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attleej

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attleej last won the day on November 7 2018

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  1. Dear All, Further to my last I will try to get a dozen from them. John
  2. Dear All, That is the same part number as for the Meteorite fitted to the Antar. Aviation Jersey probably have them in stock. John
  3. "New NATO" is white with one sugar! Still very useful expression.
  4. Simon, I am very happy to make another special tool. Perhaps a cranked 12 " extension? John
  5. Simon, I have a 250 cfm diesel compressor which would easily make it turn over but not too fast.. John
  6. Simon, My counsel is that you are approaching the task in a very methodical manner. You are using special tools when necessary. You are consulting others including the Explosion Museum and, whilst rare, it is not the Lost Ark. You are not going to negligently muller anything or apply disproportionate force. If you did accidentally damage anything, there is very little that cannot be remanufactured, repaired, drilled and tapped oversize etc. My understanding is that, whilst a fully armed torpedo obviously makes only one run, the practice torpedoes would be used several times and therefore would be overhaulable. As for running it, for the reasons that Richard described, there might be problems using it with a vehicle or without a constant load. Since it has very limited rotating mass and is very powerful, it would over-rev and blow up due to centrifugal force (I know, there is no such thing!). However, given your maritime experience, you could mount it underwater (either at sea or some other suitable place) with a suitably sized propeller to absorb the power. You might need to have a slightly different fuel and / control system but that need only be temporary. In concept, I wonder if it is more a motor driven by compressed air and by letting some fuel into it then gets even more power as a two stroke diesel. I would carry on giving it a 'base overhaul' with a view to running once or twice and then putting it into deep preservation along with records of all that you have learnt. John
  7. Simon, The special tool for the cam plug is in the post to you. We all cannot wait to see what is revealed next! John
  8. Dear All, That last post from Mk3iain is invaluable and I was not aware of the exemption 2, "2. Vehicle is over 25 years old and is not used commercially for carriage of goods." I thought that recent changes in Tachograph rules meant that my 1981 Contractor Tk Tptr had to have a working and calibrated tacho. I was wrong! I use a tacho for two reasons; The first is to be able to prove that appropriate breaks were taken. The other is for fuel consumption and performance records. It is very useful to know the average speed of the transporter and journey time for a particular leg. With the Contractor these are very consistent down to the nearest minute. John
  9. Andy is right. Any armoured fighting vehicle will give lots of engineering challenges and fun. Hot starting problems with a the FV430 range is not something to be worried about. If it does present with that sort of fault there is something slightly wrong and it should be attended to. Out of interest, I am working on John D's FV424 and we had a partially blocked filter on the pick up tube . The tank has already been reduced in size to give better access to electric fuel pump. I am now in process of mounting the pump NEXT to the tank and fitting a shut off valve so that the pump can be attended to without having to partially drain the fuel tank. John
  10. John, As others have said, check for glaze on linings. As for air brake system pressure, this is crucial. Make sure that the unloader valve is cutting out at, at least, the maximum pressure stated in the manual. I have an EMER and can look it up if you need.the correct figure. I think that it should be at least 100 psi. The next point is to fit an air pressure gauge to read the pressure at the front air actuator cylinder. It is possible that a relay valve is not applying absolutely full pressure to the front cylinders. With the brake pedal fully depressed, you should get full reservoir pressure at the cylinders. John
  11. Simon, I have made the tool and posted it to you. It should arrive tomorrow (hopefully). Pics of tool are below. The reduced size on the end of the lever handle is to accommodate a 3/4 drive extension. John
  12. Simon, I have made the blank for the special tool. Unfortunately, my smallest dia end mill is 3/16 and it takes out too much material, ie the other teeth. I have got a smaller end mill on order. It will not take long to make the tool when I get it. It would be possible to make a tool to clean up the threads. I should be able to do it but neither of my two lathes has a working thread cutting facility and so I cannot offer to make such a tool. John
  13. John is right about liner corrosion on Rolls Royce engines. With an Eagle, which is very similar to C range, it MUST be run with 50% antifreeze. Obviously good quality A/F. I am sure test running it without would not be a problem. Rolls also supplied a corrosion inhibitor for use in sunnier climes. John
  14. Simon, If you could draw or sketch what you need, I am sure that I could make one from what tools I have got.in stock. I love making special tools! John
  15. Mark, It looks to me to be more of an unloader valve than a governor valve. The latter stops the compressor from compressing and is often found with a Cummins engine. Given that you have plenty of space I would think that any suitable unloader valve could be adapted to fit. The only thing that matters is cut out pressure and that is normally adjustable. If you need me to machine an adaptor I can do so and post it to you. John
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