Subject: LRO digest, Vol 1 #196 - 41 msgs

From: [email-masked]
Date: Thu, 20 Dec 2001 03:08:02 -0500 (EST)

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Today's Topics:

   1. Re: Pilots and Land Rovers (Faure, Marin)
   2. Re: Ho Hum, just another lousy day in the air. (Faure, Marin)
   3. Re: Re: Strange Land Rover (Peter Ogilvie)
   4. Re: Re: Ho Hum, just another lousy day in the air. (Peter Ogilvie)
   5. Re: rover axle question (Peter Ogilvie)
   6. Re: SV: [lro] Re: Brake upgrades (apsilon)
   7. RE: Re: Ho Hum, just another lousy day in the air. (Cunningham, Andy)
   8. Re: Re: Pilots and Land Rovers (Phil Norris)
   9. Big brakes (Bill Adams)
  10. Scout Power steering bits (Bill Adams)
  11. Re: Strange Land Rover (Benjamin Allan Smith)
  12. Re: Re: Ho Hum, just another lousy day in the air. (Gerald)
  13. Re: Re: Ho Hum, just another lousy day in the air. (Mark Pilkington)
  14. Re: Re: Strange Land Rover (Hope Peter)
  15. Re: Re: Strange Land Rover (Mark Pilkington)
  16. Custom offroaders (Mark Pilkington)
  17. Re: Re: Pilots and Land Rovers (Mark Pilkington)
  18. Re: Re: Pilots and Land Rovers (Peter Ogilvie)
  19. Re: Re: Pilots and Land Rovers (Keith Tanner)
  20. Rover stuff (was axle ?) (Hope Peter)
  21. Re: Left or right-handed: (Alan J. Richer)
  22. Re: Re: Left or right-handed: (Jeff Bieler)
  23. lro] Re: Strange Land Rover ([email-masked])
  24. Re: Peter Oglivie, where are you? ([email-masked])
  25. Re: Re: Left or right-handed: (Jean-Leon Morin)
  26. Re: lro] Re: Strange Land Rover (S. Vels Chr.)
  27. Re: Pilots and Land Rovers (A. P. (Sandy) Grice)
  28. No LR contnt - typewriters (Smokey Briggs)
  29. Re: No LR contnt - typewriters (David Scheidt)
  30. Rover Pictures (part II) (Brian Horner)
  31. typewriters (Edit 2)
  32. Re: typewriters ([email-masked])
  33. Re: Pilots and Land Rovers (Peter Ogilvie)
  34. Re: Re: Left or right-handed: (TeriAnn Wakeman)
  35. Re: Re: Pilots and Land Rovers (Stephen West-Fisher)
  36. Re: Re: Ho Hum, just another lousy day in the air. (Stephen West-Fisher)
  37. Re: '97 D90 for sale in Utah... (Andre Shoumatoff)
  38. an odd question (Jean-Leon Morin)
  39. Series Roof Modification (Rich Williams)
  40. Anti-Burst door latches (Rich Williams)
  41. CNG Info (Andrew H. Litkowiak)

--__--__--

Message: 1
From: "Faure, Marin" <[email-masked]>
To: "'Land Rover Mail Group'" <[email-masked]>
Date: Tue, 18 Dec 2001 18:12:48 -0800
Subject: [lro] Re: Pilots and Land Rovers
Reply-To: [email-masked]

Date: Tue, 18 Dec 2001 09:47:32 -0800
From: Mark Pilkington <[email-masked]>
To: [email-masked]
Subject: [lro] Pilots and Land Rovers
Reply-To: [email-masked]

>It seems from the last few days posts that there are a lot of pilots on
this list.
What is it about Land Rovers that attract pilots?

There are also a lot of pilots involved in boating, both sailing and
cruising.  
I know a number of pilots who are also involved in vehicles, be it 
working on an old Ferrari, riding a Harley-Davidson, or attending car 
meets in a classic car of some sort.
Big generalization here, but I think there are some kinds of people that 
not only enjoy the challenge of an infinitely variable experience (which 
flying and boating certainly are), but they also like to be in control of
what 
happens to them.  So it stands to reason that many of these people are 
also interested in the outdoors, either simply being able to get out in it 
or in a more competitive way.  I'm guessing you'll find just as many 
pilots messing about with Jeep CJs or Toyota FJ40s as there are 
messing about with Land Rovers.  Like the Jeep and the Land 
Cruiser, the Land Rover is one of the vehicles most associated with 
no-nonsense bush driving, and so it attracts people that like that sort 
of thing.  Also, most of the pilots I know are not afraid to tackle 
repairing or improving mechanical things.  So they are more likely
to gravitate to machines that can, in fact, be worked on.

But the real answer to your question is that cool people 
drive cool cars....:-)

Here's another one to ponder.  Most of the pilots I know, 
and almost all of the really good pilots I know, are 
left-handed.  1.  Why is that? and 2. Are the majority 
of Land Rover owners left-handed?

_________________________________________
C. Marin Faure
(original owner)
1973 Land Rover Series III-88
1991 Range Rover Vogue SE
Seattle

--__--__--

Message: 2
From: "Faure, Marin" <[email-masked]>
To: "'Land Rover Mail Group'" <[email-masked]>
Date: Tue, 18 Dec 2001 19:30:03 -0800
Subject: [lro] Re: Ho Hum, just another lousy day in the air.
Reply-To: [email-masked]

From: Gerald <[email-masked]>
To: [email-masked]
Subject: Re: [lro] Re: Ho Hum, just another lousy day in the air.
Date: Tue, 18 Dec 2001 20:06:08 -0500
Reply-To: [email-masked]

>A twin increased the odds of an engine failure and it would not have been
able to fly long enough on a single engine.

Your chances of an engine failure go up with the number 
of engines.  The wording for engine-out capabilities of 
commercial jetliners is the same for all types of jetliners.  
The plane must be able to continue a takeoff and climb 
to a safe altitude at full takeoff weight after the loss of 
one engine.  This rule applies to 747s and A340s as 
well as 757s and 777s and MD-11s.  This is why the 
engines on twin-engine jetliners are so powerful- one 
of them must be capable of continuing the takeoff and climb.

So what this means is that a four engine jetliner that 
loses one engine must be able to continue the takeoff 
and climb.  There is nothing in the rules about what 
happens if it loses two engines.  And in fact, a four 
engine jetliner that loses two engines on takeoff is 
in a world of hurt. because their engines are 
not as powerful as the engines on a twin. They 
don't have to be, because the rule is that 
they have to be able to continue to takeoff and 
climb on three engines, where the twin has to 
be able to takeoff and climb on one.

The ratio of hours flown to the number of inflight 
shutdowns of today's modern high-bypass turbofans 
is amazing.  They almost never fail or have to be shut 
down in flight.  In fact, there is a much 
greater likelihood of having 
a problem with one of the airplane's systems- electrical, 
hydraulic, electronic, etc.  And today's two, three, and 
four-engine airplanes all use similar systems.  So in 
reality, there is less likelihood of your having a problem 
on a flight on a twin-engine airplane than on a three or four 
engine airplane, because the more engines there are, the more 
complex the systems have to be.

So while there may be an aerodynamic, range, or payload 
advantage or requirement to design a three or four engine 
airplane, there is no safety advantage anymore.  The 
statistics show that today's twins have fewer problems 
than today's three and four engine planes.

_________________________________________
C. Marin Faure
(original owner)
1973 Land Rover Series III-88
1991 Range Rover Vogue SE
Seattle

--__--__--

Message: 3
From: "Peter Ogilvie" <[email-masked]>
To: [email-masked]
Subject: Re: [lro] Re: Strange Land Rover
Date: Tue, 18 Dec 2001 22:49:39 -1000
Reply-To: [email-masked]

According to Taylor, there were 33 Rolls Royce B40 engined 81 inch Series 
I's built in 1949.  Yes that's 81 inch according to Taylor.  The B40 Mark 
IIb engine was a 2838cc 4 with a whopping 6.4-1 compression ratio developing 
82bhp.  There was also a Mark IIa engine fitted to Austin Champs that had a 
harmonic balancer and water pump mounted on the crank.  The Mark IIb engine 
had a conventionally mounted water pump and no harmonic balancer.  Looks 
like the engine in the auctioned Rover is the Champ Mark IIa engine, not the 
Rover Mark IIb engine.  According to Taylor, all the RR engined trucks that 
survived were surplused in the early '60s.

The bell housing for the RR engine was a much bigger boxy affair reminiscent 
of the Series 2a 6 cylinder bulkhead.  The Bell housing cover of the 
bulkhead on the one pictured looks nothing like Taylor's picture of the 
Factory Rover RR bell housing cover.

