View allAll Photos Tagged Cold-Weather
Sailor First Class Jeremy Theberge, Boatswain, tests a provisions hoist aboard HMCS HARRY DEWOLF in Conception Bay, Newfoundland and Labrador during Cold Weather Trials on February 28, 2021.
Photo by Corporal David Veldman, Canadian Armed Forces Photo 20210228HSK0086D174
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Le matelot de 1re classe Jeremy Theberge, manœuvrier, teste un treuil de ravitaillement à bord du NCSM HARRY DEWOLF dans la baie Conception, à Terre Neuve et Labrador, lors des essais par temps froid, le 28 février 2021.
Photo : Caporal David Veldman, Forces armées canadiennes 20210228HSK0086D174
HMCS HARRY DEWOLF breaks through the ice during Cold Weather Trials near Frobisher Bay on February 20, 2021.
Photo by Corporal David Veldman, Canadian Armed Forces Photo 20210220HSK0086D118
Le NCSM HARRY DEWOLF se fraye un chemin à travers la glace lors des essais par temps froid près de la baie Frobisher, le 20 février 2021.
Photo : Caporal David Veldman, Forces armées canadiennes 20210220HSK0086D118
Crew members and civilian contractors are being transferred to sea ice alongside HMCS HARRY DEWOLF during Cold Weather Trials near Frobisher Bay on February 20, 2021.
Photo by Corporal David Veldman, Canadian Armed Forces Photo 20210220HSK0086D104
Des membres d’équipage et des entrepreneurs civils sont transférés sur une plateforme de glace de mer le long du NCSM HARRY DEWOLF lors des essais par temps froid près de la baie Frobisher, le 20 février 2021.
Photo : Caporal David Veldman, Forces armées canadiennes
I was pacing the platform to keep warm when this showed up, wow was it cold, 6 degrees!
Westmont IL / Cass Ave
METX w/b commuter – Train 1233
METX 183 F40PH-3.
A crew member drags a simulated casualty to safety during a damage control exercise aboard HMCS HARRY DEWOLF in Conception Bay, Newfoundland and Labrador during Cold Weather Trials on February 28, 2021.
Photo by Corporal David Veldman, Canadian Armed Forces Photo 20210228HSK0086D171
Un membre d’équipage traîne une victime simulée en lieu sûr lors d’un exercice de lutte contre les avaries à bord du NCSM HARRY DEWOLF, dans la baie Conception, à Terre Neuve et Labrador, lors des essais par temps froid, le 28 février 2021.
Photo : Caporal David Veldman, Forces armées canadiennes 20210228HSK0086D171
Kmart at the Palm Plaza in Temecula has reached the end of the line and is currently working on closing down, this is a small look at the store's closing sale
Small leather goods and cold weather apparel were still up for sale at this Kmart
Caution advised - Cold weather training can lead to cold weather injuries. (Jan. 1987) Photo courtesy of Schweinfurt PAO Crusader
· FOR CALIFORNIA ·
After living in Cincinnati, I do not find Sacramento cold. But it can certainly get chilly!
It’s that time of year when I start with leggings and a tank/tee and then layer over my base. I’ll be sick of my cold weather base by spring, but it always feels comforting when I start in the fall.
Dress, O’Neill (thrifted). Boots, Sorel. Bag, Herschel. Cardigan, Debut.
The An-2 is used as a light utility transport, parachute drop aircraft, agricultural work and many other tasks suited to this large slow-flying biplane. Its slow flight and good short field performance make it suited for short, unimproved fields, and some specialized variants have also been built for cold weather and other extreme environments. The Guinness Book of World Records states that the 45-year production run for the An-2 was for a time the longest ever, for any aircraft, but it was recently exceeded by the Lockheed C-130 Hercules.[1]
The Antonov An-2 was designed to meet a 1947 Soviet Ministry of Forestry requirement for a replacement for the Polikarpov Po-2, which was used in large numbers in both agricultural and utility roles. Antonov designed a large single bay biplane of all-metal construction, with an enclosed cockpit and a cabin with room for seats accommodating twelve passengers. The first prototype, designated SKh-1 and powered by a Shvetsov ASh-21 radial engine, flew on 31 August 1947. The second prototype was fitted with a more powerful Shvetsov ASh-62 engine, which allowed the aircraft's payload to be significantly increased from 1,300 kg (2,870 lb) to 2,140 kg (4,720 lb), and in this form it was ordered into production.[7]
Initial Soviet production was at State Factory 473 in Kiev, Ukrainian SSR where the bulk of up to 5,000 units had been produced by 1960. Later Soviet production (after 1965, of model An-2M especially) was at State Factory 464 at Dolgoprudniy, Russian SFSR. After 1960, however, most An-2s were been built at Poland's WSK factory in Mielec, with over 13,000 made there before full production ended in 1991. Limited production from parts stocks, as well as spares and maintenance coverage continued until 2001, when four aircraft were produced for Vietnam.[8] China also builds the An-2 under licence as the Shijiazhuang Y-5.[1] It has been occasionally and erroneously reported that there was East German production of the An-2. While An-2s were extensively refurbished in East Germany, there were no new aircraft built there.
