fv1609

Andy looks as if you have a good basis to work with.

Interesting that the chassis plate has been stamped, this is unusual as it looks as that is the final date of conversion from FV1601 to Pig FV1611. There should also be a narrower plate below the front passenger window also bearing the stamping R.O.F.W.120

So it was made at Royal Ordnance Factory Woolwich serial number 120. The other manufacturers were Sankey and R.O.F. Nottingham. The 3-digit serials for these prefixed S and R.O.F.N. respectively.

Before you charge in with making new front wings bear in mind they have a locker on the front of each wing & underneath supported by diagonal U channels. Wings replaced during damage in NI were of slightly thicker steel, had no lockers & supported underneath by a pair of parallel U channels.

The locker lids are difficult to make, I sold my spares not long ago. But I did see two rough locker lids at a show last month. So you never know what can turn up.

Andy that Pig has done the rounds a bit, so no longer on display at Brixham. I think I once supplied them with a track rod end.

Can you post the link back to when it cropped up on the forum before as I think I answered the post with all the info I had at the time, so no point in repeating what I posted as it takes a bit of rummaging this end. You know it was sold off for £70 in 1967 for instance?

It is a 'B' Vehicle

If the history card for this has evaporated. You might be able to glean some info if you gently rub down the paintwork on the sloped armour above radiator looking for unit & divisional emblems. Similarly the rear body (but not the doors) may yield something. Don't be disappointed if you find no Union Flag markings front or rear (mid point at apex of armour above door) absence of these would suggest it was not with BAOR.

Hopefully it didn't get shot blasted by a previous owner. Some photos of yours would be good & I can tell you what features are likely to be original or if there are ghastly embellishments by a previous owner. Looking at the Brixham photo the front wings are rather obviously not original.

In your rubbings down look for any stencilling probably in white, these are vehicle depot markings & may yield something. They were meant to be over-painted on issue to a unit. Although sometimes owners find these markings & reproduce them but they then dress up the vehicle with kit depicting a role within a unit, but on active service these markings would never be seen. Large numerals in white paint somewhere on the front of the vehicle not painted with any great finesse would indicate the lot number at Ruddington. 

OK Mark I understand, I'm afraid I don't have the missing bits only the cataloguing lists.

This below ties in the NSNs & Asset Codes with available documentation including the 4 types of CES as at March 1991 from REME BAOR lists of B & E Vehicles.

Mike glad it is of use. Strictly speaking the Technical Handbook is the complete EMER sequence for that equipment, V 642 is just the Technical Description (albeit for Mk 1) not the Handbook.

You will see that from A 001 there are no references to V 647/2 or V 649/2. So it looks as if all mods & instructions for Mk1, Mk2 or both are all covered in V 647 & V 649.

This seems to be the case as I have lists for V 647 & V 649 that describe the broad heading but also indicate whether it applied to Mk1, Mk2 or both and also Mk2 and derivatives. I see you have V 647 marked as orange does that mean you have it? Does it indicate the applicable Mk?

What I have are not the EMER indexes but lists of mods & instructions compiled by BAOR. These lists define if the mods & instructions are Unit, Field or Base tasks. It also indicates the time allocated for each task.

Not other than what is in A 001, although **7 & **9 will often have an index of the section they preface.

The structure of EMERs is in following form but may not include all sections.

There is provision for 1000 Regulations in each EMER Section. These are divided into two blocks:
1. General Regulations for the Section contained in 000-099.
2. Specific Regulations for the Section contained in 100-999.

The final digit defines the category of the information:
0 Data Summary.
1 Operator’s Instructions.
2 Technical Description sometimes divided further into:
Part 1 – Technical Description.
Part 2 – Fault-finding & Repair Data.
3 Unit Repairs.
4 Field & Base Repairs sometimes divided further into:
Part 1 – Field Repairs.
Part 2 – Base Repairs.
5 Preparation for special Function e.g. waterproofing, air transportation etc.
6 Preferred Repair Schedules.
7 Modification Instruction.
8 Inspection Standard.
9 Miscellaneous Instruction.

