undercounter refrigerator glass door vupoint magic wand portable scanner glass refrigerator doors
Most refrigerators and walk-ins seem virtually indestructible and qoute free, but you'll get longer life out of yours by following these security and maintenance tips. Clean the door gaskets and hinges regularly. The door gaskets, made of rubber, can rot more honestly if they are caked with food or grime, which weakens their sealing properties. They can be safely cleaned with a explication of baking soda and warm water. Hinges can be rubbed with a bit of petroleum jelly to keep them working well. Dirty coils force the refrigerator to run hotter, which shortens the life of the compressor motor. They should be cleaned every 90 days, preferably with an industrial-strength vacuum cleaner.
Walk-in floors can be damp-mopped but should never be hosed out. Too much water can get into the seals in the middle of the floor panels and damage the insulation. A refrigerator only works as well as the air that's allowed to circulate nearby its contents. Cramming food containers together so there's not a spare inch of space nearby them doesn't help. Also try to keep containers (especially cardboard ones) from touching the walls of the cabinet. They may freeze and stick to the walls, damaging both product and wall. Use a good rotation system: First in, first out (Fifo) is preferable. Or put colored dots on food packages, a separate color for each day of the week, so everybody in your kitchen knows how long each item has been in the fridge.
Walk-In Coolers And Freezers
A walk-in cooler is just what its name implies: a cooler big sufficient to walk into. It can be as small as a closet or as large as a good-size room, but its traditional purpose is to furnish refrigerated warehouse for large quantities of food in a central area. Experts advise that your doing needs a walk-in when its refrigeration needs exceed 80 cubic feet, or if you serve more than 250 meals per day. Once again, you'll need to resolve how much you need to store, what sizes of containers the warehouse space must accommodate, and the maximum quantity of goods you'll want to have on hand. The only way to use walk-in space wisely is to equip it with shelves, organized in sections. Exactly how much quadrate footage do you need? The easiest formula is to imagine 1 to 1.5 cubic feet of walk-in warehouse for every meal you serve per day. Another basic calculation: Take the total amount of linear feet of shelving you've decided you will need (A), and divide it by the amount of shelves (B) you can put in each section.
This will give you the amount of linear feet per section (C). To this amount (C), add 40 to 50 percent (1.40 or 1.50) to cover "overflow"-volume increases, wasted space, and bulky items or loose product. This will give you an estimate of the total linear footage (D) needed. However, linear footage is not enough. Because shelves are three dimensional, you must imagine quadrate footage. So multiply (D) by the depth of each shelf (E) to get the total quadrate footage amount (F). Finally, double the (F) figure, to compensate for aisle space. Practically half of walk-in cooler space is aisle space. Another beloved formula is to imagine that, for every 28 to 30 pounds of food you'll store, you will need 1 cubic foot of space. When you get that figure, multiply it by 2.5. (The factor 2.5 means only 40 percent of your walk-in will be used as warehouse space; the other 60 percent is aisles and space in the middle of products.)
The succeed is the size of the refrigerated warehouse area you will need. For a walk-in freezer, naturally divide your walk-in refrigerator space by two. Larger kitchens, which serve more than 400 meals a day, may need as many as three walk-in refrigerators for separate temperature needs: one for yield (41 degrees Fahrenheit), one for meats and fish (33 to 38 degrees Fahrenheit), and one for dairy products (32 to 41 degrees Fahrenheit). The walk-in is used most often to store bulk foods. Because this often means wheeling carts or dollies in and out, the floor should be level with the kitchen floor.
This leveling is achieved by the use of strips (called screeds) that are applied to the floor. Coolers don't come as a single unit; they are constructed on-site. The walls, ceilings, and floors are made of personel panels. Wall panels should be insulated to a rating of R-30, which means a 4-inch thickness. They come in discrete lengths and widths, with 12-by-12-inch corner panels at 90-degree angles. They can be as short as 71?2 feet or as tall as 131?2 feet. The most tasteless type of insulation inside the panels is polyurethane, and the covering walls of the panels can be made of stainless steel, vinyl, or aluminum. Stainless steel is the most expensive, and aluminum-because it's the least expensive-is the most beloved choice. If the walk-in is an outdoor installation, aluminum is the most weather resistant.
The installer will be sure the unit has interior lighting. The floor panels for walk-ins are similar to the wall panels. Load capacities of 600 pounds per quadrate foot are the norm, but if you plan to store very heavy items (like beer kegs), a reinforced floor can be purchased with a load capacity of up to 1000 pounds per quadrate foot. The refrigeration ideas of a walk-in is a more involved factory than a suitable refrigerator, primarily because it's so much bigger. Matching the ideas (and its power requirements) with the dimensions of the walk-in and its projected use is best left to professionals, but it's foremost to note that a walk-in accessed often throughout the day will need a compressor with greater horsepower to declare its interior temperature than one that is accessed seldom.
A 9-foot-square walk-in would need at least a 2-horsepower compressor. The condenser unit is settled either on top of the walk-in (directly above the evaporator) or up to 25 feet away, with lines connecting it to the walk-in. The latter, for inescapable reasons, is known as a remote system, and is significant for larger-than-normal condensing units with capacities of up to 7.5 horsepower. In a remote system, the refrigerant must be added at the time of installation. For smaller walk-ins, there's also a plumbing configuration called a quick-couple system, which is shipped from the factory fully expensed with refrigerant. This definitely simplifies installation. However, you may need the added power of a remote ideas if your kitchen has any of these drains on the walk-in's cooling ability: frequent door opening, glass display doors, manifold doors per compartment, or an ambient kitchen temperature that's near 90 degrees Fahrenheit.
Modern walk-ins sometimes offer a frozen-food section in expanding to the regular cooler space. There are pros and cons to this concept. It may ease the load on the freezer, because it's already settled inside a chilled airspace; but it also can't help but sacrifice thorough usable space, because it requires a cut off door. You can also order your walk-in with a separate, reach-in section that has its own door and shelves. Although this may save the cost of purchasing a cut off reach-in, some critics claim that a walk-in is not designed to do a reach-in job, such as storing uncovered desserts. Do you honestly want them in the same environment as cartons of lettuce and other bulk warehouse items? There may be cleanliness or food capability factors to consider.
The doors should open out, not into the cooler itself. The suitable door opportunity is 34 by 78 inches. Any door features are foremost for permissible walk-in operation. These include: A heavy-duty door closer. Self-closing, cam-lift door hinges. If the door can be opened past a 90-degree angle, the cam will hold it open. A heavy-duty stainless steel threshold. This is installed over the galvanized channel of the door frame. A pull-type door handle, with both a cylinder door lock and room to use a cut off padlock if necessary. Pressure-sensitive vents, which forestall vacuum buildup when opportunity and closing the door. An interior security issue so no one can be (accidentally or otherwise) locked inside the cooler.
Other smart features that can be ordered for walk-ins are: A thermometer (designed for outdoor use, but mounted inside the cooler) with a range of 40 to 60 degrees Fahrenheit. A monitoring and recording ideas that keeps a printout of refrigeration temperature or downloads to a computer. Glass, full-length door panels (like those in supermarkets and convenience stores), sometimes called merchandising doors, either hinged or sliding. Heavy-duty plastic strip curtains inside the door. (One builder claims a 40 percent vigor savings with this feature.)
A foot treadle, which enables you to open the door by pressing on a pedal or lever with your foot when both hands are full. Three-way interior lighting, which can be turned on from covering or inside the cooler, with a light-on indicator light outside. Inside, the light itself should be a vapor-proof bulb with an unbreakable globe and shield. When space is at a premium, think about either it is practical to install an outdoor walk-in unit. This is an economical way to add space without expanding the size of your kitchen, and you can buy ready-to-use, stand-alone structures with electricity and refrigeration systems in place. They come in suitable sizes from 8 to 12 feet wide and up to 50 feet in length, in 1-foot increments.
