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Issue 182
968 Series
:"l--J .I S AW
A WHOLE NEW
-e /Yrl~a~lYEAR FREE OF
MAINTENANCE
6\,)~~ PRO13LEMS -
WITH PERFECT
PM PERFORMED
AT ALL
LEVELS!
YOUR
JOB
IS TO
KNOW! r" r P1M7INIE MTI .IIANCE mor.
issue No. 182 1968 Series
INI THIS ISSUE
AIR MOBILITY 2-22
CH47 2-10 Oil Analysis Pub
TBAVNW 2365 19.21 TorqueRule
LO Battery 21 Otter Checklist
M5 Subsystem 22
In my travels to Army units all over
the world, I find we are still experi-
encing some difficulty in the equipment
readiness field. This equipment readi-
ness problem is one that we, as non-
commissioned officers, can do some-
thing about.
Army equipment, if not handled or
operated properly, can get damaged,
worn out, or its life-span shortened un-
necessarily. Overloads, rough handling
and careless operation kill equipment.
Also, some equipment gets maintained
on an "if-and-when" basis. It does not
get lubed when lube is needed; oil
levels, tire pressures, adjustments and
similar conditions are forgotten. Dirt
collects; filters clog up.
What can we non-coms do about it?
First, we have got to exercise
more control of the men and
equipment under our com-
mand. Then, we have got to see
that the equipment is operated
with the care that it requires.
Loads, speeds, voltages, pres-
sures; these are just a few of
the things to keep in mind.
Finally, we have got to see that
the PM gets done. If we do our
job effectively, it will get done.
This job will require the
burning of a lot of midnight oil.
We have much to keep abreast
on because many men are new
to the non-com ranks; it may
have been some time since
some of us worked on equip-
ment. But we must know if we
are to tell a soldier how to do
his job. As such, we must study
those tech manuals, read the
technical bulletins, and
know the supply catalogs
and other publications.
With PM know-how,
firm leadership, and ag-
gressive supervision by
us non-coms, the readi-
ness of our Army equip-
ment will stay upto stand-
ard. We will have a better
Army, ready to fulfill its
mission when called on.
How about passing the
word to other non-coms?
WILLIAM 0. WOOLDRIDGE (
Sergeant Major of the Army_
ANY
QUESTIONS
7
COMMUNICATIONS 23-27
S 2-22/PT, SB6/P 23 Fuse Mix-Up 26
AT414/TRC 23 Nylon Battery
AN/PRR, AN/PRT 24-25 Wrenc 27
T368 ubs 26 Screw Kys 2
TE-123 Tool 28 M180/U 27
FIREPOWER 37-45
M2.50-Cal MG 37 M109 Howitzer
2.75 Rockets 38 81-MM Mortar
Hawk Notes 41-45
GROUND MOBIUTY 46;55 l
M 14 Info 4647 Bridd launcher 49
M113 Pub 47 M151 Family 5051
Tank Gage 494 r G744eries 52a55
Flasrer 54
GENERAL AND SUPPLY
07E 5%58 MapReproi t so
Hol-Gar LO 59 Forlift Hints
Mi StdEng 5 Dat Plate records 2
Slave Starting 59 GunTubes .3
M577AI PLL 59 Soldering Tips 94
NewPublications 28
Supply 18,1819,21,23, 2,27, n3
41, 44,4 47, 46.,51s,54,5 55
Us of ft for lerit ol *I bt poti .
tine bu apened by bdulqeae. .
Dpalmat af t liAmy, 11 FebrN y 1965.
DISTRIBUTIO. In accrdace with re
quirlmets submitted oel A Frm 124.
PS MO/ ,
49o4 K12 Ky,
39
40
A CH47... CHINOOK MAINTENAN
a ..-.
rKep e Shafts in Balancej
This baby has 5 transmissions to re-
duce the 15,000 engine RPM to 230
rotor RPM. This means you have a lot
of drive shafts turning at high RPM.
You can get a high freq vibration if
the balance of any shaft is changed.
Take the shafts between the engine
transmissions and the combining trans-
mission which "turns" at about 11,000
RPM. These shafts are balanced within
0.02 inch-ounce as an assembly, includ-
ing the adapters on each end.
Two nuts and bolts holding the flexi-
ble coupling plates to the adapter are
riveted together to prevent reposition-
ing of the plates and unbalancing of
WE GET A LOTTA
( 5~HAFTS VIBRATINC-,
the assembly. Never remove these nuts.
The shafts connecting the combining
transmission to the forward and aft
transmissions rotate at about 7,000
RPM. You'll find 2 riveted flexible
coupling plate retaining nuts and bolts
on the steel adapter end of each shaft,
so that you can remove the adapter and
replace a shaft bearing. Be sure the
parts go back the way they came off.
The adapter and shaft are indexed.
You'll find a #1 etched on one lug of
the steel adapter. The bolt hole must
line up within 5 degrees with the hole
The brute looming thru that cloud of dust is no monster. It's the Army's
friendly workhorse.
Yessir-e-e-e, when the big muscle is needed for toting supplies, troops and
weapons, the call goes out for The Hook.
'Course crewing this bruiser is a big job and it takes a heap of on-the-job
training to do a first-rate job of preventive maintenance.
in the lug identified as #2 on the other \ MATCHED
end of the shaft. HARDWARE S
Since the nuts and bolts have been IMPORTANT'
balanced with the shaft assembly you
can throw the shafts out of whack if
you use hardware that is not exactly of
the same weight range as the original.
Some nuts, for example, differ in size
and weight between manufacturers.
Make doubly sure new hardware
weighs the same as the removed hard-
ware.
HERE ARE SOME POINTERS, PARDNER,
vIWHEN EYEING SHAFTING FOR A
H I- FREQUENCY VIBRATION.
S athed shaft components.
m throw a monkey wrench into the works ... change 'em.
