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Pay day.
Which is good.
So: Dateline Norwich, Norfolk.
I wake at half six, with buses and trucks heading into the city just outside the bedroom window, whatever, I slept well, so messed around online for an hour, had a shower and then went down for breakfast. Dressing first, of course.
I chose the "continental breakfast", of fruit and toast, and two pots of coffee which set me for the day.
I had a number of plans: first was to go to Cantley and the Limpenoe for some churchcrawling, but with the swing bridges at Reedham and Somerleyton closes for maintenance, that meant rail replacement buses. The other choice was to go to Cromer to the church there, have lunch of chips beside the seaside, beside the sea.
But first, a a walk to St Stephen's on Theatre Street, as I had not been there before, and was oepn, apparently.
Despite being the end of October, it was warm and humid, and would exceed 20 degrees in the afternoon. But was cloudy, and there was a chance of rain.
More than a chance as it turned out.
So, after breakfast I set out through Tombland, past The Halls where the beer festival was being held, and fresh supplies were being delivered.
Through the market, up the steps and across from The Forum to Theatre Street where the doors of the church had just been opened. What greeted me was a fine large East Anglian church, but instead of pews or rows of chairs, was tables and chairs all set out to be a café.
All churches do their best, I know, but St Stephens is now a calling point on the entrance to the once new shopping centre, the windows offer a large and bright space, but not very churchy.
I made the mistake of asking a volunteer when it stopped being a church: it's still a church, and the tables can be quickly replaced with rows of chairs, it seems.
I go round and get shots, but avoiding, as warned, not to get people in my shots. Its a big church, so I managed that pretty well.
Ten minutes later, St Peter Mancroft opened I wanted to snap the east windows as best I could, so with my compact I did my best. A guy sat behind me and tutted loudly as I took shots and when I asked a warden if I could take a shot of a memorial in the chancel. He had the whole church to sit in, but chose to sit behind me, already taking shots, apparently just so he could complain.
So screw you.
I got my shots, and left, leaving a bad taste in my mouth.
Outside rain had began to fall. Falling hard enough not to be pleasant. My plan had been to walk tot he station, but wasn't going to walk in this weather. So, I walked through the market, lingering as rain fell harder, then crossing to Royal Arcade before emerging onto Back of the Inns, and walking into Castle Mall, taking a series of escalators to the top, all the while hoping that by the time I reached the top, rain would have stopped.
It hadn't.
But I did snap the decorative paving marking the source of an ancient spring, then headed down Timber Hill to the Murderers, where I went in and had a pint. And ended up staying for another and a lunch of nachos.
Last stop was St John Maddermarket, where I retook many shots, but had a long and interesting conversation with the warden about the church and the font found at St John in Folkestone.
I went back to the hotel, lay on the bed for a snooze edit some shots and post them with a description which became the backbone for the previous blog post.
For the evening, I had been invited for dinner at my good friend's, Sarah's.
So at five, I walk up through the City to Pottergate, then along, through the underpass and estate beyond, arriving at her door at just gone six.
Darkness was falling, the street was ankle deep in golden leaves, quite the most fabulous place, really.
We have a drink, chat abut churches, butterflies, orchids and Norwich City, after which we eat: a kind of duck stew, which was hearty and very good. Along with that, we sup from the bottle of fruity red I had bought on the way to her house.
The evening slipped by, and after walking 15,000 steps, I got a taxi back to the hotel, along fairly deserted roads, dropping me at the door of the hotel, where just inside a wedding reception was nearing its end, back in my room, I put in ear plugs and slept long and deep.
---------------------------------------------
This square church is a familiar sight to shoppers, where the pedestrianised identikit shops of London Street give way to earthier Pottergate. There used to be a wonderful vegetarian restaurant on this corner, and I mourn its passing. St John the Baptist became redundant as a result of the Brooke Report, which is also sad, but understandable given the proximity of St Andrew and St Peter Mancroft. For a while, it was used by the Greek Orthodox community, which unfortunately made it inaccessible to other people, but since they moved on to the Mother of God, the building has come into the care of the Churches Conservation Trust, making it accessible again. George Plunkett's 1938 photographs show it at once familar and different, the exposed graveyard rather startling.
