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  1. One of the hardest things for a soldier to bear was the separation from loved ones; this was especially true for the families left behind. With an ocean between them, lucky charms, letters and reminders of home were sent to soldiers; whilst letters and keepsakes were sent to families. Popular items that were used for this purpose were the ‘WW1 silks’ and the ‘sweetheart brooches’. Many soldiers carried lucky charms from home, one such person was Captain Patrick O’Dowd, who had enlisted in 1914 into the Tank Corps. His particular lucky charm was a teddy (right), this would have been kept or carried near him whilst fighting in France. Whilst there is little known about the history of the bear, it is possible that the bear could have been a token from his wife Ruth. This was common practice among soldier’s sweethearts, as it would serve as a reminder of home. The embroidered postcards (below) that originated in France around 1900; became popular during the First World War and are known as WW1 silks. The silk was made by hand by French and Belgian refugees and then sent on to factories, where it would be cut and mounted onto card. A flap could be added which would allow a small printed card to be inserted inside. WW1 Silks became wildly popular with the British and American soldiers on duty. This is the reason why most of the silks that were produced, included patriotic imagery, such as British and American flags or symbols. It is estimated that around 10 million of these handmade cards were produced. The popularity for these cards declined after the war and are not found after 1923. Whilst these cards were reintroduced in 1930, they were completely machine made and never regained the popularity that the silks had enjoyed in the First World War. The sweetheart brooches (left) were given by soldiers to their loved ones, before they were sent off to fight in France. These badges could take the form of regimental badges, tanks, aircraft or wings. These badges became increasingly popular which led to their mass production. Hundreds of designs were made with a variety of materials, ranging from base metal to platinum. This meant that even the poorest soldier could afford to give a keepsake to his sweetheart. These tokens were used as a way for loved ones to show support for their men’s regiment; and was a visual example of the thoughts between the civilian population and the soldiers on the front. Keepsakes were used in a variety of ways: for good luck, relationships and encouraged further patriotism within the civilian population. However, the most important thing that these tokens were used for, was to remember and believe that those soldiers would return home to their families.
  2. http://mobile.news.com.au/national/breaking-news/special-forces-to-get-special-new-vehicles/story-e6frfku9-1227041722699 does this mean we are sending more money to the motherland :cheesy:
  3. David Fletcher MBE, former Tank Museum Historian, presents another in a series of exclusive articles inspired by the historic documents and photographs held in the Archive. There are some tanks that don’t fit into any category at all, and others that are so obscure that it is very difficult to learn much about them. When these factors both apply to one tank then you know you have a problem and such a case relates to the vehicle I am going to try to describe now. It was originally described as the Tank, Light, Three-Man Experimental and was awarded the General Staff identification number A3E1, which certainly classified it as a tank, it was also issued with the War Department number T1021 but no road registration number that I am aware of. It was built by the Royal Ordnance Factory to a contract dated 8 August 1925. It appears, albeit briefly, in a number of books and I thought it might be interesting to take a look at some of them to see what they tell us. To begin with we turn to what we call the MeeWee list. MWEE, the Mechanical Warfare Experimental Establishment was based at Farnborough and its job was to test every new vehicle for the British Army. In fact at the time we are talking about, before 1928, it was known as the Tank and Tracked Transport Experimental Establishment and for a while it used to change its title every year or so as someone in charge endeavoured to describe precisely what it did, rather like they do today, but we have always known it as MWEE (pronounced MeeWee) which was one of its longest running titles. Anyway MWEE, or the T & TTEE if you wish to be more accurate, compiled a register of every vehicle they tested with additional data, some more useful than others. Unfortunately in the case of A3E1 it’s a bit thin, a bit too thin you might think, but at least the information, coming straight from the horse’s mouth as it were is quite trustworthy. The thing arrived at Farnborough from the Royal Ordnance Factory on 29 March 1926 and was issued to the Superintendent of Design on 27 June 1929 by which time