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Although to be picky Red Shoes was the MoS code that in production the manufacturer called Thunderbird. Army documents predominantly titled it as SAGW or Guided Missile, K1A1 although often the inner text would use Thunderbird. I used to have a large trailer that was part of Yellow River that was the radar for Red Shoes. I just love all these colours

For Mk 6 in EMER WV Mod Instr No.90 June 1974 Blue paper so immediate, although it wasn't so immediate for Mk 5 that got its mod in No. 95 December 1975

Pete this is what I bought soley for automotive experimentation. It has been very useful, can be set to constant voltage or constant current. http://www.ebay.co.uk/itm/NEW-REGULATED-DC-POWER-SUPPLY-WITH-VARIABLE-OUTPUT-0-30V-0-10A-MERCURY-650-682-/261737309857?pt=LH_DefaultDomain_3&hash=item3cf0c266a1 PS I used the in-line plug.

Si I think Pete. The power transistor reads RCA 16236B but that doesn't make much sense. Here is a similar module and here is a dry joint hidden from scrutiny, rather shoddy workmanship! Maybe your module has something like that which would explain the earlier intermittentcy? With your relay out maybe you could jiggle a few resistances in series to see if your pull in & drop out voltages are similar to what I was getting?

Government Property

I have just done some measurements to assess the current drawn through the auxiliary diodes. To simulate the field winding I put a high wattage 15 ohm resistor across V & U. To simulate the main generator output I applied 28.5v to X & W To simulate the auxiliary diode output I applied 28.5v from another source to F & W. The current drawn was 1.88A on HIGH & 0.15A on LOW Without the resistor the current on HIGH fell to 0.15A. Changing it to 10 ohms drew 2.5A on HIGH So a typical figure might be a 2A demand from the auxiliary diodes. This is shared of course between the three & these DD3026A Lucas diodes are rated 400PIV 2.5A. So one would have though its not too much of a demand to fulfil. But we know that uprating the diodes was an issue perhaps it was a heat reliability issue that in everyday use isn't going to be a problem. Because I know of many installations that have used the earlier generator with the more demanding regulator, although I don't know how long they lasted. Incidentally I have dissected a module & having removed the rubber encasement it was disappointing to see that at least one component lead had never been soldered correctly. Solder had been applied but it didn't flow to the component lead although it had been tinned.

I've gone through the wiring at that end of the panel & it seems to be correct. I applied an increasing voltage through F & W (SK1) & the relay consistently pulled at 19v & released on 15v. Then I increased it to 28v & measured the voltage drop across the 100 ohm resistor as 14v which seems about right. Maybe your pull-in problems were that the relay tension screw was set too deep? PS So sorry it looks as if T3 should read 14v

Pete well done on giving it thought & evolving a plan that works for you. I quite understand your reasoning for the double relay. Bear in mind the original relay would only draw a few hundred mils, the main current drain is not the relay but the drive for the regulator module that earlier generators aren't intended to drive. Although I'm fairly confident I have translated the original diagram correctly, I can't help but feel there is an error in the original. But I have not had time to work through it. I do have a Mk4 panel & want to power it up with my 0-30v 10A supply & see just what sort of voltage will work the relay at the same time measuring the current drawn to drive the regulator module. My present preoccupation is final tweaking of a 5-year project on the Rover screened ignition system which will be a companion to ACU! Soon to be released on here

Equipment Regulations 1959 Amendment No.2 June 1960 implementing NATO Standard STANAG 2027 "National distinguishing symbols. These symbols will be used only in those theatres under NATO command where forces of two or more nations are operating."

Yes Richard is correct, I should have put my glasses on in my enthusiasm to dig out examples. Neither can I find yours in any lists. Looking at the structure of 314679-01-235: 3 = Type - Truck 1 = Capacity - 1-Ton 4 = Category - GS 679 = Function - Not listed but "6" covers Command & Wireless 0 = No Function Qualification 1 = 4x4 235 = Austin K9 (but not Mk 1 or Mk 2)

Here is the page that includes your vehicle added to the bottom line. This appears in Equipment Regulations 1955 Pamphlet No.8 Nomenclature and Coding of 'A' 'B' & 'C' Vehicles Although this is dated April 1956, the date of the amendments has been neglected to be recorded.

