestors and the various modern primitive tribes, "hunter-gatherers". In the world today, some of those tribes live exclusively on meat and fish while others live largely on fruit, nuts and roots - although meat is also highly prized. It is obvious, therefore, that we can survive on a wide variety of foods. But which, if any, is the healthiest, most natural diet for humans?

There are only three possible types of diet we can consider:

1. that we were wholly carnivorous, hunting and killing animals; or

2. that we were omnivorous, eating a mixed diet of both animal and plant origin; or

3. that we were herbivorous, i.e. vegetarians.

The fact is that Man's digestive system and the digestive enzymes it produces are more similar to the Lion's than the Gazelle's. However, the following scientific facts allows us to come to a firm conclusion:

Man's brain is considerably larger than that of any of the apes, all species of which are primarily vegetarian. Human milk contains the fatty-acids essential for large-brain development - cow's milk does not. It's no coincidence then, that in relative terms, Man's brain is fifty times the size of a cow's and Man's superior brain development could never have occurred if our ancestors had not eaten meat. The committed vegetarian will be dismayed to learn that while the soy bean is rich in complete protein, and that grains and nuts can be combined to provide complete proteins, no seed, nut, grain or vegetable contains the fats that are essential for human brain development.

As well, the Framingham Heart Study revealed that even 39% of the participants who ate a "normal", mixed diet, were deficient in Vitamin B12. And plants alone cannot provide the form of vitamin B12 with the cyancobalamin analogue that's essential for the development and maintenance of the myalin sheath that protects our nervous system. Meat does!

Also, an adequate supply of calcium to maintain bone health is very difficult to obtain from plant sources without consistent, careful planning.

There can be no doubt whatsoever that we are a meat-eating species. From at least the time when Homo erectus appeared in the cold, Eurasian continent some 500,000 years ago, we must have lived on, and adapted to, a diet almost exclusively of meat. Although the eating of fats today is erroneously believed by many people, health professionals included, to be a cause of heart disease (see The Cholesterol Myth), we know conclusively that our ancestors ate large amounts of fat.

Man could not have developed so successfully if we had been forced to rely on only one source of food. It's obvious from archaeological remains that we tended to be more opportunistic eaters. Our ancestors hunted and ate meat primarily but, if meat was in short supply, we would eat almost anything - as long as it did not require cooking in a container (cooking pots are a quite recent invention). When meat was in short supply, we got our protein from nuts and ate fruits and berries. During our evolution, therefore, when we lived well, our diet was high in protein and fat and during lean times it was richer in carbohydrates. So, our ideal diet, the one we evolved on and adapted to, must also be one which is high in proteins and fats, and relatively low in carbohydrates.

In this modern age it's impossible for all of us to survive on a vegetarian diet. Without animal farming many more people would starve to death and the environment would suffer irreparably.

But even though vegetarianism and veganism may be elitist and wrong for Man's and the Planet's survival, meat-eaters must still have empathy for, and agree with, the animal-rights campaigner dedicated to changing the way animals are treated. Instead of grazing in fields, animals are often penned or caged while their natural habitat is turned into golf courses and leisure grounds for the wealthy few.

Vegetarians and vegans are in a very privileged position and as long as they are not the majority they can afford to indulge their naive dietary fads in a way that is denied to most people on this Earth. The legendary Three Musketeers lived and died by their motto: All for One and One for All, but vegetarians must seriously consider the moral philosophy of Immanuel Kant who proposed that what would be wrong for the masses is also wrong for the privileged few.

However you choose, for health's sake, eat well!

What Are We Supposed to Eat?

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3pt Rotary Tiller Cat 1 37"/37in W Slip Clutch Pto

!±8±3pt Rotary Tiller Cat 1 37"/37in W Slip Clutch Pto

Brand :
Rate :
Price :
Post Date : Oct 08, 2011 19:32:30
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The perfect machine for large property owners used in gardens, orchards, vineyards, landscaping, nurseries, market gardens etc.Tiller designed for adapting to 20 hp tractors at the PTO shaft. side chain drive. suitable for category I. three point tractor linkage. depth of tillage up to 5", manually adjustable by means of skids. single speed rotor, at 210 rpm. The degree of shutter, depending upon local soil conditions is controlled by means of angular adjustment of trailing shield. This unit runs on a slip clutch PTO shaft which is included. slip clutch pto is safer than standard pto and will protect your machine!! see picture of slip clutch pto at the pictures section. it will work on just about any tractor (including but not limited to John Deere, Kubota, New Holland, Jinma, Pasquali, and more) !

