PS Magazine Issue 094 1960 Series [94 ed.]

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Citation preview

THE

PREVENTIVE MAINTENANCE

YOUR

When you've got a gripe about your equipment ... it's not designed right, it won't work like it ought (0, it seems to have defective parts, or it just won't

do the job it's supposed to ... what do you do? You can't wave your Uncle's magic wand and all your troubles will vanish.

Not quite. But you can do something chac's almost thac easy. You use the UER. Its proper name: DA Form 468, Unsatisfactory Equipment Reporc. The only " magic wand" yo u have is your pencil for filling in all the blocks on the UER chac apply to your equipment that's unsatisfactory. It's real important that you get down

the complete identification, model, nomenclature, serial number, manufacturer, contract number and conditions under which it's been operating. Tell exactly what went wrong. Send along a picture or sketch if it'll help explain what happened. (You'll want to scan AR 700-38 for the poop on ex· actly how to fill ou[ the form.) What do you do with it? Send it direct to the chief of the technical service that provides your equipment. The addresses are in AR 700-38. (Some commands require that you send a copy to their headquarters; that's fine, bur the main thing to remember is to get that UER in dirt>ct to the tech service chief.)

~

YOUR

,

11spSU:I~: 'II~ ::DelWtlllenl It tile Arm~~!~: i::O!::.

I

tiQA of arpnlzational maintenance and supply personnel. I Di~t~bution is mad.e through normal publication channels, I ; Wlthm limits of availability, older issues may be obtained di· rect from PS Magazine, Raritan Arsenal, Metuchen, New Jersey.

IN THIS ISSUE ARTICLES

When you've gO( a gripe about your equipment ... it's not designed right, it won't work like it ought to, it seems to have defective parts, or it juSt won't

do the job ie's supposed to •.. what do you do? You can't wave your Uncle's magic wand and all your troubles will vanish.

Not quite. Bur you can do something that's almost that easy. You use the VER. Ics proper name:

DA Form 468, Unsatisfactory Equipmem Report. The only "magic wand" you have is

your pencil for filling in all the blocks on the VER that apply to your equipment that's unsatisfactory. Ie's real- important that you get down

the complete identification, mode l , nomenclature, seria l number, manufacturer, contract number and conditions

under which it's been operating. Tell exactly what went wrong. Send along a picture or sketch if it'll help explain what happened. (You' ll want co scan AR 700-38 for the poop on ex· actly how to fill Out the form.) What do you do with it? Send it direct to the chief of the technical service that provides your equipment. The addresses are in AR 700-38. (Some commands require that you send a copy to their headquarters; that's fine, but the main thing to remember is to get that UER in dirf'ct to the tech service chief.)

What'll he do with it? He'll give it to his engineers and design men who developed your equipment. If the problem is real serious (it's a safety hazard or will damage your equipment) they'll put out a modification. Or they'll include a change when new equipment is designed or manufactured. It's real important that you-as the man who uses and mainta ins Army equipment-shoot in the UER. It's the best way the technical service designers can learn how the equipment is working, how good their designs are and how good the manufacture is. Keep them informed with the UER. That's the way they'can keep improving your equipment so you'll always have the world's best.

~

Connie Rood

DlPlRTMEHTS

. Joe's Dope .,., . . . . . Question and Answer Connie Rood's BrIefs . ._

..•

8 291

, .. "., .. . .. . . , . . .. 3 71 . ." InsIde Back Cover

PS wants your Ideas and contributions, alld is Ilad to answer )'lllIr questions. Namls and addreues 11'1 kept in CDnfidenn. Int write to,

Is sue No . 94

1980 Ser i es

'lblishil bytlle Department altile Armyfott/lllnlorm.· tiM aI orpniDtional m. intenance and Slpply plrsaanlL Distr!butil).n is mad.e thrCHlgh normal publication channels. Within limIts of avaIlability, I)lder issues may be obtained direet from PS Magazine, Raritan Arsenal, Metuchen, New Jersey,

IN THIS ISSUE ARTICUS Pog. W/nt Aope Care and Maintenance, 2 Winches ._ 7 Missile M261, M261Al Missile Transporters , ., 18·19 Nike·Ajax ... • .. .. .., • . . 2()'21 • . .•• 57 Ajax & Hercules.

What' ll he do with it? He' ll give it to his engineers and design men w ho developed your equipment. If the problem is rea l serious (it's a safety hazard or w ill damage your equipment) they' ll put out a modification. Or they' ll include a change w hen new equipment is designed or manufactured. It's real important that you- as the man who uses and maintains Army equipment-shoot in the VER. It's the best way the technical service designers can learn how the equipment is working, how good their designs are and how good the manufacture is. Keep them informed w ith the VER. That's the way they'can keep improving your equipment so you' ll always have the world's best.