It is the old Equipment Code Number introduced in 1955, prior to that it was 4 digits + 2 digits + 3 digits. Your vehicle seems not to have had an earlier code. The 1955 system was comprehensive but understandable unlike the system that replaced it in 1967. Two FOI applications has revealed that the MOD holds no information on the structuring of that 4 digit + 4 digit system. Although 4 + 4 is still use as for Asset Management the structuring of the system nowadays is quite different. So in service equipment is all 4 + 4 but some equipment is based on the earlier system for which the MOD today are unable to determine how was derived.

These were fitted to RAF Rover ambulances & TACRs. They are essentially trickle charged the battery. A very basic charger with a high & low charge rate but has a SCR that can be set to shut it down when the battery has reached the prescribed voltage to prevent gassing of the battery. Internally I found it very crudely constructed, basic principles of soldering a joint were ignored. You should loop a wire through say a solder tag & establish some mechanical linkage & then confirm the electrical joint by soldering. Many of the joints there was no attempt to do this with just straight wire held in a solder-only joint some of which were dry joints. How this got accepted into a defence contract I do not know. Having said that they are extremely rare these days & I sold mine only a few months ago I think for about £50.

Format. A standard UIN consists of 3 elements comprising 6 characters, the first and last being alphabetic with 4 numeric characters between as shown below: A1234A The first character represents the Front Line Command (FLC) or Department to which the UIN belongs while the last character is used to indicate if the UIN represents a unit or a sub-unit thereof. The letter A when appearing as the last character always indicates that the UIN represents a unit while any other letter indicates a sub-unit. There is no order of precedence conveyed by the letter that appears and no limit, other than the available characters, to the number of sub-units that may be represented. However, it should be noted that although Special Forces units and any UINs associated with them must be authorised by Central TLB, the first character in their UINs will reflect their main Front Line Command. Unit Identifier. The main body of the UIN consists of 4 numeric characters which, together with the preceding and following alphabetic characters, will be unique within each FLC or Department. End Dating. Standard UINs are never completely deleted since they may be required for audit or historical purposes. However, when they are no longer required by the unit (such as when the unit closes or disbands) a MOD F942 is to be submitted to record this fact. This will result in the UIN being given an End Date after which it may no longer be used for financial or supply transactions. However, it should be noted that a UIN cannot be End Dated if there are sub-units that remain extant. Advising of UIN End Dating is a unit responsibility. However, in cases where the unit has already disbanded, responsibility will default to the appropriate TLB Budget Manager (TLB BM). Non Standard UINs Custodial Account Unit Identification Number (CA UINs). UINs with the prefix “CA” are associated with the Army’s Base Inventory System (BIS), often referred to as Stores System 3 (SS3). The CA UINs are used by Army stockholding units and contractors to account for Defence materiel and enable demands to be placed for materiel supplied through this system. Other Non Standard UINs generally only allow material to be supplied against special authorisation. To manage stock on behalf of the Joint Support Chain (JCS). Joint Support Chain Services (JSC Services) Royal Engineers (RE) and Royal Logistic Corps (RLC) contractors when authorised. Non standard UINs are entered on the Demand Referrals Errors and Address Management System (DREAMS) which is maintained by JSC Services. The initial approval route for non standard UINs will be the same as that of standard UINs. Therefore, all requests for creation/amendment/End Dating of non standard UINs are to be made on F942. The guidance on the form will direct applicants to the correct authority for approving the application. When all available numbers have been issued, this series can be expanded to include the additional prefixes of “CD” “CE” etc. Maintenance of the Non Standard UIN Database. JSCS Unit Locations is responsible for the allocation, amendment and End Dating of all CA UINs once the correct authorisation has been given. Operational UINs Land Forces Units are not to deploy on Operations with their own peacetime UIN unless instructed to do so by CSS Ops/Cts, HQ Land Forces. Operational UINs will be requested through SO2 Log Ops/PEPs, by submitting a F942 prior to the commencement of the operation or deployment. Should they be required, Sub Unit UINs can be created using the same procedure. Units deploying on operations that are not allocated a specific UIN, will use the existing Operational UIN. An Operational Unit Title will be allocated to all operational UINs and this name will generally remain for the duration of the Operation. On roulement Units will take over this title in Theatre. Amendment to UIN Details If a unit with a UIN changes its title, location or any other information previously provided, the details of those changes must be submitted on a new MOD F942 via the routing outlined on the form. This also applies to operational UINs. However changes to an operational unit title or listed address/location must be authorised by SO2 Log Ops/PEPs. Operational units are not to change titles without this authority. Financial Aspects A high proportion of standard UINs are also used to apportion financial costs between the correct budgets. These UINs are provided by SIMS (as the single source of standard UINs) and managed within the Departmental Chart of Accounts (COA), which defines the budgetary hierarchy. This is recorded on the Standing Data System (SDS) maintained by Director Financial Management (DFM) and regular feeds of COA/SDS data are provided to many systems for validation. It is therefore important that whenever any UIN (even non-standard) is created or amended proper consideration is given to a valid Budgetary Structure to enable accurate cost capture. I hope that is now all perfectly clear :-D