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!±8± 3pt Rotary Tiller Cat 1 63"/63in W Slip Clutch Pto

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Post Date : Sep 27, 2011 21:15:07 | Usually ships in 1-2 business days

3pt Rotary Tiller Cat 1 63"/63in W Slip Clutch Pto

• Working width: 63" / Blades shaft speed(rpm): 210 / Number of blades: 32
• Tilling depth: 3"-5" / Fitted power: 40hp-45hp / 3 Point hitch: cat#1
• Drive type: chain / PTO shaft:slip clutch, included / Net weight: 455lbs
• Condition: brand new / Color: red / Warranty: 1 year factory warranty
• Tiller designed for adapting to 40hp - 45hp tractors at the PTO shaft

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Gypsy Fortune Teller Halloween Costumes - easy to do

!±8± Gypsy Fortune Teller Halloween Costumes - easy to do

As a child I often like to dress like a gypsy, whether for Halloween or just play. Maybe it's because I want to be free to do what I want and where I want, without the social constraints that we have (because pirates are so fascinating, people) to live. Whatever it is, I guess the creation of a costume was the highlight of Halloween.

There were not many places for fancy costumes (nor have the money) to buy, so you can dress metogether was a little 'a challenge. Today, we can virtually purchase of costumes that we can imagine and I guess there are some very good Halloween costumes to choose from.

** A brief history of the customs of the gypsies **

The gypsies were called Roma or Romani. They consist of nomadic tribes who lost the majority of European countries in the Middle Ages often lived and traveled in caravans. There are still nomadic gypsies in the world today.

In the 15 ° and 16For centuries, the vinyl version is a simple garment of the woman's neck to collect worn a shirt made. She also wore a piece of cloth that draped down his back was to the contrary, life, the front and tied at the shoulder (think Roman toga). A turban worn on the head.

Over time, fashions changed. For the most part, gypsies actually dressed very similar to the growers of the area in which they traveled and cultural dress of the time. Most of the stylegypsy clothing that we picture today probably came from the Renaissance period when laced vests, flounced skirts, men's trousers and shirts were more popular pirate.

Gypsy Halloween Costume ** A **

For those who want to combine their gypsy costume or planning a "fortune teller" for Halloween this year, you may need a little 'shopping around in stores for some items of clothing used to do. If you're handy with a sewing machine, there are many assetsteller costume patterns available. Here are some tips for men and women (and boys / girls), which creates easily once you have all the elements are:

Women / Girl 's Fortune Teller / Gypsy Outfit 1

* Long tired skirt in a bright color.

* Gypsy style shirt - gathered dug gathered neck, puff sleeves at the wrist or long wide flowing sleeves

* Colorful vest front fastening

* Jersey black stockings

* Black shoes

* Ali coloredfor life

* Matching bandana for hair

* Gold Creoles and some long, colorful necklaces, bangles for arms

Women / Girl 's Fortune Teller / Gypsy Costume

* Long flowing black skirt large

* White peasant shirt

* Black front-laced vest

* Black stockings

* Black shoes

* Colored skirt or a shorter overskirt

* Long black wig with curls or ringlets close

* Colored 2 "to 3" wide band

* Gold Creoles andsome long, colorful necklaces, bangles for arms

Men / boys Gypsy / Pirate Costume

* Black or brown pants

* Black boots

* White pirate shirt

* Durable black or brown vest preferably trimmed with gold braid

* Red or another colorful long scarf around the waist band

* Colored Bandana

* A gold earring

Let your imagination with colors and styles you could mix and match. The trick is to wearLayers and use clothing is loose and flowing. Add jewelry like bracelets to improve, long flowing necklaces, large earrings and ankle bracelets for your equipment. Use colored accent bands of life (and also hold daggers). Women could drape several sheer scarves from their lives hanging in points around a solid rock. Include bands, bandanas and eye patches for a gypsy pirate look. Purple, blue, green, yellow, red and black are the most popular colors andstart your equipment.

