mill comms

Valentine wreck? Durham

http://www.derelictplaces.co.uk/main/military-sites/30456-derelict-tank.html

I know some of you good folk are regulars at the tender sales and keep notes . Can anyone tell me how much the BV206 cabins went for - I know the results are presently up on their website but I foolishly didn't make a note of the relevant lot numbers . I wonder what happened to them all ?

107 1580.00

108 1475.00

109 1555.00

110 1325.00

111 1700.00

112 1260.00

113 1260.00

114 150.00

115 525.00

116 1025.00

117 2050.00

118 150.00

119 425.00

120 1050.00

121 150.00

122 650.00

123 750.00

124 150.00

125 357.00

126 657.00

127 1150.00

128 657.00

129 175.00

130 975.00

131 1150.00

132 850.00

133 650.00

134 550.00

135 180.00

136 575.00

I wanted to buy that site!!!!!!!!!! I live just the other side of the a10 I see you have a sabre as well mine is 02-FD-17

Yes had the site 3 years,sold it this month,the radio mast was a re-sited chain home radar mast,the farm next door has a Centurion MBT (minus engine).my vehicles are stored at my workshop in Norfolk 75 miles away.Sabre is not restored yet, but I have just completed a full rebuild on a CVRT Samson.

I live in Royston . Just sold the former RAF Barkway radio mast site to the local Farmer, was going to use the site as a museum but was not big enough and they would not give me planning persmission for a big shed.

The one that gets me is how I managed to have 2/3 of a fuel tank full of water. the fuel cap recessed into the top deck and having no way to shed water, a simple drain cut off to the side and run out the hull would have been a huge help.

 

Still, it has it's blessings after all, how would we recognize each other without that special "old tank smell"?

If you think the wife is nonplussed now, let's just say I recommend having some designated fussing with armor clothes that you either wash yourself or quietly dispose of after use.

Torsion bar tunnel damage is caused by water entering this compartment and freezing in the winter. I have had several CVRT with this similar damage caused by water and frost.Very powerfull thing trapped water and sub zero temperatures.

I had a similar problem with my Samson, the bottom of the fuel tank was full of water, like 25 litres.

Due to the construction of the fuel tank, water is trapped between the torsion bar tunnels.

So draining the tank and re-filling does not solve the problem.

You will need to drain tank and remove access hatches and remove all traces of water contamination.

Dont use a shop vac for this.(I did and it exploded.luckily it was outside)

If fuel is your problem , just re-check for water in fuel filter.

Are they gas cylinders I can see in the skip??as in high pressure pure air ones.

Hi,

I need the door , the door in the side and it's hinge.

Any going spare??

Ok thanks for the advice Chris, I will make up some improvised puller and see what happens, otherwise I will borrow a hollow Enerpac cylinder from someone.

I will scrap the idea about knocking out with a alumilium bar.

Regards Peter

Dear All,

I have a set of Messier dampers I need to fit to the Samson, I have the late type bolt through trailing arm type to fit, supplied with new tapered insert and washer.(as fitted to all LEP CVRT)

I need to remove the old steel pin in the trailing arm to fit the new insert.

Does anyone out there know the best way to remove the old steel pin from the trailing arm??, or has anyone done this modification.

So can it be done fitted to the vehicle or does it have to be removed and extracted with a bearing press?

I have 00GM57 Ex Gulf war 1, used as a spares doner vehicle to rebuild 00GM30 (currently under full restoration), got the winch working today after replacing the clutch.

Centrifugal clutch cuts in at 800 rpm, you need to idle engine at 750 rpm to get in F or R,

Hi,

I have this problem with my TN15 gearbox also, did you manage to find a source of new seals.

The Part numbers are NSN 5330-99-363-9724 or FV792970

PM me if you have some spare.

Regards Peter

Thanks to the wiring diagram from Chris traced the fault to a Posotive Ingition Feed cable in the back of the instrument panel had worked loose.

Ok thanks Chris.

Had a look inside the main distribution box and at some point in its life the negative bus-bar-braid had all the insulation burnt off?? but it still looks servicable, and when tested with a multimeter looks ok??

Today after 300 + Hours rebuilding one of the project CVRT Samsons I saved from the scrapyard, it was finally switch on and play day.

