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Showing content with the highest reputation on 02/27/2018 in all areas

  1. 1 point
    I know it was a spelling mistake, but visions of troops digging in trees to winch on, hell we don't use any Kraut trees!
  2. 1 point
    this is a canadian wwii ground anchor. comes with long pines to fix it to the ground
  3. 0 points
    Another project arrived at my house this week. This time a fairly light-weight worm drive Thornycroft. The wheels have CP&Co asset tags. I seem to have ended up with another red lorry. 40 of these were purchased by CP&Co from Thornycroft and were delivered between the end of 1913 and early 1914. Thirty of them were impressed by the war office so by the end of 1914 only ten remained in the Carter Paterson fleet. On the CP&Co stock take they are listed as 35cwt and the dimensions match those of a pre WWI type BT (the post WWI version appears to be bigger and heavier). I have not yet uncovered the chassis number but even if I do it may not help with identifying if in was one of the 30 transferred to military service.
  4. 0 points
    I always look at this not as "cutting up a new part" but as buying a conveniently pre-assembled kit of parts to save a bit of time.
  5. 0 points
    Finished off the silencer today Flange end welded on Tail pipe amended to a nice 45 degree down angle. Finished off with a quick coat of high temperature black and we are ready to fit. Should keep the noise down a bit. Long time ago I joined a discussion on here about vehicle keys and the fact that Military vehicles have their own series of numbers not normally available to Joe Public. I only have one ignition key for the tanker, and I have a drivers door handle with no key. Do have key numbers though 6/17 for the ignition and 11/17 for the door. General opinion was "you'll be lucky finding those" Well, general opinion wasn't counting on forum member Ian 43 who does keys and locks for a living. Got a PM from him the other day saying he now has the codes and the blanks to produce a set of keys for the tanker. Beer tokens changed hands and a couple of days later small parcel arrived containing 4 keys. Ignition barrel was refurbished ages ago and was confident the spare keys would be good. Not too sure how the door handle would go. With no key before I haven't done anything with it other than remove it from the old door. Turns out it was well seized up, but a bit of patience and a lot of WD40 and she freed up nicely. Bit confusing at first, because when locked, the handle is free to spin and doesn't engage in the door catch. Handle has to be moved to the correct position, then the key can be turned locking the handle onto the actuating bar and the door can be opened. Both keys work very nicely so many thanks Ian. All I need now is to find a matching handle for the passengers door, but as the top half of the cab is still to be fitted, doors and handles are a long way down the line
  6. 0 points
    The back axle is still fitted with the complete worm-drive so that makes it a better start than either of my Dennis projects. My good friend Mick had what appears to be a "new old stock" radiator in his garage and it appears to be the perfect shape and size despite not having the Thornycroft badge. CP & Co vehicles often had a CP & Co badge in place of the makers radiator badge. So the engine, gearbox and steering box are the major components on the shopping list to make this a viable restoration. I have a 1916 instruction book and illustrated parts list for the "X Type" so I am sure there were earlier instruction books. It would be nice to have them for both the pre-WWI and post-WWI Type BT so I could see if any parts were common between the two. Were all the impressed vehicles repainted eventually? I have seen a few photos of CP & Co lorries in military service but still in their original livery. There are various colours of paint remaining on the chassis but mostly it is red, green, beige and rust. I will keep you informed of markings as I find them. I expect this project will mostly be collecting (parts and information) for a few years whilst I complete the Dennis projects. Perhaps it is another "impossible" project; there is only one way to find out.
  7. 0 points
    Nerve wracking so I wanted to get it over with. I removed the rim and cleaned the black goo seal off, gave it a light blast and installed the dome glass with the new rubber seal that Roy provided. Ron.
  8. 0 points
    More parts painted. Just the petrol tank and a few odds and ends to strip and paint now. Ron
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  10. 0 points
    Engine starters - Tanks and Planes? No. Balloons? No. fill an air barrage balloon or any balloon with air and ..... see it stay on the ground. Unless it's hot air of course. From CMV Autumn 2013 I have extracted the slightly re-written info below: 'The MRA1 'Dry air charging' (FV16103) was a conversion of the original cargo body by Strachans under contract 6/VEH/11579 for 29 vehicles. The body featured a Coventry Climax 4-cylinder engine driving a Reavell three-stage compressor mounted on a reinforced floor. The top edges of the front two body side panels and the forward bulkhead were extended upwards to allow the compressed air bottles (I say cylinders) and the associated pipework and control equipment to be supported. Two large cylinders were fitted each side, upright and clamped in, with another three smaller cylinders fitted over the wheel arches. The dry air charging trucks were intended for use with the hydro-pneumatic recuperator fitted on the 5.5" Howitzer. In 1958 there were five medium regiments equipped with the 5.5" Howitzer and each Battery REME section had such a vehicle issued, operated by REME Armourers ( I say, Gun Fitters as Armourers only 'did' little guns, personal weapons, section machine guns and maybe the 'little guns' fitted as co-axial machine guns on some vehicles)'. I'm actually astonished they were using compressed air with its O2 content of 21% in an oily recuperator system. O2 under pressure with just a hint of a hydrocarbon material in or around the pressurised area can result in an explosion. Hence an inert, clean dry gas was 'normally', specifically Nitrogen as in say, suspension struts and so on. Some Howitzers of the same period seem to have had their recuperators charged with Nitrogen. Maybe someone on here knows more about recuperators on artillery pieces? Here is another gas safety lesson for you: The valve outlets on 02 and Nitrogen gas cylinders are identical, as are the cylinders themselves. Colours are different but can sometimes be difficult to distinguish so, the only way to tell what's in your gas cylinder is to read (and understand) the labelling on the cylinder. A recuperator around 2005 had just been serviced on a Royal Artillery 105mm L118 Light Gun and the gun was put to use to target the enemy in Afghanistan. On firing, the gun exploded in the fire pit; fortunately the gun crew were not killed and the live ammunition in the gun pit seemingly did not detonate. The recuperator had been mistakenly filled with O2 instead of N2, the recuperator's grease recated with the O2 under recoil pressure ..... Boom! The video, stills and story were rapidly withdrawn but not before I saw them and 'captured' what I needed to. Similarly, a gas suspension strut under a jacked-up 100 ton coal dump truck which was in for servicing ('somewhere in Nottinghamshire') and on axle supports had O2 released into the strut instead of N2 and an immediate explosion resulted - the truck collapsed onto the mechanic. I won't show you the photo - it's my line of business to make people safe around compressed and cryogenic gas and equipment and, if they've not heeded me and not learned to apply the imparted knowledge and implement a 'safe system of work' , I sometimes get called back to tell them what went wrong. MRA1s are such dinky little trucks, even though they were 'hated' by their users in uniform.
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