Markheliops

Interesting idea Antar. I like the trailer I have now. I previously thought it can't be rocket science to fit a fourth axle just to take some one weight off the other three axles. I will have a look so feel free with any ideas you come up with. Thanks Markheliops

I brought it out-right Antar. The trailer has my S26 on it as it is the better unit. I intend to restore the other unit. I'm sure the trailer could carry the Chieftain - it's big enough and strong enough but legally, no. For STGO cat 2/3 you need to have 6 or more axles, including the tractor unit. The trailer has 3 axles and the two load carrying axles on the tractor make 5 axles in total. Bit of a pain really. I am going to look to see if there is a way of fitting a fourth axles to the trailer or keep me eyes open for a 4 axle unit.

I have mate - and another S26!

Antar is correct Andy. The engine is a Rolls 305 with a fuller box. I'm looking for a complete list of oils as in the servicing manual (the one I cant find).

Can anyone help with this? Ta

Hi gents. Can anyone please assist me with a POL list for the S26 tractor unit please. Many thanks. Markheliops

Hello Julian. Welcome to the mad house. Plenty of British WWII vehicle owners on here although I only have an American WWII vehicle - Ward Lafrance M1A1 but then again - it is a real man's truck as Jack will be sure to tell you. Regards Markheliops

What do you mean "too shy to ask" Rosie? I could understand it if I had a name like "Mark massive hose" or "Mark ding-dong."

Markheliops! Name of Mark and heliops was my call sign when I was learning to fly for my PPL(H).

PM sent Clive. Thank you.

Hi Clive. That will be useful to me too. My VIN plate is shown below: Does anyone know if up-plating the S26 is a paperwork exercise or something more substantial? I want to up-plate to 85 tonnes minimum. Many thanks Markheliops

Ditto John. Any help in this would be greatly appreciated as I want to up-plate the S26 and will need to have the civi spec sheet to hand if I am going to have any joy. I am hoping it is a mere paperwork exercise that can be done when I have the S26 MOT'd but as I am a virgin at all this I really am fumbling in the dark. Markheliops

New baby in it's holding area for a while until I can get it registered and uprated. I have also managed to acquire a 4 axle, extendible 80 ton trailer. It needs some work but my budget wouldn't stretch any further. Pictures when it is delivered next week. Now for the headache that is trying to get it registered (STGO) and uplated. Markheliops

I think you are right on this Ed. My understanding of being able to tax as private HGV is that the goods I move (ie tank) are my own property and I am not doing it for hire and reward (ie I am not making any money out of it and not running a business). Plant hire companies, etc would not be able to tax private HGV as they are running a business. Markheliops

Hi Radiomike. Many thanks for the info: I don't pretend to understand all the regulations concerning special loads etc so your advice is very welcome. I know it may be a bit tricky with weights etc but I am looking for a suitable trailer to overcome the issues. The only thing I think you may be mistaken on is I intend to tax the vehicle as Private HGV at £220 per year as I will only be moving my own tank. As I understand, the road fund tax disc for special types is as you suggested ridiculously expensive but it will not apply to my vehicle as stated above. # I stand to be corrected of course. Is there any reason why I can not use a draw bar trailer as I have found a 40 wheel, 80 ton trailer. 3 axles at the rear and 2 at the front? Again the regulations may prevent me from using this but the trailer is designed for tank transporting and this would stop any issues with being over weight, etc? Markheliops

Does anyone know what trailer this is? I am looking for a trailer to put on the back of a Scammell S26 I have just purchased to carry my Chieftain ARRV. I thought 3 axle trailers would not be an option with axle load weights, etc or is this another example of the Army not having to meet C&U regs? Markheliops

Hi Iain. In a word - OM13 is a hydraulic oil and as such, there is very little difference between the varoius types of hydraulic oil. I would imagine you will have no problems putting any hydraulic oils in the system between ISO10 - ISO15. It's pretty much all the same thing. Others will disagree but I do tend to think a lot of head scratching occurs when people start talking about the correct oil types. Sometimes it does mattter when referring to different types and grades of oil, bronze components etc, but with a Milly steering pump, a hydraulic oil is a hydraulic oil. I used ISO15 in my Mk3 recovery and as yet - the steering wheel has not fallen off. lol Not sure about using ATF though? Markheliops