They range in height from 7.5 to 9.5 feet. Look for a unit with a slanted, weatherproof roof, a weather hood, and a fully insulated floor. Outdoor walk-ins cost about half of the price of installing an indoor kitchen walk-in, so this is a money-saving idea if it works in your location. If your demands for walk-in space are seasonal, reconsider leasing a refrigerated trailer, ready in most metropolitan areas on a weekly or monthly basis. They can furnish an instant 2000 cubic feet of added warehouse space, which can be kept at any temperature from 40 to 80 degrees Fahrenheit. They use basic 60-amp, 230-volt, three-phase electricity. Ask if the lease bargain includes hookup at your site and assistance if anything goes wrong.
Refrigeration Maintenance, Walk-In Coolers and Freezerseviews of refrigerators energy star french door refrigerator
Many residents of the South Bay pride themselves on cooking fine food at a high level of competence. Fueled by the plethora of cooking shows and chef challenges on television, the ready availability of high capability kitchen equipment, and an ever more sophisticated taste palate, the home chef has pushed the store for high end kitchens. Elements of the high end kitchen include: professional level stoves and ovens, kind areas of stone counter tops, top end flooring, deluxe appliances, specialized cabinetry, well designed lighting, and well understanding out layouts.
Stoves and Ovens:
A stove top is the basic gismo for cooking. It is unthinkable that a kitchen would be without one. That being said, not all stove tops are built alike. For the glutton chef, there is a nearly unanimous understanding that gas is first-rate to electric. That being said, there are also the new "induction" ranges that are electric but use an enlarge technology to heat special cookware. For gas ranges, there are many makes and styles available. Most leading are the burners. They must contribute as even heating as possible to avoid hot spots. The gratings over the burners are also important; they need to be level to avoid cold and hot spots on the lowest of cookware.
The single most leading element of an oven is climatic characteristic control; it needs to be consistent, even, and settable. Many contemporary ovens come with industrialized climatic characteristic settings and controls because of this. Next in importance is size. If you cook turkeys or pizzas in your oven, make sure it is big adequate to adapt them. Finally, many home chefs prefer the luxury of having two ovens. Why, because they can bake two dishes simultaneously. Dedicated pizza ovens are also a favorite option.
Counter Tops:
Why stone counter tops? There are some good reasons but the most leading is pasta and bread making. With a good stone countertop, you can beyond doubt knead together exquisite dough quickly. And as with so many things in life, when it comes to counter tops, more is better! This is especially leading if you do a lot of inspiring and have help in the kitchen. Stations can be allocated ahead of time to keep establishment of separate dishes separated. A note on stone: it is not all created equal. For the kitchen, the hardest stone is better, it will not stain as badly and is less likely to shatter or crack. My personal understanding is that darker is also good as it does not show stains as badly. Many composites are ready and work very well, but oddly adequate the best are just as high-priced as granite.
Flooring:
Tile looks good, sometimes great in a kitchen. But ask any professional chef and they will confirm that standing on it for an extended duration of time can yield foot, leg, and back pain. For this reason, many home chefs prefer wood. Wood also adds warmth to any kitchen and most home chefs want a kitchen that looks good adequate to show off to their friends. One disadvantage is that very hot items dropped on it may burn stains into the wood.
Appliances:
Mixers, toasters, microwave ovens, pasta makers, food processors, blenders, coffee makers, meat grinders, etc; a good kitchen designer will have planned for all of these. There are few greater impediments to great cooking than not having space to use and to store your kitchen appliances. kind counter space and specialized cabinets can help alleviate the problem, but our favorite clarification is the appliance carport which is a rollup door cubical at counter level. It hides the appliance when not in use but always keeps it in easy reach.
Cabinetry:
Take it from someone who cooks five nights a week, there is never adequate cabinetry. There seems to be a rule that no matter how much storage space you have, you will fill it. The cabinets that give the most trouble are the corners. What most home chefs prefer for projection cabinets are build-in systems that allow easy access to the rear areas. Pots, skillets and sauce pans often do not fit well into acceptable cabinets and most home chefs prefer to have a generous, deep and wide, pan drawer. In recent years, a new end principles for drawers has made it easier to keep them shut-you just give the drawer a microscopic push and it closes the final inch by itself. It does not sound like much, but you will never catch yourself on a slightly open drawer again. Finally, spices are very hard to find in a acceptable cabinet, and the exposure in open racks ruins them quickly. The solution: special narrow spice drawers or cabinets that make for easy access and protection against heat and light.
Lighting:
Daunting is the word I give to cooking in a dark kitchen. Painful is what I call the kitchen that is too bright. A glutton kitchen will strike a keen balance in the middle of "it is too dark in here to find the peeler" and "I am getting a sick from these inspiring overhead lamps." contemporary glutton kitchen design takes into account the existence of natural light from windows, the lightness or darkness of counters, back splashes, appliances, and cabinets, and the size and areas to be illuminated. Gone are the days of the drop down ceiling bathing or failing to bath the kitchen in florescent grayness. Today the strategic use of controllable pod spots and floods, under-cabinet lighting, and pendant lights makes a glutton kitchen both usable and inviting.
Layout:
Whether the kitchen layout is contemporary with island, country with a kitchen table or a acceptable galley, the layout is all important. Flow in the middle of the stove top, ovens, refrigerator, prep areas, and sink needs to be natural and logical. One of the most concerns I have had in the past few years is open space. Is there adequate room to open the oven and not have to stand to the side? Can some citizen work at prep stations simultaneously and not get in each other's way? And is there ample room nearby the stove top to keep your mise-en-place handy and set cooked food such as bacon to drain or meat to rest?
In conclusion, this is not meant to be an exhaustive study of glutton kitchen design, but touches on the issues faced when evaluating a kitchen's potential. In home buying, it is rare to find a kitchen that meets all the requirements of possible owners. What is leading is to make a list of requirements and check off how well the kitchen in question meets those requirements, but more importantly, can be updated within uncostly cost to the new owners needs. In my next installment, I will discuss my favorite aspects of South Bay luxury: Game Rooms and Studios.
Elements of Luxury Real Estate Part 1 - gastronome Kitchenselectrolux refrigerator door refrigerator glass door refrigerators sale
french door refrigerators with bottom freezer french door refrigerators
french door refrigerator ratings best french door refrigerator reviews
While picking a refrigerator, it is prominent to keep in mind the space you have, your budget, your cooking habits as well as your lifestyle. Here is a list of the assorted types of refrigerators generally used.
Top Freezer refrigerators These are the most traditionally used types of refrigerators. They are available in the most number of styles and colors. Top mounted freezers also have a range of prices and features. Some of the newer models also offer ice as well as filtered water dispensers. Because of their configuration, top mounted freezers typically have the most number of warehouse space.
Eye level freezer space, makes it easy to view and access the food stored in the freezer. They also cost the least of all the types available on the market. One of the main disadvantages of having this type of a freezer is that you have to bend to reach the bottom shelves and drawers that are used more frequently.
Bottom Freezer refrigerators bottom mount freezers are becoming beloved among homeowners. Even though there are not as many models currently available in the market, most of the major manufacturers are jumping right in. Widths typically run from 30 to 36 inches. However, these types of freezers offer less warehouse space than the top mount ones. bottom freezers offer the convenience of having more generally used fresh food stored at eye-level. The drawback is that you have to bend to reach the freezer, also these models do not offer ice and water dispensers yet.