The RR B40 engine has a cross flow head.  The carb is on the right side of 
the engine.  The distributor is on the left and comes up between the exhaust 
manifold runs.  That RF shielded distributor is huge.  The RR Rovers also 
had an aluminum box air cleaner about the same size and in the same location 
as the battery in the 2/3 Series trucks.  Believe there is no sign of that 
big box on the truck in question.  The battery was relocated to under the 
driver's seat, BTW.  The Rover RR engine had a stamped metal valve cover and 
a conventional non shielded ignition system.

Noticed in the pictures of all the pieces that came with the truck, that 
there is a 2a instrument panel.  Further reinforces my hunch that this truck 
is a bastard, cobbled up out of a bunch of parts form disparate trucks.

Its obvious from the hype on this truck that the seller doesn't know squat 
about Rovers or airplanes.  A cast iron block, water cooled engine just 
doesn't fly in a Rover or an airplane.

>From: "Faure, Marin" <[email-masked]>
>Reply-To: [email-masked]
>To: "'Land Rover Mail Group'" <[email-masked]>
>Subject: [lro] Re: Strange Land Rover
>Date: Tue, 18 Dec 2001 19:58:15 -0800
>
>
>From: Mark Pilkington <[email-masked]>
>To: [email-masked]
>Subject: [lro] Strange Land Rover
>Reply-To: [email-masked]
>
> >What the hell is this engine in this Land Rover.  Anyone seen the likes 
>of
>it?
>http://cgi.ebay.com/ebaymotors/aw-cgi/ebayISAPI.dll?ViewItem&item=599295519&
>r=0&t=0
>
>I wrote my earlier posts before I realized there was a whole
>lineup of photos below the first screen at the URL.  What is
>the significance of the "UNE" on the rocker cover?  Is this
>a designation that Rolls Royce used?
>
>Also, can anyone tell if this is a RHD or LHD vehicle?
>In one of the shots of the transmission, what I assume
>is the handbrake rigging is sitting on the ground behind
>it.  Now I'm not familiar with the handbrake rigging for
>a RHD vehicle, but does it incorporate the same
>"transfer" rod that runs across a LHD vehicle so a
>lever on the left side of the transmission hump can pull
>the rod coming out of the right side of the drum?  The
>attachment for the handle looks to be at the
>extreme left end of the transfer rod, where it is
>on my LHD vehicle.  However, what I don't know
>is if the parking brake handle is ALWAYS mounted
>on the left side of the transmission hump regardless
>of the position of the steering wheel.
>
>Also, the steering relay is on the left hand side of the
>vehicle.  Again not knowing the exact layout of a
>RHD Series, wouldn't the steering relay have to
>be on the same side of the vehicle as the
>steering wheel and box?  I can understand how a
>transverse tube can be used to accommodate a
>left or right mounted accelerator, and I can
>understand how a similar transverse tube could
>be used to accommodate a left or right mounted
>parking brake lever, if that's what they did.  But
>I'm having a tough time envisioning how the
>rotational movement of a steering wheel can
>be transmitted across the vehicle to become
>a fore and aft movement of  the relay arm.
>I would think it would be a hell of a lot easier
>to simply mount the relay on the same side as the
>steering wheel.
>
>If that's the case, and this is a LHD vehicle, would
>any of these so-called "special" Rolls Royce-engined
>Series I's that were built for the British military have been
>LHD vehicles?
>
>_________________________________________
>C. Marin Faure
>(original owner)
>1973 Land Rover Series III-88
>1991 Range Rover Vogue SE
>Seattle
>_______________________________________________
>LRO mailing list
>[email-masked]
>http://land-rover.team.net/mailman/listinfo/lro

_________________________________________________________________
Get your FREE download of MSN Explorer at http://explorer.msn.com/intl.asp.

--__--__--

Message: 4
From: "Peter Ogilvie" <[email-masked]>
To: [email-masked]
Subject: Re: [lro] Re: Ho Hum, just another lousy day in the air.
Date: Tue, 18 Dec 2001 23:03:48 -1000
Reply-To: [email-masked]

Do love those turine engines.  Despite flying airplanes that were nearly as 
old as myself, never had an engine fail in 1500 hours of pilot time.  Had 
almost every other system fail but never a flame out.  You civilian guys 
that get to fly recips. sure get all the excitement.

I had 3 planes try and kill me through no fault of my own.  Decided that I'd 
used up my Karmic energy and got out of flying.  About the time I survived 3 
dead stick landings, I'd seriously consider my Alternatives.  Even a cat has 
only nine lives.

Maurin's defense of the modern 2 engined passenger plane is an eye opener.  
Makes me want to stick with the 757 type of plane.  The reason that these 
planes exist is the tremendous advances in power plants that have made such 
high performance engines available.  Don't need 3 or 4 engines to get the 
necessary thrust, any longer.  Through out the history of aviation, airframe 
capabilities have always been far superior to power plants.  Its only in the 
last few years that powerplants have caught up with and exceeded the air 
frames.

Aloha
Peter O.

>From: [email-masked]
>Reply-To: [email-masked]
>To: [email-masked]
>Subject: Re: [lro] Re: Ho Hum, just another lousy day in the air.
>Date: Tue, 18 Dec 2001 23:32:46 EST
>
>
>In a message dated 12/18/01 5:08:26 PM Pacific Standard Time,
>[email-masked] writes:
>
>
> > When did an emergency landing to a full stop get removed from the flight
> > test for a private pilot?
> >
> >
>
>Long time ago.
>
>When my instructor pulled the gas all the way back in flight one time in
>1979, he was looking at a nice long field ahead. With a tractor quietly
>pulling a landplane. I immediately altered course for a shorter field that
>also had a tractor driver calmly leveling away.  After we set up for 
>landing
>and quietly made the approach, etc., he added the power back, and we 
>wandered
>back to the field to shoot landings. In the after action, he wanted to chew
>me out about choosing the shorter (but still very serviceable) field. I 
>told
>him that the long field was being leveled by Jose, who was illegal, and 
>would
>run away rather than provide any aid if we biffed the landing. I also told
>him the shorter field saw being planed by Humberto, who was legally in the
>country, loved airplanes and knew first aid. He left me alone after that.
>
>Never did the full stop in practice, only in anger. There are no atheists 
>in
>foxholes, but it gets very quiet in the airplane when the engine quits.
>
>Zack
>_______________________________________________
>LRO mailing list
>[email-masked]
>http://land-rover.team.net/mailman/listinfo/lro

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--__--__--

Message: 5
From: "Peter Ogilvie" <[email-masked]>
To: [email-masked]
Subject: Re: [lro] rover axle question
Date: Tue, 18 Dec 2001 23:12:05 -1000
Reply-To: [email-masked]

Peter:

You sure like to make work for yourself.  Just pick up a worn out center 
section and strip the guts and gears out of it.  You'll have a lightweight 
solution to your problem without any of the hassles of fabricating a plate.  
You could make it even lighter by taking the input shaft out of it and 
welding up that Puka.

Aloha
Peter O.

>From: "Hope Peter" <[email-masked]>
>Reply-To: [email-masked]
>To: "lr LRO" <[email-masked]>
>Subject: [lro] rover axle question
>Date: Tue, 18 Dec 2001 11:31:08 -0800
>
>
>Aloha,
>I am replacing the stock rear axle on my 88 with a salisbury.  I am also
>switching over to parabolics at all corners.
>I was thinking of taking the old springs and axle and building a small
>trailer.
>Am I right in thinking that I can remove the axle shafts, all brake
>components and the hogs head?  i know with a c-clip type axle if the shaft
>breaks the wheel comes off.  Rover is full floating, so I can remove all of
>the above components and not need to worry about the wheels coming off?
>
>I was thinking that after removing the hogs head I could just bolt a flat
>plate in it's place, I could even go as far as rotating the axle 90 degrees
>so this flat spot is at the bottom of the mounted axle, thus increasing the
>clearance a bit.
>
>I could drill and tap a drain hole in the plate and drill and tap the
>breather larger for a fill hole.  Or should I just grease the wheel 
>bearings
>and recheck em yearly/seasonaly?
>
>Thanks
>Pete
>_______________________________________________
>LRO mailing list
>[email-masked]
>http://land-rover.team.net/mailman/listinfo/lro

_________________________________________________________________
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--__--__--

Message: 6
From: "apsilon" <[email-masked]>
To: <[email-masked]>
Subject: Re: SV: [lro] Re: Brake upgrades
Date: Wed, 19 Dec 2001 20:40:28 +1100
Reply-To: [email-masked]

This is the kit I'm going to use on the front so I'll let you know shortly
(I hope)

Matt.
Sydney Australia
'75 Series III 88

> Fredrick,
>     Have you driven one of these Series Land Rovers with this front brake
disc
> conversion?  How much better are they.  My drums are pretty good now, but
discs
> are tempting for only $700 and bolt on.
> Kind regards,
> Mark Pilkington
>
> Fredrik Hedstrvm wrote:
>
> > This company in The Netherlands sell disc converison kits if anyone need
it.
> > http://www.ticonsole.nl/
> > Fredrik Hedstrom
> > Stockholm, Sweden

--__--__--

Message: 7
From: "Cunningham, Andy" <[email-masked]>
To: "[email-masked]'" <[email-masked]>
Subject: RE: [lro] Re: Ho Hum, just another lousy day in the air.
Date: Wed, 19 Dec 2001 09:58:51 -0000
Reply-To: [email-masked]

This reminds me of a very bad joke.  But I'm going to tell it anyways.