1i~m tuhe bird structure. You con reposition shats for dear-
am ihe bird strutlo e adocpter keys at the forward trans- Lube the
aone b, replacing the r shafting
-. & mnsin synch shaft adapter. pines
f t'--I with
fra binding or 0rrosion
I ott, o moubea s or semtings ore o herh-e flee. t preventive
.Oof shaft bear ings.an oBe sr compond.
I II. bearings are lubed -hange a shot bearing _o mpoun
SO, TREAT THESE DRIVE SHAFTS
LIKE A 'L OL' YEARLING
WITH LOVIN' CARE/
SBe sure no tools are left
behind. One little socket can score a
high speed shafr in seconds. You need
those babies... even for autorotation!!
S DONI
LEAVE
TOOLS
BEHIND
Keep the tunnel and other drive shaft areas dear of hardware. It's usually
breezy topside so don't lay rags around to get blown into the works stash
'em in your pockets.
Transmission Care
A transmission failure is usually a gradual process-not a "right-now" deal
-and the condition of the oil can give you a warning. That's why taking the
.oil analysis samples called out in TB 55-6650-300-15 (26 Jun 67) is so impor-
tant. Send the samples to the lab regularly.
S The "right-now" part of keeping
-. TIME tabs on your Chinook transmissions is
.;" TO SEND YOUR done by pulling filters and chip detec-
OIL TO THE t
L AB, tLLrs
S lE! YEBA
I .OIL LVER
For example, the special inspection 00K FOR
part of your maintenance pub says the "POPPED"
forward transmission oil filter is check- BUITONS
ed for contamination 15-hrs after every
Intermediate ... your PMD, PMI and
PMP checklists will clue you on the HYD
other checks.
On the other hand, the filters in the flight control and utility hydraulic systems
only get changed when the indicator button is extended.
-An extended button means that
RESET THAT either the filter element is fouled up or
BEFORE YOU Go there is a temporary pressure surge in
FOR THE FILTERS the system.
TO SEE IF THEY You dean these babies when the
REALLY NEED button pops. But before you prema-
CLEANING.
CENN! turely make with the wrenches, make
sure the trouble is a dirty filter.
Operate the system and while it's operating, reset the popped button. If the
button pops immediately, clean or replace the filter and check for the source
of contamination, sure thing. If the button does not pop out, you've got it made
in the shade.
BE SURE MY FORWARD
AND AFT TRANSMISSION
CHIP DETECTORS ARE CLEAN!
YEAH!
I- I. /
Yessir-e-e-e, even tho you have electrical chip detectors to show iron particle
contamination and differential filters with pop-out indicators, you have to inspect
filters and screens for the materials that don't register on a chip detector, such
as bronze, magnesium and aluminum. Pull these filters and screens and double
check 'em like your pub says.
Paste this pointer in the back of your cap, tho. There've been several mission
aborts due to heavy oil leakage at the forward transmission oil filter. It seems
that the oil filter studs were pulled loose in the casting when the nuts were
tightened too much.
So-o-o-o, when you eyeball the forward, engine and combining transmission
filters be sure you check the studs and key rings. If any part of the key ring extends
above the housing or if any studs are loose the studs get changed-pronto!
WHEN Forward Transmission Oil Filter .............................. 35-49 lb-in
YoU PUT THE 4 Engine Transmission Oil Filter .............................. 70-98 lb-in
FILTERS BACK Combining Transmission Oil Filter ... ........ 70-98 b-in
PON'T MUSCLE
'EM... LU JO NO
THE STUDS NO?
/ AND USE A
TORQUE
VNRENCH TO '| ~ ,
GET THESE il
READINGS.
Whenever you spot chips in a screen, filter or chip detector it's mighty impor-
tant to know what you're looking at. You want to shoot for the overhaul sched-
ule in TM 55-1520-209-20 (6 Apr 67) and not pull accessories prematurely ...
saves much moola!!
By the way, any transmission or aft vertical shaft in the B Model should have
"B" stamped on the nameplate after the part number so it gets the right TBO. If
the letter is missing, make with the hammer and stamp-ever so gently, please!
Particles in the filters and screens don't necessarily mean the transmission has
had it. Determining the quantity, source, form and type of chips is what separates
a cowpoke from a tenderfoot. All it takes is a little OJT.
Y'CAN SEPARATE
HOW DO Y'TELL THE STEEL AND
IF THE CHIPS ARE CADMIUM CHIPS
IRON, STEEL, / BY USING A
CADMIUM, TIN PERMANENT
OR LEAP HAHA RMAA NET!
You can tell tin and lead particles by using a clean soldering iron heated to
500-degrees F (261-degrees C) tinned with 50-50 solder. Wipe off the excess
solder and drip the particles on the iron. Tin will melt and fuse with the solder
but lead will not melt.
Use at least a 4-power magnifying glass to eyeball the particles for shape,
markings or discoloration.
Aluminum, magnesium, copper, bronze and silver particles can only be posi-
tively identified by chemical analysis of an oil sample.
Fine hair-like fuzz
parties
Limited amount of
splinter or granular
particles
Massive amount of
splinter or granular
parties
Thin flake's up to 6s-
inch in diameter and
%-inch long, maximum
,of 10 flakes
Normal wear. No action
needed
Possible failure. Make a
serviceability check
Failure. Replace the trans-
mission. Replace the oil cooler
if the filter is more than half
cogged or if the red indicator
button on the oil filter and
relief valve is extended. Flush
all lines
Make a serviceability
check
-0-
If the limits re exceeded replace the transmission. Replace the oil cooler if the filter is more than
half dogged or if the red idicator button on the oil filter and relief valve is extended. Flush all lines. --
ALMNIIUM or Granrular parrrdrs
MAGNESIJ I
COPPER,
BRONZE
or SIVER
Limied amount of
granular parties
Maosivu amount ol
granular particles
or chip particles
Probable result of tool usaqe
Mole a serl(enblity (heck
Possible indication of bearing
cage wear. Make a servicability
check
Failure. Replace the trans
mission. Replace the oil cooler
if the filter is more than half
clogged or if the red indicator
button on the oil filter and
relief valve is extended. Flush
all lines
Granular parties Result of tool usage. Flush
the system
HOW DO YOU PULL THE TRANSMISSION SERVICEABILITY CHECK? LIKE SO!
