fv1609

Iain I'm in with Mike Buckley's lot in the same sort of spot, not just HF though. To the left you will see my yagis for 2m & 4m (using CW only). I see you are in Suffolk just before the light faded worked G4RHR on 2m who I see on QRZ boasts that there are no microphones in his station. Of course unlike the HF bands that become useless after dark I could have continued on 2m, but I was operating outdoors & it was still too hot to try to operate from the Rover.

The view from my operating position this evening.

Phil the ignition circuit is protected by a 10A cutout in the Distribution Panel No.1, which resets itself after a short while. It is not unknown for water to get & the contacts corrode. Despite this apparent open circuit the winding of the cutout is about 200 ohms still allows 24v to be picked up with a voltmeter. But of course with 200 ohms cannot deliver any useful current. Has the Ferret charging system been upgraded to alternator ie Generator No.10 Mk 3 & Gen Panel No.9 Mk 4? Or does it still have the dynamo ie Generator No.2 & Gen Panel No.2? If it this there are two fuses (one wire & one metal strip) These are found by unscrewing the mount that supports the two fording caps where you access the two micro-switches that are released when the fording caps are removed to limit the charging current whilst fording.

It was very hot today, which was a big disincentive to come & pay £20 to traipse around the stalls getting overheated. Much of today I spent with streaming eyes & a splitting headache lying under my vehicle wearing an S6 trying to counter the effects of hay fever. Tomorrow is destined to be even hotter at 35 deg C. So I suspect it may be quiet as well.

Early days yet. A lot of setting up going on. Looking forward to making the most of it.

The connector with a spring is for the screened Lucas coil type 5C10 used on FFW & then FFR Rovers. "1" stamped on the collar indicates it is the lead for cylinder no. 1.

The paradox of military vehicle shows these days, is that there are now very few sellers of military vehicle parts. Most traders are selling guns & uniforms, none the less I can't resist rummaging for the unexpected. All I bought at Overlord was a Key WT 8-Amp No.2 & an RAF bathtub key both very reasonably priced.

David that's interesting about RN trailers. I had assumed the ERM association with the trailer was because in this particular role the two were inseparable. I hadn't realised that it applied to all RN trailers, that must make it difficult at depots to easily manage & identify any trailer that was stored by itself. In that case was the ERM for trailer displayed in storage but in tow then the plate covered over or replaced by a plate for the towing vehicle? Or were trailers just managed on the basis of their chassis number & only give a registration plate that was carried in the towing vehicle for that purpose?

In very rare circumstances the towing vehicle ERM was displayed on the trailer where it contained integral equipment essential to the role of the towing vehicle. I have pictures of a couple of RN EOD trailers displaying the ERM of the towing vehicle, although for asset management purposes the trailer would still have it own ERM identity although this was not openly displayed when in use with its parent towing vehicle.

Sorry I don't know, I just happen to have a catalogue that has all the sale prices recorded.

Sold for £660, the two before it 25BR75 & 33BM80 sold for £640 & £780 respectively

Adrian I have just approved your membership, so you can nose around a bit more now. If there is a thread that you have something to add just post on that thread. If you want to raise a subject not already covered just start another thread. It takes time for me to transplant off-topic posts into another or a new thread, as they can go wildly off topic. A good new topic intro would be a picture of any Humbers you own or particular things that interest you or you are looking for. As you will see quite deep details can surface from a fairly basic post. To protect the site the first few posts are moderated. You can post a picture (not too large please) by attaching it on the message pane or simply email the group with an attachment.

Took me to a faecebook link (to which I do not belong) then I clicked follow this link & it opened ok.

I've not come across the term "shellscrape" before so I don't know if it refers to a bolthole to avoid shells or to make use of a shell hole as a form of shelter. But both eventualities are covered in Manual of Field Works (All Arms) 1925, Manual of Field Engineering 1911, Manual of Field Engineering Vol I (All Arms) 1933, Manual of Elementary Field Engineering 1883, not to mention the various incarnations of Field Service Pocket Books 1914-1938.

There are some very detailed instructions for shelters & trenches with overhead cover, ranging from basic IPK to quite complex command posts in Manual of Field Engineering, Vol II - All Arms, Part 2 - Field Defences 1970 AC No.70619. If you don't want to do any digging there are a range of improvised shelters described in Military Engineering (Part V) Miscellaneous 1914, 40/WO/1934

That's good you have pinned it down & by servicing the other connectors you may have averted some problem in the future. The videos won't play for me. I assume you have Switchboard No.1 Mk 6, it was much more reliable than the Mk 1. But neither had interchangeable bits despite an external vague similarity. Taking it apart is fairly easy, but putting it back together is more challenging. You may find that the arcing on the switch contacts has eroded them badly or you may be lucky & find a loose termination on the fly leads inside. NOS are available from: https://marcusglenn.com/parts/daimler-ferret-fv-700-series/ignition-panel-no1-mk6 Not cheap but a small price for reliability when you consider the damn nuisance or even serious danger resulting from a sudden loss of ignition in a traffic situation.