Apologies to all Irishmen - for the non-Brits on the list, replace
"Irishman" or "Paddy" with whichever group you usually direct jokes at.

Paddy was in a 747 flying home to Shannon after a holiday in Florida.  The
plane suddenly lurches and the pilot comes on the tannoy to explain that
they've lost an engine, but as there's 4 of them, it's not a problem, they
still have three left, but will be about 20 minutes late arriving in
shannon.

20 minutes later, the plane lurches again, and the pilot comes on the PA
again, explaining that they've lost a second engine, the plane's still fine,
and they're now going to be an hour late into Shannon.

20 minutes later, the plane lurches again, and the pilot comes onto the PA
to explain that they've now lost a third engine, and are still flying fine,
but the plane will now be an hour and a half late into Shannon.

Paddy turns to his neighbour and say "Bloody hell, if they loose another one
we'll be up here all day."

AndyC 

-----Original Message-----
From: Faure, Marin [mailto:[email-masked]]
Sent: 19 December 2001 03:30
To: 'Land Rover Mail Group'
Subject: [lro] Re: Ho Hum, just another lousy day in the air.

From: Gerald <[email-masked]>
To: [email-masked]
Subject: Re: [lro] Re: Ho Hum, just another lousy day in the air.
Date: Tue, 18 Dec 2001 20:06:08 -0500
Reply-To: [email-masked]

>A twin increased the odds of an engine failure and it would not have been
able to fly long enough on a single engine.

Your chances of an engine failure go up with the number 
of engines.  The wording for engine-out capabilities of 
commercial jetliners is the same for all types of jetliners.  
The plane must be able to continue a takeoff and climb 
to a safe altitude at full takeoff weight after the loss of 
one engine.  This rule applies to 747s and A340s as 
well as 757s and 777s and MD-11s.  This is why the 
engines on twin-engine jetliners are so powerful- one 
of them must be capable of continuing the takeoff and climb.

So what this means is that a four engine jetliner that 
loses one engine must be able to continue the takeoff 
and climb.  There is nothing in the rules about what 
happens if it loses two engines.  And in fact, a four 
engine jetliner that loses two engines on takeoff is 
in a world of hurt. because their engines are 
not as powerful as the engines on a twin. They 
don't have to be, because the rule is that 
they have to be able to continue to takeoff and 
climb on three engines, where the twin has to 
be able to takeoff and climb on one.

The ratio of hours flown to the number of inflight 
shutdowns of today's modern high-bypass turbofans 
is amazing.  They almost never fail or have to be shut 
down in flight.  In fact, there is a much 
greater likelihood of having 
a problem with one of the airplane's systems- electrical, 
hydraulic, electronic, etc.  And today's two, three, and 
four-engine airplanes all use similar systems.  So in 
reality, there is less likelihood of your having a problem 
on a flight on a twin-engine airplane than on a three or four 
engine airplane, because the more engines there are, the more 
complex the systems have to be.

So while there may be an aerodynamic, range, or payload 
advantage or requirement to design a three or four engine 
airplane, there is no safety advantage anymore.  The 
statistics show that today's twins have fewer problems 
than today's three and four engine planes.

_________________________________________
C. Marin Faure
(original owner)
1973 Land Rover Series III-88
1991 Range Rover Vogue SE
Seattle
_______________________________________________
LRO mailing list
[email-masked]
http://land-rover.team.net/mailman/listinfo/lro

--__--__--

Message: 8
From: "Phil Norris" <[email-masked]>
To: <[email-masked]>
Subject: Re: [lro] Re: Pilots and Land Rovers
Date: Wed, 19 Dec 2001 10:10:11 -0000
Reply-To: [email-masked]

I'm no pilot or even in the flying scene so I may be making wrong
assumptions here.  Don't you fly sitting in the lefthand seat, mainly? or
isn't that the "pilots" place and the right is the co-pilot or something?
My based on the above, I'd guess that the stick is in the lefthand, the
right being used to operate throttles, instruments, radios and the like.
I'd therefore guess that,even when nothing is being done, the lefthand is
used predominantly for controlling the stick.  Maybe Lefthanders are more
dextrous and sensitive in feeling and motion with their lefthands and also
their brains are "wired" to be more able with their lefts so are able to be
more technically smooth and competent with their left , whereas a righty has
to learn thse sensitivities first ?
Sorry, turned into a massive run-on paragraph but does it make sense?
PhilN
-----Original Message-----
From: Faure, Marin <[email-masked]>
To: 'Land Rover Mail Group' <[email-masked]>
Date: 19 December 2001 08:11
Subject: [lro] Re: Pilots and Land Rovers

>
>Date: Tue, 18 Dec 2001 09:47:32 -0800
>From: Mark Pilkington <[email-masked]>
>To: [email-masked]
>Subject: [lro] Pilots and Land Rovers
>Reply-To: [email-masked]
>
>>It seems from the last few days posts that there are a lot of pilots on
>this list.
>What is it about Land Rovers that attract pilots?
>
>There are also a lot of pilots involved in boating, both sailing and
>cruising.
>I know a number of pilots who are also involved in vehicles, be it
>working on an old Ferrari, riding a Harley-Davidson, or attending car
>meets in a classic car of some sort.
>Big generalization here, but I think there are some kinds of people that
>not only enjoy the challenge of an infinitely variable experience (which
>flying and boating certainly are), but they also like to be in control of
>what
>happens to them.  So it stands to reason that many of these people are
>also interested in the outdoors, either simply being able to get out in it
>or in a more competitive way.  I'm guessing you'll find just as many
>pilots messing about with Jeep CJs or Toyota FJ40s as there are
>messing about with Land Rovers.  Like the Jeep and the Land
>Cruiser, the Land Rover is one of the vehicles most associated with
>no-nonsense bush driving, and so it attracts people that like that sort
>of thing.  Also, most of the pilots I know are not afraid to tackle
>repairing or improving mechanical things.  So they are more likely
>to gravitate to machines that can, in fact, be worked on.
>
>But the real answer to your question is that cool people
>drive cool cars....:-)
>
>Here's another one to ponder.  Most of the pilots I know,
>and almost all of the really good pilots I know, are
>left-handed.  1.  Why is that? and 2. Are the majority
>of Land Rover owners left-handed?
>
>_________________________________________
>C. Marin Faure
>(original owner)
>1973 Land Rover Series III-88
>1991 Range Rover Vogue SE
>Seattle
>_______________________________________________
>LRO mailing list
>[email-masked]
>http://land-rover.team.net/mailman/listinfo/lro

--__--__--

Message: 9
Date: Wed, 19 Dec 2001 08:12:00 -0500
From: Bill Adams <[email-masked]>
Organization: U.S. International Broadcasting Bureau
To: [email-masked]
Subject: [lro] Big brakes
Reply-To: [email-masked]

Anyone have a line on a set of s3 109 2.6 front brake drums and their
respective cylinders? Used OK as long as they can be rebuilt.

-- 
Bill Adams
3D & Motion Graphics Design Director
International Broadcasting Bureau
Washington, D.C.
202-205-9638
[email-masked]

'66 Land Rover 109 SW Diesel
'81 GoldWing
'69 Le Sabre Convertible
'63 Pearson Vanguard
"Practicing the ancient art of ren-ching"

--__--__--

Message: 10
Date: Wed, 19 Dec 2001 08:17:01 -0500
From: Bill Adams <[email-masked]>
Organization: U.S. International Broadcasting Bureau
To: [email-masked]
Subject: [lro] Scout Power steering bits
Reply-To: [email-masked]

I have a line on a couple more Saginaw steering boxes and pumps. If
anyone is still thinking of doing a PS conversion, let me know. There
are two kinds...metric and SAE. I know this guy has SAE ones, but the
metrics...
I also was lucky enough to happen upon a scout steering column with all
the trimmings, so I'll prolly use that and try to adapt the Rover
steering wheel, which will leave me with a spare steering assembly. Not
a leaker, so interested parties give me a yell.
-- 
Bill Adams
3D & Motion Graphics Design Director
International Broadcasting Bureau
Washington, D.C.
202-205-9638
[email-masked]

'66 Land Rover 109 SW Diesel
'81 GoldWing
'69 Le Sabre Convertible
'63 Pearson Vanguard
"Practicing the ancient art of ren-ching"

--__--__--

Message: 11
To: [email-masked]
Date: Wed, 19 Dec 2001 10:15:27 -0500
From: Benjamin Allan Smith <[email-masked]>
Subject: [lro] Re: Strange Land Rover
Reply-To: [email-masked]

In message <[email-masked]>you wrote:

>first thing that comes to mind is one of the Rolls Royce powered SIs that 
> Rover  built for the military in the 50s.  It says the engine can be replaced 
> by the one of the >aircraft that transported it, so that would 
> lead me to believe that it is a Rolls.  VERY VERY VERY rare indeed, let 
> alone in the USA!

