b101uk

There would be far to many “Dave’s” or “David’s” and “Steve” or “Steven” on the forum if everyone used there real name.

Odd isn’t it, its almost as if the first 1L has a majority of any royalty on it, subsequent 1L within the same container have much less, or is it all down to the booklet type label (even though pre booklet type label pricing followed the same odd structure)

Closing a road requires lots of legal hoops to be jumped threw and notice given in order to suspend right of way, blocking a road doesn’t. i.e. it is an offence to erect “road closed” signs when all the hoops haven’t been jumped threw, it is not an offence to erect “road blocked” signs.

Well its safe to say PPE has done more for arb/forestry safety. BUT Training courses aimed at the lowest common denominator passing them rather than aiming to fail 70% of all applicants at a practical level has lead to arb getting lots of people who 20+ years ago would have been dismissed the first day they started work threw being dangerous/unsafe or just for lying about there level of competence. Therefore I would say arb is now more dangerous than it was when PPE first became mandatory simply because of the amount of unsuitable people who are able to attain qualification which is aimed at merely satisfying H&S rather than weeding out the unsuitable to start with.

I use Clinic ACE (glyphosate like round up) it seams to work ok, the costing is a bit silly i.e. 1L is ~£22 but 5L is only ~£53

Funny you should say that, I was pricing up putting a hydraulic system on my land rover the other day, came up with a figure £745 for new off the shelf PTO parts including new hard-lines and flexi-hose to the front, centre & rear. Or about ~£600 using used and new parts and making the tank and remote pump mount myself (would get to use a bigger pump this way) obviously the above is plus a used winch off e.g. eBay.

Medium size ones maybe £2k/m when new but when used and 10 years old they are not.

Yes Also it is a vehicle owner offence if the owner knowingly lets any driver drive that vehicle without insurance or misrepresents to the driver its insurance status. As an employed driver you are entitled to ask for and be shown insurance documentation to show proof of insurance held by the owner indemnifying the vehicle drivers.

Massively overpriced at £68995 + VAT (£81070) for a 10 year old vehicle when you would be the 3rd owner and the Unimog underneath is basic spec one just with CTIS.

my td5 land rover has no leaks with 106k miles on the clock, my old 1985 land rover had no leaks when I sold it with >425k miles on it still wish I had my old land rover, as I Peugeot powered it and it pulled like a train eclipsing more powerful tdi's with its puny N/A 72hp an image of my old 90 earning its keep winching timber out of a brook

or put an over-run clutch on it between the motor and the flywheel.

They work well under water, powerful for there size and have lots of power at low chain speeds, can be a pain in the ass lugging pipes etc with them snagging on things but ok if you can get the machine like a tractor/mog close to what your cutting otherwise you have to haul a power-pack which makes a lot more work then a combi can and a normal chainsaw!

£23,690 + vat for a Quadchip

Err “backlash” is gears, spline’s and other surfaces that mesh (interlock) that are subject to reversals of direction, backlash is the “play” within meshing/interlocking parts. End float and shaft deflection and thrust preload etc is for bearings and journals and shafts that run in them, deep grove ball bearings end float, shaft deflection and internal clearance are fixed with NO method of changing it, tapered bearings end float/shaft deflection and thrust preload can be changed. Tw150 & tw190 don’t have tapered flywheel bearing they have deep grove ball bearings. With respect to heat that as said by Dean is friction, to a good degree friction increases as the bearing quality and amount of lubrication within the bearing initially is decreased, cheep bearings have lower finish quality internally, use cheaper less stable grease and have less of it in there, hence friction thus heat is higher, Bearing should also be given a level of no-load running in before use, also if you are going to judge heat you need to be monitoring it for >30 mins of full speed running as there is no point in trying it for only 10 mins as there is a lot of metal to act as a heat sink drawing heat away especially in TW190. From my personal point of view what TW say with respect to heat is more a reflection of the make and quality of bearings they use, the bearing I have sauced in the past have always ran much cooler than the standard TW supplied bearings when fitted in the same manner.

