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Posts posted by fv1609

  1. 28 minutes ago, Mark Ellis said:

    I take it the P 400-409 is the EMER code

    Mark that is only part of the identifier, it has no meaning by itself. I'm afraid EMERs are widely misquoted if they don't include the EMER Part as P 400-409 would apply to a whole range things.

    So the publications required are EMER COMMUNICATIONS INSTALLATIONS P 400-409

    Without defining the EMER Part it would be like going to a library asking to see a Chapter 7 of a book. There are some further explanations here:


  2. Harry I have founds some more sheets

    FAESP 6115-H-500-101  Purpose & Planning

    FAESP 6115-H-500-201 Operating Information

    FAESP 6115-H-500-512 Failure Diagnosis & Repair Instruction

    Before you get too excited transferring from fiche is a nightmare, it is hard enough to read on the screen, taking a photo makes it worse. Some of the pages are hard enough to view on the original as they are rather indistinct. I see that the shots have got clipped rather. I hope there might be some clues here, if you can read anything, then I can take some more pictures but the clarity won't be any better.


  3. Indeed, I have some FAP 1086 from 1980s & 90s these are of course NATO Codified but the vocabulary section is maintained as the Domestic Management Code preceding the NSN.

    The entries at that stage under 34A are only aviation fuels. All the old favourite automotive lubricants are listed with 34D as the DMC. It does have some cross-reference sections to the "old reference" but most entries for this are blank.

    I have a 1954 RAF fuels & lubricants handbook. Unfortunately it is mainly concerned with fuel.

    I have some Defence Guides for POLs that predate Defence Standards, but shed no more light than Richard has found.

    I have a 1948 edition of AP 1086, its not very detailed, but I'll see what it says about section 34.

  4. 34A is a little curious, I would have expected them to perhaps have been 34D.

    In AP 1086:

    34A Aviation fuels & engine lubricants

    34B Aircraft & airborne equipment lubricants

    34C Ground & marine equipment lubricants

    34D Vehicles & ground equipment lubricants

    34E POL sampling, measuring etc

  5. Well done Philip, you must feel well chuffed. Although it was painful at the time, you will have learnt a lot & have a glow of satisfaction every time you take her out for a drive.

    It is good that you have doggedly slogged away searching for the fault. So often in these difficult times desperation leads to illogical ripping out of components in the hope that the fault will be cured. This results in a pile of components that may be perfectly good but can never be trusted or worse still more problems are introduced by including items that themselves may bring more problems. Not only is that tedious & illogical but it is expensive & nothing has been learnt.

  6. Philip 28v is quite an easy mistake to make as specs for modern military vehicles refer to 28v systems rather 24v. I think a running & charging Rover 24v system should be running at 28.5v.

    Once the ballast resistor has been drawing current for several minutes, the 10v to the coil drops 9v. It doesn't say that anywhere but I have measured it on a number of systems & that is what happens.

    Have you measured the resistance of the coil primary? It should be 2.5 - 2.8 ohms

    Have you measured the resistance of the filter box? It should be about 4.4 ohms when cold

    It worries me that with the CB points open that you don't get 24v but instead you get 0.77 or so volts. I would check the continuity of the CB screened lead to coil.

    If the continuity of the lead is ok, check that the points have been assembled correctly as there is some short circuiting in the distributor base plate assembly. It is unlikely that the condenser has failed & causing the fault, but if it has it would be getting very hot.


  7. If you mean Cookers, Portable, No.2 Mk 2 and No.3 Mk 3?

    The EMER modifications & misc instructions:

    Mods (control rod reservoir tank) issued January 1969

    Mods (tank, cap, valve & feed tube) were issued in March 1974, superseded in June 1974.

    Mods (burner assembly)  in August 1982, superseded in Sept 1985

    Mods (burner grid) July 1989


  8. It is sad but it was sacrificed for the greater good to keep a Hornet still running. When I bought the 1601 it was in a bad state it cost me £100 + £100 to get it home.. I needed to get the flywheel off as some buffoon had burnt out the clutch on the Hornet & cracked the flywheel.

    One torsion bar went to a Mk 2 Pig that had snapped snapped a bar & the rear wheel stations went to Pigs. The engine was scavenged for spares.

    The cab was pretty far gone when I got it.

  9. Chris later installations such as yours seemed to be in that position. It did afford greater protection for it & its connector being tucked out of the way. The downside is that it is much more difficult to attend to any cross thread problem or take measurements on the generator. Besides I suspect your harness may not quite long enough to reach the top.

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