Roc", Honest John . .• Wheeled V. hides M51 Dump Trucks . 9 •••• 9 Light Markers .. M38Al Jeep • 39 Spark Plugs ......••• • .• . ... . .• . ........ 40 SpI"ing Seat Bearings (G7 42,749, 5·ton G744 Trucks)42 Wreckers ... 43 Tracked VehiclK AOSI 895·5 . . . ... , 8 M56 $P Gun . . • . .• . . . • 10 M59 APC, M84 Mortar .. . . . .. . .. . ,. ' " 10 M53 SP Gun, M55 SP HOWitzer, M51 TRV's . . .. I I M4B·series Medium Tanks •. 11, 13,48,49 Communications Equipment GRC·3 thru 9 Radios . . .• 50 H·33 Handsets ... . 57 Aln::raft Otter (U·IA) .... . . . ... 58 EOP Requisitions . . .... 59 Sioux (H_13H) ,. _• . • . 59 Refueling With JP·4 , .... 60 DA f orm 1987 .• .. 61 General Engineer Standby Equipment .• 14-15 Heavy Equipment ... . . . 16-17 Shielded Ignition Cables .. . . . 25 478 Jackets . . 26·27 Convoy flags . 28 81MM Morter " 41

DEPARTMENTS Coonie ROOd Joe's Dope ... . . . . . . Question end Answer . Connie Rood 's Briefs .

•. . . . . . . . • 8 . .. 29 37 Inside Back Cover

'SwilntsyaurideHlfldcGntrilHrtions, .ndisr!ildlo answllf yourqlestions. Names IfIdilddrlsslsare •• plincanlidlnce. Just writ. la:

DISTRIBUTION, In accl rdanee wtt~

re~lir._enls

sab_ittft I n Dl F_

12....

Like the old Army mule, wire rope Whether you reeve it into a whole will haul away from sunup to sundown network of lines-like on a crane-shovel -or juSt reel it on a winch, well.kept -if you handle it right. Handled wrong, wire rope can lash wire rope is tough, tireless and will· out with a man.killing kick, foul up ing. Wire rope is also delicate, mean your rig seven ways from Sunday, and and dangerous when neglected or run your operating coStS sky high. abused.

Stranded construction is the key to wire rope strength. By sharing the strain between core and strands, wire rope picks up a load with more "give" than any single line of the same size. It can bend over sheaves and wind on drums with little loss of load· hauling power. But, this stranded makeup that makes wire rope strong is also the key to its weakness. Even with care· ful handling, there's constant wear as the strands rub against each other while under load and the line bends over sheaves and drums. Careless handling-jerky loading and unloading, sloppy spooling on drums, power pulling on loops, lack of lubrication-speeds up wear and kills cable long before its time.

~:jf;;;~l--~(~~;~!!':l

Always wear leather·faced gloves when working on cable. Broken wire is needle-sharp, and slivers can be real skin scrapers.

Whether you reeve it into a whole Like the old Army mule, wire rope will haul away from sunup to sundown network of lines-like on a crane-shovel -or just reel it on a winch, well-kept -if you handle it right. Handled wrong, wire rope can lash wire rope is tough, tireless and willout with a man-killing kick, foul up ing. Wire rope is also delicate, mean your rig seven ways from Sunday, and and dangerous when neglected or run your operating costs sky high. abused.

Stranded construction is the key to wire rope r--t::::=~-~ strength. By sharing the strain between core and strands, wire rope picks up a load with more "give" than any single line of the same size. It can bend over sheaves and wind on drums with little loss of loadhauling power. But, this stranded makeup that makes wire rope strong is also the key to its weakness. Even with careful handling, there's constant wear as the strands rub against each other while under load and the line bends over sheaves and drums. Careless handling-jerky loading and unloading, sloppy spooling on drums, power pulling on loops, lack of lubrication-speeds up wear and kills cable long before its time.

Check each sheave to be sure it runs freely, is the right size for your cable, and shows no bent Banges or corrugation from wear. Binding sheaves put a strain on cable. Undersize sheaves pinch it. Over-size sheaves Batten it. Banged-up sheaves tear it. Corrugated sheaves grind it down. The bigger the sheave, the less bend and wear it putS on the wire rope that runs over it. This is why recommended standards on sheave diameter run up \ from 24 times the wire rope diameter. This is also \ why replacement rope should not be thicker or stiffer than the authorized material. Sheaves also need (0 be wide enough in the groove to let wire rope run without binding or pinching. For free-running operation in the sheave groove, you allow extra width as follows: ...... '",-_Keep uncoiled cable clear of other 'U " 00 mobile equipment that could cross the YJ' on cob\e up to 6 00 cable and crush its strands. xt' on tQb\e up to 31" 1"4 When equipment is ready for reev,Ys" 00. ing, you payout new cable straight from %4' on tob\e up the rolling coil or mounted reel. When spooling cable from reel to drum, you so's to avoid reverse bends that twist wind top-to-top or bottom-to-bottom cable.

LI'JIi.

'0

Always wear leather~faced gloves when working on cahle. Broken wire is needle.sharp, and slivers ean he real skin scrapers.