Flush the transmission.
Do a ground run-up for 1-hr at 230 rotor
RPM. Be sure to eye the transmission oil
pressure and temperature. If they are out of
limits stop the run and check the system.
SDrain the transmission oil thru cheesecloth or filter paper to check for more parties.
L Eye the oil filter, scavenge screen and magnetic plug for particles.
If the quantity or size of the chips has not decreased by at least 30 per cent,
your maintenance officer should have the transmission replaced. The oil cooler
is also changed and all lines flushed if the filter is more than half clogged or if
the indicator button on the oil filter is extended.
If the particles have decreased by 30 per cent or more flush the transmission
again and make another ground run-up. If your inspection shows further signs
of chips, replace the transmission. The oil cooler also gets the heave-ho and all
lines are flushed if the filter is more than half clogged or the button has popped.
NOW, HERE'S 1 Drain the transmission according to the poop in the
HOW TO FLUSH organizational maintenance pub.
THE TRANSMISS1W0 -
PARDNER, E 2 Next, clean the oil filter, scavenge strainer and -
magnetic plug or chip detector.
L b \ 3 Disconnect, drain and flush the transmission oil system -
lines. Remove, drain and flush the oil cooler.
4 Service the transmission and ground run the chopper
Until the transmission oil temperature stabilizes
in the normal operating range.
5 Shut 'er down and repeat the flushing thru servicing
bit... that's all there is to it.
-11 Check Other Filters, Screens
'Course the poop about checking and cleaning filters goes for all lubri-
cation and fuel filters. Follow your checksheets and you won't go wrong
and miss one--like the aft drive shaft thrust bearing oil filter called
out in para 7-157 of the maintenance pub.
9
MORE
Pub-Wise-Keep Current
S To keep your bird ready for action
be sure you check the manuals regu-
larly ... changes are always in the
MAN, works.
GET THE LATEST Take TM 55-1520-209-20, for one.
SLUBE CHART. You know how water and grease don't
mix? Well, when your beast squats
down in a rice paddy a lot of grease
is gonna get washed off the landing
Sgear wheel bearings don't exactly
Ii make for healthy bearings!!
l Result-the bird lube chart has been
changed. If the wheel is removed before
100 hours for a tire change the wheel
bearings should be repacked at the same
'9 1 l time. And, after a water landing, the
U bearings have to be repacked with
grease within 7 days.
Take the MWO file, for another. The latest weapon in the fight against
foreign object damage is the T-55 engine air inlet screen called for in
MWO 55-1520-209-30/67 (27 Jul 67). No self-respecting bird engine
should be without one.
Order Right Parts l
When you requisition an item from the parts pub and the nomencla-
ture includes an MWO reference, only a modified bird rates the part.
Check the aircraft serial number list in the MWO to find out whether your
bird is to be modified. To find out if the mod has been done, eye the DA
Form 2408-5 or physically check your bird.
When the MWO shows that your bird was modified prior to delivery
no further check is necessary-your bird rates the part.
One point about a parts kit, tho. Don't scrounge parts from it or
you'll wind up with a lot of useless kits. Instead, order the individual
parts you need right out of the parts manual.
If a mod kit is not complete when it gets to you, fill out an EIR. When
you fill out Section III of the DA Form 2407, be sure you make with all
the poop .. helps track down strays. There's plenty of room in block 35
for-the part number, quantity short, contract number, contractor's
name, date of packaging and any other info you may have.
10
Who was it said a cowpoke
always reaches for the right
tools to do a job?
He's righr, .ou know.
Take all those special tools and ground support equipment for your bird.
They're made to pull, push, lift and move parts by putting the stress where it
belongs.
F'rinstance, when it's time for an A Model main rotor blade change, reach
for the blade sling, P/N 114E5911-48, FSN 1730-781-4493. Using other make.
shift methods will only bend the trim tabs and put unknown and maybe damag-
ing stresses on the blade and rotor head.
USE YOUR 1
HANDUNG
EQUIPMENT
_ oGJound Bounce. Please!
4.4,l~
N.~/
~-~-- -
Even low air pressure in the tires can give you more bounce to the ounce than
you want. That's why it's mighty important to stick with these tire pressures.
TIRE PRE U PRE
you want. That's why it's mighty important to stick with these tire pressures.
TIRE PRESSURE
Chopper
Code A, B, C, D, X.1,
S and
Ser No. 63-7900
through
63-7921
(without high flotation
landing gear)
Shock
Absorber
High or low preload on
either or both heads
Gross Forward Tire Aft Tire
Weight Pressure (psi) Pressure (psi)
24,500 110 165
33,000
165
Code X.2 and Ser No. Low preload on either
63-7922 or both heads All 140 67
and
subsequent
(high flotation landing High preload only, All 67 67
gear) on both heads
12
Using the proper amount of the right
fuel, oil, hydraulic fluid and grease
when servicing your beast is a must.
If your bird has the squat look of an
old truck horse you're going to get
ground bounce when she lifts off or
comes in to roost. Better service those
landing gear shock struts with hydrau-
lic fluid and air before you jar your
bicuspids loose and maybe sideline your
bird with injuries.
]
If your bird is still acting up after
servicing the landing gear have a look-
see at the main rotor shock absorbers
(lag dampers). These babies are de-
signed to prevent ground resonance.
CHECK
LAG
DAMPERS
Could be the teflon rod-end bearings
are worn beyond the limits called out
in the maintenance pub. One point
about these dry-type bearings-don't
lube 'em or they'll go to pot for real.
On the other hand, you could have a
weak shock absorber. In this case check
(or have your support check with the
proper test fixture) the 3 dampers from
the rotor head in question.
1/ WEAK SHOCK
ABSORBERS.