The Regulations 0-9 represent the Technical Handbook for the equipment although there may not be
information published in all the categories. Sometimes relatively small amounts of information, particularly
relating to repairs normally covered in category 3 and 4, may be combined into category 2 which has provision for this occurrence.

On the other hand where a handbook would be very large or the equipment very complex the handbook would be constructed around a system of chapters. There were four levels of repair, Unit, Field, Intermediate, and Base. These levels are only approximate and facilities would vary according to the role of the parent regiment.

Early EMERs refer to levels of repair from 1st to 4th echelon. The workshops with higher levels of repair would receive all the EMERs, but the lower levels only the details for repairs that were their responsibility.

Humber Pig err not quite 😂

https://www.ebay.co.uk/itm/125429259449?hash=item1d342a9cb9:g:1EAAAOSwDbpi2-GG

This is the index as at Jan 1983. I think these were published annually to incorporate all the Accession Lists issued during the previous year.

EMER WV A 001 V 640 series.pdf

John a lot will depend on the nation, the era, the theatre, the unit, the role of that vehicle, the sense of pride of the unit & its CO & whether they were in conflict or had time on their hands.

I see many beautifully painted Land Rovers where the owners have gone down to bare metal & built up a show room finish, which might resemble how it looked off the production line. One vehicle I know of had 7 layers of IRR NATO Green paint. It looked rather tatty especially were some of it had chipped & patch paintwork didn't blend in very well.

The owner hadn't realised it was forbidden to remove previous IRR paintwork unless it had chipped because the IRR effect is dependant not just on the topcoat but the layers underneath. If patch painting had to be done then several coats were needed to build up the IRR effect in that area. 

I have a DGFVE Spec for a S3 Lightweight where a single coat of IRR NATO Green is specified with the admission that this would not be sufficient to give the vehicle the required IRR effect. So it would only have had a smart showroom finish for a very short time until it had been painted up to the required standard. 

We all know how (genuine) IRR NATO Green fades to a greyish colour, but the IRR pigment itself fades at a greater rate so regular repainting was required.

On occasions I have been at a show to see a new enthusiast explain that when time permits the rather scruffy paintwork will be striped off & metal up paint job undertaken on their vehicle that they feel slightly embarrassed about.

But I am not sure they really believe me when I suggest that their vehicle with scruffy paintwork looks very realistic & more like an in-service vehicle than some of the showroom paint jobs in the display.

Definitely not Humber 1 Ton.

Here you go.

(b) - Establishment Code (I've got a scan somewhere of all 5 Stalwart Establishment Codes, I'll put up))
(d) - Now availability
(e) - 24 hr availability

The covering page is helpful in explaining how immediate 100% availability is not realistic.

Yes I appreciate that AC No.20817 would have been just for the Mk 1, I only mentioned it as I assumed that for historical records you were gathering everything Stalwart related.

For that reason I mentioned the EMPS data on the percentage availability on mobilisation immediately & after 24 hours. I can scan the source document if you like.

I see you have UHB listed as AC No. 22156 this was published in 1968 & reprinted in 1982 with 6 amendments.

There was also an earlier UHB AC No. 20817

Looking in the catalogues of EMPS (Equipment Management Policy Statements) & EMPL (Equipment Management Policy Letters) Stalwart gets no mention other than in an index of EMPS Availability Data.

Here 70% of vehicles should be available for immediate use, but after 24 hours this should rise to 90%

There are some book values given in Mat Regs Vol II Pam No.1 Nov 1972, bear in mind these are 1972 prices!

9 hours ago, Mark Ellis said:

I didn't know that V640 existed until 2 days ago, and now you say there should be a V640/2

Any idea what V641, V645 and V646 might be?
 

No I'm just saying that Associated Publications should normally be in the Data section, which if it existed would have been V 640/2 but there is no evidence that it existed which is why I assume AP was put somewhere else in the /2 series.

EMER WV A 000 (general index) lists

V 640 - 649
V 640/2- 649/2

However that is not a declaration of what existed as that is in the detailed index A 001.

A 000 is merely stating the range of designations that could be used for any publications on that vehicle. All other vehicle types in the index are also quoted from xx0 to xx9.