Check each sheave to be sure it runs freely, is the right size for your cable, and shows no bent flanges or corrugation from wear. Binding sheaves put a strain on cable. Undersize sheaves pinch it. Over-size sheaves flatten it. Banged-up sheaves tear it. Corrugated sheaves grind it down. The bigger the sheave, the less bend and wear it puts on the wire rope that runs over it. This is why recommended standards on sheave diameter run up from 24 times the wire rope diameter. This is also why replacement rope than the authorized material. Sheaves also need to be wide enough in the groove to let wire rope run without binding or pinching. For free-running operation in the sheave groove, you allow extra width as follows:c.... '~ ___,~ ~" 00 Keep uncoiled cable clear of other mobile equipment that could cross the YJ' on (ob\e up to 6 31" 00 cable and crush its strands. }{t' on (ob\e up to /4 When equipment is ready for reev,Va" 00. ing, you payout new cable straight from YJ' on (ob\e up to the rolling coil or mounted reel. When _ ~ _ ~ 1, spooling cable from reel to drum, you so's to avoid reverse bends that twist wind top-to-top or bottom-to-bottom cable.

After a wire rope hookup has been reeved, use a wire brush and cloth to clean cable before lubing it. You lube wire rope with engine oil co fight rust and reduce wearing friction between the steel wires that make up each cable. You go by the LO on your

lubed. Lube oil can be brushed on, or applied by running the cable slowly through an oil bath. Always clean and lube cable before you store it.

Allow break·in time for new cable. Immediate heavy loading and high speed operation doesn't give the cable time co work out stiffness and take up slack at ehesockecs. ~ ~ -"""~.v ~.€ F"t ""''? """" ~ Keep cable straight and taut. Slack ~ . ~~/ ~ cable w~l1loop, a~d power pu.lling on ~ (I ';.~ loops wtll cause kmks that rum cable. ~ Kinked cable is weak, and will snag -:;:. . . .~. .

J

-

Lubricate by regularly but avoid over lube that will pick up duse. Dirty, dry, brittle cable pues an extra load on power equipment, wears out fast, and sets· up a safeey hazard. ~'..n..~".. 4

~

__._...._ "..."

Check sheaves, clutch and brake regularly. Binding, jerking,slippingequipment puts extra strain on the cable.

Never Jet cable cross-wind on drums. Crossed up, uneven winding on drums-usually caused by backlash-causes extra wear on cable and jerky operation.