	If that is what you think it is.  If my data is correct, those fifty
81" Series I were built in 1950, not 1952, and had chassis numbers 07100001 to
07100050--their own range.  This 80" is listed with a 1951 CKD chassis number
starting with the prefix 1613.  According to James Taylor, at least 6120 of
these were made.  He mentioned rumors of #6866.  This one is listed as #6942--
higher than has been spotted in the wild or in records.  So do your research
before you plop down wads of cash.

Ben
--
Benjamin Smith                   "If I were running such a contest, I would
Land-  : '72 Series III 88"      specifically eliminate any entries from Ben  
 -Rover: '94 Discovery 5-Spd     involving driving the [Land] Rover anywhere.  
       : '73 RHD 101" FC GS      He'd drive it up the Amazon Basin for a half
       : '76 LHD 101" FC GS      can of Jolt and a stale cookie." --K. Archie

--__--__--

Message: 12
From: Gerald <[email-masked]>
To: [email-masked]
Subject: Re: [lro] Re: Ho Hum, just another lousy day in the air.
Date: Wed, 19 Dec 2001 09:38:21 -0500
Reply-To: [email-masked]

I had one engine failure in 400 hours. It occurred on short final during an
otherwise uneventful flight. I decided to ignore the failure and continue
the landing. I had enough momentum to get off the off the active runway.
Carb icing probably. A short delay while I got the engine restarted and
taxied in.

The time I almost hit the trees after landing - that was scary.

On Tue, 18 Dec 2001 23:03:48 -1000, you wrote:

>
>Do love those turine engines.  Despite flying airplanes that were nearly as 
>old as myself, never had an engine fail in 1500 hours of pilot time.  Had 
>almost every other system fail but never a flame out.  You civilian guys 
>that get to fly recips. sure get all the excitement.
>

--
Gerald
[email-masked]

--__--__--

Message: 13
Date: Wed, 19 Dec 2001 08:15:22 -0800
From: Mark Pilkington <[email-masked]>
To: [email-masked]
Subject: Re: [lro] Re: Ho Hum, just another lousy day in the air.
Reply-To: [email-masked]

It might have been when planes and insurance went up.  It should be in there, just as
mechanical ability should be in the driving test.

Gerald wrote:

> In the early years of flying an engine failure was much more common. That
> was why Lindbergh chose a single engine plane for his 1927 flight to Paris.
> A twin increased the odds of an engine failure and it would not have been
> able to fly long enough on a single engine.
>
> When did an emergency landing to a full stop get removed from the flight
> test for a private pilot?
>
> On Tue, 18 Dec 2001 16:03:52 -0800, you wrote:
>
> >
> >I think that the engine failure per pilot in the USA today is about one per
> >thousand hours. I was unlucky enough to have had 5 in my first 400 hours. All
> >were in flight to a full forced landing. I had a turbo explode and dump all the
> >engine oil at 10,000 feet in a 206, Water in the gas in a turbo 210, Fuel flow
> >diaphragm ruptured in a Mooney 201, Engine fire right after take-off in a Mooney
> >231 and ....ahem..... ran out of gas in a 150.  All ended with a reusable plane
> >I am glad to say, but not many were by the book emergencies, I did what I felt I
> >had to do rather than follow a book.  Some things were unconventional, but
> >worked for the situation at hand. There is a sudden clarity of mission right
> >after a major failure rather than the creeping insideous problems that you have
> >time to think and worry about, like racing the dark or weather to an airport
> >that you know is clear. I know we shouldn't do this stuff, but all of us have.
> >I am sure that a few of you guys out there that fly the bigger faster stuff have
> >a few tales to tell. After the bang and oil splats on the windshield you go into
> >a self preservation based autopilot and afterwards when you are asked why you
> >did something, you do not even know why.
> >    The reason I had a lot of failures is that I flew 45 different types of
> >plane in those first 400 hours and so there was a higher likelyhood for a
> >problem.  The company I work for now has much nicer inventory and so as a
> >result, in the last 1000 hours I have not had any more failures,  touch wood.
> >My own plane, I trust so much, I could nod off in it on a long trip.
> >
> >
> . . . .
>
> --
> Gerald
> [email-masked]
> _______________________________________________
> LRO mailing list
> [email-masked]
> http://land-rover.team.net/mailman/listinfo/lro

--__--__--

Message: 14
From: "Hope Peter" <[email-masked]>
To: <[email-masked]>
Subject: Re: [lro] Re: Strange Land Rover
Date: Wed, 19 Dec 2001 08:20:34 -0800
Reply-To: [email-masked]

I have talked with the consignment seller, the actual owner doesn't want the
reserve pricce of the auction released.
No other details were given other then what is in the ebay add.
Pete

--__--__--

Message: 15
Date: Wed, 19 Dec 2001 08:30:42 -0800
From: Mark Pilkington <[email-masked]>
To: [email-masked]
Subject: Re: [lro] Re: Strange Land Rover
Reply-To: [email-masked]

I e-mailed the owner and asked him the reserve and a bit of the history.  This is
his response.
Hello,
I was asked not to disclose the reserve. I have little information on the
history. The current owner has had it for 12 years. The aluminum is in nice
shape all considering. Every piece is solid. Some wrinkles but all intact. I
cannot find much information on the vehicle anywhere. Nor can I find any
records of a rolls engine installed in one. I wish I could be more helpful.
Thanks for the inquiry.

Peter Ogilvie wrote:

> According to Taylor, there were 33 Rolls Royce B40 engined 81 inch Series
> I's built in 1949.  Yes that's 81 inch according to Taylor.  The B40 Mark
> IIb engine was a 2838cc 4 with a whopping 6.4-1 compression ratio developing
> 82bhp.  There was also a Mark IIa engine fitted to Austin Champs that had a
> harmonic balancer and water pump mounted on the crank.  The Mark IIb engine
> had a conventionally mounted water pump and no harmonic balancer.  Looks
> like the engine in the auctioned Rover is the Champ Mark IIa engine, not the
> Rover Mark IIb engine.  According to Taylor, all the RR engined trucks that
> survived were surplused in the early '60s.
>
> The bell housing for the RR engine was a much bigger boxy affair reminiscent
> of the Series 2a 6 cylinder bulkhead.  The Bell housing cover of the
> bulkhead on the one pictured looks nothing like Taylor's picture of the
> Factory Rover RR bell housing cover.
>
> The RR B40 engine has a cross flow head.  The carb is on the right side of
> the engine.  The distributor is on the left and comes up between the exhaust
> manifold runs.  That RF shielded distributor is huge.  The RR Rovers also
> had an aluminum box air cleaner about the same size and in the same location
> as the battery in the 2/3 Series trucks.  Believe there is no sign of that
> big box on the truck in question.  The battery was relocated to under the
> driver's seat, BTW.  The Rover RR engine had a stamped metal valve cover and
> a conventional non shielded ignition system.
>
> Noticed in the pictures of all the pieces that came with the truck, that
> there is a 2a instrument panel.  Further reinforces my hunch that this truck
> is a bastard, cobbled up out of a bunch of parts form disparate trucks.
>
> Its obvious from the hype on this truck that the seller doesn't know squat
> about Rovers or airplanes.  A cast iron block, water cooled engine just
> doesn't fly in a Rover or an airplane.
>
> >From: "Faure, Marin" <[email-masked]>
> >Reply-To: [email-masked]
> >To: "'Land Rover Mail Group'" <[email-masked]>
> >Subject: [lro] Re: Strange Land Rover
> >Date: Tue, 18 Dec 2001 19:58:15 -0800
> >
> >
> >From: Mark Pilkington <[email-masked]>
> >To: [email-masked]
> >Subject: [lro] Strange Land Rover
> >Reply-To: [email-masked]
> >
> > >What the hell is this engine in this Land Rover.  Anyone seen the likes
> >of
> >it?
> >http://cgi.ebay.com/ebaymotors/aw-cgi/ebayISAPI.dll?ViewItem&item=599295519&
> >r=0&t=0
> >
> >I wrote my earlier posts before I realized there was a whole
> >lineup of photos below the first screen at the URL.  What is
> >the significance of the "UNE" on the rocker cover?  Is this
> >a designation that Rolls Royce used?
> >
> >Also, can anyone tell if this is a RHD or LHD vehicle?
> >In one of the shots of the transmission, what I assume
> >is the handbrake rigging is sitting on the ground behind
> >it.  Now I'm not familiar with the handbrake rigging for
> >a RHD vehicle, but does it incorporate the same
> >"transfer" rod that runs across a LHD vehicle so a
> >lever on the left side of the transmission hump can pull
> >the rod coming out of the right side of the drum?  The
> >attachment for the handle looks to be at the
> >extreme left end of the transfer rod, where it is
> >on my LHD vehicle.  However, what I don't know
> >is if the parking brake handle is ALWAYS mounted
> >on the left side of the transmission hump regardless
> >of the position of the steering wheel.
> >
> >Also, the steering relay is on the left hand side of the
> >vehicle.  Again not knowing the exact layout of a
> >RHD Series, wouldn't the steering relay have to
> >be on the same side of the vehicle as the
> >steering wheel and box?  I can understand how a
> >transverse tube can be used to accommodate a
> >left or right mounted accelerator, and I can
> >understand how a similar transverse tube could
> >be used to accommodate a left or right mounted
> >parking brake lever, if that's what they did.  But
> >I'm having a tough time envisioning how the
> >rotational movement of a steering wheel can
> >be transmitted across the vehicle to become
> >a fore and aft movement of  the relay arm.
> >I would think it would be a hell of a lot easier
> >to simply mount the relay on the same side as the
> >steering wheel.
> >
> >If that's the case, and this is a LHD vehicle, would
> >any of these so-called "special" Rolls Royce-engined
> >Series I's that were built for the British military have been
> >LHD vehicles?
> >
> >_________________________________________
> >C. Marin Faure
> >(original owner)
> >1973 Land Rover Series III-88
> >1991 Range Rover Vogue SE
> >Seattle
> >_______________________________________________
> >LRO mailing list
> >[email-masked]
> >http://land-rover.team.net/mailman/listinfo/lro
>
> _________________________________________________________________
> Get your FREE download of MSN Explorer at http://explorer.msn.com/intl.asp.
> _______________________________________________
> LRO mailing list
> [email-masked]
> http://land-rover.team.net/mailman/listinfo/lro