Not in the definitive sense that you are after I'm afraid, but it is an insight into how part of the UIN is constructed. I'll find it & put it anyway.

Pete I'm not happy with the diagram around C & E & how it relates to the relay supply. I need to take that board out & look underneath to feel confident about what's happening, but as you know that is pain. Trouble is I'm pressed for time with impending house sale & all that follows from that. I don't have a 90A system myself this has all been from fault finding on other people's systems. Although I do have a Mk 4 Panel to poke around with (& a spare regulator module) Using a Gen Mk 2 is theoretically pushing your luck with the auxiliary diodes, they were originally rated to just supply the battery relay, but on the Gen Panel Mk 4 it also has to drive the regulator module as well. But if they failed or gave insufficient output on a set up intended for Mk 4 panel the charge warning light would come on. Whereas the earlier system the charge warning light is driven down by the output from the main diodes.

The prefixes are: Standard UIN Non-Standard UIN I have got more of the number structure if you want it :-D

UIN of various kinds & purposes are covered in JSP 329 Chapter 7 Defence Unit Identity Number - Policy and Management Introduction 1. This Policy defines how Unit Identity Numbers (UINs) are to be created, controlled and managed; it replaces all previous policy documents and instructions. The aim of this revised policy is to provide clearer direction and governance so as to bring greater coherence to the application and approvals processes for all UINs. Background 2. The UIN was introduced in 1971 to enable Defence IT systems to use a common ‘data item’ to identify units, sub-units, organisations or groupings of organisations within the MOD. (NB: Throughout the remainder of this document, the term ‘unit’ is used to describe the entity linked to a UIN.) Over the years, the uses to which UINs are put have grown to cover a wide range of tasks for which they were neither originally designed nor intended. These tasks can now be broadly categorised as: a. Asset Management b. Liability Management c. Financial Management d. Liability Planning e. Location Information However, as requirements expanded, non-standard ways of working have developed such that different types of UIN evolved. In this Policy, these are referred to as standard and non standard UINs. Further information on both types of UIN is provided below. 3. This Policy now enforces a single gate application route for all types of UIN. To achieve this, it has been necessary to redesign the UIN application form (MOD F942 accessible here ) which now includes additional guidance on the correct routing for each application. All previous versions of this form have therefore been superseded and are no longer to be used. Governance 4. The Chief Information Officer (CIO) is the Authority for UINs and has responsibility for formulating policy. Responsibility for the day-to-day husbandry of all standard UINs is delegated to Army Information Services (AIS) Branch, CBM Division, HQ Land Forces. Responsibility for final authorisation of all non standard UINs (CA, CB etc) is delegated to Defence Equipment and Supply Chain Management (DE&S SCM). Responsibility for the day-to day husbandry of non standard UINs is delegated to Defence Equipment and Support, Joint Support Chain Services (DE&S JSC Services). 5. There are two main functions that both types of UIN perform; these are to identify the unit and to link the unit to a location. It therefore follows that any change to either the unit, the unit name or location (including postcode) must be reported and acted upon at the earliest opportunity.