Incidentally no suffix means it applies to all variants. A suffix applies only to a specific variant & although it seems logical that Mk 2 should be /2 it is a little out of character as the suffixing should start at /1 and so on. The suffix was not intended to be a direct reference to the actual Mk of the vehicle used in the vehicle's designation.

A 001 Jan 1983 lists:

V 640, 642, 643, 644, 647, 648, 649

V 642/2, 644/2, 643/2, 644/2

EMER WV A 009 Misc Instr No.6 Oct 1995 lists in V Section the cancellation of all EMERs for Saracen, Ferret & Stalwart. The EMERs were to be destroyed, which explains their scarcity!

More in a few minutes.

That is unusual but I think it is explained by the fact that although Associated Publications should normally appear in Data Summary, EMER WV V 640/2 seems not to exist. So, I can see that it had to be put in some other Mk 2 EMER.

Looking at EMER WV A 001 (detailed index) 1983 for Mk 2 it only lists these:

V 642/2 Technical Description

V 643/2 Unit Repairs

V 644/2 Part 1 Field Repairs

V 644/2 Part 2 Base Repairs, Supp 1 – Hydraulic system

Looking in BAOR ‘B’ Vehicles Modification Index 1983:

V 647 Lists 97 mods

V 649 Lists 92 instructions

But no mods or instructions designated as specific to Mk 2

9 hours ago, Mark Ellis said:

I've sourced all these references from within the V manuals. Most of them have an Associated Publication list at the beginning, but I've also found a couple hidden away at the back - V648 and V649 being examples of that.

If I have understood you correctly you are saying that there are examples of Associated Publications appearing in EMERs in xx8 (Inspection Standards) & xx9 (Miscellaneous Instructions) That would be most unusual as they should be in a standardised place so people know where to find the information.

Associated Publications should be in xx0 (Data Summary) as laid down in EMER GENERAL A 022 Chap 200 Para 40.

Mark I know nothing about them but Serck-Behr Mk 1A Hydraulic pumps & motors occur in EMER WORKSHOPS C 250 ie between C 240 & C 260 so wonder if those are Stalwart relevant?

Also following on in C 270 Dowty direct acting shock absorbers & lockout struts, are they Stalwart related?

400 c/s I assume?

I'm afraid nothing in my collection of FAP 1086 which are too modern (1988, 1992, 1994, 1998)

So 30v 200A = 6kW my copy of AP 129 1955 quotes generators are normally rated at 1.5kW, 3kW, 6kW & 9kW according to the type of aircraft.

Not likely to be for jet engined heavy bombers, which in 1955 used 112V DC giving 22.5kW or 200V AC with part converted to 112V DC  at 30kW and 28V DC  at 3kW.

What is the year on the data plate? 

5U is the RAF Stores Section for Aircraft generators, motors & ancillary equipment.

If I have more time I may be able to give some details, but most of my catalogues are in fiche which is tedious to search.

Nic probably the greatest demand for retention of C1 entitlement is from motorhome drivers over 70.

There are various helpful sites (DVLA seem a bit quiet on the issue) eg:

https://d4drivers.uk/driver-medicals/motorhome-medical/

I think you have to be a bit wary if your vehicle is registered as a Minibus. Some years ago after some argument (which they accepted) I got Minibus status removed. I feared that legislation at some stage may complicate the use of the Pig especially when I was over 70 that additional rules or restrictions might apply.

T160 when I reached 70 I had to undergo a medical to retain my entitlement to drive my Pig. There are organisations that do such medicals in bulk which are mainly for HGV drivers. On certain days they hire a hall or meeting room in various areas then contract a doctor to carry out examinations throughout the day. Works out far easier & cheaper trying to book an examination with a doctor of your choice who may well not want to be bothered with such examinations. I think the examination has to be repeated every 3 years.

I wouldn't have thought that any towed artillery would have actually carried any radio equipment?

If you have no radio batteries connected, those coloured terminals only become live when the main relay inside the Generator Panel closes. Once the generator is giving output with the engine running the relay closes & in so doing switches the generator output to the vehicle & radio batteries.

There is no connection between those terminals & the vehicle batteries until the relay closes with the engine running. If you only want your USB charger to work with the engine running it will work but not when the engine is not running.