antarmike

Just like the prototype Land Rover on a jeep Chassis exempt the Wilkes Brothers put their steering wheel slap bang in the middle.

Scottern converted a number of these, only just thrown away a poster with one on. See post #431 in Matador gallery...

Yes I now need your details please PM me contact info and vehicle details Mike

May be barking up the wrong tree but on a Garner for example the engine governors work over the whole range so that a constant engine speed is achieved for a given pedal depression, regardless of the load on the engine. The Matador governor on the gun tractor is described as a Maximum and minimum speed governor. Only the ACV with an engine driven generator had a constant speed governor that worked to maintain constant engine speed even when load on generator is varying. As such the normal Matador governor is only really working when max speed is approached when the governor comes into action to prevent overspeeding, or when minimum speed is approached to prevent stalling, mid range in effect the throttle is working in effect directly onto the rack. (ie ungoverned in normal driving. This is why the Matador is so responsive and you can blip the throttle on a 7.7 in a way you can't on a Gardner. (and why an AEC is far less fuel efficient than a Gardner!!!) If this analysis is correct then it is unlikely that the slow response when first started is due to sticking governor. More likely it is just a cold engine not burning the fuel that well. My Matador wouldn't pull well until I had driven two or three miles. for the first few miles a hill that a hot engine would take in fourth, needed third gear to climb. Difficulty in getting responsive throttle control from startup, is in my opinion a characteristic of the engine, and not a fault. Discuss.

Right hand threads both sides. I built a short spanner about a foot long, and used it as a slogging spanner with a 14Lbs sledge hammer. Illustration of tool Z46 scales to a handle length of about 350mm from centre of Octagon. There are no instructions as to how to tighten the cap, so I might be overdoing it, but equally nothing broke when I did it!

The driving dog flange pulls tight when the gasket is trapped. There is a protruding register on the outside of this sealing face which locates over the end of the hub, but the register is shorter than the length of hub that is turned back to provide the spigot this register fits over, so there will be a visible gap between the hub and the driving dog flange. See illustration above. From memory this gap will be 1mm to 2.5mm or there abouts. Gap obviously depends on gasket material which when stripped is normally paper gasket about 0.004" thick., thicker gasket paper obviously increases the visible gap.

The whole idea of the bollard cap is that by spinning this off you can withdraw the half shaft. You don't need to touch the bolts holding the driving flange to changeeither the half shafts orthe diff. The hub cap/bollard is tight when the internal shoulder (at the end of the internal female thread) bottoms out against the end of the male thread on the driving dog flange. There will still be male thread showing on the Driving dog flange when this happens and it is normal to see this exposed thread when the cap is fully home. The Bollard cap spanner is part Z46 and is an octagonal spanner with 99.5mm across flats. There is no special tool listed to get to the Driving Dog Flange bolts listed in the technical handbook.

The RAF had a Vampire on the books until 1986. but it was tragically lost in a double fatality collision with a Meteor T7 that formed the other half of the RAF's Central Flying School "Vintage pair" 25-May-1986 XH304 Vampire T11, CFS, RAF Mildenhall. Mid air collision with Meteor T7 WA669 whilst flying in formation at the annual air show. The Meteor and Vampire were attempting a line astern barrel roll to the left, but because it could not match the Meteor's rate of roll, the Vampire bacame displaced. The Vampire moved forward and collided with the Meteor. The pilot, Squadron Leader David Marchant and a member of the ground maintainance crew who was flying as a passenger; Sgt A Ball, were able to eject.' The crew of the Meteor were Flight Lieutenant Andrew James Potter, age 38, pilot, and Corporal Kevin Turner, age 24, Ground support tradesman. They were still in the Meteor when it impacted the ground.

That is deHavilland Vampire size, but they don't have picnic table unless were are talking tailplane. Rhodesian Air Force flew them until 1979 and the end of "the Bush Wars"

Lockheed Orion P-3 AEW

Northrop Grumman E-10A Multi-Sensor Command and Control Aircraft (MC2A).?

Japan’s Boeing 767 based AWACS?

The Boeing 737-based Wedgetail? but a long way from Australia.....

S100B Argus Airborne Early Warning and Control Aircraft, Sweden

Could be a Beriev kj200 but why a Chinese built Airborne Radar plane would be over here is beyond me, unless "flying the flag" Or if it had propellors then the Chinese Y8 AWACs

The AWACS are all, as far as I know, grey not silver. But if we are in the realms of bad description that is probably the same colour!

My little panic is over, I have enough extra passes promised that I will be able to invite all Diamond T owners who have expressed a strong interest in attending. Things have been hectic at The GDSF show office, particularly last Friday when I felt I was banging my head against the wall. Unless the world ends or the great prophet Zarquon returns, I will be sending out entry forms next week-end. Mike

not very good pictures but this is Richard Burt's Unipower timber drug/ Pole trailer

Dave Stretton if I am not mistaken....

Supplied new to Atomic Weapons Research Establishment., in much the same form as we see it here. (though for some reason it has gained military headlights in place of the civilian pattern it was built with) AWRE presumably did their own recovery, and had their own wrecker. I suppose if you are carting Nuclear munition and materials from site to site, you need technology to recover it without using commercial operators. Oner of the very last Matadors built Chassis number O853 10841 Claimed built 08/07/1955 (Last Matador chassis was either O853 10892 built for Pakistan Army Dec 1958, or if you believe Harry Pick chassis number O853 10898 built 1959 for the Irish Army.) When I last saw LRX it was owned by an AEC society member F.Connor. AWRE also had an ex RAF Matador ( O853 10823) that was re-registered as LRX 784. Photographs have already been posted in this thread including it as an auction lot (see post #46). Note that although not Military, it was built with a bridge plate. To the best of my knowledge, LRX 684 is its original registration plate from new.

Sounds Painful, Either that or they will do the same, but to your vehicle....

I have had Matadors where the chambers are full of grease. The seal round the piston seems oil and grease tolerant, and how ever much grease has been in there I have never found a perished one. Mike

The parts book lists the length of the three prop shafts as 19 - 3/4" long, 22 - 3/4" long and 33 - 3/4" long. This might give some indication whether the prop shaft is fully collapsed. The Technical folder says to remove the Transfer gearbox disconnect the three propshafts as the first operation, then support the gearbox on a jack, etc... It makes no mention of tying up prop shaft until gearbox is dropped out, so it sounds like all three propshafts should come clear before the transfer gearbox is dropped down on a jack. Refitting is reverse order so transfer gearbox should be refitted before replacing propshafts, no mentioin made of catching the short shaft on the studs as the gearbox is going back in....sounds like the joint isn't closing fully....

These are the same chambers as Matador ones and yes they have Tecalemit "greasers" but these are used to introduce a small quantity of C600 oil (or Air Ministry 34/124 lubricant), They should not be full of grease. The same Tecalemit lubricators are found at various points on Matador/Militant Chassis. Most require oil C600 not grease. The Lubrication chart (for the Matador) only shows Grease No2 used for rear hub lubrication via the Tecalemit type lubricators , every other Tecalemit lubricator on the chassis (including Propeller shafts U.J's and spring bushes) should be oil C600, apart from the trailer brake cylinder (where fitted) which uses oil 30 H.D.

http://www.militaryphotos.net/forums/showthread.php?107232-Falklands-25/page149 http://www.militaryphotos.net/forums/showthread.php?107232-Falklands-25/page148