--__--__--

Message: 16
Date: Wed, 19 Dec 2001 08:51:16 -0800
From: Mark Pilkington <[email-masked]>
To: [email-masked]
Subject: [lro] Custom offroaders
Reply-To: [email-masked]

Zack,
    Wardens is the Toyota FJ40 equivalent of Timm Cooper I suppose.  He is very
good and always has 10 or so FJ40's and 5 or 6 jeeps in there. He knows Series
Land Rovers but not as well as the Toyotas. How about this for a rig.  I saw it
in there the other day.  A 2001 Jeep worth $26,000 and $26,000 MORE spent on it
so it was the untimate offroader.  It had a water heater attached to the block
that you connected a hose to and it sucked water out of a stream, heated it by
running it close to the engine and then up to a shower head. As if that was not
enough, it was rigged so that you could reverse the kenlow fan and dry your hair
in front of the grille.  It had everything, Air lockers etc etc etc. But still
looked quite stock. Nice but not a Land Rover. Also, the owner can drive it right
through the Rubicon with the top on and AC and never get out.  The question is,
is he "there" or has he ruined the challenge? Is he having more fun that the guy
winching his machine, whatever it is, out of a hole with a hearty laugh and a
tale to tell?
    Interestingly, Wardens said that at a meeting in the Sierras a few months
ago, there were a myriad of machines of different levels of modification and ONE
Defender.  He said that the Defender just went right through everything and
amusingly at the end of the day when people were swapping stories and specs, the
Defender owner was being asked about mods and he said that he had nothing extra
on his Land Rover and that it was stock, even the tires.

[email-masked] wrote:

> In a message dated 12/18/01 9:46:34 AM Pacific Standard Time,
> [email-masked] writes:
>
> >
>
> Mark, is Wardens the Toyota series copy guy? If it is , he does good work.
>
> What brings pilots to Rovers?  Good sense.
>
> Bless our feet, for they carry us to sin.  Bless our Rovers, because we're in
> a hurry, and the pub will close soon.
>
> Zack
> _______________________________________________
> LRO mailing list
> [email-masked]
> http://land-rover.team.net/mailman/listinfo/lro

--__--__--

Message: 17
Date: Wed, 19 Dec 2001 09:20:17 -0800
From: Mark Pilkington <[email-masked]>
To: [email-masked]
Subject: Re: [lro] Re: Pilots and Land Rovers
Reply-To: [email-masked]

I think that is a very interesting observation Paul. Personally, I have thought
about this as well, because if I am flying a side by side seater, as Pilot in
command I sit on the left.  This has controls in my left hand and throttle,
prop, mixture and radios etc in the right. It is very stange to actually put the
right hand on the yoke.  It feels as if you are bracing yourself for an impact
or something. BUT in a tanden plane, one in front of the other, like a supercub
or something, the design and natural way to fly is with the stick (or controls)
on the right hand, not the left and the left does radios and throttle.
Completely the opposite. This then feels strange to put the left hand on the
stick even though in all "yoked" as opposed to "stick" controlled planes it is
the left that does the flying.
I suppose it is as different and as easy to adjust to as RHD and LHD in a Land
Rover or car.  I now use my left hand on the computer mouse just to keep the
co-ordination, (and I hurt my left shoulder, and have to keep it down a while.)
Just some observations.
Kind regards,
Mark Pilkington

Phil Norris wrote:

> I'm no pilot or even in the flying scene so I may be making wrong
> assumptions here.  Don't you fly sitting in the lefthand seat, mainly? or
> isn't that the "pilots" place and the right is the co-pilot or something?
> My based on the above, I'd guess that the stick is in the lefthand, the
> right being used to operate throttles, instruments, radios and the like.
> I'd therefore guess that,even when nothing is being done, the lefthand is
> used predominantly for controlling the stick.  Maybe Lefthanders are more
> dextrous and sensitive in feeling and motion with their lefthands and also
> their brains are "wired" to be more able with their lefts so are able to be
> more technically smooth and competent with their left , whereas a righty has
> to learn thse sensitivities first ?
> Sorry, turned into a massive run-on paragraph but does it make sense?
> PhilN
> -----Original Message-----
> From: Faure, Marin <[email-masked]>
> To: 'Land Rover Mail Group' <[email-masked]>
> Date: 19 December 2001 08:11
> Subject: [lro] Re: Pilots and Land Rovers
>
> >
> >Date: Tue, 18 Dec 2001 09:47:32 -0800
> >From: Mark Pilkington <[email-masked]>
> >To: [email-masked]
> >Subject: [lro] Pilots and Land Rovers
> >Reply-To: [email-masked]
> >
> >>It seems from the last few days posts that there are a lot of pilots on
> >this list.
> >What is it about Land Rovers that attract pilots?
> >
> >There are also a lot of pilots involved in boating, both sailing and
> >cruising.
> >I know a number of pilots who are also involved in vehicles, be it
> >working on an old Ferrari, riding a Harley-Davidson, or attending car
> >meets in a classic car of some sort.
> >Big generalization here, but I think there are some kinds of people that
> >not only enjoy the challenge of an infinitely variable experience (which
> >flying and boating certainly are), but they also like to be in control of
> >what
> >happens to them.  So it stands to reason that many of these people are
> >also interested in the outdoors, either simply being able to get out in it
> >or in a more competitive way.  I'm guessing you'll find just as many
> >pilots messing about with Jeep CJs or Toyota FJ40s as there are
> >messing about with Land Rovers.  Like the Jeep and the Land
> >Cruiser, the Land Rover is one of the vehicles most associated with
> >no-nonsense bush driving, and so it attracts people that like that sort
> >of thing.  Also, most of the pilots I know are not afraid to tackle
> >repairing or improving mechanical things.  So they are more likely
> >to gravitate to machines that can, in fact, be worked on.
> >
> >But the real answer to your question is that cool people
> >drive cool cars....:-)
> >
> >Here's another one to ponder.  Most of the pilots I know,
> >and almost all of the really good pilots I know, are
> >left-handed.  1.  Why is that? and 2. Are the majority
> >of Land Rover owners left-handed?
> >
> >_________________________________________
> >C. Marin Faure
> >(original owner)
> >1973 Land Rover Series III-88
> >1991 Range Rover Vogue SE
> >Seattle
> >_______________________________________________
> >LRO mailing list
> >[email-masked]
> >http://land-rover.team.net/mailman/listinfo/lro
> _______________________________________________
> LRO mailing list
> [email-masked]
> http://land-rover.team.net/mailman/listinfo/lro

--__--__--

Message: 18
From: "Peter Ogilvie" <[email-masked]>
To: [email-masked]
Subject: Re: [lro] Re: Pilots and Land Rovers
Date: Wed, 19 Dec 2001 07:23:55 -1000
Reply-To: [email-masked]

Have never heard of any study to back up Marin's assertion that left handers 
are better pilots.  Phil's theory that the left seat command position lends 
itself to lefties only works for multipiloted aircraft up to a point.  Non 
military aircraft and bigger military planes all have a yoke(sp)which is 
essentially a wheel.  You typically set the throttles with the right hand 
and then switch it to the yoke, if that is more comfortable for you.  In the 
old A-3 that I flew, it often took both hands on the yoke to control the 
airplane, especially in maneuvers that required lots of control surface 
movement or high speeds.  Tandem or single seat airplanes have the throttle 
on the left and you fly the airplane with the right hand.  These are 
typically the fighter/acrobatic planes which require real precision piloting 
so the 'fly with the left hand advantage' would be non existant.

