FEC

Hi Not much help.

I recall doing the casting inspection and testing for 11 of these old girls about 1979/81. Shame though they were in fine condition and needed only minor repairs and servicing. The bulk loading testes for all of them showed no leaks or seized valves.

Buggers to drive.

Probably the last batch of DUKWs produces from Fazakerley Eng Liverpool. That was about the last year we were doing total rebuilds. They did look fine.

Sadly the last one delivered, rotted down on the vehicle park at Ashchurch.

Get the head off, do all the valves and seats. They are the sweetest motor when the gaps are set with a dti. When a young mechanic we did dozens of RLs for Field Repair. We had competitions between ourselves to see how quickly some operations could be done.

I think that both taps incorporated a none return valve.

Sorry the red line had a none return. The yellow dumped at the foot valve.

How is the patient?

Got to be the most annoying person in the world.:nut:

Is it the 27.5 Kva?

Frame mounted with the control panel in the middle of one side and a starting handle at the front, canvas sides and an air tank at one end?

Yes defiantly a Mk2 Antar and 60 ton Sankey trailer.

Not seen a Mk2 cab in bits lake that since 1975. Fantastic progress. How are the windscreen frames. Always a problem when they were relatively young.

Dear All,

 

Thanks to all TSB's help Antar is now at Horndean only 2Km from home. Have just fitted the fuel tanks and front mudguards. Pics below!

 

John

 

[ATTACH=CONFIG]114180[/ATTACH][ATTACH=CONFIG]114184[/ATTACH][ATTACH=CONFIG]114183[/ATTACH][ATTACH=CONFIG]114182[/ATTACH][ATTACH=CONFIG]114181[/ATTACH]Hi John

What progress?

Gorgeous verging on sexy.

Haha excellent. Tricky buggers when you are trying to steer them dead - ask Deb who normally draws the short straw - she was toning up her muscles last week as it happened as we were shifting a dead un. I told her it was cheaper than a gym membership.

 

Anyway what goes around comes around, because 12DM61, which was the one that originally was destined for Leconfield has now followed me home and is sitting in the yard. I must say it is looking a bit worse for wear - since I last saw it anyway. I don't suppose that anyone has an offside engine side panel do they? it is missing a variety of other bits too but I have not had chance to have a really good look - it arrived in a bit of a hurry and we have been on with loads of other stuff (not least the 3a).

 

When I get the two of them side by side I will post a pic or two.

 

Oh and for the record - there is no longer a Mk3 in Rush Green. When I enquired where it had gone I was met with an enigmatic smile. That said I think I know where it has gone, but it isn't for me to speculate!

Another tip. Don't have your hands through the steering spokes when the engine dies. Hard lesson.

Such cloak and dagger.

I wonder how it managed to miss being reworked. Or is the record incomplete?

Hi thanks for responding.

He is listed on a number of LCTs 1332, 1054, 1056, 1146 and 1057. Returning to Copra from Singapore March 1946.

Regards Colin

Help

My late father sailed these LCTs to Singapore in 1944. I have attempted to locate information about the vessels listed in his service record but draw a blank. I was of the belief that a vessel with HMS status would appear in the RN listings, but no.

Can any one point me in a direction that could have me access the service history of these vessels?

Thanks Paul

Surprising to see the number of Mk3,s in the Jack Sheppard videos, that still have the FEC contract number in the window(636). Gives the impression that they could have all passed through our hands.

One other question I have is, What happened to the trailers when the Commanders arrived. Where they disposed of at location or returned for sale?

Hi John

Can you help me with some history info. Were companies other than Fazakerly Engineering Co involved in the Mk 3 rework program?

I ask this because I was considering the four per month produced by FEC and the number of vehicles at units, seemed to make the rework program a small contribution.

Seems massively unlikely. Could that be the same worm wheel as the axles?

Stunning!!!!

What progress with the overhaul?

If the "knowledgeable gentleman" is who I think he is then 12 would almost certainly be the correct answer!

Thanks Paul.

Well.? Never saw that in 12 years overhauling Antars.

We have a problem with the steering on our MK3 Antar, i.e we can't steer it, on jacks we can just manage it! We have been investigating and found that the shuttle valve in the hydraulic steering control is seized, we have take the two side covers off and can gently tap it back and forth, but its still too tight to work. how do we get it apart to fix it? I don't want to dive in without any information, has anybody got any service/ repair information on the steering column or an exploded drawing of it and the valve?

Hi

Remove the upper cover nuts and slide the upper column up about six inches, retaining the shims. You will be able to pull the steering column out of the steering differential. Remove the differential by pulling it up. (usually slides up easy) Once the differential is out and the operating pegs on it are out of the Hyd valve and bias valve, you will be able to push the hyd spindle out of its housing.

It is worth removing the bias springs before removing the top cover. This is done by releasing the top hat caps located ether side and some 3 inches rear of the hyd valve. Be careful to catch the spring and shim discs from each side and keep them handed for reassembly.

For the best and balanced power steering, you will need to attach a pressure gauge to the steering ram hose connections. Best done with two gauges capable of 1400 psi. Or one gauge through a two way tap. I cannot remember the actual pressure the EMER required but by adjusting the shims in the bias valve caps to achieve a highest and equal pressure when the steering wheel is pulled to each side.

Hi John

 

What's new with the big bird rebuild?

What's new with the big bird rebuild