For anyone else interested in the latter part of my last post above with respect to D-value’s To achieve 17.5KN or less when using a Dixon-Bate 3.5T Universal with 25mm Pin then An 18000kg vehicle can have no trailer more than <1974kg attached. An 15000kg vehicle can have no trailer more than <2019kg attached. An 13000kg vehicle can have no trailer more than <2061kg attached. An 10000kg vehicle can have no trailer more than <2164kg attached. An 7500kg vehicle can have no trailer more than <2332kg attached. An 6500kg vehicle can have no trailer more than <2449kg attached. An 5500kg vehicle can have no trailer more than <2630kg attached. An 4500kg vehicle can have no trailer more than <2942kg attached. An 4000kg vehicle can have no trailer more than <3204kg attached.

Hope you gave a speedy recovery. Out of interest, were you wearing chainsaw trousers? I ask because besides obviously something going terribly wrong and if you were do you believe that they have contributed to your injuries in making them worse vs. what a pair normal light weigh trousers, jogging bottoms etc would under the same circumstance? I ask because I firmly believe chainsaw trousers increase the risk of you being pulled under/in machines with spinning parts if they are inadvertently snagged vs. normal light weigh trousers, jogging bottoms etc which don’t have multiple layers with fibres between designed to be griped by teeth and cause clogging of a saw.

yes in most cases & no in other cases some vehicles the vehicle max GVW & the trailer max GVW add up to more than the max GTW. e.g. the max GTW of some earlier LR was less than the combined max GVW of both the vehicle & trailer added together! On a sub note you know the popular Dixon-Bate 3.5T Universal with 25mm Pin has a D value of 17.5KN, if you attach a trailer of 3500kg fully loaded then the towing vehicle cannot exceed 3660kg or you exceed the maximum D value of 17.5KN, if you use a Dixon-Bate 5.0T Universal with 32mm Pin with the same trailer then the maximum towing vehicle weight is ~5300kg and it can only be accomplished legality by using a towing eye & not the ball as the ball is still limited to 17.5KN and the jaw to 20.66KN.

Very good much better than I could do but then I haven’t climbed anything for 17+ years. Is this not only half the job though? as when I were a lad (am 39) the clock stopped when you had been to the top and got back down to the ground.

there are 5 TW150 at work, and really its TW them self’s and there dealers who don’t have any impetus to push for a change in design to much as they make money from it, the design isn’t to bad its self though it could be improved. that said a 2006 one has just has its first set of flywheel bearings and a nose shaft at just over 700 hours though the nose shaft shouldn’t have warn because the bearing that ran on it was ok, the other 2006 tw150 with more hours on it is still on the original flywheel bearings as is the 2006 tracked 150. The nose-shafts have now changed for the worse I fear as the as they sent one of the new ones which I refused to fit as the new design places all the load from the feed rollers pushing wood agensed the flywheel on the tail-shaft bearings only and non on the nose-shaft unlike the old design which placed that load on both bearings sets, so we ended up contacting TW and getting there last old style nose-shaft they had at the factory of which they don’t intend to make any more of (so they said) so the old nose-shaft will be built back up with weld and then turned back down to 40.00mm then put on the shelf until needed.

that was the dual circuit hydraulics, meaning you had 45L or 55L per min flow on circuit one and 18L/min on circuit two, there would have been 2 buttons on the dash, one to turn circuit two on and the other to switch flow between circuits. You would need ~75KW, you would then need some reserve for efficacy factors so you would need about 90KW You would need ~263.4L/min @ ~205 bar for ~90KW

It depends on the hydraulic fluid power (pressure vs. flow) you have available, L/min flow * bar pressure / 600 = power in KW 1HP = 746W you old Unimog would have had ~18.5HP of fluid power.

it looks to me that its parked up in knackers row as an almost complete vehicle, so perhaps it's not built for work!