Pete I can't fault your logic. I'm afraid there is a problem with the circuit diagram :red: I have never found an EMER with the Technical Description of the transistorised panel although the circuit diagram appears in the later Series III User Handbooks. However there is what purports to be a Technical Description in FAESP 2320-D-100-302 Supplement Annex A. It is very brief & drifts between the transistorised & non-transistorised versions it describes the Test Points as I have depicted but gives very little guidance about their use. This is the circuit diagram which I have tried to translate into a more friendly format. Therein lies the problem! I should checked against the wiring itself. If you look at the swamp resistor in your panel you will see one end goes to the diode trio & the other to C of PL2 & the choke. It's taken a bit of time to get my head into this as much of it was written over 10 years ago. But sorry that diagram does need correcting, a revision is due soon as I have some bits & pieces to add but been saving them up. So on a practical note when you rev the voltage from the generator output should match the vehicle battery voltage creating a balance so that the ignition light goes out. Do it do this completely? As the relay supply comes from the auxiliary diodes, not the main diodes these may be causing trouble. In fact they were upgraded twice on the Mk 3. If you using are using a Gen No.10 Mk 2 or earlier then your auxiliary diodes are not rated high enough for the transistorised regulator & even an early Mk 3 may be failing. Can you post a picture of your heatsink assembly with the diodes?

In anticipation of a living history event at Caldicot Castle this weekend I was getting nervous as to how my Shorland might be charged. My experiences at other tolls always seemed to revolve around the fascination as to whether there are rear side windows or not. So I enquired specifically about my Wolf & Shorland quoting their registration marks as they are just registered as Land Rovers & I got this reply: Landrovers and Range Rovers - Unless specifically designed for the carriage of passengers in excess of 9 seats (including driver) all Landrovers and Range Rovers must be classified as Class 1 - Motorcars. We can therefore confirm that your vehicles will fall within Category 1 with a current toll due of £6.50. We trust this information has answered your query and that your crossings remain trouble free. I just hope that the Shorland will be recognised as a Land Rover. Just in case I will carry a copy of my V5C & the email plus answer where I quoted the ERM. Then I need to enquire about my Humber Pig, which is NOT a goods vehicle! So how do owners of historic MVs heavier than a Jeep or Land Rover find they are charged, in that they are historic vehicles in the eyes of DVLA & not goods vehicles?

Yes I see what you mean Gareth: Sorry, this page was not found. Looks like the page you were looking for is no longer available. I've already booked the Pig in so that looks like 120 miles of fun. Not sure what worries me the most, getting up some of those hills or trying to come down them gracefully :-D

So the change of Digit 8 in this instance is the ballasting. I have just looked up 1710 3103 = TUM, then 1710 3105 when it becomes TUM BALLASTED. You might wonder about 1710 3104 = TUM (but Defender Mk 6B)

The Asset Code comprises two letters then two 4-digit groups. The first letter is the Financial Management Indicator, the second is the Liability Type. Digits 1-4 comprise the Liability Number Digits 5-8 comprise the Specific Indicator Number I have made several FOI requests about both LN & SIN. Digit 5 reveals it is diesel & RHD. I cannot find out the role of Digit 6. Digits 7 & 8 "are used to reflect the next consecutive numbers from that series" But it gives no clues as to the nature of any change I'm afraid.

I'll explain tomorrow Ian. It's going to be a bit of a busy day, Dallas early on then 4x4 Sortout at Newbury Showground.

Like you Nick I am having a clearout. This is in anticipation of a move so may be the last Dallas I can attend, so everything I take there has to go!