mrsmackpaul

I probably came across a bit harsh That wasn't my intention I'm trying to just get you to not just start changing things and fiddling and making it worse I have worked on a lot of plate rectifiers over the years, worked on a lot of generators and alternators, mainly on the electrical side of things It is how I got my start in the world as a young man, so I do have some idea what I'm talking about Goeff is very switched on, listen to what he is saying I tend to stay out of giving advice on electrical things like this as everyone else has plenty to say and people that don't understand things can get very confused Your ground (which by the way, is what I think is wrong) wont be a wired connection as such, at least I doubt it will be, it will most likely be the connection that the regulator or what ever is faulty is attached to So I was taught as a apprentice, and still use these princables Always prove the fault before changing anything Prove the bad connection before undoing things and cleaning Prove the faulty rectifier before tampering with it Prove the faulty alternator before sending it off to be reconditioned By doing things this way you teach yourself actually gind the fault If don't prove things your only guessing and potentially making the problem worse and waisting time and money Anyway, good luck and I'll stay out of this unless asked My only advise is to prove the fault before changing or adjusting anything Paul

Test the rectifier before changing it Simple to test If it was mine and it's not I would stop just guessing and start testing things To me there's a lot of guess work going on The alternator is working, we know this as it's over charging so leave it be The rectifier is working, your getting DC from AC so leave it The regulator isn't working It needs a reference to know what voltage to regulate at Do you have voltage at the regulator And yes replacing the alternator is the easiest way to solve this with a modern type But this should be easy to fix Paul

Does this have a socket to plug power in to keep it charged when parked in a fire station? I don't know about fire trucks but have been sent to repair power supplies etc at ambulance stations in Australia and they have a lead to plug the ambulance in This must be unplugged before the ambulance starts Am wondering if this rectifier is similar part of the charging to the ambulances I have worked on and nothing to do with normal charging off the fire trucks generator Not knowing my ass from my elbow about fire trucks I can't really advise I can only imagine they are built to be able to idle for hours on end and run on full power the same No matter now, all we for sure is it's charging but not regulating As far as polarizing goes, I'm pretty sure thats done make it either positive ground or negative ground Paul

https://www.facebook.com/reel/1348957282395349?mibextid=Vztt45

I must be more gung hoe than most The head would of been yanked of the motor weeks ago if it was mine Not to mind, to me it's pulling a bandaid off, you can stuff around but I reckon I'm best to see the bad or good news right away Yep, yank the head, roll the push rods on a sheet of glass Check the cam Work put whats what and put a plan together Paul

Over drive and or bigger tyres Paul

Done and dusted Come on you lot get behing the Bull dog breed, help these jokers have a win Good luck to both you all

Well there's some hairy chested Mack action here Some how I just can't imagine Volvo power been this awesome Paul

Sorry Joey, I haven't even seen this but rather got a phone call last night asking the question I asked here I can ask for more information and see whats forth comming I will update as I learn more Paul

Okay, I'll report back then, I wonder if I sent Barry a message if he can shed some light No good asking a Mack dealer in Australia, it would be like asking a Mack dealer in the States about a Australian truck Thanks for your help Paul

That's amazing, yet not surprising I remember reading or hearing somewhere many years ago If motor bikes were invented today they would be most likely made illegal as the are so dangerous Not at all suggesting that's my opinion, but there definitely is not a lot of crumple zone on.a motor bike I remember going to see the Crusty Demons years ago, while the stunts were spectacular to watch and left my jaw firmly planted on the ground watching them I couldn't help but wonder how they do survive, I fall of a truck tray or trip over something on the ground and I can be hobbeling about for a week as a result Yet these blokes are spinning about in the air and not always landing as planned, surely some of their landings have to really hurt, very good to watch though Paul

Scania motors that I know of have separate heads for each cylinder Apart from that I have no idea Paul

So can info be read from the model number etc Such as motor specs, drive line specs or any factory specs at all? Paul

Had a phone call with a strange request A new in the U.S of A Mack now living in this wide brown land Off this information can anyone provide any details Apparently it's a 2005 6x6, that's all I know Oh and these numbers are no good in Australia so do they mean anything to Americans ?? Paul

Rowdy you seem to know a lot about these Tesla's I remember way back in last century when in high school, when a young bloke had the hots for bird and his mates twigged he would deny it vigorously, in fact he would not have anything nice at all to say about this bird he was in love with Makes me wonder about people that can Tesla's Don't worry I'm only stirring lol, Im not overly fond of things that drive themselves either Paul

Sorry lads, motor bikes only have to go fast enough to out run a cow As for riding on a road, it has never interested me at all, which is just as well from what I read here Rowdy Rebel sounds like you need a Tesla, cheap to drive and no transmission woes or heads to bugger up I often come across woman talking about horse riding and what they reckon is law on motor vehicle edicate My thoughts are probably just as relevant for riding a horse on a road as for riding a motorcycle on a road, "the law isnt really important if your dead or worse still" Happy days everyone, stay safe out there Paul