St John the Baptist is well-known for its processional way beneath the elegant but hemmed-in tower; at one time, there was another one at the east end, through which Maddermarket Street ran; but the chancel was demolished in the late 16th century, making Maddermarket Street clear for traffic, and giving the church its square shape today. The extraordinarily high clerestory, faced in stone, accentuates the strangeness of the shape. This is a typical 15th century Perpendicular church, but the tracery of the east windows is earlier; considering that the main one is now in the place of the chancel arch, there is reason to think that they may be 19th century additions, perhaps of medieval tracery from elsewhere.
The north porch, now no longer used, has a funny little turret on it. There isn't really a south porch; you step straight down in to the south aisle. Stepping inside to the dark, smoky, devotional inside, you would be forgiven for thinking that the Greeks were still in possession. In fact, this Baroque interior is almost wholly the work of William Busby, arch-Anglo-Catholic Rector in the early years of the 20th century, much of it collected from other churches, the rest made to his orders.
The outstandingly ugly font shows us something of his tastes, but altogether it is certainly effective, and the chancel has a quite different 18th century feel to it compared with the rationalism of St George Colegate. The lovely Arts and Crafts Annunciation scene by the King workshop is not overpowered by all this, but would be better known and thought of in a plainer setting.
This church is most famous for the enormous number of memorials, both in brass and stone. They are too many to list here, but do not miss the brass of John Tuddenham, who died in 1450. He has a complete prayer clause inscription in English. From the other side of the religious divide are the two astonishing Sotherton memorials, one of 1540 and the other of 1606, the couple in each case facing each other across a prayerdesk. The Sothertons were exactly the kind of family that powered the English Reformation, mayors and merchants who had benefited from the Black Death's freeing of capital and land to rise to prominence. Here they are, in all their glory.
Simon Knott, December 2005
www.norfolkchurches.co.uk/norwichjohnmaddermarket/norwich...
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The Church of St John the Baptist, Maddermarket, is a redundant Anglican church in the city of Norwich, Norfolk, England. It is recorded in the National Heritage List for England as a designated Grade I listed building,[1] and is in the care of the Churches Conservation Trust
There may have been a church on the site in the 11th century, but the earliest fabric in the present church dates from the 14th century. Most of the church dates from a major rebuilding between about 1445 to 1510. At some time the east end of the church was shortened.[3] There has been a tradition that this took place in 1578 when the street was widened for a visit by Elizabeth I,[2][3] but this is considered to be untrue.[4] Following this, the major changes were to the interior of the church. At some time a medieval chancel screen was removed. In 1849 a gallery was installed at the west end. Restorations took place in the 19th century; these included rebuilding the tower in 1822, and refurbishing the interior of the roof and rebuilding the walls in 1863.[3] Also in 1863 the interior was reordered.[4] There was a gas explosion in 1876, in which much of the stained glass was damaged.[3] At the beginning of the 20th century the vicar, Rev William Busby, installed items of furniture collected from other churches.[2] In 1914–15 work was done on the Lady chapel. The church was closed for Anglican worship in 1982, and used by a community from the Greek Orthodox Church until 1990, when it was vested in the Churches Conservation Trust,
The church is constructed mainly in flint with stone and brick dressings. The clerestory is faced with ashlar. The aisles are roofed with lead, and the rest of the church is slated. Its plan consists of a four-bay nave and chancel in one unit, north and south aisles extending the full length of the church, north and south porches, a north vestry, and a west tower.[1] The east ends of the aisles have been converted into chapels, the south chapel being the Lady Chapel and on the north side the Jesus Chapel.[3] The church is almost as wide as it is long.[2] The tower is in four stages with diagonal buttresses. The bottom stage is open to the north and south, providing a passage for processions; the west arch is blocked.[1] Above this is a rib vault decorated with twelve carved bosses.[4] Over the west arch is a three-light Perpendicular window. In the top stage are three-light louvred bell openings on each side. The parapet is crenellated, with corner pinnacles and statues. Along the south wall of the south aisle are five buttresses, with three three-light windows in the eastern bays. The western bay incorporates a two-storey porch. Under the easternmost window is a priest's door.[1] Also on the south wall is a sundial dating from the 17th or 18th century.[3] Along the clerestory are eight three-light Perpendicular windows. At the east end of the chancel is a large five-light window with Decorated tracery, and at the east end of each aisle is a three-light window. The north porch also has two storeys. The arch over its doorway is decorated with a band of shields, and over the arch is a niche for a statue and a three-light square-headed window.
