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fv1609

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Posts posted by fv1609

  1. The installation of 24V AC generator and conversion to FFW role to 1/4 Ton Rover Mk 3 and 5 was covered in EMER WHEELED VEHICLES Mod Instr No.11

    The EMER was only issued in draft form to the few workshops carrying out the modification, which is why a formal publication of the EMER was not incorporated for reference in the normal EMER series. All that will be found is notification to this effect in lieu of Mod Instr No.11.

    That EMER was never intended to be retrospectively available, which is why it is not listed in the Associated Publications section of the User Handbook WO Code No.18402 superseded by No.18412 issued April 1961.

    This UHB gives a technical description & instructions to be read as a supplement to the normal UHB WO Code No.17856

    Below are some DEME Liaison Letters which give an idea of the time scale.

    370474048_WVQ027No_11.jpg.a32e1943e65e2ba797be71cc6a745e9e.jpg

     

    • Like 1
  2. Alan it's physically quite different from what I'm used to in the Wolf 110, but I am sure the setup  is electrically similar.

    I would turn the battery isolators off as there is no advantage during charging directly onto the battery terminals. Besides it is safer should something touch a battery terminal & it eliminates the chance of a slow discharge with either a fault or something like a map reading light being left on without realising it.

  3. Alan I would turn the isolator on then see if the radio battery voltage matches the vehicle battery voltage. I strongly suspect that they will not be the same because the ECU & relay will only function with the ignition running, otherwise it would be a constant battery drain.

    I think you need to trickle charge the radio batteries independently.

  4. Alan I suspect that the ECU will only function with the ignition on & certainly not if you have the battery isolator mod (with it isolated).

    So the radio batteries will only get topped up with the engine running assuming you have the ECU, relay, fuses & the interlink charging harness still connected.

    19 - ECU

    14 - Fuses

    21 - Interlink charging harness

    11 - Charging relay

    ECU0003.thumb.jpg.6e4d7f644f76bfd09c45b93a7ea79456.jpg

     

  5. Alan do you use the radio batteries to supply anything?

    If the system is working  properly you should find that the voltage on the vehicle batteries is the same as the voltage on the radio batteries, yes even without the FFR drive belt!

    Under normal circumstances with the FFR drive belt fitted then the two 50A alternators work independently. The ECU (Electronic Control Unit) monitors the voltage on each set of batteries.

    If the voltage on either set drops below 23v the ECU detects this & a relay puts the alternators & batteries in parallel.

    If you plan on not using the the radio batteries rather than remove them & store them, I think it would be better for them to be kept in place so the charging is keeping them topped up. It could also give you some back up if the vehicle batteries start to fade.

    If you do decide to remove the radio batteries, ensure that the battery leads are kept insulated from themselves & the chassis.

     

  6. I have little understanding of uniforms & of their various types. But suffice it to say that the types of shirts of interest in this thread are not included in the catalogues I have. In fact shirts only occupy 2 pages yet trousers & trews fill 15 pages.

    Of the shirts covered, sizing is based purely on collar size & although they are all NATO codified, the sizes are in inches or centimetres, they have not yet been NATO sized.

    By way of interest to the clothing enthusiasts following the thread here are some old numerical sizes derived from imperial measurements, that are again NATO codified but not NATO sized.

    1236144863_Uniformsizes(Medium).thumb.jpg.6e5556ef2486710420e0fa6782b2abbf.jpg

     

     

    • Like 1
  7. On checking I see that I have these:

    Catalogue of Clothing and Necessaries Section CK

    Service Uniforms, Handwear, Headwear, Hosiery (Women) 1972

     

    Catalogue of Ordnance Stores & Ammunition Section CK

    Service Uniforms, Handwear, Headwear, Hosiery (Women) 1987

     

    Catalogue of Ordnance Stores & Ammunition Section CP

    Service Uniform (Men) No 1, No 2, and No 6 Dress 1980

     

    Despite all items being NATO codified (ie have a NSN) they are not NATO sized. The Imperial sizes are given together with Imperial measurements. These documents predate Metrication of measurements & predate NATO sizing that was drafted in 2005 for STANAG 2335 2nd edition to be finalised in 2012 STANAG 2335 3rd edition.

    So I think these documents provide what you need. They are quite extensive, so was there anything in particular you were interested in? Shirts presumably?

     

     

  8. 1 hour ago, Pedantic_Potato said:

    Does that happen to show the conversions between Imperial sizes (numbered) and NATO (centimeters)?

    I am unfamiliar with the "DefStan" acronym, what does it stand for (I figure probably "Defence Standards" from the UK)?

    No it doesn't show Imperial sizes, the nearest it gets is to show cross-referencing of some UK Metric sizes in use before NATO sizing codes were introduced.

    DefStan, DStan, Defence Standards drawn up by the Director General of Safety & Engineering UK Defence Standardization on behalf of the MOD.  DefStans will sometimes be pretty much a transposition of the requirements laid down in a NATO STANAG or at least an interpretation of what was laid down. But many DefStans will consist entirely of UK requirements and expectations.