Side-by-side refrigerators Many homeowners opt for a side by side due to space constraints. A full length vertical side-by-side will have the freezer on one side and the refrigerator on the other. The advantage to this is that you will not let the cold air out when you open the refrigerator side. Side-by-side refrigerators typically come with ice and water dispensers as well as temperature controlled bins. The narrow doors are a big plus for kitchens with space constraints. Make sure that you get a model with adjustable bins so that you can configure the interior space to fit your needs. On the minus side, these refrigerators are not the best in terms of usable warehouse space. Also since the compartments are narrower, it is hard to fit wide items such as pizza boxes so this should be carefully before getting a refrigerator of this type.
Built-in refrigerators For homeowners who have a budget and want the wow factor, built-in refrigerators are a perfect fit. Built-in are more stylish than functional and are available in both bottom freezer and side-by-side options. These refrigerators are designed to be aesthetically pleasing and thus come in a collection of colors and finishes to match the rest of your kitchen. On the flip side, as these refrigerators are relatively shallow they offer the least number of usable warehouse space. They can be heal prone and with the high introductory venture can prove to be quiet costly in the long run.
Cabinet-depth refrigerators Cabinet-depth refrigerators are free standing models that have been built to a relatively shallower depth. These refrigerators are designed to perform the aesthetics of built-in models at a lesser cost. They are relatively shallow and accept panels for the desired look. Most of these models are available as side-by-side doors, but if needed the homeowner can also get French door models, top-mount freezers as well as bottom mount freezers. Despite the confident aesthetic advantages, cabinet-depth refrigerators have much less usable space with more cost than other free standing models.
Drawer type refrigerators At about 00 a pop you can now store your soda cans or snacks under your kitchen counter. Refrigerator drawers are the newest in kitchen luxuries. They do not cost much to run as they are quiet small and can store only a itsybitsy number of items. But the high introductory cost coupled with small warehouse space makes them inefficient in the long run.
Most common Types of RefrigeratorsHaving an outdoor fireplace is a great idea either you put it in your deck, garden, pool and patio or wherever you select it to be. Just fantasize the different fun and entertainment activities you and your family, friends will enjoy. If you plan to be the one to cope the project yourself, it is needful for you to inform yourself with the nitty-gritty details in its construction. There are discrete models of Diy fireplace kits which are very easy to assemble. They are designs which are adequate with needful metal rings and materials to change a wooden or charcoal fueled fireplace into a gas powered one.
There is an assortment of styles, shapes, materials and designs of an outdoor fireplace. There is the portable and portable fireplace or a permanent one with the chimney attached. You can opt for a chiminea which is an interesting style good for heating bonfire. It has accessories like stainless steel grills and doors if you want to do some cooking. Fuel used is charcoal or wood. They come in a variety of portable designs and sizes and shapes.
Fire pit table is other option. It is a rounded dish which handles the fire. There is a wide choice to select from. You can have patio tables with fire pits in the center. You can use gas or wood as fuel. other style of outdoor fireplace has gas log set to the fire pit. You can get vented logs to eliminate the need for a chimney. It is made of stainless steel construct and includes a grate. other unique model is a free standing ethanol or gel powered fireplace with a wide array of color, features and designs.
If you want a full-blown outdoor fireplace, you can select a wood or gas operated model or an galvanic style with built-in speakers and a Cd player with Mp3 input. Or you can select a customized stand out model with sleek features to harmonize with your home and lifestyle. It is fueled by a hidden propane tank camouflaged as a side table. There is also a favorite fire pit with a large 35 inch porcelain coated steel fire bowl and supported by a carport and fashionable stand. It can use up to four logs. It includes added lifting tools to keep the fire pit safe and easy to operate and clean. It is designed to furnish steady heat and controlled fire. With so many styles and designs available, you have to know basic elements and technicalities about the subject to make an interesting choice.
With regards the materials used to build fireplaces, there are discrete types. There is the cast iron or cast aluminum type. The beauty of a cast iron is it is quite sturdy and with proper maintenance, it will last a long time. This kind is much heavier than cast aluminum. To forestall it from rusting, hot paint is the answer. Cast aluminum is an excellent choice. It is light in weight and rust resistant. It can last for many years. other type is the sheet metal fireplace. This is not a favorite variety because of its lack of durability. It is also prone to rust.
There is still other choice which is the copper fireplace. Although it looks good when it is new, the downside is it rusts very quickly. The last choice is a clay or ceramic fireplace. This type is very affordable but is not predicted to last long. When canvassing colse to for the best material, pick the one which is durable and lasts long.
Enjoying the outdoors can be maximized to the fullest even during chilly nights or days with the aid of a carport and beautiful exterior fire pit. You can add your own touch by putting brick, stone or stucco to generate the kind of look you desire. Being able to enjoy outdoor living with warmth and coziness during fall, winter and spring should be worth the investment, time and endeavor you put in to your outdoor fireplace project.
An Outdoor Fireplace Can Make You Enjoy Outdoor Living during Chilly Days!french door refrigerator door bottom 3 door refrigerator reviews
So, which manufacturers are the most popular? We contain the top three, as they laid out the vast majority of our business while the past year. Measured by sales, the top three manufacturers are:
Vinotemp International - 85%
Danby - 11%
Chambrer - 4%The following offers comprehension to the numbers. The most beloved products within each of the top three manufacturers are discussed. To find more information about the products, visit us at winecooler4u.com and use the wine cooler model numbers in the descriptions below to crusade for the product.
Vinotemp
Vinotemp verily tops the constructor list.
Vinotemp has been construction selected wine cabinets for over 20 years. They constructor convention wood wine cabinets and racking and are a seeder of ability metal wine cellars. From our view point, they offer a wide variety of capacities and styles and they offer a good choice of wooden units. You can find the lowest prices on the internet for Vinotemp's already uncostly prices.
There are 14 Vinotemp wine coolers in the 50 - 267 bottle range, 21 in the 20 - 50 bottle range and 5 keeping less than 20 bottles. The one bottle Vinotemp chiller - Vt-Chiller-Slvr wine chiller is the excellent way to get your wine to drinking temperature either from the liquor store bag or your wine cooler.
The most beloved in the greater than 50 bottle range is the Vt-188, 160 bottle wine cellar with two cooling zones and 15 shelves manufacture it easy to build a larger collection.
In the 20 - 50 bottle range the most beloved wine cooler is the Vt-48Teds-2Z (also the most beloved overall), keeping 48 bottles, with two independent cooling zones and French doors. Its popularity derives from it being the largest thermoelectric cooler ready (thermoelectric cooling means quiet and efficient; beware, it also means it cannot be built-in under your counter) and the appeal of it's French doors. If, you want to build in your wine cooler and you like the French door design, the very beloved choice is the Danby Dwc2727Bls. In this same size range is the very beloved Vt-45Sb, a 45 bottle stainless steel cabinet that can be built-in or used stand-alone.
In the less than 20 bottle capacity, the most beloved is the Vt-12Teds, a 12 bottle, thermoelectric with one or two cooling zones (Vt-12Teds-2Z). And, in the very small size there is the Vinotemp 1 bottle chiller referenced earlier in the article.