At the east end of the church the altar is surrounded by a massive wooden surround, known as a baldachin. It is thought that this had been made for the church of St Miles Coslany in 1741 and moved into St John's in 1917.[4] Behind the altar is a painting of the Last Supper attributed to the Renaissance painter Livio Agresti. There is another altar in the north aisle. The font dates from 1864, and is decorated with inlaid pieces of coloured marble. The pulpit dates from the same year. Above it is a sounding board from the 17th century.[3] The revolving lectern dates from the 18th century, and is probably Italian. Around the church are memorials to local historical personages, including Thomas Rawlins, Joseph Stannard a Norwich School painter of marine-scenes, Walter Nugent Monck founder of the Maddermarket Theatre and Margaret Howard, Duchess of Norfolk, who died in 1564.[4][5]
The church also houses commemorations of several mayors of the City throughout the centuries including the Southerton's, Bubbin and Ralph Segram (died 1472). Segram was a merchant who became a member of parliament and Mayor of Norwich. He commissioned a rood screen for the church, from which two panels of painted oak are now in the Victoria and Albert Museum in London. One panel depicts both William of Norwich, holding a hammer and with three nails in his head, and Agatha of Sicily, holding pincers and her severed breast.[6] The other panel depicts Leonard of Noblac (holding manicles) and Catherine of Alexandria, holding a sword and a book.[7]
The Layer Monument Marble polychrome mural monument circa 1600. South aisle of the west wall of the church.
Located semi-obscured on the south aisle of the church's west wall is The Layer Monument, a marble polychrome mural monument installed circa 1600 to commemorate the merchant, lawyer and mayor Christopher Layer. Its four figurines housed in its pilasters, Pax, Gloria, Vanitas and Labor are sculpted in the art-style of Northern Mannerism. Collectively the Layer Quaternity use polarised and esoteric symbolism. The church also has identifiable associations with early British Freemasonry including a 19th-century headstone in its graveyard which depicts Masonic compasses along with the ancient Greek gnostic symbol of the Ouroboros.
The church houses one of the largest collections of brasses in England, the oldest dating from the middle of the 15th century.[3] Most of the stained glass dates from the 19th and 20th centuries, although there are fragments of 15th-century glass in the centre window of the north aisle. The east window dates from 1870 and depicts the healing of the Centurion's servant. In the north chapel is a depiction of the Annunciation made by James Powell and Sons, and in the south chapel is a Tree of Jesse from 1916, probably by King of Norwich.[4]
The two-manual organ was made in 1888 by Norman and Beard for St Peter's Church, Lowestoft.[8] It was moved to Norwich in 1904 and in 1913 it was rebuilt by Norman and Beard, and moved to the west gallery.
en.wikipedia.org/wiki/Saint_John_the_Baptist,_Maddermarke...
The lawyers who are concerned with the DePuy recalls are willing to help the patients with the matter because they want to be sure that all the patients who have been victims of the mistake that they have no idea about should get what is right for them.
