fv1609

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.

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

Of shirts? I have a size 8 shirt from 1948 and it's huge! A size 20 would be listed in the Tents section 😂 Yes that would be for a big girl. But am I getting blouses mixed up with shirts? I'll scan what there is.

Looks like 20 sizes back in 1951, but I'll scan the list later in the day.

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.

From the auctioneer's blurb: "Curiously, the Data Summary does not mention the engine, which was the 2.2-litre petrol unit, as seen in this example." Nope someone just wasn't bright enough to turn the page over of the Data Summary !

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? : (

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.

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

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 : (

It is not for a vehicle. JA is a sub-section of the Vocabulary of Army Ordnance Stores Section J1 Camp Equipment JA 0220 is a Bottles, Tin, Methylated Spirit, 1 1/2 pints In 1941 it was priced as 1s 2d

Ah 3D ! I can remember those red & green lensed spectacles for looking at blurry off-set images to get a crude 3D effect.

In with these other specifications, I suspect DG 4 is Defence Guide DG-4. I believe that Defence Guides were introduced in the 1960s. Many Defence Guides when updated appeared as Defence Standards from 1976 onwards. For example: DG-12 first issued in Jan 1969 after several issues, when in 1976 morphed into Def Stan 01-5

In the early 1920s the Air Ministry Director of Technical Development produced standards in the DTD series to cover aeronautical requirements not already covered by an existing British Standard. The earliest reference I can find to DTD 133 is Sept 1930 when it was split to form DTD 133A. As yet I have not found a reference of this time to DTD 133B. No doubt it is related to the parent specification that covers aluminium not suitable for pistons. So if the frame is of aluminium rather than steel it suggests it is for airborne use to enhance sighting in perhaps dim light? I assume the lever in front of the brow rest allows the green or red filter to be flipped between the sight frames?

If it is any help Bob I have come across RR TSD Publication 768 Operating & Maintenance Instructions for: B61 Mk 70A/4 B61 Mk 70A/S The cover is marked JMA 78G which can be seen halfway down here: http://www.fireflash-delta64.co.uk/stalybridgearch.html

This is what I posted yesterday.

Also be aware this regulation applies to a 'Minibus'. I've had two Humber Pigs that were registered as a Minibus, on my last Pig a few years ago I realised that this category was inappropriate & with time perhaps stricter rules might apply to things like seat belts or tyres. Besides I don't carry passengers & runflat tyres have high durability. When I changed the category on the V5C, I was asked to justify this change. The Humber Pig was introduced as an armoured truck for various roles with RAC, RA, RS, Infantry. The UHB makes only mention of "the passenger seat", the rear is described as the cargo compartment. I took a picture of my cargo compartment & that shown in the UHB. I stated that I had removable seating in the rear compartment that was for display purposes. These bench seats were not fixed & were not used for transporting passengers, as it would be unsafe to do so.

Well when you've "done it up" Bob you can check that it is up to Standard as I have a copy of this: 2510-C-010-532 Transportable Container 1 Ton Truck Mounted (CB-100) Inspection Standard. Jun.1990

Transportable Container 1 Ton Unfitted (CB 100 Series) Asset Code AZ 5110-2700 AESP Octad 2510-C-010 DIS 1/4/83 103 Ret RA (V)

I think you will find that blue card bolt-together or lace-together hard card folders are for WO/Army Coded publications typically for parts lists. Unless they are extraordinarily large, parts lists in the AESP series are usually integrated with other sections of the AESP octad and presented in dark blue ring binders. EMERs through their various evolutions were in lighter blue binders, although later issues of EMERs turn up in the dark blue binders used for AESPs.

As with EMERs the colour of the AESP binder indicates the security classification. RED binders SECRET or CONFIDENTIAL BLUE binders RESTRICTED and below If AESPs of mixed security were to be filed together in a RED binder. The pages of AESPs that are SECRET or CONFIDENTIAL should be coloured PINK or GREEN accordingly. BLUE pages indicate immediate attention is required. YELLOW pages indicate ACCESSION LISTS

It's hard to know the life span of these forms. I have a list of Army Forms up to date as in AO at Oct 1916. The highest is W 3492, new forms must have been prolifically produced as there are blank spaces to record their details up to W 3575. Turning to a similar list up to date to AO Dec 1943, this particular form is not listed although it extends to W 5284. It is a shame that the scanned example of the AF omits to include the printer's imprint which would indicate the date of delivery & the quantity printed

That's what I used to do, just set the distributor for best smooth running. Precision setting of the timing as per the manual is all very well but in the 1950s petrol was rather different from the stuff you get nearly 70 years later.

Plaques hmm, I throw away the plastic ones but I do like the brass ones, you can do something useful with them like supporting a LNA or a reversing camera monitor.