Never work cable on damaged sheaves. Replace bem, worn, wrong-size sheaves before they kill cable and deadline your rig.

~~~~~~~

Never abuse cable. Driving markers .or nails through cable damages [he core and breaks [he wires.

A whip-lashing cable can kill you, so protect yourself at all times when working with it. Always keep clear of moving cable and winding drums. Stop your rig when cable jerks, slips, or fouls up in any way-and stay shut down until the trouble is corrected. Eyeball your cable regularly for broken wire and worn secWhen cable can be salvaged by splicing, check TM 5-725 for

Always check [he fas[eners [0 be sure your cable is safely secured. Keep an eye on sheaves for frozen bearings and check cable comrol clucch, brake and spooling sheave [0 be sure the cable winds level on drum.

How long since you used your winch? Next time you start a winchin' job you may not remember what your winch did last time out. It may have been used on a lightweight lift or pull, and in that case the cable may be loose around the drum, or it could have been pulled off for cleaning, and replaced loose.

Before doing any winchin' or w en tackle blocks are used, be sure everybody is clear. They've been known to snap and zip a good 300 yards - real dangerous. Never take chances with any cable, . . start your winchin' slow and easy 'cause sudden jerks can snap them. Remember that proper oiling of those strands will head off rust, and also, that proper drum wrappin' is the key to long cable life. And do be careful when

, Say you've gOt a heavy job coming up. The strain is heavier-a lot heavier -than last time, and the outer wind of tight cable will bemashin' itself through those loose layers. After a gnawin' like that the cable's a real safety hazard, Before making any lift, it's always good winchin' to see that your cable is rewound with enough tension to give you a nice tight wind or your cable is wound per the instructions given in the TM for that piece of equipment. A winch with a self-winder'lliay it on nice and even. If you're without the winder, take the time to snuggle each wrap close and tight, 7

For you combat vehicle crewmen and mechanics who're testing and adjusting the AOSI 895-5 engines with the word from TB 9-277 (8Apr59)-here'ssome advice. T'aint necessarily right for your type engines. Forget about the test procedures given in Section IV, para 12, and pictured in Fig 10 of this tech bulletin ... which tells how to install the tester kit to check on the Titan fuel pump. What you do to test or. adjust the fuel pump is to first install the tee fitting, which comes with the testing kit, at the outlet side of the pump. Then hook up your tester to this tee fitting and follow

Running around with a 5-ton G744series wheeled vehicle? Then you'll want the gas-tank filler ~ap. FSN 2910141-9758. with the hand-operated vent valve. An M\'X'O put it there, so it's a must. Most other trucks are still using the old gas cap (FSN 2910-741-2761) until they can be depleted to the new one. The new cap with the hand-operated valve is the one you close when fording and· in hot areas to avoid vapor lock.

So keep this in mind when you're checking out the engines in these vehicles: M41A2 and M41A3 light tank. M42AI twin 40's, M44AI155mm SPH and the M8A2 hi-speed tractor.

Supply may be handing your truck a front Light, Marker, Clearance assembly FSN 6220-776-26 14 w hich, at first g lance had a phonf look 'bout it. What you spotted wrong is a BO lens that gOt put in backwards. The lens is w hite 'st~ad of black. A batch of these w hite-faced lights slipped into the system (marked w ith the letters EMPCO.) No need to reverse 'em 'cause the switcheroo's not supposed to affect the illuminating qualities any. Besides, the hold-down stake' ll only break off if you pry it up.

Shouldn't be any more put Out like this, as Ordnance jumped on this onc to keep them look in ' like they used to ... black side out.

You can scratch two of the oil-level checks you've been making on the hydraulic reservoir of your M51 dump trucks . Don't need 'em. \Vhatever you read in other pubs, only the check that's listed in note 14 of LO 9-8028 (15 Aug 57) is necessary. T hat's the one with the dump body down in travel position. And the reading on the gage should be at the third marker from the tOp. This is the latest word on it.

One of the readings past ... with the dump body up on the safety braces ... cou ld be dangerous. 'Specially jf the control lever gOt left in POWERDOWN instead of being shifted into NEUTRAL. There's no need to make a check with the body up at all. Just one check will do ... with the dump body down like the La says.

DUMP BODY ON

SAFm BRACIS POWER-DOWN WRONG 9

The jam nut which keeps the elevating jack screw bearing tight in the M13 cupola of your M59 personnel carrier or M84 mortar needs to be looked at at every Q service for tightness. Making sure it's good'n tight, will go a long ways toward hitting the target, 'cause when it's loose, your accuracy is reduced. Once the nut backs off, the mechanism'll once more hafta be readjusted and lock nut like this, the jam nut can be realined before it'll be on the button. One way to keep it in shape is to get turned into supply as excess. You'll your paws on a self-locking nut that'll need a Ys.18-UNF-3B self-locking nut engage from both sides. Once you get a to do the job.

,

