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Dacia launched the 1300 model in 1969. The 1300 was a licenced version of the Renault 12, and was virtually indistinguishable from the donor car.
Dacia, based in Romania, was the State automotive company, and so, as well as having a dominant market position, it was also expected to provide a wider range of vehicle types to local consumers than was provided by Renault with the 12. This was achieved by the 1302, a two-door pickup (utility) version of the Saloon 1300.
The initial product run for the 1302 was 1975 to 1982. This shared the Dacia 1300 wheelbase of 2,441 mm. The 1302 model was replaced by an updated 1304 model. The 1304 received numerous cosmetic changes (inline with the Dacia Saloon), but also an increase in wheelbase to 2,675 mm, along with a more integrated tub design. The 1302 tub had appeared with corrugated sides and did not blend well the front bodywork.
Dropside 1304 models were made available in 1983, and a 1307 model, from 1992, riding on an even longer 2,795 mm wheelbase.
Other derivatives and combinations were also made available, until 2006. The model was replaced by the much more modern Dacia Logan pickup, based on the Renault Clio II, which launched in 2004.
One of the utility poles being replaced in the Route 70 and Connestoga Drive area with the Route 38 to Cooper Avenue improvement project. Most of the improvements with this are drainage, replacement gas and water mains, sidewalks and crosswalk upgrades.
With the bumps and knots I figure the old pole is cedar.
While parked next to this electrical utility box at the post office, it started to rain. The drops on the dry box looked pretty cool to me!
1958 Ford Mainline utility. Taken at the 2019 New South Wales All American Day, held at Macarthur Square Shopping Centre, Campbelltown, Sydney.
Next stop, South San Francisco Fire Department Headquarters.
Fire Fighters particpated in the Alisa Ann Ruch Burn Foundation Peninsula Burn Relay in September 2010, presenting funds raised throughout the year to the Foundation.
During this event active duty apparatus, reserve apparatus, and privately owned vintage apparatus travel "Code 3" from Moffet Field Fire Station at the NASA Ames Research Center to San Francisco under heavy Police Escort. They stop at the various Fire Departments along the way for presentation ceremonies.
Colma Utility 85, Safety Officer for today's event, planted firmly at the rear of the convoy.
From street signs to vacant buildings and utility meters, graffiti taggers are not picky about where and what they tag. It's a competition, that's what makes it really fun.....that's what gives it its own world and makes it really cool. There's also competition across the city. Many people come from other parts of the country to use San Francisco, and particularly downtown and the Mission District, as their canvas.
This undated photograph shows the front entrance to the Public Utilities Commission Building, or Whalen Building.
Accession 1993-01 #211
For more information about Thunder Bay's history, visit www.thunderbay.ca/archives
1950 Ford coupe ute. Taken at Shannon's Eastern Creek Classic 2007, held at Eastern Creek Raceway Sydney.
A regular workhorse put together from salvaged parts of an old industrial robot, a decommissioned battlemech and a lawn mower.
A small, banged up and very unglamourous utility truck I made for the occasion. A pretty quick build, but I'm rather pleased with it.
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”.
scottishkiltshop.com/tactical-utility-kilts.html
If you're looking for a stylish utility kilt to wear to work or to sport when you're enjoying your time off, look no further than the Desert Camo Utility Kilt! The camo print on this made-to-measure kilt is very stylish with is muted colors and bold black patterning. The kilt is constructed by hand and features internal rivets as well as external hardware for added strength. The 16-ounce cotton drill fabric is light in weight and breathable but still strong enough to stand up to a hard day of work. Choose your favorite look for the hardware found on the carpenter's flap cargo pockets and belt loops to complete the design. We can make the kilt to your exact waist and length specifications for a perfect, comfortable fit.
Being a generic probably puts it out of reach of any real criticism, certainly on my behalf. Expectations are lower and thus less chance of being disappointed. As it happens, I genuinely like this 2019 recolour of the Matchbox 2006 Utility Truck as I've liked all of its previous recolours.
Its International-esque bonneted cab has always leaned on the right side of the generic spectrum and its love of unpainted grey plastic isn't too much of an issue for me on this type of vehicle. Chunky, well cast wearing a simple but effective Farm Fresh Milk livery it was happily bought recently from Modelmatic who are trying their best to keep U.K. collectors in 2019 Matchbox until such time a suitable retailer picks them up. Mint and boxed.
Utility syringe outfit by Becton, Dickinson and Company. Contained in a paper/cardboard box of size 8 1/2" x 3 3/8" x 1 7/8". According to paper label pasted to on side of the box, inside is a "Utility Syringe Outift in Suede Cloth Pouch No. 470 MP / Pats. Nos. 1,742,497--1,793,088 / All-Metal, Self-Filling Syringe With Assorted Tips, Shield, Two-Way Valve, Tubing And Sinker. / Made in U. S. A. / Becton, Dickinson & Co., Rutherford, N. J." This text is centered and in black. At the beginning of the first line of text is "B-D" left-aligned and in red font. Inside box is the black suede cloth pouch, which snaps closed with two buttons. Pouch opens to become flat with metal syringe and other related tools held in place with small pockets inside. Syringe and pouch are each about 7" long. Also in box are instructions, a paper pouch with "Extra Black Rubber Valves and Stainless Steel Springs for use in Double Valve," and two loose black rubber valves.
Belonged to Dr. Mila E. Rindge or her doctor father, Milo. Learn more about her at www.madisonhistory.org/doctor-in-the-house/. Purchased at a local antique store as a collection inside classic doctor’s bag by MHS Director Jennifer Simpson in October 2020
ACC# 2020.118.001
See other medical related items in the MHS museum at flic.kr/s/aHsmTm2Swj
(Photo credit - Bob Gundersen www.flickr.com/photos/bobphoto51/albums)
Stairs to your upper-level deck do not have to be boring. All it takes is a little creativity (and a lot of math) to get you to the ground in style. This deck features 4-gauge black powder-coated hog wire for a view-friendly safety rail.