We offer 13 wooden wine cellars, varying in capacity from 20 - 84 bottles.The manifold designs ready for these wine coolers have all been designed to fit into your room as a classic furniture piece. The wooden wine coolers laid out more than 25% of our sales. Our most beloved wooden units are the Rioja series, keeping 21 (Vt-Rioja1), 42 (Vt-Rioja2), and 84 (Vt-Rioja4) bottles. Our next most beloved are the Bordeaux, Napa and Portofino series. The Bordeaux models are ready in 42 (Vt-Bordeaux3) and 84 bottle capacity with one and two cooling zones (Vt-Bordeaux2C and Vt-Bordeaux2H). The Napa is ready as a 20 (1-zone) (Vt-Napa1) and the 40 bottle capacity (2-zones) (Vt-Napa2). Finally the Portofino series is ready in a 40 bottle (2-zones; credenza) (Vt-Portofino2D) and 60 bottle (3-zones; tower) (Vt-Portofino3D) bottle capacity. All of these wine coolers can fit a wide variety of decors.
Danby
If French doors are strongly desired and you want to build it into a cabinet, then the Dwc2727Bls is the most beloved Danby.This is the only alternative to the Vinotemp Vt-48Teds-2Z, also a French door unit, which, as stated earlier, cannot be built-in. The other beloved Danby is the Dwc1534Bls, a 34 bottle wine refrigerator that can be used as a built-in or stand-alone.
Chambrer
The interest in Chambrer is based upon wine cooler size. Chambrer makes small capacity, small space wine cellars. With the Chambrer 2-bottle Wc202-7 you can cool one or two bottles that you brought home for supper to the excellent drinking temperature or move the temperature of the bottles just taken from your wine refrigerator that is set for 55 degrees F (the recommended temperature for storing a variety of wines) up (for reds) or down (for whites) to their excellent drinking temperature. For those who want to keep just a few bottles and have a small space Chambrer offers the 4 bottle Wc400 counter top wine bar at about 14"H x 11"W x 17"D. As a free-standing wine cooler for a very narrow space there are the 7 bottle Wc602 and Wc603 (2-zone) wine cellars at about 7"W x 33"H x 17"D.
This is the second in a series of articles about the selecting and owning a wine cooler. If you liked the article of this narrative or would like to recommend other wine refrigerator-related topics, visit us at our online store; then email or call us.
Wine Refrigerators - Which manufacturer and Which Wine Cooler Products Are the Most beloveddouble door refrigerator 36 french door refrigerator french door refrigerators consumer reports
refrigerator french door french door refrigerator photo scanner feeder
If it's time to modernize your kitchen, or maybe that refrigerator you've had for years has ultimately called it quits, then you're going to comprehend just how many new options are ready for you when it comes to Refrigerators. You can get stainless steel, or french doors, or even what's called counter depth. Before you make a decision on the next fridge for you, study exactly what your needs are and the unabridged look you're trying to achieve. There are also warranties to reconsider as well and what the cost for heal would be, your new fridge is going to be an investment, use your money wisely.
A counter-depth refrigerator is a full-sized model that's designed to fit flush with appropriate counter tops and cabinets. While ready in a variety of capacities and styles, these Refrigerators are typically between 25-inches and 27-inches deep compared to the appropriate 32-inch depth of the appropriate models. The counter-depth fridge is very approved by found and allows for much more workable space in the kitchen since they don't take up much space and don't "stick out" past the edge of the counter. They are, however, higher than the started model and are wider so this needs to be taken into consideration before production a purchase.
The first thing you should do before production any kind of fridge purchase, is to quantum the space you need to fill and see if a counter-depth refrigerator would work well for you. inescapable models of these Refrigerators do not come with drawer storehouse for cookware, so if space is something of a selected then this will need to be determined considered. Counter-depth models should not be confused with what's called "under cabinet" refrigerators since these are much smaller and more compact units, designed to fit neatly beside cabinets.
If the time has ultimately come to replace the current refrigerator you own, don't feel like you must conclude on getting the same thing yet again. If you want to modernize the look and feel of your kitchen, there are many dissimilar models and styles of Refrigerators on the market today. Counter-depth are a approved and will give you more space to work with in your kitchen, allowing you to be more functional than you were before. If you do conclude to go with this model, just be sure that you have the space for it.
What Are Counter Depth Refrigerators?propane refrigerator french door refrigerator stainless steel 3 door refrigerator reviews
Equipment Needed:
15-20lb. Turkey
28-Qt. Or larger turkey fryer pot
Propane burner stove
Oil thermometer made to withstand over 550 Fahrenheit 300 Celsius
Lp propane tank
Thick work gloves(flame retardant cooking mitts works best), long and heavy sleeves(such as flannel)
Bc or Abc fire extinguisher, never use water to include oil or grease fires
Preparations:
Completely thaw the turkey. This is very prominent for even cooking, measurable cooking time, and safety. Allow 1 day thawing time per 5lbs. Of turkey in the refrigerator. Thawing at room temperature can breed and spread bacteria and also spoil the turkey. Once thawed, take off giblets and neck. Trim excess fat and skin. Make sure the chance at the neck cavity is wide and clear. Trim the chance larger if needed. Make a 1-inch cut at the leg joints to allow oil to drain after it's concluded cooking.
Next, quantum the oil level needed for this bird. Mount the turkey on the poultry rack and insert into the fryer pot. Fill the pot with water until the turkey is fully submerged. Make a mark about a 3/4 inch below the waterline because oil will advance when heated. Pots made for turkey frying will usually have a maximum waterline, do not fill past this line. If there is not a maximum line, all the time leave at least 3 inches from the top of the pot. If the turkey is too large for the pot, the turkey will need to be trimmed down. It is very prominent to keep in mind that the water used to quantum with will be contaminated. Wholly clean after draining the water. Wholly dry the pot before adding oil.
Peanut oil is the most commonly used to deep fry turkey. It has a high flash point and is cholesterol free. Any good host should be mindful of peanut allergies of their guests. Any vegetable oil can be used for a lighter taste or due to allergies.
Once the waterline is measured, you may season the turkey. Dry seasoning works best on the turkey's surfaces. Liquid marinade and or herbs may be injected into the the meaty parts. Mixing orange juice, beer, or wine with dry seasonings works wonders when injected.
Placing the Fryer:
One of the most prominent security quantum is properly placing the burner. The fryer needs at least 10 feet clearance on all sides from any structure or flammable structures and should never be under any type of overhang or ceiling. Base risky mistakes include placing it on wooden decks, under the stable door, or loose uneven grass and dirt. Concrete or brick are the best surfaces to place the fryer. If using on the lawn, clear the area of grass and make sure the dirt is packed, firm, and even.
Wind and weather can be risky factors. Never use if there's a chance for rain. Never use in medium or stronger winds. all the time position the propane tank upwind and at least 2 feet from the burner. There needs to be extra clearance downwind than 10feet depending on how strong the zephyr is. If winds are too strong, do not attempt to make a wind breaker or blocker. It's too risky to use a gas burner in strong winds.
Time to Cook: Never leave the cooker unattended!
Light the burner before placing the pot on it for good sight and chance of knocking over the pot. Once lit, never leave the cooker unattended. The most prominent thing for a great fried turkey and to preclude any accidents is to all the time have at least one adult watching the cooker at all times. Add the oil to the measured waterline before placing the pot on the lit burner. Placing an empty pot on the burner will damage the pot.
Monitoring the oil temperature is prominent for deep frying anything. If the temperature reaches too high, there's risk of fire. If the temperature drops too low, the food will stop "steaming" and oil will soak in causing it to come to be greasy a soggy. 350 Fahrenheit is the target cooking temperature for a turkey with peanut oil. Puny less, colse to 335 Fahrenheit is target for lighter oils such as canola. 400 Fahrenheit is a good requisite limit. This means once 400 Fahrenheit is reached, shut off the gas. It will take more heat to flash the oil on fire than 400 Fahrenheit, but there's no need to go this high and it will hurt the estimated cooking time. Temperatures under 400 Fahrenheit that are higher than target, should be controlled by lowering the heat on the burner. Turn off the gas if at any point the oil starts to smoke. Keep in mind that reusing oil will lower it's flash point temperature.
