b101uk

Another way would be to come up with a factor for conversion, e.g. 4ft x 4ft x 8ft in metric is, 1.2192m x 1.2192m x 2.4384m with an actual volume of ~3.624556m3, if you divide ~3.624556m3 by 2.4m3 you will get a factor of ~1.51 which should work for converting any m3 from actual volume to true volume of wood stacked in that space, So if you measure stacks in meters L x H x W = actual volume in m3 / 1.51 = true volume of wood in m3, e.g. Our stack is 50m long including the ends that are angled at about 45deg, the stack is about 2.5m high and the timber is 2.4384m (8ft) long, as the stack ends are at ~45deg we only need to include one of them in our stack length parameter as the other unmeasured ends serves to square off the one we have included, so our length including one end is 47.5m thus 47.5m (stack length inc 1 end) x 2.5m (stack height) x 2.4384m (wood length) = 289.56m3 (actual volume) / 1.51 (factor) = ~191.76m3 of wood

Anyone would think people don’t know about the recession or remember the last one. Or That collages and other places have been happily taking money off lots of people for arb related training with promises of lots of work etc, consequently there have been too many people in arb for years riding on the wave up to the point the wave broke when the recession started, and yet collages etc are still happy to peddle the same old promises of lots of work etc ~4 years after the recession started! It’s a case of too many chief’s, too many Indians, too many Indians becoming chief’s and not enough scalps to go around.

Logic dictates that if 4ft x 4ft x 8ft (1 cord) is ~2.4m3 of actual wood volume not including airspace then 4ft x 4ft x 7ft would be 7/8 of 2.4m3 or ~2.1m3 4ft x 4ft x 6ft would be 3/4 of 2.4m3 or ~1.8m3 4ft x 4ft x 5ft would be 5/8 of 2.4m3 or ~1.5m3 4ft x 4ft x 4ft would be 1/2 of 2.4m3 or ~1.2m3 4ft x 4ft x 3ft would be 3/8 of 2.4m3 or ~0.9m3 4ft x 4ft x 2ft would be 1/4 of 2.4m3 or ~0.6m3 4ft x 4ft x 1ft would be 1/8 of 2.4m3 or ~0.3m3 (~2.4m / 8 = ~0.3m3) so any of the above would be a multiple of this, or e.g. a 6ft6in (6.5ft) long would be 0.3m3 x 6.5 = 1.95m3 given the other two values of 4ft x 4ft are staying the same.

Well I guess it’s more testing then, BTW did you trace the power from the trailer socket to the NS unit etc, rather than merely just put it on another vehicle – in case of a broken wire etc in the cable? Do you have a multi-meter? If so, how about hemming into the wire/s from the sensor to the NS and see if your getting spikes/drops of voltage or brakes in continuity etc. that would be indicative of the sensor working, if you hem-in in such a way that the multi-meter forms the circuit the readout may react fast enough to see the spikes that alter vs. RPM especially if you reduce the readout scale to an appropriate voltage. some of the cheep £15 to £20 multi-meter with quite a lot of functions on the centre rotary knob have Hz (Hz, KHz, MHz) which I have always found useful e.g. with Kabota powered TW chippers, as the NS unit gets its RPM input from the alternator. Some backwards thinking! How pronounced are the sensor ring/index, if they are not very pronounced and you have the sensor very close it may not be able to distinguish the sensor ring/index from the rest of the flywheel/shaft, whereas moving it away slightly then any index will pass threw the edge of the sensors field while the bulk of the flywheel/shaft is outside the sensors field.

Looks good, We also know there can be some chipper snobbery. looks a bit like a TP in form, much like how some other makes look like Farmi 260 clones

Normally, they pull power from the tractor etc via the trailer plug (side lights - trailer plugs have LH & RH side lights) so the side lights on the tractor need to be ON. Cannot be 100% sure but I seem to recall the LED may flash red when there is a lack of power to power-up the no-stress and stop systems, as the only power then is the pulse from the transducer (hence flashing), once there is power I think the LED will stay ON as a solid red light when the flywheel rpm is to low and thus the no-stress has stopped the feed rollers, and a solid green light when the flywheel rpm is above the no-stress cut-in threshold. I would check the trailer plugs etc etc to establish if there is 12v power getting to the chipper when the tractor side-lights are on, and e.g. pull another vehicle alongside and try the chipper trailer plug in that vehicle.

