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Posts posted by fv1609

  1. I would think that the purpose of the earthed shielding is two fold.

    1. To minimise the radiation of the oscillator and its harmonics that drives the inverter supplementing the RF filtering within the lighting units. So minimising RFI to nearby comms equipment & I suppose reduce a permanent RF signature to an enemy who might be able to detect activity in an otherwise closed down situation in the battlefield.

    2. To minimise the pick up stray RF fields or EMP that may be present in the vicinity & cause voltage fluctuations or damage to the lighting units.

  2. VAOS (Vocabulary of Army Ordnance Stores) Section LV7 covers components that are peculiar to British vehicles that are of non-standard design ie not to WO design. 

    I have quite a few VAOS LV7 from various years & I can find no vehicle manufacturer with the code GB.

    However GB, not surprisingly, is the code for identifying components made by  Girling Brakes that are listed only in VAOS Sections LV6 MT1 - MT15. Components in these sections are applicable to more than one vehicle type.

    The Section LV6MT9 includes braking components. I believe that the spring has been wrongly catalogued as LV7/GB and should have been identified as LV6MT9/GB

    I find that it was  later NATO codified as 2530-99-936-4716 looking at the earlier identifier is given as LV6MT9/GB41241, which confirms my suspicion.

    So this could fit more than one vehicle type & I see was also used by Malaysia.



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  3. Yes I know all about loose wheel nuts!

    Having got my Shorland roadworthy 30+ years ago I took it for its first trip, some 45 miles to an event at Bovington Tank Museum. I was rather bugged by a rattling that I thought was caused by the turret, I stopped in a few lay-bys but could see nothing amiss.

    I had nearly arrived at Bovington, but on the roundabout at Bere Regis there was a loud crash & I found I was sitting in an undriveable 3-wheeler as I watched the NS rear wheel roll into a hedge.

    Fellow motorists were none too pleased as I climbed out in a dazed panic wondering how to move it. After a few minutes Neville Anderson deputy curator of the Tank Museum drove by in his Land Rover & invited me to hop in. So a recovery team was organised by way of George Alexander's wrecker with a gang of helpers. The Shorland was recovered to the traffic island, the wheel was affixed by the remaining bits of thread left on the studs.

    In the workshops "Chatty" Taylor MIGed the nuts on & I was able to return home later that day on 4 wheels again. So since then I have had an eye for loose wheel nuts!



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  4. Winston, I believe this Shorland was the one that resided in the GNR museum, that held an annual open day when it was brought out for display. Unfortunately it seemed to end up as a gate guardian & mechanically went down hill being left out as water easily flows in from the turret.

    Wherever it has been someone has tried to sex it up by painting it green & putting SHORLAND on the side & covering the inside with white paint. The turret fixtures look rather silly, the hand spot-lamp is wrong, it was a spotlight linked to the GPMG & its sighting periscope. The tubes depicting smoke dischargers don't make the grade I'm afraid as you can see from the real thing below. But they can easily be changed.


    Shorts would have supplied it ready painted to the customer's requirement, so this gloss bluey-grey is the correct colour. Bear in mind this was not an army vehicle where green is expected but for a gendarmerie who would have internal security duties particularly in an urban setting grey would be best although they could make themselves seen with the blue light & heard with the siren under the bonnet.

    Note this is in complete contrast to the RUC Shorlands that were green & never grey as they were for IS duties in rural areas not a riot control vehicle.

    Yes compromises have to be made if it means it prolongs the active life of the vehicle. I'm ashamed to confess that the rear steel floor of the boot (trunk) of mine was secured by countersunk Whitworth screws. They were all rusted in & required much ingenuity & effort to remove, I have replaced them with flat headed metric screws into Rivnuts. This means one person can easily remove the floor & gain access to awkward areas of the chassis & cabling. Although not original I justify it on the grounds that it increases the chance of the vehicle being properly maintained. No Rivnut counters have yet spotted this apparent travesty! 

  5. 00BK36, 02BK87 & 18BK90 were FV1601 upgraded to FV1623 upgraded to FV1624 and were sold off in July 1971. 02BK87 was sold in error having been previously withdrawn from sale. 

    The selling price is not recorded but 00BK36 sold for £90 & 11BK90 for £50.  02BK87 (below) was purchased I believe by Mike Goodman who was invited to sell it back to the MOD an invitation that he declined.

    For missile test purposes these vehicles had the same control & guidance systems fitted to Hornets., this equipment was considered sacrificial to be used in Hornets (in the same way that the system was backed up by Humber variants so that a B60 engine could be used to keep a Hornet operational - a point that seems to have been missed with the later introduction of Land Rovers to replace some Humber roles.)  I can only guess that some of this equipment perhaps had not been removed entirely as much of the control system for Malkara was replicated in Swingfire and considered sensitive?


    Here is an extract from Max Richard's Humber Register of 1988


    That must have been a crossed wires confusion on the day of the auction. The other error at a higher level that comes to mind is that despite the start of Operation Banner in August 1969 & by late 1971 there were about 200 Pigs in service in NI of these 139 had needed second line repairs. But even during 1971 Pigs & Humbers GS were still being sold off at Ruddington. To then start buying them back about 200 in early 1972.

    As for bits in the backs of vehicles, I am told that many of the early Pigs that were sold had rear wheel stations in bits chucked in the back, no doubt with Chobham joint problems. A forewarning of the problems that were to come with a fleet of near 500 Pigs at any one time 80 Pigs were off the road with wheel station problems.