Once the target temperature is reached, about 350 Fahrenheit, it's time to drop the bird. Sacrifice the heat of the burner. Wearing thick gloves, long sleeves and thick shoes or boots, very gently lower the turkey rack into the pot using a long grab hook. Lower the turkey so slow that it'll take over a Puny to Wholly do. Without gloves or long sleeves, oil splatter could cause "flinching" and might result in knocking over the pot filled with boiling oil.
After the turkey is Wholly inserted, growth the heat to raise the oil temperature back to target, this could take some minutes. Once the target temperature is reached, adjust the heat to claim it. Be mindful of the requisite limit, once 400 Fahrenheit is reached, don't attempt anymore adjustments and turn off the gas. A turkey takes about 3 to 3 and a half minutes per pound to deep fry, about one hour for an 18lb turkey.
When the turkey is golden brown and done cooking, turn off the gas. Place newspapers or paper towels close by on a flat surface. gently take off the turkey rack from the pot using the same security clothing as when it was lowered. Make sure the rack is high and clear of the pot before attempting to move to Sacrifice chance of knocking over the pot still filled with boiling oil. Place the rack on the newspapers or paper towels to cool and drain. For some minutes.
Do not leave the fryer pot and burner unattended until it has cooled down which will take quite some time. Do not attempt to move the pot and burner until the oil has dropped down past 110 Fahrenheit. It's very prominent to keep in mind that the oil is still boiling after the cooking is done and to keep children away from it.
Congratulations on your gorgeous bird. Only problem is that you won't ever be able to go back to dried oven cooked turkeys again.
Deep Frying a Turkey Outdoorsrefrigerators comparison true 3 door refrigerator photo scanner auto feed
Kitchen construct can be as simple as a straight countertop with minimalist appliances, or as sophisticated as multiple sinks, dishwashers, cooktops & ovens in islands, under islands, over islands and more. Wine coolers can fit in the space of a dishwasher or be as tall as a pantry. Sinks can be troughs to be filled with ice to cool bottles, petite for an entertainment center, duplicate or triple bowls and an infinite variety of materials. Materials vary enormously, you can go green with countertops made of compressed recycled paper, clear glass, concrete, granite, limestone or the old standbys. Even within materials, such as granite, prices vary enormously depending on the exact stone chosen, and you can find some very reasonable and beautiful stone if you look around. There's an infinite world of possibilities in the kitchen.
First we can start with some construct basics. How much room do I need for a kitchen? Well, that depends on what you want in it. At it's most mini, you could fit a kitchen into a space 5'-4" x 7'-5", but there wouldn't be much beyond some very small appliances without a dishwasher. Let's look at some suitable appliance and fixtures size ranges.
Sinks: sinks come in many sizes, depths, materials and prices. You can get them as narrow as 11" wide, but you probably want to plan at least a 30" - 36" cabinet, which can accommodate a wide range of suitable size kitchen sinks from 25" to 33" in a variety of styles (drop-in, undercounter, or exposed front cut out). You will also need to rule if you like a single, duplicate or triple basin sink, as that will impact available sizes. There is also the selection of putting the sink in an island, or putting an entertainment sink or trough sink in a secondary location.
Dishwashers: dishwashers are pretty easy because they are pretty suitable at 24".
Cooking: again we have multiple choices, but sizes are a petite easier. You have a selection of a free-standing or slide-in, in which the unit fits in in the middle of two cabinets, which is generally 30" wide; a cooktop with separate ovens, (either below or in a separate cabinet), which comes suitable in 30" or 36" sizes and fit into that size cabinet (although you can get expert style rangetops up to 48"); or a expert style range made by associates such as Viking, Wolfe or Ge Monogram which range from 24" all the way up to 60", and need requisite ventilation. If you choose a separate oven in some kind of wall oven arrangement, suitable oven widths are generally 27" and 30", although they can be found up to 36".
Refrigerators: Choices, choices! Refrigerators are kind of two basic style decisions. Do you want one which is shallow (around 2') and is known as built-in or counter-depth, or do you want the slightly deeper original style where some of refrigerator sides are exposed. The shallower built-in's generally come in 36", 42" & 48", while the deeper styles can be found just below 30" wide and up.
Faucets: Kitchen faucets, besides an approximately infinite variety of styles, materials and colors, also have evolved. Faucets are now available just to fill the pots on your stove, have a selection of pull-out sprayer heads or separate sprayer, singular or multiple handles, they are available with remote two button controls for a prep sink which allows for a quick sink rinse or a more unblemished cleansing flow, and can fit any decor from ultra modern to renaissance.
How much countertop is enough? agreeing to the National Kitchen and Bath connection (Nkba) a total of 158 inches (13'-2") of countertop frontage (not in corners) is needed to accommodate all kitchen uses. Try to allow a continuous section of countertop of at least 36 inches wide by 24 inches deep next to your original work area. The Nkba recommends that you allow at least a 15 inch countertop area next to your oven and on the handle side of your refrigerator.
When talking about storage, the Nkba recommends a total shelf/drawer frontage of 1400 inches for a small kitchen (less then 150sf), 1700 inches for a medium kitchen (151 to 350sf) and 2000 inches for a large kitchen (over 350sf). What does this mean? Does this mean that I need over 100' of shelves for a petite kitchen? Well, yes, but, each drawer or each private shelf should be counted towards the total. So if you have a 24" wide cabinet, 30" high with 3 shelves, you already have 6' of shelving. And if there were a 24" base cabinet with 4 drawers, there's another 8', so this one 24" area of your kitchen already has 14' of shelving.
What is "the work triangle"? The work triangle represents the three major work stations of the kitchen: the cooking area, the refrigerator and the sink. Measuring from the center of each, the maximum total length of the triangle should not be greater then 26 feet with the maximum leg no greater then 9 feet and the minimum not less then 4 feet. At 3D Home Decorator, there are nothing else but 9ft and 4ft arrows that you can place in your floor plans to test distances.
Eating areas are not petite to tables! Islands can accommodate eating areas, cooking areas, washing up areas, or just prep areas. A typical kitchen counter is 34 inches to 36 inches high. A table is typically 30 inches high. So in planning kitchen eating areas, part of an island eating area can be dropped to table height or a table can be built as an extension of an island, left at counter height with stools, or raised to 42 inches for a high countertop eating area, which is often used to hide the work surface of the counter behind it when viewed from the rest of the room.
How much space is ideal in the middle of a table and the wall? The Nkba (National Kitchen & Bath Assoc.) recommends a minimum of 32 inches if no traffic needs to pass. 36 inches will let man squeeze by, and 44 inches will let a man walk by. If a wheelchair needs to pass, allow 60 inches.
It is best to vent your stove to the surface if possible, but there are recirculating fans which will draw odors from the air if surface venting is not available Do not put cooking surfaces under operable windows. If you are lucky enough to have an operable window above countertop height in your kitchen, place your sink under it instead of your stove. You can put a microwave with a fan blend over your stove, whether exhausting to the outside, or recirculating the air.
Do not waste your kitchen corners. Upper cabinets can be decorative open shelving or have a two part door which opens both sides of the cabinets. Blind base cabinets can have lazy susans, which rotate for access, or base cabinets can have shelves which pull out, swing to the side and allow deeper shelves to be pulled out into accessible locations. While it is the hardest to access, the least costly explication is just to have deep shelves or a simple lazy-susan (the rotating shelves). If you have an L shaped kitchen or island with a peninsula setup, doors can be placed on both sides for accessibility.