Thank you for your assistance gentlemen. Sirhc - I want your babies!!!! I stripped the CVRT down today and found the thermo switch wiring had come off the O-ring. Re-installed the wiring and the starter sprang into life. As for the steering fault. I'm not sure as the steering has come back. I shall do as you have both suggested and look at the callipers too but I'm thinking a brake fluid change will not hurt and may stop the fault happening again. I shall strip the calliper down too and ensure everything is free. Thanks chaps. I shall add a few pics when I have a mo. Markheliops

Hi gents. I was driver training today in Lymington when our CVRT Scorpion developed a rather unusual fault. The trainee driver went to give a little right stick but the tiller went all the way back and lost his right hand steering. We pulled the vehicle over to the kerb and stopped. The right hand tiller was like a limp wrist and when fully back did nothing to the tracks. I jumped down to have a look and lifted the gearbox plates, half expecting to see fluid coming from one of the steering pipes but there was no signs of a leak at all. I checked the O/S sprocket and it would appear the vehicle was attempting to make a neutral right turn as it kept jolting backwards and forwards. We turned the engine off, had a play with fluid levels etc and when we went to re-start the engine, nothing from the starter motor! Electrics are there, lights, ignition etc but nothing from the starter. I checked the gearbox selector to ensure the box was indeed in neutral just in case as if in gear the CVRT will not start. It was in neutral. After a while the right hand tiller came back to life but I can't check the steering as I can't start the engine. I returned with the Foden and recovered the CVRT with a full lift back to the workshop. I am due to look at it again tomorrow to see if I can work out what has happened. I'm not a CVRT buff so wondered if anyone has come across this type of fault before? If I think logically about it - I would suspect one of the steering master cylinders pistons has got stuck in and then released itself. I can't think why the engine won't turn over unless it is some safety device I am unaware off but to my knowledge the only thing affecting the starter operation is if it is still in gear. I know the starter circuit has a thermo cut out device in it but I can't see it being this. The only thing I done to the CVRT before we went out was to replace the flasher unit as it was U/S but we re-started the engine more than 5 times before the above happened. Any advice greatly appreciated. Markheliops

Hi Caddy When you say the master cylinder are you referring to the brakes or steering. As a thought - surely you will have to bleed the system if you have had the master cylinder out? However, if the pedal is solid - I can't see the fault being air in the master cylinder. If air is in the system the pedal would surely go down to the floor. Going from memory because I haven't had any issues with my ARRV brakes, I would suggest if the brake pedal is solid then the fault will lie in the main brake valve unit possibly being seized or the master cylinder as you suggest. The brake pedal should still move without the engine started. I may be wrong and others feel free to disagree as I haven't looked at my brakes for quite a while. Markheliops

I agree Nick. As long as you have no commercial intentions, HGV licensing will not apply in regard to classic vehicles.

Hi JCB I think we have met at Salute. Yes, it is the mad Englishman who seized the microphone at the show and somehow ended up being the show presenter. lol See the M1009 is still looking top banana. Markheliops

Hi Steve. Welcome to the green mad house. I must have missed your wanted ad on a Chevrolet M1009 - because I have one that does not get any use and am willing to part with it. Let me know if you are interested as I am due to take it to Southampton soon for another interested party. I also have a CUCV II (2000 model) in my possession that may possibly come up for sale. Regards Markheliops

I have been "fortunate" enough to load various vehicles on to low loaders and it can be a very scary thing to have to do! The most important thing when loading onto a low loader is - the person guiding you on to the trailer. As a driver, you must have complete faith in the person guiding you on and he in-turn must be confident in guiding you. I was always told when being guided anywhere - if you lose sight of the person who is guiding you stop immediately and wait until you can see them again. That does include loading onto low loaders. It is the loaders responsibility to always be visible to the driver - to the point when I was being loaded I gave the loader a pole with a flag on it so when the vehicle was going sky-ward I could still see where the loader wanted me to go. It is the drivers responsibility to do exactly as the loader directs. It does give me the hump when you are directing someone and they keep looking in their mirrors. I tend to fold the mirrors in when they do that. Loading the Chieftain ARRV doesn't leave much room to make a mistake but Andy Long is a very competent loader. Markheliops

Happy Christmas to the team and all on HMVF See you in 2013. Markheliops