The An-2 was designed as a utility aircraft for use in forestry and agriculture. However, the basic airframe is highly adaptable and numerous variants have been developed. These include hopper-equipped versions for crop-dusting, scientific versions for atmospheric sampling, water-bombers for fighting forest-fires, flying ambulances, float-equipped seaplane versions and lightly armed combat versions for dropping paratroops.[9] The most common version is the An-2T 12-seater passenger aircraft. All versions (other than the An-3) are powered by a 750 kW (1,000 hp) nine-cylinder Shvetsov ASh-62 radial engine, which was developed from the Wright R-1820.[1] It uses 43 gallons of avgas per hour.[9]
An-2 on skis at Volosovo air field, Moscow region
An-2 at Grand Junction aviation show.
The An-2 has design features which make it suitable for operation in remote areas with unsurfaced airstrips:
It has a pneumatic brake system (similar to those used on heavy road vehicles) to stop on short runways.[1]
It has an air line fitted to the compressor, so the pressure in the tires and shock absorbers can be adjusted without the need for special equipment.[1]
The batteries are large and easy to remove, so the aircraft does not need a ground power unit to supply power.[1]
There is no need for an external fuel pump to refuel the aircraft, as it has an onboard pump that allows the tanks to be filled from simple fuel drums.[1]
It has a minimum of complex systems. The crucial wing leading edge slats that give the aircraft its slow flight ability are fully automatic, being held closed by the airflow over the wings. Once the airspeed drops below 64 km/h (40 mph), the slats will extend because they are on elastic rubber springs.[1]
Take-off run: 170 m, landing run: 215 m (these numbers will of course vary depending on take-off/landing weight, outside air temperature, surface roughness, and headwind).[1]
Antonov An-2 (An2-TP)
A note from the pilot's handbook reads: "If the engine quits in instrument conditions or at night, the pilot should pull the control column full aft and keep the wings level. The leading-edge slats will snap out at about 64 km/h (40 mph) and when the airplane slows to a forward speed of about 40 km/h (25 mph), the airplane will sink at about a parachute descent rate until the aircraft hits the ground." [1]
The An-2 indeed has no stall speed quoted in the operating handbook. Pilots of the An-2 say one can fly the aircraft in full control at 30 mph (as a contrast, a modern Cessna four-seater light aircraft has a stall speed of around 50 mph). This slow stall speed makes it possible for the aircraft to fly backwards (if the aircraft is pointed into a headwind of, say, 35 mph (56 km/h), it will travel backwards at 5 mph (8.0 km/h) whilst under full control). (This is also possible with almost any other true Short Take Off and Landing (STOL) aircraft, but the Antonov has the distinction of being able to do the trick in the mildest headwind.)[1]
Closeup on a private An-2TP
Since the collapse of the Soviet Union and the Eastern European communist states, most airlines in these areas have been withdrawing their An-2s from service, as some of these aircraft are now over 40 years old and the production of avgas had decreased.[9] Private operators are still using the planes, as their stability, capacity and slow-flying ability make them very popular, for instance for skydiving.[1][9]
In the early 1980s Antonov experimented with a development of the An-2 powered by a modern turboprop engine. The unit used was a 1,450 horsepower (1,080 kW) Glushenkov engine and aircraft fitted with this engine were fitted with a longer, more streamlined nose to accommodate it. See Antonov An-3 article for more information.[1]
In 2013 Antonov announced that it had successfully flown for the first time a new version of the An-2 dubbed the An-2-100 fitted with a 3-blade reversible propeller and a 1500 shp Motor Sich MS-14 turboprop running on kerosene rather than Avgas which is no longer produced in CIS countries.[10]
Whilst their high noise levels, increasing maintenance costs, high fuel consumption[9] and unsophisticated nature (the pre-flight checks alone take between 30 and 40 minutes) make them obsolete for commercial service in Europe, the large number of aircraft available means that prices are low (from as little as US$30,000 for a serviceable example). This makes them ideal for the developing world, where their ability to carry large loads into short airstrips makes them assets to airlines on a budget. Many ex-Aeroflot An-2s work as regional airliners in Africa, Central and South America, Cuba and southeast Asia.[1]
Ukrainian Hryvna depicting the An-2 airplane
North Korea has a number of the aircraft with[11] wooden propellers and canvas wings on their variants (the Y-5 version licence-built in China) giving them a low radar cross-section and therefore a limited degree of "stealth".[12] In a war they could possibly be used to parachute or deliver special forces troops behind enemy lines for sabotage operations.[1]