T & TTEE had become MWEE. In fact it had been effectively disposed of since it is never heard of again. It is recorded as having an AEC four cylinder engine rated at 52bhp, in effect a bus engine, along with an AEC four speed gearbox and steering by Rackham clutches. It was 6ft 1.5 inches high, 17 feet 9 inches long and 6 feet 9 inches wide, it weighed 6 tons 14 cwt. was armoured with 12.7mm, say half an inch plate and had a top speed of 16mph. It was given the MWEE number 52. While at Farnborough it was a participant in the special demonstration laid on for the assembled Dominion Premiers on 13 November 1926. It was staged on Camberley Common on what appears to have been a particularly wet and windy day. The plush little souvenir book issued for the display says that it carried the identification number 5 and adds the following details; the engine was water-cooled, which we could have guessed, and the vehicle had a cross-country top speed of 10mph. It could climb a 35 degree slope, had a circuit of action of 45 miles and could cross a gap (or trench) of 5 feet 9 inches. It had a crew of three and was armed with two machine-guns. The blurb on the page is not terribly revealing, it says ‘An experimental type of machine to carry two machine guns mounted front and rear and to be inconspicuous. It embodies an effort to reduce the cost of manufacture by utilising a commercial type of engine and a cheap type of cast steel track.’ On the page it is identified as a Three-Man Tank although when MWEE booked it in they describe it as a Tank, Three-Man Machine Gun Carrier, and if that is not enough when it was photographed, perhaps at MWEE, it had Carrier M/G No. 1 1925 written on both ends, so perhaps it wasn’t a Light Tank after all. It was photographed at Camberley, not very well due to the awful conditions but you can make out the number 5 panted on it and in any case it is the only known photograph of the vehicle in addition to the two posed portraits, that we have. There weren’t that many books on tanks published in those days but two I have contain references to this strange vehicle. The earliest is Fritz Heigl’s Taschenbuch der Tanks which first came out in 1926. A3E1 appears in a supplement that was published in 1927 where it is referred to as a ‘Light Dragon MG Carrier’ but since it is written in German much of it is unclear to me. It does however appear to say that the vehicle could climb a vertical step of 0.8 metres and ford to a depth of 1 metre, although how it knows this is not clear and since some of the other details, like the armour thickness being 8 – 10mm are clearly wrong, means that they should be treated with some caution. Next in the book category is The Fighting Tanks since 1916 by Jones, Rarey and Icks, published in the United States in 1933. It describes the vehicle as a Light Dragon Machine Gun Carrier and says that it was produced by Vickers-Armstrongs Ltd. which we know is wrong, while most of the figures quoted are equally dubious such as the trench crossing ability of 7 feet 2 inches, the weight of 11. 2 tons and a new one, the horsepower per ton rating of 5.4. They also state that the suspension was the same as that fitted to the Vickers Medium, which we suspect is wrong and that the crew communicated by means of Laryngaphone which is entirely possible although they are the only ones to mention this. However it is that description of it as a Light Tank, Dragon, Machine Gun Carrier that seems to be the most telling, as if those responsible for describing it didn’t really know what it was at all. A Light Tank, well maybe but a very odd one with a machine gun turret at each end, Dragon, very doubtful since the term dragon was normally used to describe an artillery tractor and this machine does not appear to have had a towing hook at the rear and in any case the engine hardly seems powerful enough to pull itself along, never mind anything else. And a Machine-Gun Carrier, well hardly since one of the normal features of an MG carrier was the ability to dismount weapons for external use; you could not easily do that with these guns, sealed as they were in little turrets, so if anything it was a light tank, but a very peculiar one. A point made by B. T. White in his British Tanks and Fighting Vehicles (1970) where it gets a brief mention. So as a historical oddity we have to leave it there, with two rather meaningless contemporary descriptions. Now it is time to turn and see what one or two more recent writers have had to say about it. Not that there are all that many of them. George MacLeod Ross, the arch apologist for the Royal Ordnance Factory, in The Business of Tanks (1976) doesn’t mention A3E1 at all, which might tell us something. Nor is it mentioned at all in Janusz Magnuski’s classic Wozy Bojowe of 1964. Chamberlain and Eilis, attempting to cover all possibilities, include it in their Pictorial History of Tanks of the World (1972) as a light tank and again in Making Tracks (1973) where it is listed as a machine-gun carrier. In