Don't forget the space in the middle of the upper and lower cabinets. If you have more then enough countertop, the space in the middle of the upper and lower cabinets (even in the corners) can have tambour doors (rollup doors) which can hide appliances or the space can be filled with open wine racks, leaving half the countertop exposed for the usual purposes.
Cabinets come in all sizes. Base cabinets come in every width from 3 inches up, and depths from 12 inches to 24 inches and larger, so they can fill all kinds of needs. 9 inch and 12 inch base pullouts for soda bottles and cans are fantastic and productive for filling in narrower spaces. There are base cabinets with pullouts for garbage and/or recycling, or with shelves that lift up for a Kitchenaid Mixmaster type of appliance. A 12 inch deep cabinet at the end of an island can be used for cookbooks or designed for wine storage. Don't forget full height pantries, which can have shelves, roll-out drawers, door attachments for spices or other specialty storage. Both lower and upper cabinets can be decoratively open for wine, books, glassware, and more. An 18" or 24" base could have a small wine or soda refrigerator built in. There are 6" high drawer cabinets or open shelves which can fit under your upper cabinets to provide warehouse for smaller items. Base cabinets too can have glass doors and fancy faces, which can be used to display extra dishes. With warehouse at a premium, kitchen cabinets have come to be very clever about offering maximum efficiency in minimum space.
Kitchen produce Tips & Updates - Space Requirements & Recommendationslinksys wusb300n french door refrigerators with water dispenser
As the olive-green jeep drove round the quad-engined Consolidated Vultee B-24 Liberator, the morning, sun, unobstructed by the flawlessly blue sky, glinted off the sides of aircraft 252534 "Witchcraft" and the Boeing B-17 Flying Fortress 231909 "Nine-o-Nine" on that early September 2005 day at Farmingdale's Republic Airport on Long Island.
About to sample a flight aboard this B-24 aerial bomber, I somehow felt as if I had entered a World War Ii time warp.
The Consolidated Vultee B-24 Liberator had had its origins in the 1938 Us Army Air Corps requirement for a long-range, high-capacity bomber able to cruise at 300 mph and 30,000 feet, with a 3,000-mile range. Although it had initially been envisioned that Consolidated Aircraft would furnish existing B-17s, it had been able to fabricate an entirely new long-range, four-engined, heavy bomber in virtually the same time that it would have taken for it to turn its current San Diego production line, building an first mock-up in January of 1939, three months before the covenant between Consolidated and the Army Air Corps had been signed on March 30. The prototype, designated Xb-24, first flew by the end of the year, on December 29, with full-scale production commencing the following autumn for the United States, British, and French governments.
The design, as reflected by the dark green-livery aircraft with a red-and-white diagonal stripe before me, had featured an aluminum alloy monocoque buildings built up of five main bulkheads and covered with stressed Alclad skin of 67.2 feet distance with a glazed nose turret, a raised cockpit windscreen, a top turret, ventral bomb bay doors which retracted to form the fuselage underside, two rectangular waist-gunner apertures, and the glazed tail turret. Sporting two high-mounted, cantilever wings, whose planform had been based on that of the Model 31 flying boat, it utilized a high aspect ratio Davis airfoil of all-metal construction, consisting of the center and two outer sections with detachable wing tips, and continual taper from their fuselage mating points to their tips. The increased spacing between the front and rear spars permitted further fuel tankage and hence range. The outboard, metal-framed ailerons were fabric-covered, while hydraulically-actuated, area-increasing, trailing edge Fowler flaps, warped to conform to the wing underside planform taper, stretched between the ailerons and the fuselage root and replaced the less effective split flaps of the comparable B-17. At 110 feet, the wings offered a total area of 1,048 square feet.
Four Pby machine packages housed 1,200-horsepower Pratt and Whitney two-speed, super-charged R-1830-33 pistons with three-bladed, Hydromatic, full-feathering Hamilton appropriate propellers. The all-metal horizontal stabilizers, sporting twin vertical tails with fabric-covered, metal important edge rudders, equally featured fabric-covered elevators and offered a radical departure from the conventional, single-tail of the Flying Fortress.
The tricycle undercarriage, replacing the less carport bike arrangement of the B-17, featured a rearward-retracting particular nose wheel storable in the fuselage-integral, door-enclosed wheel well and the two single, lateral- and outward-retracting main wheels which were housed in uncovered wing-underside fairings between the in- and outboard engines. All had been mounted to oleo struts and had been actuated by hydraulic jacks. The aircraft, of 60,000 pounds gross weight, could attain a maximum speed of 297 mph at 25,000 feet and fly 1,540-mile sorties with normal fuel and its maximum bomb load at a 237-mph mean speed.
The first B-24 version, powered by the R-1830-33 engines and entailing a production run of only 26, had been built in San Diego and flown to the United Kingdom for carrying out by the British government, but first perceive had indicated that they had been unsuitable for their intended European combat missions and they had therefore been forcibly converted to transports, without armor, for use on the Trans-Atlantic Return Ferry Service.
The Liberator's development, although initially protracted, finally led to the B-24A, which had featured four 20 m/m cannons in below-forward fuselage fairings, two.303-inch waist guns, one.303-inch tunnel gun, and two.303-inch tail guns, and had entered aid with the Royal Air Force Coastal Command.
The Lb-30, built entirely to British specifications, had been powered by four two-speed supercharged R-1830-S3C4G engines with Curtiss electric full-feathering air screws. The Xb-24B had sported turbo-supercharged piston engines with self-sealing tanks and armor. The B-24C, the succeeding version powered by R-1830-41 engines with exhaust-driven turbo-superchargers, had featured power-driven dorsal and tail turrets, each with.50-caliber guns.
The subsequent derivative, the B-24D, offered greatest armament capability, with ten.50-caliber guns, of which two further ones had been installed in the nose and one further one had been installed in the tunnel. Powered by R-1830-43 engines, the more capable version contained auxiliary self-sealing fuel tank cells in the outer wings, thus increasing unabridged fuel capacity and aircraft range, with further tankage facility ability in the bomb bays. The B-24D could carry two 4,000-pound bombs, each attached to a rack under whether wing.
Several other derivatives, differing in armament provision, anit-icing capability, and production method, followed. Although the Liberator had fought in many theaters during the outbreak of Wwii, among them England, the Middle East, and the Aleutians, by 1943 it had entirely replaced the Flying Fortress in the Pacific.
Seeking to rectify many of the fabricate deficiencies related with its dual-tail configuration, Consolidated Vultee had produced an experimental, single-fin version designated the Xb-24K, whose tail components had been comprised of the stub attachment assembly, the dorsal fin, the horizontal stabilizers and their elevator surfaces, the vertical tail itself, its trim-tabbed rudder, and the tail turret fairing. The larger, increased-area tail improved the aircraft's lateral stability and its larger rudder had proven more effective during dual-engine-out conditions on a particular side. Re-designated the B-24N, the R-1830-75-powered derivative featured a streamlined Emerson Model 128 rotund nose turret, which vastly increased bombardier and navigator visibility, enhancing target aim and firing accuracy. The turret's reduced drag profile, coupled with that of the singular, although much larger vertical fin, increased the aircraft's range ability with a 5,000-pound payload at maximum power settings by 300 miles. A revised canopy, which reduced the whole of rib-interspersed panes, also improved cockpit visibility. Although the fabricate had offered entirely greater capability, its late appearance at the end of the war had resulted in a short production run of only a few examples.
The B-24M had been the 6,725th and last of the basic configuration to have been produced by Consolidated Vultee in San Diego. Nevertheless, the basic B-24 Liberator had more than proven its worth: by the time the last airframe had rolled off the production line on May 31, 1945, 18,479 aircraft of all versions had been built by Consolidated Vultee itself, Douglas, Ford, and North American, and had served the Army Air Corps, the Navy, and 15 Allied nations in every theater of war, having operated more missions and having dropped more bombs than any other particular World War Ii design.