Drop here for more info: hip replacement lawyer
Historic Environment Record for H BUILDING, Malvern, UK
The building, having military purposes and designated locally as H building, sits on a former Government Research site in Malvern, Worcestershire at Grid Ref SO 786 447. This site was the home of the Telecommunications Research Establishment (TRE) from 1946. It has been owned by QinetiQ since 2001 and is in the process (October 2017 to February 2018) of being sold for redevelopment.
This unique building has at its heart a ‘Rotor’ bunker with attached buildings to house radar screens and operators as well as plant such as emergency generators. Twenty nine Rotor operational underground bunkers were built in great urgency around Britain to modernise the national air defence network, following the Soviet nuclear test in 1949. Two factors make H building’s construction and purpose unique; this prototype is the only Rotor bunker built above ground and it was the home to National Air Defence government research for 30 years.This example of a ROTOR bunker is unique instead of being buried, it was built above ground to save time and expense, as it was not required to be below ground for its research purpose.
H Building was the prototype version of the Rotor project R4 Sector Operations Centre air defence bunkers. Construction began in August 1952 with great urgency - work went on 24 hours a day under arc lights. The main bunker is constructed from cross bonded engineering bricks to
form walls more than 2 feet thick in a rectangle approximately 65ft x 50ft. The two internal floors are suspended from the ceiling. The original surrounding buildings comprise, two radar control and operator rooms, offices and machine plant.
The building was in generally good order and complete. The internal layout of the bunker remains as originally designed. The internal surfaces and services have been maintained and modernised over the 55 years since its construction (Figure 3). The first floor has been closed over.
There are some later external building additions around the periphery to provide additional accommodation.
In parts of the building the suspended floor remains, with 1950s vintage fittings beneath such as patch panels and ventilation ducts.
The building has been empty since the Defence Science & Technology Laboratories [Dstl] moved out in October 2008
As lead for radar research, RRE was responsible for the design of both the replacement radars for the Chain Home radars and the command and control systems for UK National Air Defence.
Project Rotor was based around the Type 80 radar and Type 13 height finder. The first prototype type 80 was built at Malvern in 1953 code named Green Garlic. Live radar feeds against aircraft sorties, were fed into the building to carry out trials of new methods plotting and reporting air activity
A major upgrade of the UK radar network was planned in the late 1950s – Project ‘Linesman’ (military) / ‘Mediator’ (civil) – based around Type 84 / 85 primary radars and the HF200 height finder. A prototype type 85 radar (Blue Yeoman) was built adjacent to H Building in 1959. live radar returns were piped into H Building.
Subsequently a scheme to combine the military and civil radar networks was proposed. The building supported the research for the fully computerised air defence scheme known as Linesman, developed in the 1960s, and a more integrated and flexible system (United Kingdom Air Defence Ground Environment or UKADGE) in the 1970s.
The building was then used for various research purposes until the government relinquished the main site to QinetiQ in 2001. Government scientists continued to use the building until 2008. Throughout its life access was strictly controlled by a dedicated pass sytem.
Notable civil spin-offs from the research in this building include the invention of touch screens and the whole UK Civil Air Traffic Control system which set the standard for Europe.
Chronology
1952 - Construction work is begun. The layout of the bunker area duplicates the underground version built at RAF Bawburgh.
1953 - Construction work is largely completed.
1954 - The building is equipped and ready for experiments.
1956-1958 - Addition of 2nd storey to offices
1957-1960 - Experiments of automatic tracking, novel plot projection systems and data management and communications systems tested.
1960-1970 - Project Linesman mediator experiments carried out including a novel display technique known as a Touch screen ( A World First)
TOUCHSCREEN
A team led by Eric Johnson in H building at Malvern. RRE Tech Note 721 states: This device, the Touch Sensitive Electronic Data Display, or more shortly the ‘Touch Display’, appears to have the potential to provide a very efficient coupling between man and machine. (E A Johnson 1966). See also patent GB 1172222.