the latter, by the way, it repeats the hint in the 1933 American book that it has the same box bogie suspension as the Vickers Medium tanks, but more of that anon. It also qualifies for an entry, and a picture no less, in Bob Icks and Duncan Crow’s Encyclopedia of Tanks (1975) but that adds nothing to what we know about it at all. Which is about all you will find on it anywhere, well at least anything fairly informative. All we can do now is comment on what we can see. To begin with the engine appears to be located more or less amidships, not at the rear as one source suggests, but it does drive the rear track sprockets. The driver has his head inside a small, armoured cube at the front on the right, with a machine-gun turret alongside to the left. This not only obscures the driver’s view to his left but rather limits the traverse of the turret to the right. The rear turret, on the other hand, has a fairly wide arc of fire given that, in its normal position it is pointing in the wrong direction. Both turrets were probably manually traversed. The ability of the rear gunner to communicate with the other two men at the front, except by the unearthly tones of the Laryngaphone, is almost non-existent as far as one can see. He appears to have been more isolated than the rear gunner in a bomber. The matter of the suspension is quite interesting. Given that any kind of suspension on a tracked, armoured vehicle was still quite an innovation in 1926 one might expect it to be given more detailed coverage. The possibility that it was of the Vickers box bogie type seems unlikely, given that there is no evidence of vertical tubes enclosing springs and we suspect a system of individual pairs of rollers on trailing arms, working against short, coil springs as used later in the ROF’s A7 series tanks. This would have been quite a novelty in 1926 so it seems very strange that it is not mentioned. The other odd feature is the prolific use of return rollers, five on each side to support the track. It is tempting to link A3E1 with A1E1, the Independent since they were more or less contemporary and both adopted a layout of scattered turrets. Both were also rather long and narrow come to that, which should have made them difficult to steer, but they were built by different organisations for a different purpose so it seems that any connection is purely coincidental. And that, as far as it goes, is about all we can say concerning this strange vehicle. By the time it was apparently consigned to the scrap heap in 1929 the first real light tanks had started to appear from Vickers Ltd. (Vickers-Armstrongs from 1928), far more practical machines in every respect.
  4. Above: US Troops and Landing Craft, Weymouth Harbour "...the southern portion of England became one vast camp, dump and airfield" General Dwight D. Eisenhower, Supreme Commander Allied Forces on D-Day. Dorset's location on the south coast meant that it played a key role in the D-Day invasion. British, American and French soldiers were stationed in the county with large American camps at Poole. The American and Canadian soldiers were an object of curiosity, particularly to the female population. Elsie Ross a fifteen year old paper girl in Bournemouth in 1944, recalls: “…..."Hey girl! Over here!" A voice straight out of the movies stopped me in my tracks. Never mind not speaking to strange men they didn't come much stranger than this. Six foot four, black and shining as ebony and a white smile like a crocodile...” The American Rangers, given the job of capturing the German guns at Pointe-du-Hoc, trained on the cliffs at Burton Bradstock near Bridport. On the day of the invasion itself the American forces that captured Omaha beach set off from Poole and Weymouth. (Left: US Troops prior to embarkation, Weymouth Esplanade) Glider planes carrying Tetrarch tanks were launched from Tarrant Rushton near Wimborne. These tanks aided paratroopers in capturing important points behind enemy lines diverting German forces away from defending the beaches. Find out more from David Fletcher's article - Airborne in Normandy. (Right: A Hamilcar Glider at Tarrant Rushton) Operation Smash Mounting a huge operation on the scale of D-Day required months of planning and practice runs. On April 4th 1944, Exercise Smash was held at Studland Bay with DD Valentine tanks. Shortly after launching, the weather changed and the waves grew bigger. As a result, six tanks sank with the loss of six crew members. Although tragic this was a valuable lesson. The tanks were not seaworthy in rough weather and so on D-Day, the DD tanks were launched in shallow water. (Left: A DD tank, Studland Bay) You can see a Sherman DD tank with original canvas screen on display in the Museum’s Tank Story Hall. The British army also held a large-scale invasion exercise, somewhere along the South Coast, when infantry and armoured troops made practice landings under cover of huge air umbrella. The photograph (Right) shows troops wading ashore under fake enemy opposition.
