Workshops Review 2005/2006
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GLE 32 Austin K2
On Sunday l0th July 2005 it was driven in a televised parade down The Mall, in London It has since appeared at Daventry 999 day, when it boiled up on its return to Weedon. Caldecote Steam Rally, involving a journey of about 30 miles each way, which proved a bit of an ordeal with its boiling up problems. Temporary repairs were made at the showground and it was brought back without problem. A better repair was made for its appearance at Weedon's Home Front Day Celebrations which has so far proved successful.
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PBH 630 W Bedford TK flatbed lorry
The engine stop motor burnt out. It has been removed but a new one is proving hard to source.
A manual pull cable has now been fitted.
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FYY 160. Fordson. AFS heavy unit.
After many appearances at shows with little trouble, it was noticed that the manifold gasket has started to blow. It has come to the stage now that a new one will have to be found and fitted, this work is now in hand. There had also been a problem with the battery not charging. It was found that the fan belt was loose and one of the battery terminal clamps was cracked. Repairs have been done and it now seems ok. The major pump on the back of this appliance has never been run since its arrival at the museum, and we are taking the opportunity while it's in the workshop, to get it up and running. The first problem is getting the starter motor to turn the engine. We will also investigate excessive end float on the engine water pump.
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Scammell Trailer pump .
The renovations carried out for the VE Day event in London were purely cosmetic. Since then we have had time to look at the engine, and after servicing the carburetor and ignition system, it was started with some difficulty. A problem with the petrol tap and filter was rectified with the result that it could now be started with relative ease. The oil filter casing has a leak and will require replacement.The engine bay will need a good clean. One of the delivery valves has suffered a mysterious breakage to the spindle, taken off for repair.
TMO 831 Morris (Ex MG Works pumping appliance)
At Caldecote fire show it was suggested that the pump be got to work, as no one could ever remember having seen it used. Two lengths of suction were connected and set in to a portable dam. An attempt was made to prime the pump but without success. It was quickly realised that because it had not been used for some time, the water ring primer was dry. Manual priming by filling the suctions with the aid of a bucket gave the desired result. Once water started to flow; the delivery was connected into the tank filler thus supplying water to the primer. The pump casing and suctions were then drained and a second successful attempt was made to prime. However, a fault manifested itself with the compound gauge. Repairs were carried out on its return to Weedon.
The pump and primer have now been drained as a precaution against frost.
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FLE 213 Scammell Mechanical Horse fire appliance
This appliance is being stripped down completely to enable work to be carried out replacing and strengthening parts of the badly corroded chassis and hangers. This is a long term project on a very unusual and rare example of pre war 1938 Fire pump. Restoration work will progress as funds permit.
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Sigmund trailer pump
Newly acquired by the museum this is a fine example of the original design by Sigmund for the Ministry of Supply at the outbreak of WW2. Made in their thousands at Coventry using an industrial engine by Morris at a factory which was later associated with the famous name Coventry Climax and Godiva Pumps.
In completely original condition, complete with its small gear, and painted in wartime grey.
Its previous owner assured us that it had run albeit for a few seconds, about six months ago. Our efforts to start it came to nothing, so the ignition system was looked at and a number of faults were rectified. It then started and run for a few seconds before conking out.
The starting handle had a tendency to slip off the dog just as hand pressure was applied to turn the engine over, with injurious results as the missing skin on my knuckles and a swollen thumb joint can testify. To inspect the starting dog, the coolant tank had to be removed, revealing a badly worn and damaged shaft and pin at the business end of the starting handle. A new shaft was turned and with a new pin, it was refitted.
The choke and throttle control cables were cleaned, straightened and lubricated.
The fuel filter in the tank was clogged but the gauze had a hole in it allowing unfiltered fuel through.
The filter at the float chamber inlet was completely full of debris, (how any fuel managed to get through is a mystery).
The carburetor was removed and stripped down and given a much needed clean, particularly the primary jet, which was clogged.
The tank was emptied, removed and washed out with clean diesel oil, and thereafter drained and allowed to dry.
The fuel pipe was re-routed, and new fibre washers fitted to all fuel joints.
The cooling system checked for leaks and operation of the secondary cooling system, and with some petrol in the tank another attempt was made to start it. Despite all our efforts we could not get it to run for more than a few seconds. Further checks were made to the ignition system and a few adjustments made but with little difference.
The carburetor was removed for further inspection, which revealed a previously unnoticed jet in the primary jet assembly, which was blocked. This was cleared with some difficulty as the size of the hole was so minute and the blockage was set so hard, that much working was required with a wire brush bristle to clear it.
We had noticed that the engine always flooded when run for a few seconds. The reason for this was that the breather hole in the float chamber cover was blocked, causing a vacuum inside the chamber, which would have prevented the needle valve closing.
The carburettor was refitted and this time it started and run successfully.
However there seemed to be a problem with the exhaust gas ejector valve remaining constantly open. A strip down revealed that it had been fitted wrongly. After refitting it correctly, the engine was started and run up to temperature.
Further adjustments will be made to the idle mixture and tick-over when we get some more leaded petrol.
All moving parts have been freed and or lubricated as necessary.
The two grease caps on the impeller housing were refilled and screwed down to provide a generous shot of much needed grease, and then refilled again.
The coupling on the delivery valve was stripped down and freed off, as were the other two on the dividing breeching.
It was found that the standpipe supplied with the pump was not the correct type to fit into the dedicated stowage. A replacement that will fit will be sought from our collection in the stores.
We have not yet figured out where and how the hydrant key and bar should be stowed. Answers on a postcard please.
Webbing straps supplied in a box with the pump have been fitted to the side bins and suction stowage brackets.