Besides the stop-bars, cut-outs etc, If its PTO, perhaps somehow the old sensor etc prior to totally failing was misreading the RPM long turm, thus tricking the chipper NS into thinking the flywheel was turning faster than it was, now with the new sensor etc its reading the RPM’s corectly but because it was under-reading before and you have got use to using the tractor at X rpm on the tractor rev counter it is now to low an RPM for the LED to turn green thus allow the feed rollers to work. Try a higher tractor RPM, the last Greenmech PTO chipper I used, the LED changed from red to green almost exactly on 540rpm for the 540rpm PTO speed so needed to be ~600rpm no-load so the tractor engine had a small range to be pulled down to before the NS kicked in. If its drawing power from e.g. a trailer light socket, have you checked the chipper is getting a good earth or positive supply via the trailer light socket, a deficient earth or just a bad positive connection will reduce the voltage quite easily <9v which can hamper electronics and relays thing from working thus staying in fail-safe mode.

The superwinch H14W driven by hydraulics are normally set to ~150bar (+-10bar), tractors are 175bar to 205bar, so you may find some reduction in the strength of any splitter etc as the PRV on the land rover will bypass sooner than the one on the implement, most of the PTO pumps mounted on the transfer box are ~60L/min flow. But there were a number of methods the hydraulic systems were arranged which would dictate if the auxiliary would be as per the winch pressure (unified spool block with 2 levers – one for the winch and one for the auxiliary with one PRV so one pressure) if there were 2 different pressures (separate spool blocks in series each with their own PRV with the one closest to the pump for the auxiliary with the pass-through/return into the winch one) or if the auxiliary is activated by a solenoid valve or manual double 3-way valve that diverts all the hydraulics to the auxiliary and is devoid of pressure regulation on the land rover (the implement MUST have its OWN spool block with PRV) so one of the auxiliary pipes is always the feed and the other the return. (this type should always have a bypass hose plugged in between the auxiliary pipes in case the pump is turned on and switched over to auxiliary without anything connected)

If you want it for actually aiding felling rather than just rolling timber, just use a short ratchet strap, choke the strap end ~5ft to 6ft up and attach the ratchet end to the handle with a choke etc, you will get much more force than just lifting it/pushing down on it by hand.

With respect, stop and think for a moment vs. large structures made of reinforced concrete or wire/rod pre-stressed concrete, etc, etc, if it was the case of what you say it would be bloody stupid to put steel in concrete wouldn’t it if they were dissimilar in expansion and contraction property under normal temperatures

Steel, concrete and brick have the same expansion and contraction rates which is why they work so well together especially in the case of concrete and steel, or reinforced concrete wouldn’t work as it dose. Would a wood beam not look a little crass in conjunction with a reinforced concrete roof?

it's NOT mine, its treebloke's mog and trailers etc! (see first post) i just sometimes drive it/lift things with it/pull things over with/service it for treebloke. my Unimog is a blue one.

same mog, the crane can be taken off in about 10 to 15 mins exposing the tipper floor (you can see the tipper floor beneath the crane/sub frame in the other pic’s of treebloke’s), then just put the sides on and turn the cut-off valve on for the tipper (stops you trying tip with the crane on) and away you go.

i.e.

I would laugh at them for wanting a stupid nonsensical ticket and not bother

If you are running at 1400rpm engine and you have it in the 1000rpm pto gear you will have the pto shaft spinning ~603rpm if it’s a pre 92/93 mog with the 2.32:1 ratio 1000rpm gear or ~639rpm if it’s the post 88 mog with the 2.19:1 ratio 1000rpm gear. The relevant ratio’s of the MBU & SBU 540/1000rpm transmission or live PTO boxes are: Older type: 540rpm gear = 4.08:1, thus 540rpm * 4.08 = 2203rpm engine. 1000rpm gear = 2.32:1, thus 1000rpm * 2.32 = 2320rpm engine. Spinning the 1000rpm gear @ 540rpm = 540rpm * 2.32 = 1253rpm engine. Newer type: 540rpm gear = 3.85:1, thus 540rpm * 3.85 = 2079rpm engine. 1000rpm gear = 2.19:1, thus 1000rpm * 2.19 = 2190rpm engine. Spinning the 1000rpm gear @ 540rpm = 540rpm * 2.19 = 1183rpm engine. Between ~1988 & ~1992/93 its possible to have had either box type fitted at the factory, though the older type was aimed at older OM352 powered 424, 425, 435 types while the new was aimed at the OM366 powered 427 & 437 types with some crossover for the euro 1 and early euro 2 OM366/A while the OM366LA (intercooled Euro 2+) should have the newer type – note dealers/people can easily retrofit PTO box onto mogs that did not leave the factory with them so much newer mogs may have old type pto box and likewise older mogs may have the newer type box. If your no-stress cuts in at 540rpm on the shaft then you need to be running ~600rpm on the shaft no-load which also gives the required ~250rpm +-50rpm pull-down for the engine rpm so the load governor on the injection pump works to its best extent altering power delivery vs. load to try to keep the RPM's stable

try "http://farm9.staticflickr.com/8003/7185434386_e1c9da0e3d.jpg" "http://farm6.staticflickr.com/5331/7185434992_b7e9327d0a.jpg" "http://farm8.staticflickr.com/7094/7185435706_71843f02e0.jpg" with flikr open, hit the "share" button > "Grab the HTML/BBCode" > BBCode then get the .jpg file link from out of the BBCode code string bitween the img tags