The An-2's ability, looks and flying characteristics, and its status as one of the world's biggest single-engined production biplanes, mean that demand for the An-2 is increasing in Western Europe and the United States, where they are prized by collectors of classic aircraft, making it an increasingly common sight at airshows. However, many western countries prohibit the use of the An-2 commercially because the aircraft has not been certified by the relevant national aviation authorities. These restrictions vary by country, but all prevent the An-2 being used for any 'for profit' purpose, with the exception of the United States, where An-2s imported since 1993 are limited to experimental certification & Title 14 Code of Federal Regulations, Part 21.191,21.193,21.195,91.313,91.319,[9] but PZL-built An-2s are exempt from this restriction due to a bilateral agreement with Poland.[1]
Modernization and refitting projects[edit]
In 2013, Antonov received orders for upgrading "hundreds" of the An-2 planes still in operation in Azerbaijan, Cuba and Russia to the An-2-100 upgrade version.[4]
The Siberian Research Institute of Aviation (SIBNIA) has test flown a highly modified Antonov An-2 with carbonfibre winglet-like braces and carbonfibre wing structures. This is to demonstrate the aerodynamic and structural changes planned for an An-2 replacement, Sukhoi has announced on 10 June 2015. The aircraft was equipped with a five-bladed turboprop engine, most probably the Honeywell TPE331 already installed on a modernized version of the An-2 that entered service in 2014. The autoclave-cured carbonfibre composite materials – including wing panels, spars and ribs – were produced by the Novosibirsk Aviation Plant. Sukhoi says the design change improved the speed of the An-2 by 50%, and testing also has shown the minimum flying speed of the aircraft is “close to zero”.
Sailor Second Class Jacob Fleck, Boatswain, operates a crane on the quarterdeck of HMCS HARRY DEWOLF in Conception Bay, Newfoundland and Labrador during Cold Weather Trials on February 28, 2021.
Photo by Corporal David Veldman, Canadian Armed Forces Photo 20210228HSK0086D182
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Le matelot de 2e classe Jacob Fleck, manœuvrier, conduit une grue sur la plage arrière du NCSM HARRY DEWOLF dans la baie Conception, à Terre Neuve et Labrador, lors des essais par temps froid, le 28 février 2021.
Photo : Caporal David Veldman, Forces armées canadiennes 20210228HSK0086D182
You won't find these boots at your local REI.
The only other place I've seen boots remotely like these other than during the Apollo space mission is at the Fort Nine museum in Kaunas, Lithuania.
Who knew that Czechoslovak winters could be so harsh?
It must have been very difficult to walk on absolutely inflexible soles.
Police Museum, Prague.
CBP Office of Border Patrol conducts cold weather operations in the Wellesley Island, Alexandria Bay and Clayton region of New York along the border of the United States and Canada. A Border Patrol Agent walks the area near the U.S. Canadian border. Photo by James Tourtellotte
CBP Office of Border Patrol conducts cold weather operations in the Wellesley Island, Alexandria Bay and Clayton region of New York along the border of the United States and Canada. Border Patrol Agents patrol frozen water ways along the border with the U.S. and Canada. Photo by James Tourtellotte
Members of the deck department trial a provisions hoist aboard HMCS HARRY DEWOLF in Conception Bay, Newfoundland and Labrador during Cold Weather Trials on February 28, 2021.
Photo by Corporal David Veldman, Canadian Armed Forces Photo 20210228HSK0086D177
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Des membres du service du pont testent un treuil de ravitaillement à bord du NCSM HARRY DEWOLF dans la baie Conception, à Terre Neuve et Labrador, lors des essais par temps froid, le 28 février 2021.
Photo : Caporal David Veldman, Forces armées canadiennes 20210228HSK0086D177
Master Sailor Matthew Shepherd radios for help during a damage control exercise aboard HMCS HARRY DEWOLF during Cold Weather Trials off the coast of Labrador on February 25, 2021.
Photo by Corporal David Veldman, Canadian Armed Forces Photo 20210228HSK0086D169
Le matelot chef Matthew Shepherd utilise sa radio pour demander de l’aide lors d’un exercice de lutte contre les avaries à bord du NCSM HARRY DEWOLF lors des essais par temps froid au large du Labrador, le 25 février 2021.
Photo : Caporal David Veldman, Forces armées canadiennes 20210228HSK0086D169
CBP Office of Border Patrol conducts cold weather operations in the Wellesley Island, Alexandria Bay and Clayton region of New York along the border of the United States and Canada. A Border Patrol Agent walks the area near the U.S. Canadian border. Photo by James Tourtellotte
Sailor First Class Jeremy Theberge, Boatswain, tests a provisions hoist aboard HMCS HARRY DEWOLF in Conception Bay, Newfoundland and Labrador during Cold Weather Trials on February 28, 2021.