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qTillers turn hard ground into perfect seed bed quickly and easily. Rugged and built to last. All models feature a rear deflector to keep the soil beneath the tiller and curved or L-shaped blades for thorough pulverization. Oil-bathed over-sized chain drive, shear-bolt PTO driveline, skid depth adjustment and adjustable lower hitch points. Tillers have working depth of 5in.-6in. maximum. Hitch Type: 3-Point, Category Type: 1, Working Width (in.): 58, Working Depth (in.): 6, Max. HP: 40, Required HP: 23 - 38, Offset (in.): 7 1/2, Flanges (qty.): 7, Blades (qty.): 28, Blade Type: L Shaped

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Tillers turn hard ground into perfect seed bed quickly and easily. Rugged and built to last. All models feature a rear deflector to keep the soil beneath the tiller and curved or L-shaped blades for thorough pulverization. Oil-bathed over-sized chain drive, shear-bolt PTO driveline, skid depth adjustment and adjustable lower hitch points. Tillers have working depth of 5in.-6in. maximum. Hitch Type: 3-Point, Category Type: 0, Working Width (in.): 50, Working Depth (in.): 5, Max. HP: 25, Required HP: 18 - 22, Offset (in.): 11 1/2, Blades (qty.): 24, Blade Type: Curved

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Cultivation

!±8± Cultivation

Tillage

The best landscape plan of the world will turn into an empty dream, when plants are growing evil. So before you turn the first shovelful of earth, think about this question: How was the weather?

If the dirt rubber door wet, let it dry enough to crumble when you try to squeeze a handful. If there is brick hard, deep water and then until the moisture dries, the crumbly stage but wait. If your spade glides, read on.

Spade, shovel andMoon phase

The hard work of turning the soil is perhaps a little 'easier when you use a spade. It should be square, strong and straight or almost straight in his tree. If it is pushed into solid ground with your foot, you want all the power, to go directly to the blade. And if you have a file, so use it sharp, the roots and clods of earth are major obstacles.

The best time to groom your garden during the waning of the moon when the moon or the changingFull moon to new moon. To further refine the best time for the preparation of the soil must be the moon in an air-or water-mark.

A bullet-shaped blade, with its cutting edge should, for mixing or turning loose materials. Treat them as if it were a combination of a spade and shovel.

The point on the blade helps the blade slide into the material and concave keeps the material from slipping as you and takes off. A bucket is placed in a corner with the tree, so it remainsApartment, if on a horizontal plane in a material pile.

In spading up small areas of land, many gardeners make the mistake of turning every shovel full of earth on top. If you make the same mistake, all weeds, leaves and other debris in the soil as a spade-deep barrier that cuts off the air and water.

Instead, you should put on the dirt (the bucket over the previous year), the original surface is perpendicular to the ground.

Machine Power

With a spadeto transform the land is good for small areas, but for really big jobs you want to rent or buy a power bar. Since a wheel is adjustable, you can scratch the surface or buried several inches.

If you add soil amendments rich, but find it difficult to dig deep enough to make the wheel want to start working the soil at shallow depths. Go over the whole area a second time (or even third) with the pole to a lower value at any time. (In general, the stronger the rudder and the higher itsPS, you can dig deeper into the ground.)

Add in the change, you should be an amount that is from a quarter to half of the final volume of the soil mix. (For more information on changes to improve the soil of the site, see chart) is not to change the battery so that the pole does not penetrate into the ground.

To avoid this, you will start to change 2 or 3 inch layer of soil tillage in each layer. If the change we need nitrogen, add part of the sum at each changeLayer. Finally, not in the same direction, until each time you change a level. For the best mix of channels should be at right angles to the grooves made on the previous run.

Guide Step Three soil improvement

1) Spread a 2 to 4 inch layer of soil amendment on soil with a rake, add nitrogen fertilizer when needed. Not yet.

2) superphosphate or bone loss (according to package directions) for good root growth. If the change is sawdust, also add ironChelate.

3) to grow in one direction, then at right angles, to cultivate the top 8 or 9 inches of soil. Several times the floor again to mix evenly with the change.

After these steps, the chances increase that a wonderful year in the garden. Tillage happy!

Cultivation

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