     

     

  9. 2 hours ago, PetOp Pete said:

    Yes please.

    In return I can upload the STANAG 2335, version 3, sizing charts if that would be of use.

    I've already done it, it is up there in an earlier post. I'm ok for 2335 thanks, although It would be interesting to see how it translated to DefStan 84-9 & 84-20. Sometimes things changed by design or simply get misunderstood and incorrectly become enshrined in a DefStan. You only have to look at STANAG & DefStans relating to the requirements, for or not for, bridge plates on trailers to see how STANAGs get misread.

  10. On 12/27/2020 at 11:49 AM, fv1609 said:

    Incidentally I would be interested in seeing any examples of any clothing marked "I" or "V"

    I've been asked the meaning of these.

    I = Suffering from an infectious disease

    V = Suffering from VD

    Probably just in a hospital setting.

    Troop ships were required to carry 6 Jackets, serge, unlined (blue) for troops with VD. A humiliating but stark warning for everyone on board no doubt.

    • Like 2
  11. The definitive details of sizes will be given in the Catalogue of Clothing and Necessaries. Although I have some components of this in terms of VAOS & COSA they relate the 1980-90s.

    However in Clothing Regulations 1951 Pamphlet No.1 it lists the proportions of the various sizes of different items per 1,000 men.

    Blouses, B.D. Sizes are: Ex small, small, 1 to 18

    Trousers, B.D. follow a similar sizing.

    I can scan the list if it is of interest. Curiously there is not a bulge of popular sizes in the middle range, but little peaks beyond the more popular sizes.

    • Like 1
  12. Richard yes one owner described what he found inside the distributor cap was a bit like burnt matches. Once cleaned & the coil correctly fitted it all ran very well for the first time since he had it direct from auction.

    It is not unknown for owners of a vehicle on display to fly off the handle if anyone questions anything about the vehicle, which is a great shame as it does nothing to enhance the hobby. But sadly I have found a reluctance to accept the prima facie evidence that the connections are wrong and that drain holes can't drain if they point upwards!

    Sometimes there is an acceptance, but it runs ok so why should they change it just because I say it's wrong?  :  (

  13. 7 hours ago, fv1609 said:

    Looks like the ignition coil has been fitted incorrectly & it is running off a +ve HT spark rather than a -ve spark  :  (

    This can identified by one of the two drain holes being visible from above. A drain hole is for draining moisture & needs to be on the underside of the coil with one hole facing downwards in order to drain!

    The 5C10 coil is supplied with a rubber bung in each drain hole. On fitting the coil, one bung should be removed from the most dependant drain hole. With the coil positioned correctly the short screened cable from the ignition filter box can comfortably reach the SW terminal on the coil.

    If the coil has been incorrectly fitted with a drain hole visible on the top, it means that the cable from the filter box cannot reach the SW terminal so instead it gets fitted to the CB terminal leaving the screened cable to the distributor getting fitted to the SW terminal.

    Thus the HT instead of producing a negative spark at the sparking plugs has a positive spark. A spark jumps more readily from a relatively hot centre electrode in the plug than jump from colder electrode at the side of the plug. This anomaly means poorer engine performance.

    When this anomaly is pointed out, some owners find it hard to accept & wish to leave it as it is on the basis they they feel it is running ok & besides they had the vehicle straight out of service so it must be correct.

    Other owners have been bugged with poor engine performance shown by a lack of power & a propensity for the engine to conk out at certain times. On changing the coil to the correct orientation there has been improved running & reliability.

    Unfortunately most variants of these coils were issued as spares with the clamp 180 degrees out of phase if the coil is to be fitted on top of the engine like this. The temptation is to fit a replacement coil directly in place without any regard for the SW & CB markings stamped on the coil. It shows a poor understanding of the workings of the ignition system if the purpose of markings are not adhered to. This is a problem of in-service mechanics as well as private owners.

    Another consequence is that with time, spark erosion will mean that the rotor arm wears down (rather than gain metal) but at a rate four times faster than the erosion that the pillars inside the cap would had it been correctly fitted.

    Another very obvious consequence is that the terminals within coil cover will become partially submerged giving rise to electrical breakdown & corrosion.

    There is nothing new about the requirements of fitting these screened coils, there was an EMER issued in 1958 highlighting the need for correct fitting.

    823339967_83KB31coila.jpg.69c65918d0279617310466d7dfd28899.jpg  

       702780423_DSC04917(Small).JPG.26903f38b4dbf88ed6140f7adef310f3.JPG

  14. I think the producers of VAOS J1 1946 were seduced by the glossy paper & being able to illustrate so many items that they forgot to include so much stuff that appeared in the 1941 (non-illustrated) version!.

    VAOS should normally include all items that are demandable in that particular Section. There might have been a more comprehensive vocabulary & what you have is more of a pictorial special!

    I have catalogues of Government publications from 1890-1980 that list VAOS but it would take some time to investigate :  (

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