The aircraft intended for today's flight, a B-24J, had been produced in August of 1944 by Consolidated Aircraft in Fort Worth, Texas, and had been delivered to the Raf two months later, in October, which had operated it in the Pacific in a multitude of roles, along with bombing, anti-shipping, and resupplying resistance force operations, until the war had ended.
After listening to the pre-departure protection briefing on the ramp that September morning, the day's seven passengers accessed the mighty, quad-engined bomber straight through its extended, under-fuselage bomb bay doors, balancing on one foot along the catwalk and climbing up toward the aft cabin, where three claimed the aft-facing, seatbelt-equipped bench ledge seats and the other three the lower floor positions. The seventh had followed the catwalk forward to the radio operator's station.
Momentarily belching black smoke as its four Pratt and Whitney R-1830 piston engines ignited into deep, throaty Hamilton appropriate propeller rotations at 0900, the dark green-liveried Liberator, retracting its bomb bay doors and ventral hatch and testing its flight surfaces, released its brakes and developed its throttles, inching over the American Airpower Museum ramp on to the taxiway upon clearance from Republic Ground on 121.6. Paralleling the active runway, 32, and increasing ground speed, the mass of aluminum was buttressed by slipstream-produced winds entering its cabin straight through the opened waist gunner stations, the rudders continually deflected during its slow roll, as evidenced by the incessant pulley travels in the aft fuselage. Taxiing, agreeing to today's copilot, had been difficult, despite the design's B-17-improved tricycle undercarriage configuration, because of the gear's relatively close-intervaled geometry, and the full-castering nose wheel caused a swinging tendency, creating the need for brake dependency and differential power applications.
After a pause for a full run-up and flight covering deflections, the sizable bomber, now trailed by its Flying Fortress counterpart, received take off clearance from Republic Tower on 125.2 and made the 180-degree right turn on to the threshold of the 6,827-foot runway, poised for first transition from grounded, dead-weight, metallic tractor cushioned by rubber tires to airborne, majestic, wing-flexed bird cushioned by air. Farmingdale, I thought, your World War Ii purposes are not over yet! Advancing its four throttles and engulfed in a deafening cocoon of Twin Wasp noise emissions, the engines, gulping fuel like a thirst-deprived man in the desert, converted vigor to propeller-scooping motion, sending fierce slipstream straight through the waist gunner stations and over the horizontal and vertical tail surfaces. The man scrouched on the cabin's left side proclaimed, "We're rolling!" an expression I had heard countless times while watching acceleration rolls on the ground, but which somehow took on never-tiring, excitement-provoking meaning when coupled with the actual maneuver in the aircraft.
Maintaining 2,700-rpm and 41-inch many pressure settings on its engines, the behemoth moved straight through 90 mph, pulling back on its elevator-deflecting operate yoke and, winning a metal machine-to-force of earth battle, surrendered itself to the sky in triumph with its straight, outstretched, suddenly graceful-appearing wings. Retracting its drag-inducing, still-spinning undercarriage over Route 110, Witchcraft adhered to the airport's nose abatement procedure, slowly banking right on to a 010, practically northerly heading. Throttling back to a 2,300-rpm and 31-inch many pressure setting, the B-24J, in effect the envy of Republic's multitude of daily departures and a giant in ratio to its practically toy-appearing normal aviation singles, surmounted green-carpeted Long Island. straight through the starboard waist gunner's window the monolithic high rises of Manhattan, although miniaturized from the current distance, could be seen.
Having rapidly accelerated to a 175-mph air speed, the bomber, further throttled into a 2,000-rpm and 30-inch many pressure setting, attained its cruise altitude of 1,500 feet over the velvet azure of Long Island Sound and its North Shore. The four red-and-white candy-striped Northport Stacks passed below the right cockpit windows in miniature. The aircraft banked to an easterly, 095-degree heading, maintaining the 2,000-rpm setting of its engines and the Vfr 1200 frequency of its transponder.
The cruise mode induced a closer internal inspection. The glazed, Plexiglas nose turret, projecting itself well ahead of the cockpit windows and location of the bombardier, had in case,granted forward visibility and power-driven armament. A below-floor crawl shaft led to the radio operator's station, which featured a single, aft-facing, seat-belted floor position and a side-facing console with two small rectangular windows, directly below the roof turret and one step below the two-person canopied cockpit. A foot-wide catwalk accessed the two bomb bays, which offered duplicate the capacity of that of the comparable B-17. Beyond had been the aft cabin with its ventral, extendible ball turret; two side-mounted tail turret ammunition warehouse racks; the two side-facing waist gunners' stations; and, straight through the bulkhead, the fuselage-tapering tail turret which, placed behind the empennage, in case,granted a 180-degree, eye-level view of the constant deflections of the slipstream-bombarded horizontal stabilizers. A crew of ten had standardly operated the B-24.
The wing tips, from the cockpit vantage point, had not been visible. Skirting Long Island's North Shore, the mammoth, metallic bomber moved toward Port Jefferson, its large passenger and vehicular ferry approaching the harbor under the right wing after another Long Island Sound crossing from Bridgeport, Connecticut. Burning 637 gph of fuel at its take off power settings and a current 200 gph during cruise, it banked left out over the mirror blue covering of the water, its four engines fed by the wing-integral, foam-insulated kevlar fuel tanks whose total capacity had been reduced from the 2,300 gallons of the production version to the present 1,400 gallons. Altitude could be maintained on any two powerplants.
The transition to the B-24, agreeing to the copilot, had been difficult, particularly from the B-17, because of its flying characteristics. Pitch-sensitive, the aircraft had a heavy elevator feel, although the ailerons in case,granted a appropriate banking sensation. Because of the fuselage area, it performed exemplary during side-slips, and its dual vertical fins and rudders were particularly effective. Banking inland, Witchcraft recrossed the North Shore. A reflection of the massive bomber tracked the ground, like a shadow. Indeed, the aircraft itself had been a shadow of its once numerous brethren. Sadly, it had been the only remaining operational one.
Maintaining a southerly heading, the Liberator radioed Republic tower its "inbound for landing" intention, passing to the right of the airport and extending its area-increasing Fowler flaps. Arcing into a right bank, to a 320-degree heading, it reintroduced its massive, oleo strut-attached tires into the slipstream and trimmed itself into a 120-mph arrival speed. Sinking toward the perimeter fence and passing over the runway's threshold, it rotated into a still-airborne, power-reduced flare, its main wheels snatching concrete with a screech as they spooled up to the aircraft's ground speed. Taxiing on to the American Airpower Museum's ramp and swinging round to the left, it absorbed the vibration straight through its wing spar as the fuel-starved propellers decelerated, the B-17 taxiing into position from its South Shore sortie behind it. Appropriately, as in World War Ii, the B-24 Liberator had started second, but had fulfilled, first.
Once again climbing straight through the bomb bay doors to the ramp, I paused outside, marveling at the now-silent, motionless, though once-mighty bomber. From the engineers who had designed it to the pilots who had flown it, the Consolidated Vultee B-24 Liberator had translated the technology of its fabricate in to the triumph of its enemies. I was proud to have experienced her.
The Consolidated Vultee B-24 LiberatorI
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 galvanic and Pratt and Whitney motor competition to supply a suitable powerplant for the Lockheed C-5A Galaxy soldiery transport, resulting in the first high bypass ratio turbofan, while the Dc-10, the effect 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 extreme output run of 446. Schedule cost overruns had intermittently necessitated the Douglas Aircraft Company's merger with McDonnell, hitherto a soldiery aircraft manufacturer, in order to ensure survival of both the enterprise and its aircraft.