  6. 27 minutes ago, OZITIM said:

    Still power at the points and still sparks when a screwdriver is placed in the gap, but no spark when cranking.

    Yes you have volts feeding the distributor. Put a bulb on this feed with the other end to earth & with the points open it will light up.

    Presumably when you use your screwdriver the light will go out.

    But what happens when you close the points by rotating the distributor or cranking?

    The light should go out, if it doesn't then the points aren't closing or there is some break in the connection at the earth or the pivot post that supports the points is not free to move fully. If it is stiff it may not allow the points to relax & close fully.

  7. Winston you will have seen my remarks above & no doubt compared your pictures with those on the Shorland Site. The liberal use of white paint being used to side step the lack of the Dunlop 'Trakmark' lining.

    That aside, it looks in very good condition. I do hope you are successful & being LHD for you & no doubt its age will allow it to be imported.

    The GNR Shorlands were originally fitted with two radio systems.

    VHF - Storno CQM 632

    HF - Racal Syncal TRA-921 this was a manpack radio but boosted with a 100 watt linear amplifier for AM/SSB with a manually operated aerial tuning unit Racal MA-942

    There was also an intercom amplifier integrated with the radios using Larkspur accessories with a RSB2 control harness box & a type C junction box. Your Shorland appears to have Clansman units to perform this task, whether that was a genuine upgrade I don't know. Given that the Trakmark lining was stripped away or had deteriorated so badly it is unlikely that these were the original units. But anyway that is only a minor issue.

    The GNR used the 7.62 GPMG & fired either CS or smoke from the dischargers.

    If you do get it I beg of you to keep it as original as you can. To be marked up in GNR livery would be quite a head turner. I know an owner can do just what they like with their own vehicle & why should they listen to anyone else poking their nose in? But I have seen so many Shorlands ruined by the owner turning it into a fantasy vehicle. It's sad enough to see a Land Rover or Jeep turned into something strange, but there are enough of those around for it not to be the end of the world.

    But there are very few Shorlands to play around with. The thing is any owner may not keep a vehicle for the rest of their life. The novelty may wear off or something more fascinating may come along that needs to be funded. Selling a vehicle that is pretty much original will command a far higher price than one that has been turned into something of the owner's fancy. The owner may well feel proud of their embellishments but a buyer may just cringe & walk away or it only realises part of the value it would have as an authentic vehicle.

    Sorry I have gone on a bit there & don't mean to insult your motives.

    Good luck

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  8. 7 hours ago, OZITIM said:

     When I put a screw driver between the points it will spark.  When I turn the key, power is going to the points, however no spark. If I crank the engine, and at the same time, put a screw driver between the points it will spark, but by itself..... no spark.


    Sparking at the points is not actually desirable, it is the Back EMF of about 300v from the primary circuit as it opens. The job of the condenser is to minimise the spark to encourage an abrupt switch off & collapse of the magnetic field to promote a high back EMF in both primary & secondary windings that add together (if the coil is designed for that polarity).

    But I grant you it is some sign of life.

    What voltage do you get with the points closed & the ignition on? If there is still voltage it means the points aren't making electrical contact, when you come with the screwdriver you are doing the job of the points. So it suggests there might be something in the distributor mechanism not allowing the points to make proper contact when there are meant to be closed.

  9. 8 minutes ago, Chrisg said:

    Where do I find the booking reference number 

    It should be on the confirmation email you got Chris when you booked the tickets.

    I think they said it starts with TNX but mine just started with #


  10. Brian 31 BK 42 was a Mk 1 Pig FV1612 sold at Ruddington in 1971. Yes they were still selling off Pigs to only start buying them back again a year later!

    So I wondered if your chassis number was perhaps 31420 as it should just have 5 digits. But the lowest chassis number starting with 3 was 32311 & besides 14 BK 20 was also a Mk 1 Pig struck off in Cyprus in 1967.

    Have you got an engine number? If that was original I could trace it back that way.

  11. Brian tell me the chassis number of your FV1601 & I can tell you when & where it was delivered to the Army, the engine number, the receipt voucher number & the contract. Do you want just the info or a scan of the ledger?

    I can also tell you when & where it was sold with the lot number & sale number & possibly the selling price. Also the date it was struck off census, which is not the same as the sale date.

  12. If it was in use by the RAF Rgt it might well have been in disruptive camo although not quite as it appears in the picture.

    On an airfield with public access then it would be marked as below from JSP 341. I had an Aircraft Armament Support Vehicle & that was plain green as it would not be in role at a civil airport.


  13. Allan yes I just used DOT4.

    I assume the second question is not linked to the first, as there is no clutch fluid. The clutch withdrawal mechanism is merely a chain from the end of the pedal. So I would remove the split inspection panels over the foot pedals & inspect the chain to ensure it hasn't broken or rusted up.

    Some Mk2 Pigs were modified with a slightly more robust mechanism than just a chain, but even these still stretched or broke.

    PS I assume the wheels are free to turn & the brake shoes are not stuck on? Bear in mind the hand brake is not on the transmission but a mechanical linkage to each wheel cylinder.

  14. In this upgrade the brass instruction plate was removed & replaced by a self-adhesive label.

    There were three issues of the upgrade. I don't know the actual date of the first issue but it was listed as current in Feb 1981, subsequent issues were Aug 1982 & Sep 1985.

    Unmodified cookers were modified to the burner grid from Jul 1989

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  15. NSN  7310-990125-1745 indicates it is an early model.

    Following the fitting of a new burner assembly which increased the thermal output, producing cleaner combustion & simpler to operate it was designated 7310-99-139-4087 on a replacement plate.

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