Remember that you have 2 types of dampers--low preload and high pre-
load. Never mix 'em on an individual rotor head. You can have 3 low preload
dampers on the forward head and 3 high preload dampers on the aft head or
vice-versa, tho.
Save the Fuel Control Actuators
SMore good fuel controls get replaced than you
SLMIT can crack a whip at ... or so it seems. In many cases
FOR improper distribution of the jet juice is caused by
ACTUATOR faulty adjustments and rigging.
S MOTORS So, when you're rigging or troubleshooting the
S15 I fuel system best call in your support. The N1 and
ONE
MINUTE N2 actuator motors can really take it on the chin if
SRUNNING, you're not careful.
TEN The N1 actuator motor turns up to 21,000 RPM
MINUTES and the gear train has a reduction of 2,904 to 1. The
COOLING' N2 has similar speeds. So when they wind up and
move back and forth any length of time the get a
Smie warm. The limits are one minute running and
10 minutes cooling.
^ f\ -13 >
k "R
I
The actuators will go to pieces on you when they're rigged or adjusted wrong.
If the little gears in there come to a screeching halt when the fuel control pointer
hits the mechanical stop you've got nothing left but a hand full of metal chips!!
Your best bet? Don't develop a case of "tinkeritis" on the engine condition
control systems.
No Lock Wire Here
Fact is, "tinkeritis" never does pay
dividends.
Take the No. 1 and No. 2 SAS ampli-
fier line test switch. Sure, the switch c
cover has a hole drilled in it. But, just
like Fig 2-26 in TM 11-1520-209-20 \
(5 May 65) indicates, this doesn't mean
you should string lock wire thru it. The
cover itself is a safety. The selector
switch is always in DC or AC during DON'T LOCK WIRE LINE TEST SWITCH
flight so even if you hit the switch with
the safety up your bird won't act like
a bucking bronc.
Fact is, some types have wired the cover so tight that it deflected the metal
plate, causing inputs into the system and erratic control movements!!
The same deal goes for makeshift improvements- taping a part here ... re-
positioning a hose there. Your best bet is an EIR. Who knows, maybe your idea
will lead to a design change?
ANI EIR
WOULP PO USJ
ALL A LOT MORE
\ GOOP THAN ALL
THAT TINKERING!
Keep Your Baby Clean
VWhen it comes right down to it the
onl.' aV2 to deal with your 2 big main-
tenance foes of water and dirt is with
old-fashioned elbow grease.
This means using all your protective
covers. Dirt blown into an engine can
,- -- give )ou a hot start and shorten engine
S... 14
life. Blowing dirt can contaminate Rttr KAUMl
grease in a system and ruin seals .. MOUNT
cause early part changes.
Hear-tell that in one case dirt got
caked so bad in a radio compartment
that it froze the ARC-54 shock mounts.
'Taint a healthy situation for radio
parts that need protection from vibra-
tion.
KEEP DIRT OUT WITH OUnTLET- 'Course your missions call for setting
AND INLET COVERS down in the boonies and you can't do
anything about the clouds of dust and
S .. grass stirred up. You have to grin and
.. bear it-until you get back to the hard
SI pad for cleaning.
i You'll find the cleaning poop in TM
55-1520-209-20, backed up by the info
in TM 55-405-3. The all-important
T-55 engine cleaning scoop is in Chap
S. 5, Sect II of the maintenance pub.
When you use the cleaning spray on the fuselage use a stripable protective
coating on the transparent plastic windows so they don't get ruined by the
chemicals.
The same goes for lubricated parts--keep the alkaline solution off them. You
can use a clean rag moistened with dry cleaning solvent in these areas sorta
like giving Ole Dobbin a rub down. Eye the lube points after the cleaning be-
cause relubing may be needed.
C'MOtN, L'L POGIE,
( JUST A ONCE-OVER RUB (
POWN BEFORE
I YOU GO TO EED. T-
'-S~-
~'~.1
-I'
When you make with the fresh water L
rinse be sure you open up the fuselage
drain valves. Water from washing the f
drive shaft tunnel area also has a way
of seeping into the sealed bilge areas
and the area below the cargo loading -
ramp. If you don't drain these areas
corrosion will have a field day ... keep
the area under the cabin floor dry, man!
THE_ 17LQOR,
PAN-ELS AND)
C7O THE SaME
CLEANINLG J01B
THE MANUALL
CALLS POR IN
4WkPTER-SALT
WA:kTER LAINRPNG
..ITLL SA4VE
'iOU CCO TL'i
COIIR0S ION
PROBLEsA
L LATER.
Wanted -Togetherness! TRY TO PULL
here's nothing quite so embarrass- IT OPEN
ing as seeing a bird door sail into the
rotor blaJes. \ hilh is a prters good rea.
son ghs a cre chief should be double\
sure all the larches are latched. natch.
You can make a simple check by
laIching the door and inserting your i
fingerrips under the d(wr to tri and pull *
it open. If there is no "'gve" she's
latched. 1110
ARE THE .Another place to be mighty sure that
LOCKING )(su ha.e a closure is on the pilot and
PAWLS co-pilor jettison doors. You have a
SEATED? spring seal there that has to be com-
pressed before the top and bottom lock-
ing pawls are seated right. The doors
are secure when the locking pawls are
in a vertical position.
If these doors close OK but you still get lateral movement-which could
mean loss of the doors -follow the appropriate poop in Chap 4 of the organi-
zational maintenance pub.
Yessir-e-e-e, your Chinook is a new breed of chopper-a little more sophisti-
cated but then that's the kind you need for the big missions.
17
.iN1
i~il~
.. I
CH-47 CABLE CUTTER CAPER...
DOUBLE UP! "HURYU
HE SUPPLIES!
That's right, Chinook knucklebusters. If you lose or damage the cable-cutter
arming device,you could be in a Numbah One Thou situation ... fast! Without
it the pilot can't let go of a snagged load during rescue or cargo winch opera-
tions.