  5. David Fletcher MBE, former Tank Museum Historian, presents another in a series of exclusive articles inspired by the historic documents and photographs held in the Archive. Above: A Tetrarch practising disembarkation from a Hamilcar glider. In action there would not be time to create that ramp of sandbags, the tank would just come rolling out and never mind the consequences. Today we can take it for granted that aircraft are available, the Americans and Russians have them, that can load a 58 tonne main battle tank, lift it into the air and fly it more or less as far as you like. And yet it was just seventy years ago, within the lifetimes of some of us, when airborne tanks were used in action for the first time, on D-Day of course, 6th June 1944. The tanks they used then were Tetrarchs; A17 Light Tank Mk VII that weighed 7.5 tons, carried in General Aircraft G. A. L. 29 Hamilcar Gliders which had to be towed into the air and then towed as far as they needed to go and cast loose close to their landing zone, the towing aircraft preferably a Handley-Page Halifax. Many of them left from Tarrant Rushton airfield, not far from here, on the early evening of D-Day to reinforce those who had landed earlier. The Hamilcar was not an attractive aircraft but apparently it flew very well. It was fitted with a large hinged door in the nose, for loading and unloading, while the undercarriage consisted of two large wheels attached to the sides of the fuselage with long oleo-pneumatic shock absorbers which could be deflated to bring the fuselage down to as near ground level as possible. Failing that, if the undercarriage was damaged, ash strips beneath the fuselage acting as skids held the plane steady as it skidded to a halt. Left: A Handley-Page Halifax towing a Hamilcar at an official demonstration. The glider still has its undercarriage in place. The Tetrarch was a pre-war design, offered by Vickers-Armstrongs as a new generation light tank, but considered by the Army as a light cruiser on account of its two-pounder gun. In the end it became an airborne tank by default, due to its size, not its fighting powers which were negligible by 1944. The three-man crew of the tank; commander, gunner and driver were supposed to stay in their places inside the tank while it was airborn but we know that some climbed out to look at the armada of shipping below, peering through a hole in the floor, although they were back inside, in time for the landing. During the landing the driver fired the tank up so that it would be ready to drive out at soon as the glider stopped. As the tank moved forwards it pushed against a strap which in turn caused the nose door to open and as soon as it started to emerge the entire fuselage tilted forwards but this didn’t matter anymore, the Hamilcar wasn’t going anywhere. In all eight tanks, belonging to 6th Airborne Reconnaissance Regiment, Royal Armoured Corps were landed, all apparently manned by Royal Tank Regiment crews, other Hamilcars carried different vehicles, for example Universal Carriers which soldiers at the time insisted on calling Bren Gun Carriers. According to the manual each Hamilcar was able to carry two Carriers but, as far as we can tell on the day, only one was on board each plane, otherwise they could carry up to 7983 kg of general cargo. Right: The Tank Museum’s own Tetrarch, a close support version mounting the three inch howitzer. If you look closely it is just possible to see how the tank steers, by bending its tracks. Once outside the glider the tanks were on their own. Most of them ran over discarded parachute lines that became tangled around the suspension and took most of the night to remove but the few that avoided this fate went out on patrol and at least two of these ran into German self-propelled 88mm guns, against which they had no chance at all. Come to that there were very few things in the 1944 German armoury that they could cope with so one is entitled to ask whether there was any point in sending them at all, except for the fact that it could be done. Left: A Universal Carrier having just reversed onto a Hamilcar, up the special ramps at the front. From this angle you get an excellent interior view of the nose door. Even so the operation had at least one unlooked for beneficial effect. The number of gliders and tugs in the air was astounding and is remarked on by many pilots. The sight, as they swept in to land was even more impressive and as much as it lifted the spirits of British troops already on the ground it dismayed the German defenders. Particularly the men of 21st Panzer Division aiming for the coast near Lion-sur-Mer, before Sword and Juno beaches linked up. Observing the great mass of aircraft landing in their rear they had visions of being cut off and decided to withdraw instead.