The stud holding the dust screen leg slack in the stud by slipping a Bat washer support into the bracket on top the Stow- over the stud (stud remover) and over age boxes of your M56 SP Gun could the hold-down pin, then put the stud back into the bracket and get the whole stand a little beefing up. Seems the base of the leg running to works tied down good'n snug so that it the stowage boxes has a loose fitting takes a pair of pliers (almost) to turn 'em. stud connection. Washer, Flat, FAN 5310-5434488 What you can do is take care of the (H101) oughta do the job up just fine. You may try any washer about X6 inch thick with an ID approx Va inch and OD approx 1X6 inches. When your 56's screens are up try to put as little weight as possible on the support when you swing aboard. You'll be needio' the screens come a time the dust is or snow is flying sky high, so treat the support with a little extra care. 10

the compensating idler arms of your M48, M48C, M48AI and M48A2, M48A2C, M103 and MI03AI tanks, M53 SP gun, M55 SP howitzer, and M51 TRV's? This leakage was supposed to be dried up by application of MWO Oed GlWI06. It called for replacing the pipe plugs with lube fittings and use of GAA amendment 3 instead of oil. Seems, though, the lube fittings listed in the MWO would let a lube man overfill with grease and cause the hub seals to pop. So now a new lube fitting's going into the system to help stop the popping of the seals. The latest word for the one you want is:

If your vehicle had either MWO Ord Gl·W106 (15 Aug 57) or MWO Ord Gl·W106 (27 Jan 58) installed, all you'll need to do the job is the new fittings and bushings (FSN 4730·141· 9098) on opposite side of the roadwheel hubs and compensating idler wheels and arms. On t' other hand, if these MWO's were not installed, you'll need to remove the pipe plugs and install pipe bushings and other parts listed in MWO Oed GlFlmNG, LUBRICANT PRESSURe RElIEF, S, (AD~ W106 (27 Jan58). Then put in the new '/,·IN HPTF, '!t4N l6, 11·25 PSI RruEF PRESSURE fittings and make with the grease gun (DRY SEAL PIPf TlIRfAOl, FSN 4730·542·5683. and you're in business. Might be you'll find some of these vehicles have had a 1-5 PSI pressurerelief lube fitting, FSN 4730·330·0111, installed at all these points. If so, take 'em Out and get the new 15·25 PSI fitting. It'll do a better job. II

Everything done to your M48-series medium tanks-maintenance. lubrication, cleaning-is to get power inca the final drive so's the sprocket can move the tracks to get you where you're going. You can get good results in the end by m"aking sure the final drives-at the rear of the tank between the hull and the sprockets-are lubed right. Here's what

LY. .

you ought to do every 250 miles or quarterlY."

12

ro/ ." . . ''"'.

Everything done to your M48 -series medium tanks- maintenance, lubrication, cleaning-is to get power in(O the final drive so's the sprocket can move [he tracks (0 get you where you're going. You can get good results in the end by m"aking sure the fina l drives-at the rear of the tank between the hu ll and the sprockets- are lubed right. Here's what

~ •••"" ro , . -

"" . " " ro

,.,ro"'tI;7

3. Chetk the filler plug and dean off ony metal chips. You set!, the plug is magnetized to ottroct metal chips and powdered metal from Ihe oU.

•

4. Che fe.1 100" .ven wh.n properly adjusted. Repl"'" plugs at once alter draining or fluslring the dutch housing.

5. Insped brokes quarterly. CIt.tIt 'em for worn linings, loose broke anchors ond lotlS. or missing bolts ronnortlng the br.ke b.nds, Get worn linings replm.d before the riven work through to score

the dMnL Meanwhile, like all savvy operators, you keep your clover-kicking boots oif those brake pedals until you release the clutch when turning or stopping. Braking against engine power is about the quickest way to overheat brakes and score the drumJ. 17

Easy does it when it comes to the bedleveling control systems of your M261 and M261AI missile transporters. They're simple enough to operate, but front-end and the right front-end. Each you've gotta be thinking all the time, control gives you three positionsPUMP, LOCK, RIDE. Here're a few 'cause one slip'll bug up the works. You have two controls on that missile operating tips on these controlstrailer-one on the rear of the trailer to

, . Make sure the metering valve levers-there are twa on eadl (ontrol-are dosed to finger tightness. Layoff tightening them with a wrench or pliers-too much pressure will damage the needle and valve seat.

1

2. To lower a (orner of the trailer, turn the selector valve handle for that corner to PUMP-turn the other selector valve handle on the cOfItrollo LOCK.

3. Using your pump handle in the pump lever, pump up and down until the (orner's lowered to where you want it. When you have it ~. . '. there, change the seledor lever from PUMP to LOCK position. Hands . . : off the metering valve, or you'll have to start the whole operation , over again. The lowered (orner will stay in position until it's released.

.

(

18

Easy does it when it comes to the bedleveling control systems of your M261 and M261AI missile transporters. They're simple enough to operate, but front-end and the eight front-end. Each you've gotta be thinking all the time, control gives you three positionsPUMP, LOCK, RIDE. Here're a few 'cause one slip'll bug up the works. You have two controls on that missile operating tips on these controlstrailer-one on the rear of the trailer to

,. Make sure the metering valve levers-there are two on ead. control-are dosed to finger tightness. Layoff tightening them with a wrench or pliers-too much pressure will damage the needle and valve seat.

i