This pigtailed device pulls double duty. It's plugged into the cable cutter
receptacle-on the auxiliary control panel while loading cargo. It's also plugged
into the overhead cable cutter receptacle midway down the cargo compartment
on a rescue mission.
Only one of these electrical wiring harnesses come with your double rotor
machine and it has no cousin in supply.
Using the harness for two jobs makes it easier to drop or step on it. Either
mishap could damage the plugs or wiring. So-o-o-o, why not have an extra one
handy?
YOU NEED: E
ince fw
Connect A pins on each plug with M121A18 wire and ground plug cases
with M120A18N wire. Use the 6-in ANI8 wire for loop connection on the
3-hole receptacle plug.
Securing a cable cutter harness at each winch control circuit outlet makes
sense-just don't get too fancy about it! Green cloth tape should hold it in
place just dandy!
When your mission is snaggin' a Dragon from the boonies the harness will
be within easy reach, you betcha.
6 inches of wire
AN18
0 18 inches of wire
M121AI8
electrical plug connector
P/N MS3106RIOSL3S(,
F 5 81
PI N MS3 06R I OST
'Ii'ol plug i... orC
-813 4716 tj
SN59351 3-47176
DA FORM 2408-16 AND
DA FORM 2410 MEET...
-'RI
game v
on-tl
The
67) on
ment a
~ -n ~ This
items b
what f
part th
Let's
A as k i e n I
cou nmasta AFr 21-
wilb fle ot(o b snguis
SIPolER
ou've been playing a paperwork guessing
when you take a part off your bird or put one
he game's over hip-hip-hooray!
spoiler is the new TB AVN 23-65 (28 Apr
components requiring maintenance manage-
nd historical data.
pub lists bird time-change and condition
y part number and FSN and shows you exactly
orms need to be filled out to speed a removed
ru repair channels and back into service again.
Shave a look-see at the table in this pub.
gs I=
1 6I E|i| i .a 8
1615-916-616 TC X X
1616-923-- TC X I
2925-92' 50 Cond X -- X
161 -8543- TC X X
16 i3-0807 TC X I
921-0627 TC X X
15-22-9388 TC X I X
1615-945-3906 TC X X X X
1616-948-3185 Cond X ..- I X
1615-948-3186 Cond X -- X
1680-922-9506 TC X -- X
As a mechanic maintaining the bird log book
you're the key man in the parts record business.
When you get a new part take all the information
from the DA Form 2410 accompanying the part and
put it on the DA Form 2408-16 (1 May 67). Then
when the time rolls around for replacement again
you'll have the info you need to fill out your
DA Form 2410.. saves scrapping parts and much
moola!!
VFHlr
'Course TM 38-750 (15 May 67) has the
scoop on filling out the new 2408-16. One
point, tho. When sending the part identified
in block 1 of the -16 for repair, indude the
-16 along with the filled-out DA Form 2410.
In other words, your component historical
S" record goes right along with the part.
Your log book has 2408-16 forms for both time-change and condition items.
The table in TB AVN 23-65 lists the form you use for each part, sure 'nuff.
The detail parts listed under the column, "Enter on higher component -16"
get listed on the next higher assembly form.
C.nd X I
STC
TM 38-750 has the scoop on filling out the 2410 which is shipped with each
part. Be sure you also use the condition tags called for in TB 750-126 (22 May
67) with your shipment.
When filling out the form fill in all the necessary blocks, including the failure
code number that applies to the removed part. Eye all copies to make sure they're
readable. And, any time a 2410 is damaged and you need to fill out a new one,
be sure you line out the printed control number and write in the old control
====A
number so that the part doesn't get "lost" in the supply system.
Now, you only have to fill out one 2410 for a major component removed-
not a dozen. On an engine change, for example, include one 2410 for the engine
along with the 2408-16 form, listing all reportable items in accordance with TB
23-65.
Then, if any of those engine accessories are taken off along the line to depot,
the info on each accessory will be on hand and can be updated. This is mighty
important because an accessory removal means making out another 2410 for
that accessory.
LOH BATTERY
If you need a 19-cell, 28-volt nickel cadmium BB-641/A barter for your
Cayuse (OH-6A) mini-copter, use FSN 6140-930-5130. If all you need is one
cell, use FSN 6140-933-4286. They're listed in SC 6135/40-ML (Dec 66).
STILL EVERY 12/2
TB 55-6650-300-15 (26 Jun 67) latest edition of the spectrometric oil analysis
pub, covers all points except how often to take turbine engine oil samples-
which is every 12 i hours. Make it the first item on your PM] checklist, then
about halfway between PMl's.
TORQUE TALK
Any time you air types don't see a torque value given in a maintenance pub,
the age-old rule still goes-use standard torque as called out in Tables 4, 5 of
TM 55-405-2 (11 Jul 66) on aircraft hardware. Special torque values for nuts
are always given right in the bird pub text.
USE LATEST CHECKLISTS
Hey there, Otter (U-l) types! To
keep your bird in the pink be sure you
keep the latest checklists in your log
Sf book. Sequence 12.5 in TM 55-1510-
205-20PMD (18 May 67) and the Inter-
mediate checklist now call for draining
and checking the engine breather drain
box.
P OW--
CLaNK
Any time you operate the gun-drive assembly on your 40-MM Huey-mounted
M5 turret assembly, be mighty sure that launcher's installed.
Never operate the drive assembly with the launcher removed.
Here's why: If you leave the launcher out, there's nothing for the U-joint
to be seated against except the drive assembly. So, when the sleeve and drive
blade of the U-joint get revved up, they beat the front housing of the drive
assembly something terrible.
... BEATS
UP THE
mo FRONT
tr.,', ,uUr[ HOUSING
Result: The housing assembly gets ruined, the sleeve and drive blade get beat
to a nub, and metal chips by the jillion fly into the turret assembly bearing areas
... which can short out your system, but good.
P ON'T
FORGET,
KEEP LAUNCHER
IN EVERY
TIME YOU
OPERATE
THE GUN
DRIVE
A55EMBLY/
MAGNETIC/
ATTRACTION
Are those hermetically sealed switchboard cateyes
on the blink?