  6. David Fletcher MBE, former Tank Museum Historian, presents another in a series of exclusive articles inspired by the historic documents and photographs held in the Archive. Mention the name Delaunay-Belleville to anyone in France, anyone who knows about cars that is, and they will tell you that, up to 1914 at least they were regarded, like Rolls-Royce, as the best cars in the world, probably better even than the Rolls-Royce. In 1914 three of them, probably on a 40hp, six cylinder chassis, were acquired by the Royal Naval Air Service for conversion to armoured cars and, since some new information appears to have come to light on them it is probably time to tell their story. The new information which comes from a recently published book on Russian armoured cars by Maxim Kolomiets concerns a chap named Arthur Nickerson who we believe was a Royal Naval Air Service man. He is already known, or at least is believed to be the designer of the turrets fitted to Rolls-Royce armoured cars but now the suggestion is that he designed the turret for the Delaunay-Belleville as well, which opens up a whole new dimension to the saga. You see all the evidence, such as it is, points to the Delaunay-Bellevilles having been armoured in France, probably by the firm Forges et Chantiers de France at Dunkirk. That was the firm Commander Charles Samson used for all his armoured vehicle projects. It seems possible that the cars were designed to Samson’s order, he had recently started to receive armoured cars designed by the Admiralty but he didn’t like them very much because they were open at the top and offered precious little protection to the crew. It may be that he had the turreted cars built to show what could be done, however Forges et Chantiers had no access to real armour plate so the odds are, if they built the Delaunay-Bellevilles, that they were built of boiler plate, not genuine armour plate. It also suggests that if Nickerson designed the turrets he was based in France too, and probably one of Samson’s men. When Samson left France he brought many of his armoured cars home with him and the three Delaunay-Bellevilles were among them. They formed part of Number 14 Squadron of the Royal Naval Armoured Car Division, along with three Clement-Talbots, six Rolls-Royces and three Seabrook armoured lorries. They were based at Barlby Road, North Kensington, the Headquarters of the Royal Naval Armoured Car Division. Two of the armoured cars remained as they were, for how long we don’t know, but the third had an interesting and in some ways influential history. In the summer of 1915 this car had its armoured body removed and the body, without its turret, was placed onto an imported American tractor, a Killen-Strait. In that form it became, for a while, the first tracked armoured vehicle, a forerunner of the tank although whether it counts as an actual tank is a bit doubtful. The chassis of this armoured car then became a light truck, or what the Navy would call a tender, for general use in the London area. It must have lasted quite a while because in 1917 it was being driven by Lieutenant-Commander Toby Rawlinson RNVR, brother of General Sir Henry Rawlinson. Toby Rawlinson was in command of a mobile anti-aircraft battery charged with the air defence of London and on this particular day he was driving the Delaunay-Belleville on a visit to Foulness Island on the East Coast near Southend, where some of his guns were stationed. Driving across the tidal causeway Rawlinson passed on the wrong side of a marker post and the vehicle became trapped in the mud. Rawlinson jumped out and ran for it but the car was overtaken by the incoming tide and sank out of sight. Never to be seen again.
