Slow Down!

Half jack-knifed the Land Rover splutter-survived and powered forward as best it could through the crossing, the water "damming" on the engine bonnet. Suddenly, my realisation that the far side of this raging torrent was undermined and the Land Rover would be forced to lurch-jump about 300mm (12") on the approaching bank.

Some dirty toilet word passed my lips as I gunned the engine, reached for first gear and punched down the yellow knob (4WD engaged - a panic move). Half expecting the front spring to bend or snap during the impact I prepared for the crunch, my only goal to throw the Land Rover up onto the bank for expected repairs. To be caught in the river would mean certain loss of the vehicle and possible loss of my life; being so far from civilization without communication during approaching floods.

How could I have been so silly to venture out this far when the Flying Doctor forecast was for heavy rains in the higher country. So stupid!

My body strained forward as the Land Rover nearly stopped against the bank, lurched skyward and the front wheels "dumped" on the top of the cut-a-way. I heard the mechanical "crack" as the Land Rover came to a halt ....... puzzle. Engine going, gear engaged, clutch out, no motion! I checked again, pushing all the gear sticks and clutching in and out. No change. Quickly, with position temporarily secure I leaned out the open door and checked the front propeller shaft - not turning. Oh dear! I checked all gears. Top gear engaged OK. I quickly selected low ratio and tried 4th gear again. Power available, but because of the ratio I could't get the Land Rover's back wheels up the cutting.

Resolved to this position I assessed my dilemma. Front wheels out of the water on the top of the undermined bank; back wheels submerged in the water; torrents swirling 'round the trailer and salvaged Land Rover on board; exhaust bubbling from it's underwater position. Using an exposed, but secure sheoak root I mentally noted the raging water's level for later assessment of rising or abating. Now, what to do?

Experience told me it was probably the Land Rover's lay shaft in the gearbox that had given away. Understandable, considering I had near-launched the vehicle, wheels spinning and then "dumped" it expecting maximum traction from a "standing start". I was half surprised I hadn't stripped both diffs!

As it turns out, the Land Rover on the trailer had the same model of gearbox and so I set about removing the seat-box, feet trays and other items to gain access and eventual removal of the box. All this was done by standing amid the chassis beams and working from above the raging water level, then lifting the gearbox assembly with the aid of a rope over my shoulders and a little bracing to take the weight.

About 2 hours had passed when I remembered to check my river level. I confirmed a rise of 80mm (3") and figured from that the stream was close to peak. Providing there was no further rain in the high land it may subside during the ensuing hours. This was a prophecy I was not too confident about! Partly relieved, I spent the next hour removing my trusty Land Rover's gearbox in the same manner I had removed the other one. When it started to rain I hardly noticed as I stood knee-deep in the flood-water sheltered by the cabin over me. It was later I noticed the torrent was still rising!

Meanwhile, my thoughts were concentrated on how to save the oil in the gearbox. I had no way of draining it under these conditions and even less chance of filling it back into the gearbox when complete - if I could fix it!

The only chance I had was to change the parts without removing the oil. Could it be done? I allowed the gearbox to fall on its handbrake drum; over the chassis member so the bell-housing stood facing the cabin roof. I removed the bell-housing and "rummaged" in the oil. The lay shaft was definitely broken. Several teeth were missing from first gear cog. I felt the cog's "mate" on the output shaft; relieved to find it intact. A quick scrounge, 'round the bottom of the gearbox located most of the broken "splinters" and a small magnet helped "suck" up the pieces I had missed with my probing fingers.

Thankfully, the water was no longer rising as I started to reassemble a gearbox from the parts I had scattered along the greasy rear seat. The cold water was taking its toll. I could feel my body reaching for its energy reserves now. It searched for it's "second wind" with painful twinges here and there! Darkness started to fill the sky. Familiarisation allowed me the luxury of driving home the absolutely necessary bolts, but no more! A liberal layer of cooking fat helped as jointing with the broken gaskets. Raging water and darkness were my only thought as I check my work during the mid-evening. It had taken about five and a half hours.

Now, the big test! A careful engaging of all gears while the transfer box was left in neutral felt promising. The right whirring noises with an occasional slight "crunch" from a missed chip of metal "wandering" in the oil gave me a sight of relief, but I was not out of trouble yet. The next step was to attempt a forward move to bring the rig out of the water-course. No go! All wheels spun and began to bog.

Disconnecting the trailer would help, but there was a need to avoid the rages of the water while disconnecting the trailer and somehow anchor the trailer from being washed downstream. Reversing lights helped while I roped the trailer to a shoreline tree and used a jack under-water to pry apart the stressed hitch. The need to dig a hole in the river-bed under the grounded tow bar was not an easy task.

Gingerly, I tried again, but still too much spin! Unfortunately, a light front end that will easily "bounce" up embankments can only be achieved by not fitting a front-mounted winch, however I do always carry a lot of rope and a little chain to help the kangaroo jacks through their tasks. I could now see I would have to call on a little resourcefulness to get out of this one - as if I hadn't already! An hour of jacking and judicious rope joining provided me with two ropes wound/tied to the front tyres and anchored to various trees and stumps to provide the correct tracking as the vehicle would hopefully "wind" up the ropes with its front wheels. Anyone who has tried this will know how difficult it is to get both ropes to successfully wind onto the tread of the tyres without falling off either side. Total patience and concentration was required an no fewer than seven attempts were made before I had the back wheels rise up and out of the watery hole.

The traverse of my vehicle had taken some of the corners off the bank, making it a little easier to rope-tow the trailer up and out to dry ground before recommencing the journey home.

And the Flying Doctor radio barked, "Good morning all. The time is seven o'clock here in Alice. Weather forecast says we are in for a finer day today. I hear Napperby had quite a bit yesterday! OK, I have outstanding calls to 9NUE, 9DRX and 5FR - Murray, Rik and Frank; your wives are looking for you, I hope your OK, so let's start with Murray. Murray, 9NUE are you listening today, hope you haven't floated away ............ "