= 5. You can lower both the left and right corners of the trailer at the same time by placing both selector valve handles in the PUMP posi==;=~~=~fii~~ tion and pumping tip and down. When the corners are at the right ~ height, put both selectors into LOCK position. Remember: The meter~\} ing valves have to be tightened to finger tightness before pumping, 1 or you'll go nowhere. To get the comers back to their normal positions, put both selector valves in PUMP and release the metering valves.

2. To lower a corner of the frailer, fum the selector valve handle for fhat corner to PUMP-turn the other selector valve handle on the control to LOCK.

3. Using your pump handle in the pump lever, pump up and down (until the corner's lowered to where you want it. When you have it there, change the selector lever fram PUMP to LOCK position. Hands t ,: off the metering valve, or you'll have to start the whole operation ~L.-'

J,'

::~:'~~~~~' \ ,:~': :. ~

3. (unent Work File IDA Form 21471-up 10 dole ." "... showing the work thai (on', be done because of 4"~"" pom due-out or other justifiable (ouses. This work file is not to be used as a deferred maintenance form. h's used to sc:hedule work between 0 servkes as reported by the driver on trip IichllDO 1101. ~

J-'."""_~_f='-.J. ....J..-=r.-r;:r...J

_

according to locol SOP 10 keep tro(k of the semi· annual 16,OOO-mile) and annual 1l2,OOD-mile) lubes spelled out on equipment LO's lused until a permanent form (omes oull.

J J

And. of course, you' ll have in your vehicle's 478 jacket such forms as the records of comm and maintena nce and spot-check inspect ions as well as any other records abou t the maintenance of your vehicle. In ocher words, nil cu rre nt reco rd s on you r vehicle's maintena nce ought to be in its 478. You' ll want to read the scoop in AR 750·5 (ch 3) and AR 750·2300·t on the equ ipment fi lc jackct. Natura lly, you keep a DA Form 478 for all you r majo r items. 27

Th e leading vehicle carries a blue fiag-FSN 8345·543 ·69 12, Flag d iStin· gujshing, convoy, lead ing vehicle, cOt· ton bunting, blue, 12·in hoist. L8·in fl y. The rea r vehicle carries a g reen fl ag - FSN 834 5·543·69 13, Flag, diStin . g uishing, convoy, rea r vehicl e, COtton bunting, green, 12·in hoist, l 8·in fl y.

Th e ve h icl e o f t he se ri a l 's co m · Ola nder ca rries a w hite and black AagFSN 8345·543·69 11 , Flag, diSting uish. ing, convoy, comm ander of series vehi· cle, COtton bu nting, fl ag bisected by line from lower left to uppe r rig ht hand cornet, upper tri ang le white, lower trio ang le bl ack, 12· in hoist, J 8·in fl y.

LEADING YIHKLE

CDMMAND

REAR YEHKLE

fSH 8345·543·6912

FSN 8345·543·691 1

FSN 8345·543·6913

Th e fla gs a rc listed in Cha nge 5 of SM 10·5·8345, and yo u order th e fl ags h om QM . \'(t h e n yo u mo unt th e m on yo ur o r at the rea r of th e vchicle but you' ll vehicle they' ll normally go on the left have to pl ace them so th ey won't inter· side of yo ur vehicle except in pl aces [ere with th e vision of th e opera tor or w here ve hicles ar e dri ven on tHe left crew. And they 're not to cover up or be side 'o f the road , then yo u'll have to in the way of the lig hts or any oth er mou nt them on the rig ht side. p a rt of th e ve hicl e th at mi g ht be a You ca n mount (h e fla gs at the front safety haza rd. 28

The

lEW LOOK In

MAIInlAICE

'.AII

WORRIED... ABOUT GETTIN' MORE THAN YOU

29

REPAIRED EQUIPMENT

usrA??

like a shot I simply replaced bauery and

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yOU GUYS (AS WELL AS THOSE IN FIELD AND DEPOT)5HOULO USE ~ST EQUIPMENT TO SEE WHICH PART'S GOOO AND WHICH 15 BAD. .. 8EFORE YOU START REPLACING!

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The AR sums it up, 4ou'll recall• IROAN is the best deal of 0/1Doesn't change the degree of repair qualit4 and it saves on highl cost OVERHAUl!

*INSPECT

The AR sums it up, 4ou'll recall· 'ROAN is the best deal of allDoesn't change the degree of repair qualit4 and it saves on high1cost

OVERHAUl!

*INSPECT

WHAT'S AMATTERJL ... WHA?~ Y'OON'T_I IT~

'.Ia.

LOOk'••• THE POINT IS.,L WHY WASTE TIME AND

MONEY ON E)(PENSIVe:: t=Acn:>RY REBUILD WHEN ALL Sf.IE NEEDED WAS

SEE...

R

•••

NATIJRALLY, SOMETIMES THEY DISASSEMBLE ONLY AS IT WILL BE COMPLETELY FAR AS NECESSARY... THEN REBUILT••• IF IT NEEDS REPAIR IT••• BRING IT UPlO TO BE. 10 SERVICEAB/Ll1Y STANDARDS."

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AR 750-5 CHANGE 5(11 APR IL'60) ...

I' .AfS ... (AND GET THIS KIDDO...)

t~ .. it does

not eli "Be

or lower the required quality of maintenance or prescribed serviceability standards."

WITH NO COMPROMISE ON QUALITY.

IT SAVES MONEY, AN" DELIVERS A GOOD PIECE OF eQUIPMENT. ..

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36

L~=:::::::-:: Dear Half-Mast, The ge f/ era/or drive belt adjmtment bar seems to be 100 short on. the Chevrolet

3 1DO-series vehicles. Irl e got the bar out aJ Jar OJ it 'Wilt go bill stilt call ', lighten. liP the bells enough. How about bavillg the bar made lo,.lger to get more service Ollt 0/ the belts, 'Which seem /0 be in. good condition except they don.'t fil liglll.' MrE.IYI.H.

Dea r Mr. E. \'\1. H ., Making the bar longer is onc solution and it may be (he beSt one . . . jf you we re issued a batch of ove rsize be lts. \Vhen thac's the case you can ask your support unit to make a longer bar. In mOSt cases, though , when a generatOr fa n belc has screeched bc:yond die limit provided by the ad justment bact you can't depend on it, eve n though it may

look like it's in good shape. When this happens it's lime for a ChH;;~ 37