Douglas construct 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 Schedule had, in the event, been launched, detailed store analysis, along with new technological research, would later prove principal to the eventual design. The 60 orders for the Kc-10 had enabled Douglas to profess the basic Dc-10 output line longer than it would have if it had only relied on industrial orders, thus delaying the need for a replacement. Yet, because it would be based upon its earlier-generation counterpart, it could trek, straight through its definition and construct phase far more rapidly than the later, competing Airbus A-340 and Boeing 777, entering the store earlier than these aircraft and tapping into an existing Dc-10 customer base for inherent 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 galvanic 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 growth over the Dc-10s of Air New Zealand and Swissair who had been targeted as inherent activate 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 sacrifice 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 added 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 construct 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 construct flaw, along with the prevailing economic recession, had precluded added 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 enterprise rode the recession. A projected Dc-10 replacement, bearing an Md-11X-10 designation in 1984 and gift considerably more advancement than the former 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 galvanic 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, inspecting this iteration, had recommend 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, gift a 4,781-mile range, and the long-range counterpart, at a 590,000-pound gross weight, gift 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 Schedule launch, which had occurred on December 30, 1986, 92 orders and options had been settled 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 galvanic 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 important edge slats and redesigned, double-slotted trailing edge flaps, while roll control was in case,granted 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 in case,granted the many inequity 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 changeable 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 in case,granted by three 62,000 thrust-pound general galvanic 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 important 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 motor originally advanced for the Lockheed C-5A galaxy, the former had evolved into the quieter, more advanced Cf-6 intended for industrial 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 motor control system, which itself had in case,granted electronic autothrottle and flight administration theory 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 enterprise 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 administration systems, while the Aircraft theory Control, or Asu, had been comprised of five independent, dual-channel computers which automatic all of his former functions.
The passenger cabin, designed for flexibility, had incorporated seat, galley, lavatory, and garment closet facility on cabin length-running tracks whose one-inch increments facilitated manifold configurations and densities and rapid rearrangements, thus permitting carriers to control 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; accepted 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 enterprise 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 terminal a highly thriving 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 galvanic Cf6-80C2 and one Pratt and Whitney Pw4460 powered airframe, had notched up several industrial 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 kind Iiib landings the following April.
Ii
Finnair, the type's activate 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 incommunicable carrier, then designated "Aero O/Y," had inaugurated aid the following March to Reval, Estonia, with Junkers F.13 aircraft, before increasing 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 procure 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 terminate Air Lines," had reestablished its Helsinki-Stockholm sector and acquired nine Dc-3s.
The 1950s, characterized by continental route theory expansion and modern, Convair 340 aircraft acquisitions, had taken it to Dusseldorf, Hamburg, London, and Moscow from a steadily increasing Helsinki flight hub, and the type had been superseded by the slightly higher-capacity Convair 440.
The Md-11, powered by general galvanic Cf6-80C2D1F engines and configured for 58 enterprise 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 introductory operating caress 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 former Flight Display (Pfd), pilotage Display (Nd), motor and Alert Display (Ead), and Systems Display (Sd) schematics, while the automatic theory Controllers, settled 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, settled on the Glareshield control Panel (Gcp), featured controls for autopilot and flight director mode selections, as well as flight administration theory mode convert controls, inclusive of speed (Spd), pilotage (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 operation calculations, obtained from the station-prepared load sheet, had been entered into the keypad-resembling Multifunction control Display Unit (Mcdu) settled on the center pedestal between the two pilots. The flight's accepted Instrument Departure (Sid) had subsequently been loaded into the flight administration theory during inertial reference theory initialization.
The number three engine, the first to be started and the furthest from the bleed air source, had been engaged by pulling the motor Start Switch, its start valve fascinating 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 motor 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 invisible 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 unquestionably initiated the turn toward it, its elongated, wide fuselage following it in trailing mode. Full rudder deflection in case,granted 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 introductory acceleration as its throttles, manually advanced to the 70-percent position, nourished its huge-diameter general galvanic turbofans with a steady stream of fuel, as they swallowed huge quantities of cold air with each, increasingly faster fan rotation. The Autopilot button, settled on the Flight control Panel and fascinating the autothrottles themselves, computer-controlled the aircraft into its allowable take off thrust setting, coupled with automatic motor 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 important edge light beams slicing straight 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 accepted instrument departure course.
Arcing into a shallow right bank over the coast, Flight 914 retracted its trailing edge flaps, although its important edge slats had remained extended until added speed had been amassed. fascinating the pilotage 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 important edge lights had been retracted.
Surmounting one of many cloud decks, the aircraft crossed the Gulf of Finland, whose dark purple covering 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 settled 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 enterprise class seats in the send section, followed by an additional one 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 enterprise 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 option 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 option 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 freezing Siberian tundra, with seven hours, 30 minutes remaining on its flight plan. Thinning cloud layer, appearing like sheathing veils, revealed periodic orange and white, citizen center-represented pearls steadily fascinating 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 construct limit, added 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 effect of the Iru's position and velocity coordination with Vhf omni-directional radio range (Vor) and length 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 opportunity day in the Orient, dawn's razor pierced the eastern horizon with a thin cut straight 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 straight 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 extreme dark, pre-dawn blue. The number of humanity awakening to such light below in the vast wasteland had unquestionably been infinitesimal. The sun, appearing a red, liquid mercury immersed in a gray-black sea, moderately 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, various 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 period of its cruise, departed Soviet air space for the first time over snow-dusted, chocolate-brown ridges whose peaks had been moderately grazed by funnels of vapory mist, following them to the coast and the morning sun-reflected, copper covering 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 accepted terminal advent Route (Star), propelled by its three huge 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 introductory 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 theory armed for an instrument landing theory (Ils) approach and poised to capture the glideslope and localizer. The approach page of the Mcdu, compliance 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 postponement 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 important 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 upholstery its main gear contact. Manually throttled into its reverse thrust mode, it had unleashed its upper wing covering spoilers, their handle having been moved from the retract (Ret) setting straight 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 aid had not all the time been so routine. Indeed, the aircraft had demonstrated gross weight and drag increases far in excess of operation 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 operation improvement packages (Pip), targeting the shortcomings, had finally remedied the situation.
By January 1, 1996, 147 Md-11s had been delivered to 24 former 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 introductory passenger Md-11, several other versions, although in very petite 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, fluctuating 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 marine miles.
The Md-11Cf Convertible Freighter had featured the main deck door relocated to the forward, port side. Martinair Holland, activate customer for the variant in August of 1991, had settled 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 growth 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, choosing the Pratt and Whitney Pw4462 engine, and Garuda Indonesia, specifying its general galvanic Cf6-80C2 counterpart, had settled the activate orders.
Dwindling sales, the effect of the design's introductory operation deficiencies, American Airlines' reputation-damaging social criticisms, order cancellations, and competition from the Airbus A-340 and Boeing 777, had forced McDonnell-Douglas to write down .8 million for the Schedule in 1996 and by the following year, after McDonnell-Douglas's merger with the Boeing industrial Airplane Company, it had no longer been feasible to continue its production. The former Douglas Aircraft enterprise construction 84, settled 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 over the road to the runway, bore the title, "The exquisite end to a exquisite era."
The faultless output 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 reserve for the definitive version, which had reverted to a tri-jet construct with an advanced wing, the three-engined widebody, tracing its lineage to the former 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-11kitchenaid counter depth french door refrigerator black french door refrigerators french door refrigerator bottom freezer