Information From Hugh Williams/mraths
1980-1990 - During this period experiments are moved to another building and H building is underused.
1990-1993 - The building was re-purposed and the bunker (room H57) had the first floor closed over to add extra floor area.
2008- The bunker was used until late 2008 for classified research / Joint intelligence centre
2019 - Visual Recording of the buildings interior by MRATHS. Be means of a LIDAR scan and photographs being taken. The exterior was mapped with a drone to allow a 3D Image of the building to be created via Photogrammetry. This was created in Autodesk Photo Recap.
2020 - Building demolished as part of the redevelopment of the site.
Information sourced from MRATHS
Pull foot rest out straight toward driver and down. It has velcro at its top and bottom; no clips. But, it does have a flat part at the top that makes it so you have to pull it straight out.
Woking Station (south side), Woking.
Rail replacement Woking-Haslemere.
Arriva 4047 GN09AWY.
Arriva 6461 SN58EOD.
Arriva 4057 GN09AXK.
Day Two of the shower replacement process - April 19, 2011. Contractors have removed the old shower, poured fresh concrete in the base and redone the plumbing, and are now installing the new unit.
Airbus A320-232
MSN 4238
G-EUYG ✈
British Airways
BAW BA
Copyright © 2018 A380spotter. All rights reserved.
Because we're dealing with gasoline, be extra careful about safety. Make sure you have a fire extinguisher ready nearby. Wear surgical gloves and protective eyewear. Ensure that the work area is well ventilated. Also, you'll be working under the car, so make sure you put the car securely on stands. You absolutely do not want the car to fall on you!
To make Step 5 easier, buy 6 clamps for the fuel line hoses. See photo.
Haslemere Station Forecourt, Haslemere.
Rail replacement Haslemere-Woking.
D&P Coaches YX19DXC
Stagecoach 10961 SN18KOD
Arriva 4209 YJ61CJV & 4214 KX61FHM
Entered service at Go North East is the first of many ex Docklands Buses vehicles this will be allocated temporarily to Saltmeadows Road depot for Metro Replacement 900/X900 these have also been converted to single door lay out after previously been dual doored while with its previous owners seen here in South Shields on Metro Replacement Service X900 to Heworth
p.s do not trust the man upstairs on this photo he is a bully a thief a manipulator and he bugs people plus he brainwashes new bus enthusiasts or he passes a message on to them to harass me
© All rights reserved. Images are copyrighted to myself. Photographs lifted from my photostream and being reused elsewhere without my permission or being credited, will not be tolerated and the user will be blocked and reported immediately
Pull the sound damping material out at the corner of the firewall, reach up behind it, and pull the hood cable's grommet out from the firewall toward the rear of the car.
Rail replacement services between Three Bridges and Brighton are usually in the hands of double deck buses, many sourced from within the Go Ahead group. London E150 (SN60 BZY) passes Metrobus Scania Omnidekka 484 (YN53 RYW) yesterday morning, October 5th, 2014.
Are you suffering from pain due to faulty implantation of the hip?
Need Help? Drop here: hip replacement lawyer
The US Navy had begun planning a replacement for the F-4 Phantom II in the fleet air defense role almost as soon as the latter entered service, but found itself ordered by then-Secretary of Defense Robert McNamara to join the TFX program. The subsequent F-111B was a failure in every fashion except for its AWG-9 fire control system, paired with the AIM-54 Phoenix very-long range missile. It was subsequently cancelled and the competition reopened for a new fighter, but Grumman had anticipated the cancellation and responded with a new design.
The subsequent F-14A Tomcat, last of the famous Grumman “Cat” series of US Navy fighters, first flew in December 1970 and was placed in production. It used the same variable-sweep wing concept of the F-111B and its AWG-9 system, but the Tomcat was much sleeker and lighter. The F-14 was provided with a plethora of weapons, including the Phoenix, long-range AIM-7 Sparrow, short-range AIM-9 Sidewinder, and an internal M61A1 Vulcan 20mm gatling cannon. This was due to the Vietnam experience, in which Navy F-4s found themselves badly in need of internal armament. Despite its large size, it also proved itself an excellent dogfighter.