Gudday and welcome Paul

Im interested to see this tilt tray working This is a whole different style than is used in Australia Looking really good Paul

This was sent to me today https://www.facebook.com/marketplace/item/1474590240004274/?mibextid=dXMIcH Felt it might as well go here as well Paul

Your younger in this picture than I imagined Gotta love the C model Paul

The motly crew Looks like a beaut day Paul

I wonder if the green is the gel coat they seal fiberglass with Paul

Now I believe if we are honest with ourselves we get wound up about a lot of rubbish at times Men, 100s of thousands of them gave their lives for us to live our lives in a free world, we crap on about our freedoms getting taken away and blah blah blahdy blah This story for some reason had real profound effect on me, made me proud to be a Australian, made me embarrassed to think of all the childish bickering about nothing I have taken part in Bought a tear to my eye to think what it must of been like for his parent's to never share another birthday, Christmas or any other special event with their son Most of all it sort of shocked me into not wasting time on rubbish and dribble that means nothing Have a great day everyone, have a thought for young Les, who on this day at 22 years of age gave it his best for us all Paul

'Dam Buster' Leslie Gordon Knight DSO (Melbourne, Australia, 7 March 1921 – Den Ham (Ov.) , The Netherlands, 16 September 1943) After completing school, Leslie took up a clerical accounting job for World War I veteran Len Carter - who soon became a close friend. Knight couldn’t ride a bike or drive a car. But he applied to join the RAAF in 1941. His parents were skeptical. His father, Harry, told The Sun in 1943 that he thought his boy, who had stayed home most nights to study, could never make a pilot - stating Les had no aptitude for tools ... no mechanical skill. He was soon sent to embattled England. Posted to 50 Squadron in September 1942, the crew he was assigned there would mostly stay with him until the end. Knight had survived an extraordinary 26 missions before being offered a secret mission. He was clearly an exceptional pilot. He was well respected by his crew. Knight conferred with the men under his command: all volunteered to take part, together — even though they had no idea what they were up for. He was a retiring type. He rarely appeared in photographs and didn’t take part in celebrations when medals were being handed out. Knight had won international fame for his role in the ‘Dam Busters’ raid — Operation Chastise — against Germany. He was flying the last aircraft in the attack wave, Lancaster AJ-N. The Mohne Dam had already been breached. But the Eder Dam still stood firm. Those ahead of him had failed to crack the imposing concrete edifice. Knight himself had been forced to abort his first run. Tail-gunner Harry O’Brien later said ‘he never thought they would get over the mountain’ on the other side of the dam — the Lancaster being so heavily laden by the ungainly bouncing bomb. But, under full emergency power, Knight did. And he was soon nosing the aircraft back into position for a second, more dangerous, attack run. He was carrying the last bouncing bomb. His was the last chance at making the costly mission a success. But what Knight had learnt from his failed first approach allowed him to place the radical weapon he had carried so far precisely on target. AJ-N’s Flight Engineer, Sergeant Ray Grayston, reported: “There were only a few seconds involved here before you get level then release — five or seven seconds. As luck would have it, we flattened her out, got the speed right, all the rest doing their job, calling the airspeed, looking at the altimeter lights and calling high or low, and we were spot on, releasing the mine and blew the bottom out of the Eder Dam”. The raid, however, came at a terrible cost. In all, 133 aircrew were involved — 53 of them died. On the ground, some 1300 were killed by the bombs and floods. Knight was awarded a Distinguished Service Order medal for his role that night. His navigator, Harold Hobday, and bomb aimer, Edward Johnson, were given Distinguished Flying Crosses. Overall, the victory was significant. But there was a lot of war left to fight. FINAL FLIGHT Four months after the Dam Busters raid, the elite 617 Squadron was given another difficult task. Code-named ‘Garlic’, their mission was to bomb the Dortmund-Ems canal in Ladbergen, Germany. It was a vital supply route. As such, it was heavily defended. Just getting there was an almost impossible task. The big Lancaster bombers had to fly at — and sometimes even below — treetop height, at night, to avoid being spotted by radar and lookouts. The pilots of 617 Squadron had been trained for just such a job.But the odds were against them. And, on September 16, Les Knight’s number came up. He was flying with the same crew he had carried against Eder Dam, with one extra gunner. It had been a long, eventful flight over darkened, occupied Europe. And once 617 Squadron arrived at the canal, it was found to be covered in thick fog. Knight was lining up for a bombing run at the height of just 30m when, out of the murk, a tall clump of trees appeared. He couldn’t haul the heavy aircraft up fast enough. It ploughed through the treetops, shredding the branches with the propeller blades of its two port (left) Merlin engines and the leading edges of its wing. Knight quickly realised he could not complete his attack. He struggled to keep the Lancaster stable and on course. But it was a fight needing all his strength and skill. According to The 1951 book The Dam Busters by Paul Brickhill, Knight radioed his flight commander: “ ‘Two port engines gone. May I have permission to jettison bomb, sir?’ It was the ‘sir’ that got Martin. Quiet little Knight was following the copybook procedure, asking respectful permission to do the only thing that might get him home. Martin said, ‘For God’s sake, Les, yes,’ and as the bomb was not fused Knight told Johnson to let it go. Relieved of the weight they started to climb very slowly …” But it wasn’t enough Knight’s radio operator, Bob Kellow, would later recall in his book Paths to Freedom the struggle to keep the Lancaster in the air: “We had crossed the Dutch/German border and were about halfway to the Dutch coast. We all knew that at this height and with only one motor working properly our chances of getting back to England were slim. Les had asked our rear gunner, ‘Obie’ O’Brien, to go to the front gun turret … ‘OK, I’m in the turret, Les. What do you want me to do?’ ‘Good, now reach along below my feet Obie and see if you can find a loose, broken cable,’ said Les. ‘It belongs to the starboard rudder. When you find it, pull on it for all you’re worth.’ In a few minutes, Obie announced that he’d found the cable and was pulling it. The plane began to swing slowly to the right. It was only then that I realised that we’d been steadily swinging to the left for the past few minutes. …” While the bomber could now be steered, attention focused on keeping the engines running. Things were not good. The flight engineer warned the starboard (right) inner engine was overheating and needed to be stopped. It represented half the bomber’s remaining horsepower. “Try to hold it a bit longer, Ray” Kellow recalled Knight as asking. The tail-gunner was tiring from having to keep the rudder cable tight continually: “OK Obie, but pull on it again as soon as you can,” Kellow says Knight kindly asked. Paul Brickhill, in The Dam Busters, added: “The controls were getting worse all the time until, though he had full opposite rudder and aileron on, Knight could not stop her turning to port and it was obvious that he could never fly her home. He ordered his crew to bale out and held the plane steady while they did.” Kellow described the fateful decision: “It was clear Les was putting on a superhuman effort to keep our crippled plane on some sort of course, but I knew we couldn’t go on much longer. The plane was down to 1000 feet (300m), and the glide angle was steadily increasing … ‘Send out that we’re bailing out, Bob,’ Les said to me. I unhooked my morse key and began tapping out the message.” LAST MOMENTS Kellow recalled the last he saw of his pilot, Les Knight: “I stood by him as he firmly held the wheel and tried to keep ‘Nan’ on a steady course, making it easier for each man to jump out. Like a sea captain, he wanted to be sure everyone was safely off before he abandoned ship. His parachute was clipped onto his harness, and he looked searchingly at me, probably wondering why I hadn’t jumped already. Using signs, I asked if he was OK. He nodded his answer, and a wry smile puckered his mouth. With a last smile, I gave him the thumbs-up sign, checked my parachute and took my position at the edge of the escape hatch. Then I bent forward with my head down and tumbled out into the dark Dutch night.” The crew of Lancaster AJ-N drifted to earth in the darkness around Den Ham. Two were quickly taken prisoner by German forces. The remaining five, however, were found by the villagers. At significant risk — they knew that they and their families would be shot if caught — the townspeople hid them. Resistance forces were contacted. Underground ‘railways’ activated. All five were soon back safely in England. Knight guided the bomber towards a field to attempt a crash-landing. But there was a hidden ditch running along a fence line. The Lancaster exploded upon impact. Knight guided the bomber towards a field to attempt a crash-landing. But there was a hidden ditch running along a fence line. The Lancaster exploded upon impact. Those who rushed to the scene found an almost unrecognisable tangled mass of struts, panels and engine parts. Les Knight's body was placed in an oak coffin and taken from the crash site to the old Den Ham cemetery for burial in a traditional hearse pulled by horses. Word quickly spread among Den Ham’s residents about Knights decision to stay with the plane and keep it from crashing among them. A Commonwealth War Graves Commission headstone now stands in place of the simple timber cross which initially marked his plot. A memorial stone stands where his bomber went down. The townspeople of Den Ham have never forgotton their hero, Leslie Knight for his bravery and show their gratitude in many ways. He sacrificed his own life to save his seven crew members and to avoid many civilian casualties on the ground. Colourised PIECE of JAKE Photo: Australian War Memorial Caption: HeraldSun.com.au Den Ham's commemorative page: www.rememberingdambusterlesknightdso.org/ #denham #dambusters #lesknight #no617squadron #ww2 #avrolancaster #melbourne #RAAF