Frank there are three key places to look for a consistent 24v supply in the ignition circuit. IGN+ (supply to ignition switch) R (with ignition on that feeds into 10A circuit breaker) INS (with ignition on that is the supply from the 10A circuit breaker to the instrument panel) A lot can be gauged with a bulb test prod fitted with a 24v bulb. It easier to operate than if you try to use a meter because if you are holding the test prods, you need to balance the meter somewhere or try to hold it as well. I try to avoid digital meters as even expensive ones can give fluctuating readings even when there is no voltage. Anyway knowing the exact voltage to 3 decimal places is of no value & besides struggling trying to hold test prods & a meter means it is often not easy to read. A bulb illuminating is easy to see from all directions. Mentally calibrate the brightness of the bulb by connecting it directly across the batteries, then prod the 3 points above in turn. If INS gives a very dim light the contacts on the 10A circuit breaker are probably corroded & the voltage is arriving via the winding of the circuit breaker & that is in effect putting 165-191 ohms in series with the output voltage, so the more current you draw the greater will be the voltage drop. If the bulb is bright in all three places hold it on INS & jiggle wires & connectors around to see if that triggers intermittency. Hopefully that will reveal a culprit. A thing to watch with these bullet like plugs they can be held firmly in place by the rubber rim of the joiner, it doesn't always mean there is a tight or reliable electrical contact inside. It would be good housekeeping to one at a time remove remove one connector inspect it & plug it in again. A corroded or severely tarnished one needs cleaning up, but the act of separating them after decades of dormancy is worthwhile. Then when this is sorted start worrying whether there is something else in the ignition circuit. If all else fails I will be at WTITV & will have a range of test gear to test the performance of the electrical side of things. If it does prove to be the circuit breaker & it doesn't respond to repair or severely corroded inside I have a like new Box, Distribution, No. 1 Mk 1.

Some loose ends here. Lewis, did I ever send you the diagrams? Roland, you are sorted after my visit. Frank, you can ask questions on here in public. Its better that way because so often other people have similar problems & benefit from the matters arising that in this thread has led to several resolutions for people. Besides in the past I have found myself conducting long private conversations to several people with similar problems, that could have been shared & resolved more quickly.

It is just possible that such instructions could exist in the form of a Standard Operation Breakdown. I have a number of these & they give the order of the Elements to be carried out in the Operation & the time in mins for each Element to be completed. Given that I have one such SOB that gives the instructions to remove 4 bolts within 1.47 minutes, it is quite possible that there is a SOB for hard top removal & a SOB for fitting a soft top. Each having an individual Operation Code which is necessary to authorise a SOB. The 'Forward' Operation Codes can be constructed from EMER MANAGEMENT J 021 Part 1 Operation Codes for Vehicles. 1H10 relates to canopy & 1H11 to canopy frame. Removal, replacement, or stripping of mechanical assemblies adds X31 or if it was a role conversion X34. Suffix A would indicate a repair by a VM or suffix B a renewal by a VM. The equipment & not just vehicles, would have a 'Forward' Management Code quoted, these were REME speak for what at one time were called Asset Codes.

Its not just children but a modern "me" entitlement. I remember one NI vet opened the driver's door of my Pig climbed in & sat messing around with all the instruments. I did hint that I hadn't invited him in to do so, he felt no shame & carried on telling by me "I know all about these mate, used them in Ireland, the good old Sarrycan" It took quite a bit of conversational leverage to extricate this rude person, who clearly felt an unashamed & statutory entitlement of unlimited access on the basis that he had apparently served in such a vehicle.

UHB is Army Code No. 61655

The correct colour is Sky Blue EMER WORKSHOPS Chapter 3. Paints in Service Use. Table 1 H1/8010-99-943-4730 Paint, Finishing, Heat Resisting, High Gloss, Sky Blue BSC 101, Brushing

I think you will find that the front slave cylinders are the same as on a Humber 1 Ton. Slave cylinder expander cup, 1 1/8 in., LV6/MT1/AU/LK/2762 (KL2762 Cup for piston =2762P in kit KL71490, LK10518, LK11470, & 101 Land Rover). BMC: 7H7053, Bedford: 7094686, Rootes: K21220, Standard/Triumph: 501200, Chrysler/Dodge: D35822. Wheel cylinder kit, KL71509

It suggests to me that the leather straps were to attach to a rail of some sort & then the canvas would hang down. This would be likely as the large WD was intended to be clearly displayed as a spoiler to discourage theft, as such a canvas must have been considered as "attractive stores".

So what did you find was the problem? Sounds to be running nicely. The User Handbook won't give details of POLs etc this info is contained in the Servicing Schedule Army Code No.13068 The reason being that lubricants may become superseded as the result of improvements, changing role, obsolescence etc So a small pamphlet can be changed without too much difficulty, demonstrated by the fact that in more recent years the SS has been amended & revised in 1973, 1974, 1976, 1977, 1990 I have the latest version somewhere.