fv1609

It's a CAV Cut-out Type DR the most common one was DR1-12 used in Control Board type 75BT-19X used in many vehicles including MW (not MWR), OX, OY, OW, QL, Austins 2 & 3 ton, Wot 1.A1, 6, 8, 2H, Dennis cesspool emptier to name just a few. NSN 2920-99-818-1984

It would depend on the mark, the originality that includes all the fittings & internal lining & all the automotive requirements being spot with a good chassis I think it would be in the order of £25k-35K. But I don't you'll easily find one that ticks all the boxes.

Winston did you decide not to buy it? I see that it is on Milweb again https://www.milweb.net/webvert/a4652/98326

Just had a check several results for L3A1 but I'm afraid they are weapon sight not periscope.

What is the official designation of the sight? I have repair manuals for some of them.

This gives two sets of figures for Field Standard Field Minimum Standard Tapley 44% 30mph stopping distance 68ft Field Repair Standard Tapley 54% 30mph stopping distance 55ft

Sean I think the black one is a 1950s police belt lamp.

The Ferret (Mk 1-5) stopping distances should be in the Inspection Standards EMER WHEELED VEHICLES V 628 Part 2 Base Inspection Standard - Road testing. This should give the distance for various speeds & a Tapley value. Part 1 is the Field Inspection Standard which should give a Tapley value but not likely to give more than one stopping distance. I only have Part 1, I'll look tomorrow in the meantime someone may come up with the figures from Part 2.

I'm pleasantly surprised to have received notification that my refund is being issued.

I can see no reason to buy a new the coil. I have fitted two of these kits to Humbers without issues. At the time there was an encouragement to use a new coil but I couldn't see the point. The purpose for me to fit electronic ignition was to improve reliability & performance by doing away with the points improving reliability & having a reliable co-ordination of the switching. The abrupt opening of the primary circuit electronically provides a higher HT output than if there is some deterioration in the condenser or points that are pitted or have an unsatisfactory gap. The search for greater HT output seems unnecessary if the module is working as above. Greater HT can be a two-edged sword as it increases the chance of insulation breakdown with a system running at a higher voltage than it was designed for. You only have to measure the insulation of a rotor arm stored in a damp environment with the insulation measured when it has been left out in the Sun for a day when it has dried out, to see the vulnerability of components to leakage just with dampness. Old ignition leads by now run the risk of breaking down with increased HT & once a spark has found a path established what were previously safe voltages may no longer pass without failure. Some years ago I remember being in correspondence with someone faced with the new coil dilemma & the advice he had received but ISTR there was some fallacy I felt in the case put forward. I'll see if I can find that correspondence. PS ISTR the advice accompanying suggestion of new coil that carries a higher primary current (because the electronic switching can handle this, which was previously limited by the maximum current the points can switch) is that a higher HT can be provided. With this increased voltage the advice was to increase the gap on the sparking plugs. If you have RSN13P plugs do NOT try to adjust the gap as you run the risk of snapping the side electrode or worse still weakening it so that it breaks off inside the engine.

Saladin had a separate illuminated ammeter panel

Andrew I'm sure you are aware of this, but just in case, the speed limit stamped on the rotor arm is the speed of the distributor which is half the engine speed.

Andrew the speed limiter operates when the engine speed exceeds 4750 rpm It seems to work via a delay circuit triggering a thyristor connected across the coil primary. I can't see that black needs to be connected to anything for the chopper module to function in its normal manner. I have a diagram if you want.

A scan of the record card for your Rubery Owen trailer is available from: https://www.rlcarchive.org/VehicleSrch Enter 49FG98 in the top question with no spacing ie not 49 FG 98 It shows they have card & you can make an on-line purchase.

Andy is it mainly missiles & aeroplanes? Anything ground based?

Been trying to get hold of this long out of print book for a few years now. Then suddenly they pop up from around the world! I had to get this one from Germany as it was the cheapest. Not that cheap, but when you consider the original price & allow for inflation it is not unreasonable. It is a mixture of historical record with a catalogue of PRO files on the entangled intricacies of the War Office. It is an extremely complex subject, which I doubt I could ever fully grasp. It is useful to dive into to follow such things as the comings & goings of the War Department, which in common culture is thought to be interchangeable with the War Office, which it ain't. It describes the early development of the Ministry of Defence, which in one national MV magazine is stated to have been formed in 1964, which is tosh! You can also trace the fortunes of the Secretary-at-War & the Secretary of State for War which are not the same offices at all. Some of the histories are distillations of periodic summaries in certain editions of the War Office List (not to be confused with Army List) I have quite a few of these & have I think spotted an error about the War Department that is trumped by a statute I have from 1880ish that annoyingly I can't find now.

These variants have cropped up before, said to be RE Airfield Damage Repair (ADR) Recce Saracens

I notice that site isn't too clever, they say a Humber Pig APC was FV1601

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.

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.

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!

Loose wheel nut

Winston a few more that a friend found on Facebook for me.

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!

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.