.1ffoAt

Y ou k noUJ the eli/)S on the bydraulic lines in No.4 t"nnet of our N ike- A jax? T be oues lISed for fastening tbe delollating cordI a tbe bytlrtlulic lille. Looks to me like tbe clips are so ligbt Ibat tbeire crimping tbe cord, yet, if we allempt to spread the clips, tbey jmt stay spread ami dOll 't haiti. IWhat's tbe cha1Jces of geltin,g a better clip for tbe job? e lVO J.C.B.

Dear Mr. J. C. 8., T hose cl ips do g ive the appearance it. T he cord 'lI work in m the cl ip by just of being right-tig ht, bu t actually that taking th e cord and squeezing it in m clip has m be one that leaves no doubts pl ace. That way there's no ch ance of abom bei ng able lO ho ld the cord in ove r-spreading the cl ips. place durin g thr ust when launched and The tension app lied on the p las tic coa ling of the co rd won't affect itS burn du rin g violent maneuve rs. Fact is, by spreading the cl ips to ge t ing qualities one bi t nOr will it damage the cord in to place, they' ll lose their (h e coa t. Th ose c1 ips' ll do the job J USt as tcnsion and become "seless ... never do3along as ,hey' re nOt p ried apa~aJl . 1ffl1At

Dear I-Ial/.Mast, How do / get the top rails that 'f'e listed as Part No. U70-680437 in the Ord 9 SN L G758 for the M38A 1 j eep? Ca n't fiIJd 'em ill the Ord 7 5NL G758 'IIor the -20P manllal/or this vebicle, 50 .. do / iust tet tbe top sag 'Wbeu / install the 'winte,.ization, kit? Sgt R . P. K. Dear Sgt R. p , K. , Top rai ls we re mea nt to last the Iifeo' the vehicle, And rh e only way to get new rails is to make 'em or pick 'em up from sa lvage. T hat goes for the brackets, tOO, for fas tening 'em to the windshield-if they're missing. Once you've got your rails, yo u'll wa nt to hang 0 0(0 them. Even if you

hafta hide 'em in your bunk at night to make sure th ey don' t get li berated. Li ke thar Ord 9 says in the nme in para 1 of the introd uction, many pan s liSted there are not stocked fo r iss ue. And only those in the Ord 7 or the -20P manu al are for organi zational maintenance.

HaI{-JIItJ4f

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Dear Ha lf-Mast,

The Ord 7 publications for G740, G741 aud G758·series vehicles lis' the;r spark plugs as FSN 2920·835·7724, For Ihe G742, G744, G792 alld G749·ser;es veh;· cles (lno/her plug, FSN 5935·752·4258, is listed, but some SNL's also say the two are illlerchallgeable. I"ve beell told they boue a diflerellt heat range-whatever that is. Just tUhal

;SlhedifJe~;;;e~E .~ ctU~ ~~EDlNG *U fJ

Sgl, / ,C,K.

r'\ ' "

J~

Dea r Sgt, I. C. K" Those (Wo plugs - FSN 2920-83 57724 and FSN 5935-752·4258-a re in· [erc h angea ble in th e G74 1, G742, G744, G792 and G749·series vehicles, Sarge, just like the SN L's say. You' ll also nnd the sa me info in (he new -20 P TM 's, like TM 9-2320-20920 P (8 Apr 59) and TM 9·2320·2 11 . 20P ( 14 Jan 59). The story's a bit different on the Jeeps-bu t more about that later. Even thoug h the twO plugs are interchangeable, their hea t ranges are di fferent. FSN 2920·835·7724 is wha t yo u might ca ll a med ium " hot" plug. This simply means th at it' ll perform better at id le, or when you' re doing a lot of StOpand-go driving. Th e other plug, FSN 5935·752.4258,

~

~

I is a bit on [he "cool" side. And this means it 's benet when yo u're doing heavy, long-distance hau ling. So, ie's juS( a queStion of picking [he plug that fits the type of driving you do m OSt. lncid enta ll y, yo u' re lik ely to see either of these twO plugs with the 5935 or the 2920 at the front of the FSN, 'cause plugs are listed in the two gro ups. But it's the last seven numbers in the FSN's that clue you on the difference. And yo u' ll likely find it best, when or· dering, to use the numbers the way they're listed in the Ord 7 or the .20P manual for the vehicle. As for what makes one plug " hot" and the other "cool," it 's mainly the way they're bui lt . . . or nacked. The shape controls how fast hea t is trans-

40

fer red from the plug, through the en· gi ne block, and into the cooling-system liquid. The plug has to stay hoc enough to hold down ca rbon deposits, but not get so hot it' ll cause pre.ignition, or knocking. Jf yo u want to dig deeper into this, take a squint atTM 9-8638 (17 D«56) . On the G758-series vehicles, you' ll find the latest poop on spark plugs in

TM 9-2320-208-20P (L3 Feb 59). This veh icle and the G740 use either {he hot plug, FSN 2920-835-7724, or one that's still hottet, FSN 2920-620-1088. These twO are intercha ngea ble in {he Jeeps. But {he hotter one is better at idle, for stop·and-go driving. or for hauling ligh t loads on short hops. \Vhicheve r p lug you use, it's best not to mix p lugs with different heat ranges in the same vehicle.

MORE ABOUT MORTARS Dea r Hatl-Alast, Il1hat 's the scoop on. tile 8 1MM Mortar Mou.nt T62 and Tube T l 06? Are these the sam e as the Mortar M23 and Ttl-be M29?

" T -lOG were type classified as a Standard Army \Veapon way back in 1951. The TG2 Unmodified became Mount Mortar 8 1MM M23 w/Baseplate. The T62 Modified became Mount Mortar 81MM M23AI wI Baseplate. And the Tl06 was designated as Mortar 8 1MM M29. There are Still some weapons around that carry the T number. These wi ll be kept until they 're 00 longer economica lly cepauable. 41

TO FIT OR NOT TO FIT? Dear Hat/-Mast, I've got a problem on the spring seat beari·ngs of the 2!-2.tonG-742, G·749 and 5-lon G·744 series trucks. Should the grease fittirlgs be left in the spring seat beari1lg homing or should they be removed and Va -inch plugs instaLled alter lubrication? The LO's don't l ett Y0lt either way.