You were going to charge someone who climbs for you and earns you money who is purportedly a friend £40 for a bulk bag of split oak and ash even though their work has probably contributed to wood in your wood pile. I would say you have made a rod for your own back by having the nerve to charge £40 for a bulk bag sized load, myself and I know a lot of others would have charge at cost at most if not said take them for nothing.

With respect to the FW they carry consultation articles like that almost every year. With respect to testing via dealers, that’s a bit of a joke unless the same law changes bring massive punitive measures to try and stop dealers succumbing to pressure from farmers they have sold the very tractor they are testing to, at lest a VOSA HGV testing station is unbiased to either the dealer, brand of tractor and the end user. Also it not as simple as changing 1 law, you would have to change a raft of different laws from C&U regs to STGO’s given the shambles that laws pertaining to agri tractors & trailers are in. If I recall the last proposal was to maintain the 18290kg maximum trailer GVW and raze the GTW for combinations to as you say ~31 to ~32 tonnes to account for all the large high HP tractors you see about which under the currant regs cannot tow as much as a smaller tractor legally on the road due to the currant 24.39 tonne GTW Tractors used <20mph & tractors used >20mph are two different issues in addition to the above, most 40kph & 50kph tractors still shouldn’t lawfully be used above 20mph on the road and carry stickers in the cab saying so as they cannot meet stringent UK laws for use above 20mph, as such Fastrac & Unimog are still the only ones in the main that can lawfully exceed 20mph on the road, even then some of the older modals of Fastrac are lawfully problematic due to there hydrostatic steering which means that if your engine fails or the hydraulics fail wile moving you lose all steering effect! So until tractor manufactures add individual brakes to each individual wheel, add suspension to each individual wheel, add mechanical link steering, can achieve >50% braking efficacy, have failsafe brakes and can meet lighting regulations for use above 25mph they will be stuck lawfully at 20mph or less. Lastly regardless of tractor (inc Fastrac & Unimog) if any part of it is over >2.55m including any lateral projections its carrying/towing it is limited to 20mph, if over >3.5m wide its limited to 12mph, then besides all that you should inform the police 24h before movements above 3m (unless you have a letter of dispensation from the wide loads officer for each police aria you operate) and the additional attendants you should have if above 3.5m, if over 4.3m wide you have all the extra hoops to jump threw of applying to the secretary of state for a movement order!

Odd, in my experience good trailers hardly need parts and well good tyres last ages, so arguing that a single trailer would save on parts and tyres is a bit of a misnomer. Also the GTW you have to play with is 24390kg and the maximum trailer GVW is 18290kg, so any weight of a trailer, load or towing vehicle is relevant, take your low loader its going to be ~4.2 tonnes, your js130 is going to be ~13.1 tonnes so that’s 17.3 tonnes so your fastrac cannot be any more than 7.09 tonnes legally. If you assume you hook loader body is 1.75 tonnes and your hook loader trailer is 3.25 tonnes (splitting the difference between lighter and heaver makes) that 5 tonnes of trailer which would be 18.1 tonnes with your js130 thus you fastrac could be no more than 6.29 tonnes! The crane on your fastrac with a grab, rotor and with its mounting equipment is going to be just a shade over ~1 tonne & your fastac will be ~6.5 tonne so your looking at ~>7.5 tonnes of fastrac meaning at best as you are now you are ~500kg (~2%) over weight and even more if you go the route of a hook loader. So in short every kg your fastac is over 6100kg has to be subtracted from the 18290kg maximum trailer weight in order to stay under 24390kg GTW hook loaders and other big trailers are common in the rest of the EU because they have much higher permissible trailer GVW’s and higher GTW’s, in Germany its common to see trailers of up to 32 tonnes GVW and GTW’s of >42 tonnes for agricultural tractors.