  7. “I hope you will receive these few lines as I don’t expect anyone will come to take me away,… you will always have the consolation that I died quite happy doing my duty." During the First World War commemorations on the 4th August at The Tank Museum, Corporal Duesbury’s story of courage and suffering touched the hearts of many. On 13th September 1916, John Duesbury, of the 2nd Sherwoods, was part of an attack in the prelude to the Battle of Flers-Courcelette. After a heavy bombardment from the Germans he was severely injured and trapped in a shell hole. 'I am writing a few lines severely wounded. We have done well our battalion, advanced about ¾ of a mile. I am laid in a shell hole with two wounds in my hip and through my back. I cannot move or crawl. I have been here 24 hours and never seen a living soul. I hope you will receive these few lines as I don’t expect anyone will come to take me away, but you know I have done my duty out here for 1 year and 8 months and you will always have the consolation that I died quite happy doing my duty.' 'Must give my best of love to all the cousins who have been so kind to me the time I have been out here. And the best of love to Mother and Harry and all at home.' Over four thousand people gathered at The Tank Museum to remember those who had fallen, including Corporal Duesbury who has no known grave. A First World War battle re-enactment showed the type of warfare that men like John Duesbury would have encountered, including the Museum’s replica Mark IV tank, after which the crowd fell silent for a Remembrance Service led by the Lord Lieutenant of Dorset and an army chaplain. Richard Smith, Director of The Tank Museum says, "The 4th August marked the start of four years of commemorations, when we as a Museum and as a nation will be looking back and ensuring that the actions of men and women, who lives were changed forever by the War, will be honoured." (Right: Challenger II and Mark IV, old and new stand side-by-side)
  8. I have just belatedly realised that no one has posted the sad news of the passing of Bernard Venners. Bernard,who died last week was one of the earliest collectors of MVs and stalwarts of the MVCG/MVT. He held committee positions at national level and was also very active locally. I first met Bernard around 1970 which predated any of the MV clubs and at the time you could virtually count collectors of MVs on the finger of one hand. Having a particular interest in British WW2 military vehicles Bernard and his wife Marion owned and rescued a number of vehicles including Austin,Ford,Karrier,Humber,Bedford and Morris-Commercial I think all of which are still in preservation today. With either Marion or Bernard at the wheel and with Lucy and Henry aboard they went on the early MVCG tours and appeared at all the major early shows such as Thruxton, Blackbushe,Southsea and dozens of local events. Bernard had been unwell for a while and when I met Marion in Normandy in June he was sadly not up to the trip I am rushing now to get ready for Bernard's funeral which is at 2.15 today at Thatcham Crematorium. (A4 Bath Rd) My sincere condolences to Marion Lucy and Henry. Goodbye Bernard and thanks for all the help and "tip offs" over the last 40 odd years. David Belcher.
  9. I just saw this on the company website as I was digging for something else http://www.twi-global.com/news-events/case-studies/innovative-additive-laser-repair-technology-used-in-restoration-of-iconic-ww2-spitfire-aircraft-557/
  10. http://trove.nla.gov.au/ndp/del/article/16881852?searchTerm=tanks scrap&searchLimits=l-australian=y http://trove.nla.gov.au/ndp/del/article/82910235?searchTerm=vultee vengeance kalgoorlie&searchLimits=l-australian=y http://trove.nla.gov.au/ndp/del/article/79258219?searchTerm=tanks scrap&searchLimits=l-australian=y http://trove.nla.gov.au/ndp/del/article/49034024?searchTerm=tanks scrap&searchLimits=l-australian=y http://trove.nla.gov.au/ndp/del/article/71269590?searchTerm=tanks scrap -album&searchLimits=l-australian=y http://trove.nla.gov.au/ndp/del/article/43208552?searchTerm=Sherman tank graveyard&searchLimits=l-australian=y
  11. RNHF Sea Fury suffered engine and undercarriage failure
  12. Shocking news that the well known M V collector Chris Copeland has been convicted of the theft of 300 grand from the Help for Heroes charity after using a team of volunteers and his MV's to collect the cash at supermarkets across the country, he then paid the donations into his own bank a/c. This brings the whole movement into disrepute and will make the general public suspicious of our intentions when we are fundraising for any of the Military Charities. I am not passing any further comment on this as my feelings are unprintable on a family forum.
  13. The first day of the Jacques Littlefield Collection auction is now on. Today it is parts and equipment. Some bargains have been had already, one lot was 8 x pallets of British tank parts that went for $100 Link here; http://www.auctionsamerica.com/events/live-auction.cfm?SaleCode=LC14
  14. According to the US Defence Logistics Agency (DLA) has stopped selling truck through Government Liquidations who were their agency for disposals of all the big trucks. It would appear that all those trucks had non Environmental Protection Agency (EPA) compliant engines. The allowance to have such engines was given to the Federal Defence Department. If you look at GL's website you can see a note to this effect. It has caused quite a furore as there was a special program to repurpose federal assets down to the state and county and municipal levels for fire fighting and law enforcement agencies was in jeopardy also. If you think about it quite a sane process whereby taxpyers dont get gouged again but simply get a very cheap truck with albeit limited speed and comfort for use as needed, especially by the forest and rural fire departments. An exemption has been given to such agencies by DLA holding the registrations for such vehicles so as to keep the exemption still in the hands of the defence fraternity to whom it was originally granted. If you bimble about the DLA website there is video of trucks being scrapped in Europe. So all of you with REOs and the like congratulations! R
  15. woa2

    Babies

    My 2 Daughters are both Pregnant. The eldest, Emma, is expecting a Baby Girl, her 3rd, in early November. She will be called Alexandra. My Youngest, Sarah, is expecting her first Baby in Mid January (hoping for a Grandson this time). Everybody doing well and Daughter's Partners are coping with the demands. Robert Davey
  16. Congratulations John Blackman on being the 2014 Bart Vanderveen award. Not sure why the award is not being handed out at W&P anymore?