Aloha
Peter O.

>From: "Phil Norris" <[email-masked]>
Don't you fly sitting in the lefthand seat, mainly? or
>isn't that the "pilots" place and the right is the co-pilot or something?
>My based on the above, I'd guess that the stick is in the lefthand, the
>right being used to operate throttles, instruments, radios and the like.
>I'd therefore guess that,even when nothing is being done, the lefthand is
>used predominantly for controlling the stick.  Maybe Lefthanders are more
>dextrous and sensitive in feeling and motion with their lefthands and also
>their brains are "wired" to be more able with their lefts so are able to be
>more technically smooth and competent with their left , whereas a righty 
>has
>to learn thse sensitivities first ?
>PhilN

_________________________________________________________________
Join the worlds largest e-mail service with MSN Hotmail. 
http://www.hotmail.com

--__--__--

Message: 19
Date: Wed, 19 Dec 2001 10:24:58 -0700
To: [email-masked]
From: Keith Tanner <[email-masked]>
Subject: Re: [lro] Re: Pilots and Land Rovers
Reply-To: [email-masked]

>Have never heard of any study to back up Marin's assertion that left 
>handers are better pilots.  Phil's theory that the left seat command 
>position lends itself to lefties only works for multipiloted aircraft up 
>to a point.

It also implies that we should see a difference in accident rates between 
RHD and LHD trucks. I've spent a lot of time driving both and I don't even 
notice when I switch.

I suspect Marin is left handed :)

Keith

--__--__--

Message: 20
From: "Hope Peter" <[email-masked]>
To: <[email-masked]>
Date: Wed, 19 Dec 2001 09:49:52 -0800
Subject: [lro] Rover stuff (was axle ?)
Reply-To: [email-masked]

> section and strip the guts and gears out of it.  You'll have a lightweight
> solution to your problem without any of the hassles of fabricating a
plate.

hahaha, but I have a pile of scrap that I need to use somehow or other.
To be serious, it will not take more then 30 minutes to cut out a plate and
drill some holes.

Though Richard Clark's idea of a straight beem with the rover axle stub
attached I like even better.
I am going to need the trailer to haul all of my spare parts to the ABFM in
Portland next summer to sell at the swap meet.

Deirdre (SWMBO) is thinking of getting a Disco for herself.  Looks like 6
years of hearing nothing but "Land Rover" from my mouth is working :-).
If that happens I will probably limit myself to two rovers, Poi Dog will be
my daily driver and then I want to build a coiled light weight for off road
play.
There are some 2.5 na diesel ex-mod 110s in Canada that are availalbe for a
good price.  Would need to put the powerplant in the bed to tow accross the
border.
Remove the body.  Shorten the frame, add the liteweight body.
Abracadrabra...diesel, coilled LW ;-)
I feel this would be easier for me then to build my own coiled suspension
using the LW frame.
The Poi Dog should be done by February.  Just got a call from the shippers,
the salisbury arrives Friday in NJ, should be here in WA by the end of the
year.  Not bad, just under 4 weeks total since it was ordered.  Just got my
CC bill, total cost with shipping was only 552$ USD.
I participated in the local snow run this past weekend.  What a blast.  26
vehicles 1/2 of which were Series machine.  Was much much different then
driving accross old lava flow, but it was a great day.  I have chains for
the donuts and was really impressed with the difference.  I have come to
agree with some that my tires are too wide.  Without the chains they just
floated ontop of the snow, and compacted the stuff until I was on ice.  Got
to play with my winch a bunch.  the quick disconnect shaft for the koenig
worked great.

On a final note I made a layout change to www.AlohaRovers.com and have added
the story and some photos from saturday's event.  look under adventures.

later all
Pete

--__--__--

Message: 21
Date: Wed, 19 Dec 2001 10:06:21 -0800 (PST)
From: "Alan J. Richer" <[email-masked]>
To: [email-masked]
Subject: [lro] Re: Left or right-handed:
Reply-To: [email-masked]

>Are the majority 
>of Land Rover owners left-handed?

Lefty here - most definitely. 

               ajr

=====
Please ignore the following advertising.....
Check out Yahoo! Shopping and Yahoo! Auctions for all of
your unique holiday gifts! Buy at http://shopping.yahoo.com
or bid at http://auctions.yahoo.com

--__--__--

Message: 22
Date: Wed, 19 Dec 2001 10:22:03 -0800
Subject: Re: [lro] Re: Left or right-handed:
From: Jeff Bieler <[email-masked]>
To: <[email-masked]>
Reply-To: [email-masked]

Right handed, but I like driving from the right seat.  Just wish my Rover
would magically accommodate.

Jeff

on 12/19/01 10:06 AM, Alan J. Richer at [email-masked] wrote:

> 
>> Are the majority
>> of Land Rover owners left-handed?
> 
> Lefty here - most definitely.
> 
> ajr
> 
> 
> =====
> Please ignore the following advertising.....
> Check out Yahoo! Shopping and Yahoo! Auctions for all of
> your unique holiday gifts! Buy at http://shopping.yahoo.com
> or bid at http://auctions.yahoo.com
> _______________________________________________
> LRO mailing list
> [email-masked]
> http://land-rover.team.net/mailman/listinfo/lro

--__--__--

Message: 23
From: [email-masked]
Date: Wed, 19 Dec 2001 13:36:36 EST
To: [email-masked]
CC: [email-masked]
Subject: [lro] lro] Re: Strange Land Rover
Reply-To: [email-masked]

The strange Rolls Royce engine sounds like the B40 commercial engine that was 
sold for several different applications.   Wasn't this ene engine used in 
that odd Austin Champ tactical 1/4 ton?

The aircraft engine comment may refer to an internal generator engine.  The 
B40 would certainly not have been used as an aircraft powerplant.  Aricraft 
tug, maybe.

More details would be inetresting.  Frank, are you out there?

--__--__--

Message: 24
From: [email-masked]
To: [email-masked]
Subject: Re: [lro] Peter Oglivie, where are you?
Date: Wed, 19 Dec 2001 19:41:02 GMT
Reply-To: [email-masked]

On Sun, 16 Dec 2001 10:57:13 -0800 (PST) made me spill my meths when I
read:

>
>Give me a shout, mate - need to throw money at you!
>
"Over here... <cough, cough>

"Err...

<deeper voice>

...Over here!"

-- 
               I raise a glass of fine meths to you all
            and say "Merry Christmas, All The Best"
                                 Before I fall

 Wayne Davies, Harrogate, N.Yorks.  Mobile Tel: 07932 081776

--__--__--

Message: 25
From: "Jean-Leon Morin" <[email-masked]>
To: [email-masked]
Subject: Re: [lro] Re: Left or right-handed:
Date: Wed, 19 Dec 2001 14:19:29 -0500
Reply-To: [email-masked]

Definitely lefty here... 