The only real drawback to the Tomcat proved to be its powerplant, which it also shared with the F-111B: the Pratt and Whitney TF30. The TF30 was found to be prone to compressor stalls and explosions; more F-14s would be lost to engine problems than any other cause during its career, including combat. The Tomcat was also fitted with the TARPS camera pod beginning in 1981, allowing the RA-5C Vigilante and RF-8G Crusader dedicated recon aircraft to be retired. In addition to the aircraft produced for the US Navy, 79 of an order of 100 aircraft were delivered to Iran before the Islamic Revolution of 1979.
The Tomcat entered service in September 1974 and first saw action covering the evacuation of Saigon in 1975, though it was not involved in combat. The Tomcat’s first combat is conjectural: it is known that Iranian F-14s saw extensive service in the 1980-1988 Iran-Iraq War, and that Iranian Tomcats achieved a number of kills; the only F-14 ace was Iranian. The first American combat with the F-14 came in September 1981, when two F-14As shot down a pair of Libyan Su-22 Fitters over the Gulf of Sidra. The Tomcat would add another two kills to its record in 1987, two Libyan MiG-23s once more over the Gulf of Sidra.
The high losses due to problems with the TF30 (fully 84 Tomcats would be lost to this problem over the course of its career) led to the Navy ordering the F-14A+ variant. The A+, redesignated F-14B in 1991, incorporated all refits and most importantly, General Electric F110 turbofans. Among the refits was the replacement of the early A’s simple undernose IR sensor with a TISEO long-range camera system, allowing the F-14’s pilot to identify targets visually beyond the range of unaided human eyesight.
The majority of F-14As were upgraded to B standard, along with 67 new-build aircraft. A mix of F-14As and Bs would see action during the First Gulf War, though only a single kill was scored by Tomcats.. Subsequent to this conflict, the Navy ordered the F-14D variant, with completely updated avionics and electronics, a combination IRST/TISEO sensor, replacement of the AWG-9 with the APG-71 radar, and a “glass” cockpit. Though the Navy had intended to upgrade the entire fleet to D standard, less than 50 F-14Ds ever entered service (including 37 new-builds), due to the increasing age of the design.
Ironically, the US Navy’s Tomcat swan song came not as a fighter, but a bomber. To cover the retirement of the A-6 Intruder and A-7 Corsair II from the fleet, the F-14’s latent bomb capability was finally used, allowing the “Bombcat” to carry precision guided weapons, and, after 2001, the GPS-guided JDAM series. By the time of the Afghanistan and Second Gulf Wars, the F-14 was already slated for replacement by the F/A-18E/F Super Hornet, and the Tomcat would be used mainly in the strike role, though TARPS reconnaissance sorties were also flown. The much-loved F-14 Tomcat was finally retired from US Navy service in September 2006, ending 36 years of operations. The aircraft remains in service with the Iranian Revolutionary Air Force.
F-14A Bureau Number 159829 joined the fleet around 1977, and spent most of its career as a test aircraft, either with VX-4 at NAS Point Mugu, California (where it briefly wore the experimental "Ferris Splinter" camouflage) or the Naval Air Test Center at NAS Patuxent River, Maryland. Around 1995, it was transferred to VF-211 ("Checkmates"), and 159829 saw combat during Operation Southern Watch and over Afghanistan after 9/11; the squadron was embarked on the USS Stennis (CVN-74) and the USS Enterprise (CVN-65) during this time period. When VF-211 reequipped with F/A-18F Super Hornets in 2004, 159829 was retired and donated to the Wings Over the Rockies Museum in Denver, Colorado.