  17. I know some folks don't always check their emails so will post it here too. As you may have seen, we have been asked for a long time now for more HMVF clothing in time for the show season. It helps make you stand out to fellow HMVF'ers when you are at shows - but please be warned, it does attract the opposite sex so go a bit careful...! Joris has been working hard behind the scenes and has built us a T shirt shop and the link is at the bottom of this post. We have a good range of colours and if you look through the rest of the shop then you will see many more designs that we offer. PLUS - check out the shipping and how cheap it is when you increase your order so may be wise to 'group' buy. Any questions then please just ask as that's what we are here for and here is the link: http://www.warhistorystore.com/collections/hmvf Warm regards, Jack.
  18. I work at Selhurst railway depot in Croydon. The nearby Tennison road bridge is being replaced and I thought that the temporary structure put in place was not dissimilar to a Bailey bridge. I saw the manufacturer of said bridge at a recent trade exhibition, and they confirmed that their design is basically just a metric version of the original design. Why change what works!?! Please note, I have no connection with the bridge manufacturer or the companies involved in the bridge replacement project. Vince
  19. Just looking on ebay ,like you do and came across a jeep photo , period photo with two jeeps stood next to each other , checked on the dvla site and one of the a ford gpw is still taxed ,looks like it`s still on the road , further more i found a photo of the jeep now on the internet , would of been nice to match the jeep up with an original photo so do you know the owner of ...FORD GPW JKL225 . ???? i think it maybe in the north east
  20. The good news is the DVLA have appointed someone who actually knows about military vehicles to manage the licensing of newly registered ex military vehicles, just after lunch I met him today and it was clear he knows what he is talking about. He has served in the army and has contact with Bovington when he needs to regarding information on more obscure types. Last week 3 Spartans were registered and recently a Ferret, so things should start to run more smoothly as time progress's especially with CVRTs. Diana
  21. 5th June 2014 - Southsea - Royal and Dutch Marines Landing demonstration 1st Wave 2nd Wave Air Cover 3rd Wave
  22. Having plucked up the courage to dismantle the gearbox and try and found out why it keeps jumping out of top gear, it turned out not to be a worn selector cam as the common cause. The first sign of what trouble may be inside was that the main shaft nut was only finger tight and the clutch housing had been moving about. I think the whole shaft had been allowed to move which has led to excessive wear on the teeth between 2nd and top. See the photo. It also turns out that although the gearbox casing is stamped WR for Wide Ratio the gears in it are most definitely standard ratio!! anyhow now need to replace the gear......damn! are they easy to find? Or can the gears be rescued??
  23. Fort Nelson, Fareham, Hampshire. 29th May 2014 late evening
  24. Just saw this on an Australian news site Australian woman’s mission to reunite a mysterious World War II photo album with its Italian owner http://www.news.com.au/lifestyle/real-life/australian-womans-mission-to-reunite-a-mysterious-world-war-ii-photo-album-with-its-italian-owner/story-fnixwvgh-1226925736890 A worthy task https://www.facebook.com/reunitefamilyphotos
  25. Found this and thought it might be of interest (apologies to the mods if this is in the wrong section). This blog claims to be sourcing doco's from old Soviet tank archives and translating them to English. Might be worth a look for those of you interested in the Soviets.. http://tankarchives.blogspot.co.uk/2013_04_01_archive.html
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