Rather than burn diesel would it not be better to burn some wood to provide some heat via an old stove with a back boiler then put some radiators as well as the stove in the container then just have some small fans to move the air within while the natural draw of the stove along with vent holes in the container expel damp air. After all its hardly “green” to burn diesel to dry wood

the high beam tell-tail bulb has blown in the dash cluster

But the regs for DPF are different than for the “cats” put on diesels, I.E. it was not illegal for an “end user” to remove a “cat” off their diesel vehicle nor was it required for an MoT under euro 1, 2 or 3 regs, Euro 4 and 5 DPF + EGR valves or adblue systems on commercial vehicles etc are a different matter as its mandated in law that they are required by the end users as the vehicle taxed accordingly with regard to emissions, the only people who can get away without them are emergency service vehicles, export vehicles outside the EU or other people with a good excuse like people who will be traveling outside the EU for extended periods.

The maximum nose weight of a 3500kg drawbar trailer is <350kg or <10% of the trailer GVW (whichever is less) for it still to be considered a drawbar (D or Dc type) trailer behind cars, vans, 4x4 and lorry’s, if a 3500kg trailer has a nose weight of more than >350kg or >10% of the trailer GVW then it is a semi-trailer! It also looks to have a knott KFG35 coupling on which themselves are limited to 150kg nose weight ("Zul Stützlast 150kg", also known as "S 150kg" where S = Stützlast, ) so it has an inappropriate towing coupling fitted which would make it illegal behind any vehicle on the road. FYI: Zul Stützlast = permissible/maximum vertical load, this is in static value expressed in kg as opposed to a “V” value which is dynamic computation for vertical load under movement in relation to D & Dc values which are all expressed in KN. from the point of view of fitting a crane either side of the headboard of a IW trailer, about half the weight of the crane will be imparted on the towing hitch as nose weight, once you get to 14ft to 18ft IW trailers it will be more than half of the crane weight as the distance the crane is from the towing ball/pin is shorter than the distance the crane is from the 1st trailer axel, going tri-axel dose help this and reduces the effect of the crane on nose weight, but even so on 16ft to 18ft trailers it has less effect than on 12ft and 14ft tri-axel trailers.

If it’s the 500ci engine then like the 330ci engine it uses an end to end water flow for the cylinder head/block therefor there are NO water ports between the head/block only the oil ports, so 330/500ci seldom have head gasket problems. White smoke after prolonged tick-over/low power use especially if using red diesel is to be expected, as most engines will have had their injection timing set up for DERV, even so dependent on the age of the engine (we are talking bedford 330/500ci here) modern DERV vs. 1970’s DERV has some differences in ignition quality thus timing. If you start it in the morning do you get a vaporous light smoke that stings your eyes a bit? If so that is normal and is unburnt fuel from slight mistiming vs. a cold engine and it is this that after prolonged tick-over/low power use causes the white smoke as the condensed vapour in the exhaust burns off once you drive off after doing crane work or winching etc etc.

PM treebloke as he is not far away, if there is any lifting to do he also has a 9.5t/m crane on a Unimog. or ring the Wolverhampton Tree Service office on 01902 892652 and ask for Bob.

Ok Basic fundamental, ALL agri tractors with a in essence “solid back axle” are limited to 20mph in the UK regardless of make (this encompasses most tractors ever made), Fastrac and Unimog (and other low production volume rarities) are restricted to the same maximum speed on given roads types as comparable weight lorry’s except when their width (including lateral projections) is greater than >2.55m wide. Once over >2.55m total width, they are limited to the same speeds vs. width as ANY other agri tractor for safety. Remember you have asked about the law but what most policemen, VOSA men may know on the side of the road may be somewhat less given just the prevalence of speeding tractors. IMO: a fixed wing V plough in the main is of limited use in most of the UK, as 99% of the time our snow volume is just not comparable to Scandinavia and northern Europe volumes, if you approach your local councils winter maintenance department they may express an interest in a type of plough that would interest them in your services. If you are intending to clear car parks, driveways or other premises then you aren’t entitled to some exceptions in law that you do if clearing public roads on behalf of the council etc.

I wander if it was just one bolt that has come out of the fin half’s, as they all look like they have broken at the bolt holes ware as one still has a bolt hole intact and is a bigger piece.