Well, if you can't get 'em to roll around for you
in your SB-22/PT or SB-86/P switchboard, hold a
small magnet above the line signal. This should
make the eye .roll back.
It's tabu to bang on the switchboard to free the
line signal. You could wind up with more than a
cateye headache.
PL 0 pV' LYSWAT"f-vt!
Before you boost those fl. s% atrrr in-
tennas up to flap in the breeze mike
sure they're snugged up nith rcreiner '.
chain assembly (FSN 5820"'6-1909). S
A jiggling AT-414/TRC antcnni re-
flector, toppling off the O.\ -l.9 an-
tenna group's AB-325
support, could dice a
snowman, or give an
innocent bystander a
waffle-like wallop ...
and maybe worse.
If the AB-325's
mission' a chain assem-
bly, you'll find 'er list- SE(U \
ed on page 697 in SC Ml (HAI
5820-IL-2 (Oct 66).
23
PETITE
PORTABLES bR
Are you going to a happening with cp o e l
a couple of handy little FM communica- "
tors like the AN/PRR-9 radio receiver ,L
and AN/PRT-4 radio transmitter sets? E
Well, team 'em up with good PM
practices for a real togetherness event.
'Cause those little crystal cuties taken
care of right will get the word out be- ,,
tween one another ... or tied in with -u.--. ,
the old squelch position of the AN/ .i ',- ..
VRC-12 or AN/PRC-25 series radio -
O'course, if your radios are put up
sets. for a day or so, remove the batteries
NEW SQUELCH KNOB like it says in TM 11-5820-549-12 (Oct
oN AN/VR C-12/ 66).
1o d-ddnhh .. 6)
ot SQUIELtH
OLD r
SQUELCH KNOB
AN/PRC-25 SET OFF
A big boost to better contact, whether
you're usin' the PRT-4 or carrying the
PRR-9, is a solid and sound battery. So,
keep an eye out for leakage.
An oozy BA-399/U (FSN 6135-926-
0845) or BA-505/U (FSN 6135-926-
0844) can eat your sets up quicker'n
you'd like to think about.
BA-399/U
One point or three about putting in
the BA-505.
Hold it parallel to the PRR-9 and
slide the battery sideways into the bat-
tery retaining clip.
Then, line up the battery contact pins
on the receiver with the BA-505 con-
nector and push straight in.
This'll save the battery from too
much scraping and gouging by the clip.
SSIDEWAYS...I
,"SIDEWAYS...? fmi]Uf -I
V \ ANTENNA TIPS
BA-505/U Protecting the PRT-4's AS-1999 an-
BATTERY tenna from bangs and dents will give
it a longer life.
24
ICAT
So, clip the transmitter lanyard to a
button hole in your fatigues or to the
harness slide.
When you're pulling up the antenna
for talking, give it a thumb start from
the bottom, then pull it to its full
height. That little push takes a lot ol
strain off the telescopic sections of the
antenna.
START WITH THUMB
D- I ,i
V 1 J^ ^F'^^^
It's a little different story with the
AS-1998 antenna.
Whether it's on your helmet or in
your pocket see to it that the retaining
screw is finger tight when the antenna's
set in a vertical position- or you could
lose the antenna.
This is especially true when the re-
ceiver is clipped to the helmet, since a
loose antenna could get lost or the an-
tenna could fall kinda catawampus
against the helmet.
Instead of the helmet acting as a
counterpoise it will short out the re-
ceiver.
KEE MUD &pDIRT
Even though you may not always be
using the H-264 headset, keep it clean
Sand handy. Be sure the ear holder is
present and the CX-1022 electrical cord
assembly is free of cracks and frays.
25
TEAMING UP TUBES
Teamwork's mighty important when
it comes to the tubes in your T-368()
transmitter.
Like the two 3B28 high voltage recti-
fier tubes in the power supply deck of
the transmitter. If either the V18 or V19
S goes bad and needs replacing, replace
both of the tubes.
Y If you leave the one which appears to
be good, it'll pull the power down and
shorten the life of the new replacement.
TE-123 TOOL BONUS
Do you need a switchboard plug screwdriver in your TE-123 tool equipment
set, FSN 5180-408-1881? Well, you got it. The 41-in Ig, ".--in dia stainless steel
screwdriver goes by FSN 5120-708-5314. It's on page 4.196 of C5120-IL-A
(Jul 67), Vol 2.
rl WHOA!
WHOA OVER IIE BLUES
Never pull a switcheroo of fuses in
a signal converter and terminal.
There might be a lotta look-alike be-
tween the TH-5/TG telegraph ter-
minal and TA-182/U telegraph-tele-
j- P \\ phone signal converter, but that's about
as far as it goes.
*- When a TH-5's 1.5-amp fuse, FSN
\ 5920-280-9328, is used in place of a
'1-amp fuse, FSN 5920-280-4465, for
ZOUNDS! the TA-182 you've overfused ... and
I ON E!!' you could wind up with a burned out
r transformer.
SJOOL WITH A"
SOFT TOUCH
Keep those metal mauling tools
away from your BB-418/U battery cell
vent caps, or you'll mutilate 'em. When
you're removing or replacing the power
packs' caps for your AN/PRC-74()
radio set, reach for a nylon wrench.
You get it by asking for FSN 6140-
798-3592, and you find it listed on
page 145 of SC 6135/40-IL (Jan 67).
SIZING Hey, teletypewriter repairman-type,
Uep esteemed user of the TE-50-B tool
SCREW equipment! You have the feeling some-
body has changed the sizes of some of
HAVE TOOLS those socket-head cap screws? Well,
4 FEAR, they have. PMM-ii
HERE!! But don't sweat it, you're getting' a
couple of L-shaped socket head screw
ijr keys, hex, short-series type, to handle
FS. the job.