Photo by Corporal David Veldman, Canadian Armed Forces Photo 20210228HSK0086D178
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Le matelot de 1re classe Jeremy Theberge, manœuvrier, teste un treuil de ravitaillement à bord du NCSM HARRY DEWOLF dans la baie Conception, à Terre Neuve et Labrador, lors des essais par temps froid, le 28 février 2021.
Photo : Caporal David Veldman, Forces armées canadiennes 20210228HSK0086D178
HMCS HARRY DEWOLF sits in ice during Cold Weather Trials near Frobisher Bay on February 20, 2021.
Photo by Corporal David Veldman, Canadian Armed Forces Photo 20210220HSK0086D136
Le NCSM HARRY DEWOLF est immobilisé sur la glace lors des essais par temps froid près de la baie Frobisher, le 20 février 2021.
Photo : Caporal David Veldman, Forces armées canadiennes 20210220HSK0086D136
Lieutenant-Commander James Little, Executive Officer, participates in a damage control exercise aboard HMCS HARRY DEWOLF in Conception Bay, Newfoundland and Labrador during Cold Weather Trials on February 28, 2021.
Photo by Corporal David Veldman, Canadian Armed Forces Photo 20210228HSK0086D170
Le capitaine de corvette James Little, commandant en second, participe à un exercice de lutte contre les avaries à bord du NCSM HARRY DEWOLF, dans la baie Conception, à Terre Neuve et Labrador, lors des essais par temps froid, le 28 février 2021.
Photo : Caporal David Veldman, Forces armées canadiennes 20210228HSK0086D170
Civlian contractors and crew members conduct ice operations alongside HMCS HARRY DEWOLF during Cold Weather Trials near Frobisher Bay on February 20, 2021.
Photo by Corporal David Veldman, Canadian Armed Forces Photo 20210220HSK0086D117
Des membres d’équipage et des entrepreneurs civils effectuent des opérations sur la glace le long du NCSM HARRY DEWOLF lors des essais par temps froid près de la baie Frobisher, le 20 février 2021.
Photo : Caporal David Veldman, Forces armées canadiennes 20210220HSK0086D116
Han Solo doing his best against Hoth's cold weather.
Star Wars, episode V: The Empire Strikes Back (1980)
A Royal Marine from 3 Commando Brigade, is backlit by a strong Arctic sun on exercise in the frozen wastes of northwest Norway.
Marines carried out a three day CWSC (Cold Weather Survival Course Training) and CWWC (Cold Weather Warfare Course) training package with temperatures dropping as low as -30 celsius.
This image is available for non-commercial, high resolution download at www.defenceimages.mod.uk subject to terms and conditions. Search for image number 45151370.jpg
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Photographer: POA(Phot) Dave Husbands
Image 45151370.jpg from www.defenceimages.mod.uk
Sailor 1st Class Celine Dorion operates the crane while HMCS MARGARET BROOKE is parked in ice, in the Labrador Sea on February 27, 2022.
Photo: S2 Taylor Congdon, Canadian Armed Forces Photo
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La matelot de 1re classe Celine Dorion manœuvre la grue, alors que le NCSM MARGARET BROOKE est stationné dans la glace, dans la mer du Labrador, le 27 février 2022.
Photo : Mat 2 Taylor Congdon, Forces armées canadiennes
Members of HMCS MARGARET BROOKE conduct training evolutions around Halifax Harbour, Nova Scotia on February 15, 2022.
Please credit: S2 Taylor Congdon, Canadian Armed Forces Photo
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Des membres du NCSM Margaret Brooke effectuent des manœuvres aux fins d’entraînement dans le port de Halifax, en Nouvelle-Écosse, le 15 février 2022.
Photo : Mat 2 Taylor Congdon, photo des Forces armées canadiennes
CBP Office of Border Patrol conducts cold weather operations in the Wellesley Island, Alexandria Bay and Clayton region of New York along the border of the United States and Canada. A Border Patrol Agent walks the area near the U.S. Canadian border. Photo by James Tourtellotte
it has been raining here for awhile and been busy with work lately haven't got enough time to take photos and to catch up to everyone's posts :( sorry~
cos of the dark weather my camera set itself on a blue setting ~_~
but surprisingly i like how it turned out :D
"Buddy type shelters begin with a pair scraping snow away preparatory to erecting shelter halves. Snow is then banked around the sides of the shelter to block chilly winds that enter the canyon floor with the setting of the sun."
From the Marion Fischer Collection (COLL/858), Marine Corps Archives & Special Collections
OFFICIAL USMC PHOTOGRAPH