Though Wings Over the Rockies tends to be a bit crowded, they have done a superb job in keeping up this Tomcat and in the display (with a fake carrier deck and catapult shuttle, though the F-14 really should be "kneeling" for that). One forgets just how huge the Tomcat was--that's my friend Darren in the picture next to it, and he's a big guy.
Wow. This has been tough I am so sorry it has taken me so long to get back to everyone. Thanks for all of your wishes prayers and kind words. I made it through it and was doing so well they released me last Wednesday ( a day earlier than anticipated). The surgeon was amazed that my range of motion was 100%. So they took the femoral nerve block out.......and that's when everything went backwards and the troubles started. From my knee up to the top of my thigh is like pins and needles and numb. I've gone through a few days of felling sorry for myself and I finally snapped out of it. I was suppose to have a Physical therapist here the day I came home and he didn't show up until today after my surgeon called and gave him the how to and what for! So...he came with an attitude...and I said " Lets forget about what you didn't do and focus on what can be done... My main concern is will I ever get the feeling back in my leg and he promised me that yes I would but the medication from the nerve block is stuck in the upper leg so he gave a deep tissue massage which hurt like you know what. I feel much better now and am focusing on getting well. I've gone up and down my staircase all by myself 4 times now. ( with hubby right there ...just in case) I am confident Ill be back to normal very soon. Don't you hate how tightly they put those stitches in????? I hate it but supposedly it leaves a better scar. I will be back on tomorrow and hopefully reply to some comments. Thanks again....I'm well....safe and home.
City Transport Mercedes Citaro NK58DVZ is seen outside Newcaslte Central Station on rail replacement duties, 10/12/23
Third of the forward guns that were 'mothballed' is lowered into place on it's 'OPV' or 'Corvette', whichever you prefer! I like the term 'Corvette' from the WW2 connection, though the newer versions have better technology!
Copyright © John G. Lidstone, all rights reserved.
It is an offence under law if you remove my copyright marking, or post this image anywhere else without my express written permission.
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”.
Inchon, August 1953, Inchon 8057th Replacement Depot. We were housed in the tents on the left side of the photo.
Some pictures taken by the late Michael Cleary. Early 1989.
No sooner had the DLR been finished than they were having to rebuild it to increase capacity, since it had been constructed on the cheap. Even in 1989 the use of Routemasters was a rarity. I suspect this was a Sunday when they would otherwise have been sitting idle.
This is Poplar, with RML2695 picking up a good load.
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If there's no room for the Technic guy, let's try it with a smaller driver!
Check the full blog post and video at racingbrick.com/2017/05/42050-drag-racer-will-really-race/
Replacement parts for the lift mechanism were custom built in Alabama and shipped to Oregon. They will travel up the Willamette River to the Columbia River to their final destination: the Interstate Bridge.
Workers use rail tongs to lift a segment of rail and carry it over to where it'll be seated.
On Saturday, workers replaced third rail near Bryn Mawr on the Red Line Saturday to help ensure continued, reliable power delivery to Red Line trains in the area. The "third rail" (also known as "contact rail") is the electrified rail through which power is delivered to our trains.
One segment at a time, workers removed existing sections of rail and replaced it with heavier-gauge sections, which can provide better conductivity. Each section is seated on insulated third rail chairs, bolted together with adjacent sections and smoothed out at joints. Welders also come out and connect the rail to the power system using jumper cables.
The rail that's been removed will be reused for other important power delivery improvements, later—an efficient and sustainable practice we employ to make the most of the materials at our disposal.
The section replaced on Saturday morning and afternoon was on the Howard-bound Red Line track and measures in at about 1900 feet, or about 580 meters, in length. To put the heft of this work into perspective, the base, steel component of third rail that was installed weighs about 85lbs. for every three feet of rail—this doesn't include the weight of aluminum that's affixed to the rail for added electrical conductivity, bolts, insulators and other components that are a part of delivering power to trains. The total weight of the steel part of the rail moved just on Saturday is upwards of 52 tons.