HL-2S HID'NE I FSN 5120-889-2162 will get a %4-in
SOMEBOOY'5
CHANGED nom size one and FSN 5120-889-2163
THINSii is for a %4-in one. They're listed on
page 4.110 in DoD catalog C5120-IL-
A, Vol 2, (Jul 67).
The poop on adding 'em to the TE-50-B is Richmond Support Center supply
letter, SSMCR-SCC No.9 (7 Apr 65), 'cause all teletypewriters are being
supplied with SAE (Society of Automotive Engineers) series 1960 screws, re-
placing the SAE 1936 series screws.
KEEP 'EM
TALKING
This is a elected list of recent pubt
of interest to organizationol mnont.-
nonce p .eronnel. The lirs i compiled
from reen.t AG Distribution Conters Bul.
letins. For complete details ee DA Pom
310-4 (May 67), and Ch I (Jul 67), TM's,
TB', .et.; DA Pom 310-6 (Jul 67) and
Ch I (Oct 67), SC'. and SM's; DA Pam
310-7 (Jul 67). MWO's.
TECHNICAL MANUALS
TM 3-1040-209-20P. Jul, Flame
Thrower. Mechanized. M10-8.
TM 5-2410-211-15, C2. Oct. Trctor.
FT DED, (Caterpillar Mdl D4).
TM 5-3805-205-25P. Cl, Oct. Scraper.
Earth Moving, Towed. (Curtii-Wright
CWT-IB-M).
TM 5-4320-201-25P, Aug. Pump. Cen-
trilugol. Skid Mid. Got Driven [Corver
Mdl K 300G) W/Wisconsin Eng Mdl
Aenid.
TM 5-4610-204-12, CS. Sep. Water
Purifiction (Met-Pro Model 1500-
2600).
TM 5-4930-200-25P, Aug. Lubrioating
& Servicing Unit; Power Oper; Lubrica
tion Storage Tank. Trailer Mtd (Gray
Co.. Mdl 251-325) Skid Mtd (Gray
Co.. Mdl 251-315).
TM 5-6665-203-25P, Aug. Detecting
Set. Mine: Bridge Type Detector. Truck
Mid (Wurlitzer Mdl WC-324).
TM 9-1430-250-15P/7/1, Aug, Nike.
Here Imp.
TM 9-1430-250-15P/8/l. Aug. Nike-
Here Imp.
TM 9-2300-224-10/2/1, C6, Sep.
Carriers M113AI. M577A1, M106A1.
M132Al. MI25A1, M548.
TM 9-2320-222-20, C1, Aug, MB8
R~eovery Vehicle.
TM 9-4935-253-15P/2/1, Aug, Nike.
Herc.
TM 10-3930-255-20P, Cl, Sep. Truck,
Forklift. Army Mdl MHE-197, Baker
FTD-020-EE.
TM 10-3930-603-12, Sep. Tractor,
Wheeled. Whsea GED, Army Mdl MHE.
201 Norlhwtet Motor Co. Mdl JG-
40PT4.
TM 10-8465-203-23, Cl, Sep. Con.
trainer and Harness Assy, Parachulist's
Weapons and Individual Equipment.
TM 11-5895-356-12, Aug. AN/TSC-
38A Communicalions Centrol.
TM 11-5895.456-15, Jul, Medium
Capacity Tactical Radio Relay System.
TM 11 5895-558-15. Aug, AN/TRC-
146 Radio Set.
TM 11-6130-254-15, Sep. Lambdo
Power Supply.
TM 11-6625-433-15, Aug.
AN/URM 98 and AN/URM-98A.
TM 11-6625-1613-15. Sep, Hewletll
Packard Noise Figure Meter Mdl 342A
and Noise Source Mdl 349A.
TM 11-6660-235-12, Aug. AN/GMM-
7 Windtpeed Simulator.
TM 55-1520-20-20, C9, Oct. CH-47.
TM 55-1520-210-20. C2, Oct. UH-1D.
TM 55-1520-210-20. C3, Ocl. UH.-D.
TM 55-1520-210-20P-2. Aug, UH-IA.
IB-IC-O.
TM 55-1520-210-20P-3. Aug. UH-IA-
IB-IC-ID.
TM 55-1520-211-20, C4, Oct, UH-IA-
IB.
TM 55-1520-221-20, C3. Oct, AH-IG.
TM 55-1520-221-20, C4. Oct, AH-.G.
TM 55-1520-221-20P. C2, Od. AH.
tG.
TM 750-130, Sep. Procedures for Rapid
Deployment Redeployment. and Retro-
grade of Power Equipmenl Electronic.
MODIFICATION WORK ORDERS
MWO 55-1510-209-20/1, Aug.
U-21A. (URGENT)
MWO 55-1510-209-20/2, Sep,
U-21A. (URGENT)
MWO 5.6100-202-20/1, Oct.
Pershing.
MWO 9-1220-203-50/9, Cl. Sep,
Op/Org, Tonk. Combat 90mm
M48A2C.
MWO 9-1240-273-40/1, Sep.
Op/Org, Howitzer., MIOs, M109.
MWO 9-1240-274-40/2, Oct.
Howitzers M108, M109.
MWO 9-1240-322-30/1, Sep. Tonk,
Combat M60, M60A), and Combat
Engineer Vehiclel M728, TI 8E1.
TECHNICAL BULLETINS
TB 55-1500-206-30/1, C2. Oct.
UH-IA.B-IC-ID, AH-IG.
TS 55-1520-209-20/23, Oct. CH-47.
TB 750-92-10, Oct, Gen Info applic-
able to ALL organizations which hove a
missile, rocket and/or AD mission.
TB 750-95-10, Sep. Maint Expenditure
Limits.
TB 750-105, C1. Sep, Engineer
Shipment.
MISCELLANEOUS
AR 750-29, Sep. Maint of Dept of lhe
Army Watercraft and Amphibians.
DA Pam 44-1, Jul, Air Delonse Artillery
Crewman Training Guide.
LO 3-1040-210-12, Aug. Compressor.
Flamethrower. AN.M4.