Using the slave cable to power the vehicle and turning the master switch on , I get internal light to come on and everything else is completley dead???check all connections, checked all earths, and still completley dead.

Any one got a copy of the electrical fault finding procedures or any advice would be very helpfull.

You can get ISO 10 very easily, look on eBay for T10 hydraulic fluid.

OK thanks Chris.

LHM brake fluid (commonly used in some Citroen and Jaguar cars) = mineral brake fluid = green brake fluid (often but not always).

 

Diana

OK will give this a go as it is readily available, unlike ISO 10 as virtually no one has this on the shelf.

I need to renew the oil in the Samson braking and steering system after a complete overhaul.

The manual specifies OM-11 Oil, What would be the best replacement, Google comes up with AeroShell Turbine Oil 3.

What do most CVRT owners use for this application?

And dont forget to sort the gearbox out :-)

Water can cause all sorts of issues to be honest. One of the other ones is where water has semi-covered rubber seals that have then been damaged when the water has frozen and expanded. I have seen the rear G/Box mount buckled by ice while on the CVR(T) line during the Winter Repair Prog. Common problem that we could not work out to start with but got there in the end. Another problem was that to repair it correctly the hull had to be temp controlled for at least 24 hrs before and i think it was 76 hrs after the repair in order for it to harden correctly (i am sure someone will be along to correct my figures if they are wrong). It was not relaised for a while that it took so long and hence repairs done correctly but not given the full cure time would fail fairly quickly.

I worked out the water entered the CVRT Samson gearbox torsion bar tunnel via the bolts fixing the steering brake tubing to the torsion bar tunnel, bolts were loose or missing, hull full of 12 inches water, water enters torsion bar tunnel via missing bolts,serious frost , then damage.

Easy to fix problem, providing vehicle is not to be used for comabt.

My Spartan has the first torsion bar tunnel that runs through the gearbox bay domed in that way... I've been trying to figure out what might have caused it for the past two years! Suddenly makes sense, thanks for answering the mystery!

 

Apart from blowing the casing, is it likely to have done any other damage worth keeping an eye out for?

 

Cheers,

James

Hi James,

Yes this is the same spot on my CVRT Samson that I am restoring, the gearbox bay tunnel.

So next job is to drain the water out of all of the torsion bar tunnels.

About 20 years ago I was looking after a closed down Mill, there was a very hard frost for about a week, and the factory pipework , boilers, valves, heat exchangers, etc up to 1/2 inch thick steel was completley destroyed.They demolished the factory in the end.

Regards Peter

Unfortunately vehicles are not well looked after when awaiting disposal. I have noticed over the last few years that Vehicle Specialists (i don't think they are very specialist at all) who are responsible for looking after and moving vehicles in depots have a tendancy to leave hatches and louvre covers open when leaving vehicles parked up. CVR(T) are really prone to this is left outside with the louvre covers not closed over with the canvas covers fitted to decks. Having belly plates fitted then compounds the problem as the water just builds up.

 

Some years ago while trying to unload the vehicle train in BATUS Canada we had to light fires under the majority of CVR(T) platforms as the VS had not closed hatches or covered louvres. The rain had built up in the hulls to about a foot in depth which had then iced over in the -40 Canadian winter meaning we could not start the vehicles as flywheels etc were frozen in the water. Ended up getting some started and having to split tracks on others and drag them off on their wheels.

A couple of the CVRT I am re-building have suffered frost damage, The torsion bar tunnels have filled with water, then got frozen at -40 and the casings blown and cracked, the tunnels go from a flat top to a dome shape, and crack at the ends.Have you ever seen this before??

Does anyone has any experience of the official power upgrade to the Cummins 6BT? I have done a few simple mods which have dramatically increased power. I thought the standard one was a bit gutless compared to a good J60.

If the power is increased significantly on the origional 6BT engine with a TN15D gearbox, you will need to fit a TN15E Gearbox , or a Suffield TN15E+ Gearbox, otherwise it might increase MTBF.

About 30 years ago I worked in the Rapier FRTV facility in Stevenage, on the DITMCO test line.

Im sure all the Rapier kit runs on 400 Hz 3 Phase (so not the 50 Hz we normally use)

So you will need a aircraft solid state static inverter(they do come up for sale from time to time) or a Rapier SCREAMER genny.