Designed as a replacement for, and substantially based on the Ferrari 308, the 328 Ferrari shared much, both under the skin, and in it's wedge-like bodywork.
The Vee-eight engine was enlarged to 3.2 litre (from 3.0), producing 270 hp (201 kW) and 313 Nm, in lieu of the last 308 Quattrovalvole (4-valve) 240 hp (179 kW).
Exterior design mimicked that of the 308. Styling was again by Pininfarina by the hand of Leonardo Fioravanti. Most notable differences were the use of deeper front and rear bumper treatments and a new, larger wheel design. Alongside the 328 GTB Berlinetta model shown here, was a 328 GTS Targa-topped model in the same vein as the 308 GTS model. There were many detail changes in chassis systems as well. There changes were also included in the update to the 4-seater Ferrari Mondial 3.2.
The Ferrai 328 was produced from 1986 - 1989 and provided a stop gap between the long-running 308 Series Ferrari and the Testarossa-inspired 348, released in 1989. Key technical change of the 348 was the adoption of a longitudinally-mounted 3.4 litre edition of the vee-eight, backed by a transversely mounted gearbox, a change seen in the limited production Ferrari 288 GTO a few years earlier. For the Ferrari 308 and 328, like its Dino 206/246 predecessor, the engine was mounted transversely, across the chassis, behind the driver.
This Lego miniland-scale Ferrari 328 GTS Targa has been designed for Flickr LUGNuts 85th Build Challenge - 'Like, Totally 80's" - for vehicles created during the decade of the 1980s..
This model is in many respects, very similar to the Ferrari 308 I designed in 2013. Along with the changes to evolve the model into the 328, I have included the rear buttress design similar to that developed by Ralph Savelsberg for his Ferrari 308.
I finally received it. My replacement. Too bad they had to give me one of the new ones, to replace my older one that died. (I say that with sarcasm)
Two of the carpenters working on the south end viaduct replacement project. Without carpenters, you would have a pretty hard time building a bridge. They build the forms and that make it possible to set rebar and pour concrete. They build the scaffolding and temporary structures that makes it possible to work on a bridge before it becomes a bridge. When the bridge or ramp is done, all of their work is been stripped off and hauled away to be recycled, But look closely at a bridge and you can often see the imprint of the grain of the wooden forms in the concrete.
Toy crossbow replacement sight for popular suction cup arrow toy crossbow.
This is a spare part for a popular toy crossbow where the front sight often get lost. The model is easily 3D-printable with built-in break-away support structures.
It should fit most variations of this toy weapon. The source CAD file is also provided so that changes can easily be made.
• Download the STL file
• 3D print it
• Remove the support structure with wire cutters or a sharp knife. (don't cut yourself!)
• Place it on the front of your crossbow
• Start shooting strait :)
Download the 3D file from: www.thingiverse.com/thing:71846
3D-printed on a makerbot.creativetools.se
Davies Coaches of Cwmgwili maintains a small Rail Replacement fleet of five vehicles - a Ford Transit, a pair of Volvo B7RLEs fitted with Plaxton Centro and Wright Eclipse Urban bodywork, an Optare Solo and an Optare Versa. All carry a smart, though anonymous, grey, white and red livery, and RRxx WAL registrations.
The Plaxton Centro was new to Shropshire operator Minsterley Motors as DX09 GYS. She passed to Yellow Buses of Bournemouth in 2013 and then on to Swansea-based Cymru Coaches in late 2019, where she received registration G11 CYM:
www.flickr.com/photos/129716166@N03/49386104892/in/photol...
Davies Coaches acquired her in August 2024 with her original plate re-instated and she then gained current plate RR09 WAL.
This shot from January 2026 shows her waiting time outside Swansea Railway Station when operating a Transport for Wales Rail Replacement service between Swansea and Llanelli.