fv1609

Yes sort of with 6% rape seed oil

Oc600

Matt remove .org and use .net It is there but much quieter since there was a big debate as to whether it should be open to non members. This was based on the naive assumption by a few that visitors only take and do not contribute. It is actually open but the damage seems to have been done as it is pretty quiet after that debate. If you want non civlianised LtWts go to military lightweight site that draws this distinction and is much more lively.

Bob might the engine and distributor have come from an instructional vehicle? There are prescribed colours for the various systems in a vehicle. I posted the list a little while ago but can't find the thread using my phone.

To me it looks like 69 FG 52 That is the first in the batch of 2-wheeled 10 cwt trailers issued in 1969 that extended to 70 FG 25 69 FG 52 was struck off in Dec 1976

John I don't know. The ISPL is dated 1959 & this supercedes an earlier publication. In the past I have made the mistake of assuming that with such a date it indicates post-war production. This question arose with other similar designs of cargo & mortar trailers which I thought were post-war but were to identify the parts available at the time to keep wartime equipment going.

Trailer, 1/2 Ton, Jointers, 2 Wheeled, Mk 1

I can't quite match 60 KJ 15 but the date in service for 60 KJ 13 was 12/2/91 PS Incidentally part of the Asset Code is missing there should be another 4-digit group

They were near the far corner of the arena area marking the boundary of living history before you started to get into the front stalls.

These two caught my eye.

Don't blame you at all Andy, you are the only Pig owner who consistently & relentlessly over the years makes the effort to bring one to W&P. I managed it once at the other place, but even driving the Wolf back today in the rain was not an enjoyable 5-hour journey. Thanks for bringing her :thumbsup:

The single thing that would discourage me attending again would be the unwelcome noise that surfaced at 0315 until 0430 one morning. I just dread what Saturday night/Sunday morning might bring. I imagine the Calais/M20 has been a major discouragement. Currently raining very heavily with thunder. Vehicle movement very restricted. Full marks to Rex who is out in getting soaked out in the mud helping security with traffic control. I've enjoyed it and would come again if the noise caused by so few to disturb so many can be brought under control. Only one bargain a 1953 VAOS for £1

Best value is Matt Black on eBay. Although don't expect an immediate reply as he is camped 20ft from me at WPR

Although there are some different opinions, everyone is correct to a degree. The original FVRDE Design Spec provided for only two tail lights "fitted as near to the extreme width of the vehicle as possible". I suggest these were underneath where the wooden blocks are now fitted. There were no turn lights at this stage (1953) Turn lights for K9 were introduced in an EMER dated 1964. These were the Lucas FV type. So the existing lights do look a very civilian pattern, whether they were fitted by a civilian I know not.

Are they perhaps rudimentary bumpers that prevent the plastic lenses being crushed if parked too close up against a wall?

Chris the clue is in the RAF Vocab prefix 68A. My 1949 AP1086 shows this as Auxiliary Power Plants Airborne: Sunderland

Hopefully there Sunday - Sunday with nothing exciting just in the Wolf. But I will have my bag of electrical test gear & novelties. So if you have ignition components that need testing bring em along. If you have any defective coils please don't throw them away as I would like to tests & dissect them for research purposes. By testing I mean not using a multimeter but testing at the sort of voltages these components have to work at. Capacitors, coils, rotor arms, screened cables, sparking plugs etc these can all be tested. No catch, no fee, I just have the gear with me so if I can help I will. Each year there are usually a few people that can get their problems sorted. I will be with EMLRA, usually near that large Dutch mast thing.

Yup ok fair enough obviously that is with the points closed. When they are open it will be 24v or so. Sometimes people mistakenly measure the voltage there when it is running & surprised when they get 18v or so. This is just the average between 12v & 24v as the meter needle can't respond fast enough. (A digital meter goes haywire, I have enough difficulty getting a steady reading on a constant voltage!)

Not getting any image here

It would be worth trying to judge the state of as many of the plugs 5-8 as possible to see if they all share a carb problem. If they do might consider whether an accelerator pump diaphragm is ageing & when it gets warm it might allow more leakage. If the mixture in that half is incorrect then as the coil heats up, as it is bound to, there will be more internal leakage & that might cause a small drop to a critical level of voltage on the non optimum half. Are you sure the ballast resistors are left in circuit when it is running? Any coil will fail with overheat. The ballast resistors (in the junction box) should of course only be shorted out on start up.

Nic yes 1-4 & 5-8 each have their own half of the carb.

Nic you have pulled plugs 1 & 2 but that is only half the carb. What do the far end ones look like?

Andy it is indeed, 42 Standard Wire Gauge copper wire has a fuse rating of 1.25A & a fusing current of 2.5A.

Nic that would be good. Please bring any other capacitors you want testing. I shall be in Wolf 110 with EMLRA usually fairly close to that enormous Dutch mast which is a very good location marker. Anyone else who wants coils, capacitors, screened cables, sparking plugs etc testing come along with your bits. I am especially keen to gather coils that you might throw away as defective so I can later do post mortems on them & establish the reason for the failure as part of on going research for the good of all. Like trying to determine the lowest tolerable leakage resistance of a cold coil against its leakage after 15 mins of carrying a continuous current. If it then reaches a point of failure to produce a spark, I can produce a value of tolerable cold resistance a coil should have to be to be regarded as reliable. From a breakdown in the Shorland a month ago I know a cold resistance of 22 megohms is too low for it to function when hot. But I need coils of higher resistance to see where the cut in point is for a cold coil to be judged as able to still function when hot.

Nic if you are at W&P might be worth bringing the coil & capacitor to test to have a definitive diagnosis. If your capacitor is of recent manufacture you'll probably be fine. But most old stock ones I have tested are defective to some degree. Not defective in the sense they are open or short circuit that can be detected with a multimeter but the insulation has deteriorated so it leaks. So it does not give such an abrupt collapse of the magnetic field when the contact breaker opens, this will reduce the HT output.