J-L
> 
> >Are the majority 
> >of Land Rover owners left-handed?
> 
> Lefty here - most definitely. 
> 
>                ajr
> 
> 
> =====
> Please ignore the following advertising.....
> Check out Yahoo! Shopping and Yahoo! Auctions for all of
> your unique holiday gifts! Buy at http://shopping.yahoo.com
> or bid at http://auctions.yahoo.com
> _______________________________________________
> LRO mailing list
> [email-masked]
> http://land-rover.team.net/mailman/listinfo/lro

--__--__--

Message: 26
Date: Wed, 19 Dec 2001 21:14:02 +0100
From: "S. Vels Chr." <[email-masked]>
To: [email-masked]
Subject: Re: [lro] lro] Re: Strange Land Rover
Reply-To: [email-masked]

[email-masked] wrote:

>The strange Rolls Royce engine sounds like the B40 commercial engine that was 
>sold for several different applications.   
>
It was used in some fire engines. Can't remember which. Read it in 
Classic Cars a few years ago.

rgds
sv/aurens

--__--__--

Message: 27
Date: Wed, 19 Dec 2001 15:32:42 -0500
To: [email-masked]
From: "A. P. (Sandy) Grice" <[email-masked]>
Subject: Re: [lro] Pilots and Land Rovers
Reply-To: [email-masked]

Rob Phillips <[email-masked]> wrote:

>Pilots appreciate functionality, no "fluff"....plus we pilots all like 
>turning wrenches, figuring out why things work the way they do.  Thats what 
>makes owning a Series vehicle so rewarding.  Simple, functional, 
>durable..."If it aint Boeing, I aint going"....

Back in the early days of my Rover ownership (30 years ago...) my cousin
and I were considering the purchase of a 1937 Piper J-3 "Cub".  Though we
could afford the plane, it needed a fabric job, so we passed.  It was
subsequently bought by a Pan-Am four-stiper who wanted a plane whose cruise
speed was slower than vehicles on the Interstate....

Cheers

	*-----"jeep may be famous, LAND-ROVER is legendary"----*
	|                 A. P. "Sandy" Grice                  |
	|    The Rover Owners' Association of Virginia, Ltd    |
	|     1633 Melrose Parkway, Norfolk, VA 23508-1730     |
	*------ 1972 Series III 88"------ 1996 Discovery-------*

--__--__--

Message: 28
Date: Wed, 19 Dec 2001 15:02:54 -0600
From: Smokey Briggs <[email-masked]>
To: <[email-masked]>
Subject: [lro] No LR contnt - typewriters
Reply-To: [email-masked]

Solvent / lubricant suggestions needed. I have unearthed several manual and
old electric typewriters that were stored in the 60s. Some appear functional
but draggy as though old lube and dust have combined to make glue. Any
suggestions of a good something to spray into their guts to loosen things up
but won't eat any rubber/plastic (what little there may be).

Thanks,

Smokey Briggs
Pecos, Tx

--__--__--

Message: 29
Date: Wed, 19 Dec 2001 17:21:53 -0500 (EST)
From: David Scheidt <[email-masked]>
To: [email-masked]
Subject: Re: [lro] No LR contnt - typewriters
Reply-To: [email-masked]

On Wed, 19 Dec 2001, Smokey Briggs wrote:

> 
> Solvent / lubricant suggestions needed. I have unearthed several manual and
> old electric typewriters that were stored in the 60s. Some appear functional
> but draggy as though old lube and dust have combined to make glue. Any
> suggestions of a good something to spray into their guts to loosen things up
> but won't eat any rubber/plastic (what little there may be).

Disassemble as much as practicle, and then clean with alcohol, rags, and
Q-tips.  Lubricate the pivot points with light oil -- sewing machine oil, or
3-in-1 or the like.  Resist the urge to spray WD-40 in them.  It'll attact
dirt, and it doesn't last long , and is basically just evil around this sort
of machinery. 

David

--__--__--

Message: 30
Date: Wed, 19 Dec 2001 14:56:18 -0800
From: Brian Horner <[email-masked]>
To: <[email-masked]>, <[email-masked]>
Subject: [lro] Rover Pictures (part II)
Reply-To: [email-masked]

Hi Kids!

A while back I posted that anyone could upload images of their rover on
RoverMe.Org and then, when many of you got there, it didn't work.  Well,
after banging my head against the monitor for a good week I found out that
it wont work until the next release of the software I am using.

So, if you want a photo album please just email me your RoverMe username
(signup if you don't have one!) and I will give you your own Photo album
that everyone can view but only you can edit and upload to.  It is easy and
a great way to share your vehicle with the rest of us.  Stop using Yahoo,
they sell/share your information to spammers and partners.

If you are one of the few folks that already posted images in the Public
Album (great shots by the way) let me know so I can move them in to your own
album for you!

Thanks and I look forward to hearing from you!

Brian

------------------------
http://www.roverme.org
"Land Rover community, links and email services."

--__--__--

Message: 31
Date: Thu, 20 Dec 2001 00:11:50 +0100
From: Edit 2 <[email-masked]>
Organization: Channel 6 Television Denmark
To: [email-masked]
Subject: [lro] typewriters
Reply-To: [email-masked]

Restoring old typewrites is much like restoring old cameras, which i
have done quite a lot of.

There is a sort of aerolsol alcohol which we use for cleaning electonics
- contact cleaner. We also use a ammonia-based aerosol spray which is
great for removing crud and grease on control panels etc.,

The ease of cleaning and then removing the cleaner and the crud which
the cleaner has loosened is relative to how much you have dismantled the
unit first. The more dismantling, the easier the job.

Use a good thin oil (sewing machine/3-in-one/Ondina( to lubricate moving
parts afterwards.

Rubber parts like the drum can benefit from a rub with silicone - just
like LR door seals.

If the unit is electronic, be careful not to get to much alcohol on the
printed ciurcuits until you have checked that it won't dissolve the
lacquer coating - either remove and clean these separately, or relaquer
them afterwards with a radio grade PCB lacquer.

Good luck.

Adrian Redmond

---------------------------------------------------
CHANNEL 6 TELEVISION DENMARK
Foerlevvej 6, Mesing, DK-8660  Skanderborg  Denmark
---------------------------------------------------
telephone (office)                  +45 86 57 22 66
telephone (home)                    +45 86 57 22 64
telefacsimile                       +45 86 57 24 46
mobile GSM                          +45 40 54 22 66
e-mail                       [email-masked]
---------------------------------------------------
Visit our homepages!                www.channel6.dk
---------------------------------------------------

--__--__--

Message: 32
From: [email-masked]
To: [email-masked]
Subject: Re: [lro] typewriters
Date: Wed, 19 Dec 2001 23:37:07 GMT
Reply-To: [email-masked]

On Thu, 20 Dec 2001 00:11:50 +0100 made me spill my meths when I read:

>Rubber parts like the drum can benefit from a rub with silicone - just
>like LR door seals.

I used to have no end of trouble with rubber power rolls on older
electric typebar typewriters. Olivetti's and Imperials liked to be used,
if you left them in a cupboard for a long time then dragged them out for
a new member of staff I would have no end of problems.

The platen (or roller) on which you insert the typing paper can usually
be removed one way or another by unscrewing the end knobs or some spring
arm releases. A sheet of very old and worn emery cloth can be used to
"reface" the platen. Likewise the power roller underneath (if it is an
electric with typebars). The technique and hand motion used when doing
this in an office full of young (and old) ladies could determine what
you were doing that evening "I'll be doing you in a moment My Dear".

Methylated spirits was my favoured solvent for cleaning rubber, white
spirit for linkage and metalwork washing. I found the white spirit could
affect the rubber in an odd way, apparently swelling so upsetting the
relationship between the pickup shoes and the power roller. Not so
critical for the platen though.

Anyone who has seen my posts and emails over the years may have noticed
various comments involving "meths" in my sig etc. Repairing typewriters
and building/running small model steam engines, all comes flooding back
when I smell meths. No doubt some of you have similar memories invoked
by EP90 :)

Some think the meths is a reference to drinking, I save the Apfelkorn
for that.

>If the unit is electronic, be careful not to get to much alcohol on the
>printed ciurcuits until you have checked that it won't dissolve the
>lacquer coating - either remove and clean these separately, or relaquer
>them afterwards with a radio grade PCB lacquer.
Old Adler SE1000 range used to leak batteries like nobodies business.
Remove socketted IC's and wash with a solvent such as Sprint and nail
brush. Wash under running warm water and leave for a couple of days.
Often had to repair lifted tracks as well.

I'm sure I have manuals and microfiche for these buggers somewhere.

Land Rover content.....? Don't be so silly :)))

-- 
               I raise a glass of fine meths to you all
            and say "Merry Christmas, All The Best"
                                 Before I fall

 Wayne Davies, Harrogate, N.Yorks.  Mobile Tel: 07932 081776

--__--__--

Message: 33
From: "Peter Ogilvie" <[email-masked]>
To: [email-masked]
Subject: Re: [lro] Pilots and Land Rovers
Date: Wed, 19 Dec 2001 15:31:33 -1000
Reply-To: [email-masked]

How true, how true!!  After I got my wings at Beeville, Texas was on my way 
to the F-8 RAG at Miramar.  Somewhere in West Texas I spotted an airplane 
ahead.  Slowly reeled it in and passed it.  It was a Cub, probably with a 
student pilot on a Navigation flight which was why it was following the 
road.  I was driving around 75mph into strong winds out of the west so the 
ground speed of the plane was probably about 55mph.  Definitely gives 
meaning to getting a sport that allows you to slow down.