read : Rea r Spring Seat Bea ringsLoosen screws on bearing cap, lu brica te through fittin g unci l lubricant appears around cap, tighten up cap screws. Since they don 't say anything abou t putting in a fitting, (hey indicate [he F::;:;;::rE~~~~~~h:;;::=J fittin g is already thcre-or should be. As we get the scory I Sarge, when these trucks were being built there was a temporary shortage of lu be fiteings and they scuck in a plug insrcad so as n Ot [Q hold up production. That is why you have some of them with p lugs and some with 6ttings. They never imended for the plugs to be left in the spring seat r.3. . .. . . \. .... ,

bearing hous ings.

Halt-1I/tJ4f

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Dear Half-Mast, IlVhat's wrong w ith making the hydraulic hoses for wreckers /-rom com-potlent parts? Hydraulic lines for the steerin.g gear could be assembled /rmn the hose and two adapters. And att three of these parts ha've FSN's so they can. be ordered from mpply. A lso cOIl/du'l we do the same thing with the hydraulic lines lor the wrecker booms? Mr. A. S.

Dear Mr. A. 5., Sorry, sir, but 'min't safe. The idea looks real good on pape r. But, due (Q the high oil pressu re, th e lines have (Q be crimped tighter to the couplings [han you can get them with ordin ary tools. Neither the field nor the depots have the special too ls needed to crimp them on right. Try doing it without these tools and sooner or later one of your junctions will let go like a Texas gusher.

IeOS( office peo· pie. Also keep in mind that furure TM I·series time comp li ances may soon be ca lling themselves M\VO's (Modification Work Orders) , JUSt like on all your other Army equipment.

Ever get the feeling one of your aircraft was being shoved into scheduled depot maintenance when it should be home doing the chores? \Ve ll, under the new IROAN (Inspect and Repair O nly as Necessary) concept, you can forget abo ut cyclic depoe maintenance. You're now allowed to turn in [hat aircraft on the basis of

cycle for turn in to depot. TMC leeter T CMAC· FA ( 19 N ov 59). on "Depot Maintenance of Army Aircraft, IROAN," started the change. over ... and you' ll get to sec the new program in the latest TB AVN 23-8. The idea is for you and the 3ed echelon crew to start worrying about your beast a t th e first sig n of sy mptoms neither of you can correa. Then both of you gec into a sort of medica l main. tenance huddle with your 4dJ echelon support to diagnose the animal's COIIdition . When it looks like none of you can help the poor critter at the local aid scation and you think the Sicu3cion warcanes it, consule yo ur local doctor-the nearcS[ depot maintenance shop-aoout p utti ng your sick bird into the hosp ital. Bu t, for Pete's sake, don't wait until the ailing beast is ready for the scrap heap instead of the hospital.

- -.......,;~r...:~~00::'b::=:.. There' ve been a couple-three depot main tenance programs down the run way in th e las t few yea r s . .. DIR, IRAN and SCAMP. Each served a pur· pose in its own d ay. For example, the reeently superseded SCAMP program was the Army's method of bring ing itS ~~D flying fleet up to a standard config ura. HOW,' tio~ afrer depor maj nrenan« responsi. balny was transferred from USAF . . . . J! -~ .lIIIIikand it included making all the neees. ,:0.: .4.: . - sary modifica tions to hit the g~l. . ~~~-a IROAN, the new program, IS auned ~ - .. .:-. at letting you keep each bird until it Jf worse cories to· worse, a nd th e Starts getting sick-instead of making depot doctors decide to admit your airyou fo llow a set fl ying hour or calend ar crait for overh aul , be familiar with AR

a? 111

63

6'JI_'IIIIL

725- 14 (26 Oct 59), wh ich cove rs "Maintenance Float Aircraft ". T hese regs dea l out th e cards on th e prioriry sys tem of gening a replacement from reserve stock . .. providi ng, of course, there's one in srock and yo u can show your commander a g reare r need for th at aircraft than rhe next outfi t. Lee 's face

~i:-j;-::"::'.J~-C~t::lIllC~·-

h 's also your responsibility to see that a 611ed ou t DO Form 78 1·series and a currcnt DO Form 829-series goes along with the turn -in. This makes a loc of che bas ic info hand y for rhe depot when it fills ocu a OA form 598 ( Disposir ion of Army Aircraft ) on rh ar bird. \,(/ieh the pape rwork squared away, it's up to the depoe or TMC to contractually hustle th ac bird back to " mainrenan ce fl oat " Stat uS fast as possible .. . ready for a pri ority assig nmenr. Anoth er thing lhat' ll help you, indirectly, is to let TMC know abo ut any hitches in th e new program through command channels. Jf necessary, 3ctach the info fr om acceptance inspections to prove a poin t. \,(/ith something in wrir-

*

riel Command) .' Thac is, unless it ca n be repaired in less than days, has pro visions for special equipmenr, or is assigned to the National Guard. J uSt remember, thoug h, that AR 7 J 0- L500·8, with Change 2 (30 Sept 58), ca lls out t'he co rrect way of making that laS( en· cry on the OA Form J 352 ( Army Airc rafe I n ventOr y Statu s and Fl y in g Time). So, nOte the necessa ry tran sfer info, Bying time and maintenance status for that portion of lhe month your unit had acco unrability bero rc dropping the record keeping for eh at aircraft .

ing, the people responsible for seuing up the program wi ll have some hacking for makin g changes. They rea lize everyth ing new has to be field tested . and they' re waiting to hear from the fi eld.

~","",~§;.--- -