Aloha
Peter Ogilvie

>From: "A. P. (Sandy) Grice" <[email-masked]>
It was subsequently bought by a Pan-Am four-stiper who wanted a plane whose 
cruise speed was slower than vehicles on the Interstate....
>Cheers
>
>	*-----"jeep may be famous, LAND-ROVER is legendary"----*
>	|                 A. P. "Sandy" Grice                  |
>	|    The Rover Owners' Association of Virginia, Ltd    |
>	|     1633 Melrose Parkway, Norfolk, VA 23508-1730     |
>	*------ 1972 Series III 88"------ 1996 Discovery-------*

_________________________________________________________________
MSN Photos is the easiest way to share and print your photos: 
http://photos.msn.com/support/worldwide.aspx

--__--__--

Message: 34
Subject: Re: [lro] Re: Left or right-handed:
Date: Wed, 19 Dec 01 17:38:44 -0800
From: TeriAnn Wakeman <[email-masked]>
To: "LRO list" <[email-masked]>
Reply-To: [email-masked]

Born left handed but school & home powers made sure I did things right 
handed when I was but a wee lass.

I wrench with either hand, throw a ball left handed, mouse left handed 
but eat and write right handed.

>Are the majority 
>of Land Rover owners left-handed?

TeriAnn Wakeman               If you send me direct mail, please
Santa Cruz, California        start the subject line with TW - 
[email-masked]           I will be sure to read the message

http://www.cruzers.com/~twakeman   

"How can life grant us the boon of living..unless we dare"
Amelia Earhart 1898-1937

--__--__--

Message: 35
Date: Sun, 02 Jan 2000 09:16:32 -0500
From: Stephen West-Fisher <[email-masked]>
Organization: Coastal Data Systems
To: [email-masked]
Subject: Re: [lro] Re: Pilots and Land Rovers
Reply-To: [email-masked]

Phil Norris wrote:
> 
> I'm no pilot or even in the flying scene so I may be making wrong
> assumptions here.  Don't you fly sitting in the lefthand seat, mainly? or
> isn't that the "pilots" place and the right is the co-pilot or something?
> My based on the above, I'd guess that the stick is in the lefthand, the
> right being used to operate throttles, instruments, radios and the like.
> I'd therefore guess that,even when nothing is being done, the lefthand is
> used predominantly for controlling the stick.  Maybe Lefthanders are more
> dextrous and sensitive in feeling and motion with their lefthands and also
> their brains are "wired" to be more able with their lefts so are able to be
> more technically smooth and competent with their left , whereas a righty has
> to learn thse sensitivities first ?
> Sorry, turned into a massive run-on paragraph but does it make sense?
> PhilN

Single seats and tandem normally are flown with the stick in the right
and the throttle on the left. Many side by side trainers for the
military have two throttles, one in the middle for the right seater and
another on the far left for the left-seater.

--__--__--

Message: 36
Date: Sun, 02 Jan 2000 09:17:04 -0500
From: Stephen West-Fisher <[email-masked]>
Organization: Coastal Data Systems
To: [email-masked]
Subject: Re: [lro] Re: Ho Hum, just another lousy day in the air.
Reply-To: [email-masked]

[email-masked] wrote:
> 
> In a message dated 12/18/01 5:08:26 PM Pacific Standard Time,
> [email-masked] writes:
> 
> > When did an emergency landing to a full stop get removed from the flight
> > test for a private pilot?
> >
> >
> 
> Long time ago.

Way back I kept a plane at Mallory in Charleston, WV. A Cessna 120. Had
to slip for all she was worth after crossing the ridge to get down to
the runway, which was very narrow and had a dogleg in the middle. Always
had a quartering tailwind on landing due to the configuration of the
ridges. Had to make the no-go decision about 50 feet up so you wouldn't
catch the gear in the fence at the public pool at the top of the hill.
One way in, opposite way out. Charlotte sectional if someone wanted to
look it up.

Just before I moved the plane there from CRW, I thought it would be a
good idea to fly with an instructor who flew from there, and since my
BFR was getting close, thought I'd kill two birds with one stone. The
instructor was a smart fella, and pulled the throttle within gliding
distance of a private strip he knew about, but I didn't. Engine quit,
and wouldn't restart. I had seen the strip and headed for it, so he let
me make the landing.

--__--__--

Message: 37
From: "Andre Shoumatoff" <[email-masked]>
To: <[email-masked]>
Date: Wed, 19 Dec 2001 20:23:19 -0700
Subject: [lro] Re: '97 D90 for sale in Utah...
Reply-To: [email-masked]

> Is "female driven" supposed to offer something about the condition of this
> automobile?

She asked that I include it.

Andre

--__--__--

Message: 38
From: "Jean-Leon Morin" <[email-masked]>
To: [email-masked]
Date: Wed, 19 Dec 2001 22:33:14 -0500
Subject: [lro] an odd question
Reply-To: [email-masked]

If someone knows this, I'd be goshdarned surprised...

what taper is a series tie rod? Is it any standard size or is it something
very special? I need to make new taper on a steering arm I made for my
weirdo-rover, and I can't find this spec anywhere...

Alan J Richer?

J-L
----- Original Message -----
From: A. P. (Sandy) Grice <[email-masked]>
To: <[email-masked]>
Sent: Wednesday, December 19, 2001 3:32 PM
Subject: Re: [lro] Pilots and Land Rovers

>
> Rob Phillips <[email-masked]> wrote:
>
> >Pilots appreciate functionality, no "fluff"....plus we pilots all like
> >turning wrenches, figuring out why things work the way they do.  Thats
what
> >makes owning a Series vehicle so rewarding.  Simple, functional,
> >durable..."If it aint Boeing, I aint going"....
>
> Back in the early days of my Rover ownership (30 years ago...) my cousin
> and I were considering the purchase of a 1937 Piper J-3 "Cub".  Though we
> could afford the plane, it needed a fabric job, so we passed.  It was
> subsequently bought by a Pan-Am four-stiper who wanted a plane whose
cruise
> speed was slower than vehicles on the Interstate....
>
> Cheers
>
> *-----"jeep may be famous, LAND-ROVER is legendary"----*
> |                 A. P. "Sandy" Grice                  |
> |    The Rover Owners' Association of Virginia, Ltd    |
> |     1633 Melrose Parkway, Norfolk, VA 23508-1730     |
> *------ 1972 Series III 88"------ 1996 Discovery-------*
> _______________________________________________
> LRO mailing list
> [email-masked]
> http://land-rover.team.net/mailman/listinfo/lro

--__--__--

Message: 39
From: "Rich Williams" <[email-masked]>
To: <[email-masked]>
Subject: [LRO] Series Roof Modification
Date: Wed, 19 Dec 2001 19:47:55 -0800
Reply-To: [email-masked]

Has anyone out there taken a plain hardtop from an 88 and added the sunsheet
and alpine windows to convert it to a so-called tropical top with the vents
and such?

I've got the extra vents and the glass isn't a big deal but are the sun
sheets available?  Or would this be creating more of a headache than it's
worth?

Any thoughts would be appreciated.  Wondering about the possibilities with a
potential "project".

"what's that honey?, oh, just typing an email asking about a, uh, um,
painting some parts, yeah, that's it, painting, why do you ask?"

Rich Williams
'60 Series II 109 SW - for now     <<<evil grin>>>

...SHhhhh...be wery wery quiet
 - Elmer Fudd

--__--__--

Message: 40
From: "Rich Williams" <[email-masked]>
To: <[email-masked]>
Subject: [LRO] Anti-Burst door latches
Date: Wed, 19 Dec 2001 20:34:19 -0800
Reply-To: [email-masked]

Can someone explain the difference between SII & SIII latches?  Is it a
practical and reasonable safety upgrade to convert from the stock Series II
stuff to the Series II parts?  Or do they really make a difference?

Anyone done this?  TeriAnn?

Rich
SII 109 SW

--__--__--

Message: 41
Date: Wed, 19 Dec 2001 23:11:19 -0600
From: "Andrew H. Litkowiak" <[email-masked]>
To: LandCruiser List <[email-masked]>, Land Rover List
  <[email-masked]>, "[email-masked]'"
  <[email-masked]>, Diesel List <[email-masked]>
Subject: [lro] CNG Info
Reply-To: [email-masked]

Anyone out there have a clue?

I've got a wild hair up my rear about compressed natural gas for a
vehicle conversion. Everything looks feasible, but fueling stations
are few and far between. I've heard that a person can get a
residential compressor (8 hours  to fill, hook up overnight), but
can't find any info.

All the sites I've found pertain to fleet level equipment with
compressors and tanks the size of my garage.

Andy

--__--__--

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