SB 3-1040-1 5 Sep. Hose. Fuel, Port
Flame Thrower. MI Storage Service-
obility Standord.
TC 23-20. Aug, M16AI Rille Training.
TOE 11-358G, Jun, Signal Meosenger
Company.
Ifea7"&of eeA7 Nme'4z Veff-
Fo a red-md char on matrie
readiness I trinn gud s seA 5-3 D a plt181(e 6 n
- SI-
1 ',j JANUARY
S MII W T F S
I 2 3 4 5 6
7 8 9 10 11 1213
7 8 9 10 11 12 13
1411516 17 181920
14 15 16 17 18 19 20
21122 23 24252627
21I 22 23 24 2526 27
2812930 31
28 29 30 3/
Play it clean and cool: Drain your I
fuel filters every day.
FEBRUARY
SMT W T F S
123
32 33 31
4 5 6 7 8 910
3536 37138 39 40
11 12 13114 15 16 17
42 43 4 45 46 47 48
IN1819 20 21 22 2324
REME 49 50 515 5 55
EXTRE25 26 27 28 29
CLIMATES 6 57 8 59 60
EQUIPMENT NEEDS
EXTRA C ARE
CHECKS'
BATTERIES-COOLING SYSTEMS-'::
ELECTRONIC EQUIPMENT AND -.
ALL LUBRICATION '
29
AP v K' N
~t~/ ow-5-- V~
PM on your weapon is the best
insurance for living you'll ever
, !t ... .
MARCH
S I M I I I W I T I F SII
APRIL
S M TW F S
1 234 56
92 93 9 95- 96 97
7 8 9 10 1112 13
98 99 /00 10/ 102 103 1/f
14 15 16 17 181920
105 /06 107 108 /09 110 III
21 22 23 2425 26 27
11/2 11/3 1f 1/5 16b I7 118
282930
/119 120 121
Success Formula: Clean ammo in
a clean weanon.
'Dust and dirt and mud and muck
can really put you out of
luck.
Unroll and air stored canvas
regularly.
MAY
S M T W I F S
12 34
122 123 124 12I
5 6 7891011
126 117 128 IZ9 130 13/ /32
12 13 14 1516 17 18
133 134 135 /36 137 138 139
19 20 212223 2425
140 /4/ 142 193 ,44 145 196
26 2728 2930 31
1W7 #8 199 1S0 IS/ iSZ
COOLING SYSTEMS
NEED CONSTANT
CHECK TWICE DAILY
CH IS NOT ENOUGH
JUNE
S M T W T F S
1
153
2345678
154 i/55 ,56 157 !58 !59 /60
9 10 11 12 13 14 15
16/ 162 /63 /6 165 166 167
16 1718 19 202122
168 /69 170 17/ 172 173 174
23 2425 26 2728 29
/75 /76 /77 /78 179 180 181
30
/82
Battery Cables braced and tight?
Terminals greased?
-il^ll l~l rB
KEEP YOU
i~ C' GENERft 0
S VENTI ED TE
2'DRAIN
O fDP EL
o' I
~pCG~ Z pF I L'ERS
~DAIy,
~t~3~NX
ALL
AUGUST
SM T W I S
123
214 ?/5 216
4 5 6 7 8 910
?17 ?/8 2/9 ?20 21 \22 213
11 12 13 14 15 16 17
129 2265 26 227 228229 230
18 19 20 21 22 2324
23/ 232 33 234 ?35 236 ?37
25 26 27 28 29 30 31
238 239 2?1 / ?42 e43 ?f4
Fuels rush in ... but wise men
keep AVGAS out of ground
engines.
o
I.---
BODY PAINT
.IS NOT ALL THERE IS TO
MAINTENANCE
o
Before starting your vehicle, turn
off the radio!
JULY
S M T W F S
1 2 34 56
/83 18f85 186 /87 188
7 8 9 10 11 12 13
189 I/0 91 19Z 193 19! /17S
14 15 16 17 18 19 20
/96 197 178 199 ?00 01/ OZ
21 22 23 24 25 2627
MI WI F S M T W T F S
2 34 6 7 1 2345
16 47 48 9 0 76 .77 778 ?79
9 10 11 12 13 14 6 7 8 9 1011 12
53 4 55 56 57 58 80 81 82 83 8 85 86
16 1718 19 20 21 13 14 15 16 17 18 19
?60 6/ 6 63 6 5 ?687 '.88 89 90 .9/ ?92 93
232425262728 20 212223242526
67 68 69 7 / '/1 9 95 96 979 ?99
30 2728293031
>74 30/ 02 3O0*5
,, OU,
AA 0a
TooLS
NOVEMBER
M I w I F s
1 2
306 307
3456789
F3-4 5-6 7 8 9
308 309 310 311 312 313 314
10 11 12 13 14 15 16
315 3/6 3/7 3/8 319 320 3Z/
17 18 19 20 21 2223
322 1Z 3224 325 236 327 323
24 25 26 27 28 2930
329 330 331 332 333 331335
Know your lead acid battery: Read
TM 9 6140 200-15.
DECEMBER
S M [ W I F S
1234567
336337 338 339 340 / 312
S8 9 10 11 12 13 14
*3 344 5 3O 8 3 91
15 16 17 18 19 20 21
35 35 352 353 354 3'5 S6
2212324 25 26 27 28
slB~ii~B~
...:,
S<;: 'MAKE TIME
ULPVL,.
X"~
-J,4'
Here's the picture. I f f
You get a new solenoid assembly for one of your quad M2 .50-cal machine
guns. Once it's on the weapon, though, you can't time the shooter because the
timing adjusting nut will work for only a couple clicks.
Would you believe a too-long bolt is the reason? Could be.
The rear bolt that helps hold the solenoid assembly to the top plate might be
a hair too long-just enough to push down on the spring for the adjustable
trigger bar stop and keep the nut from turning more than a few notches.
Using the old rear bolt instead of the new one furnished with the solenoid is
one answer, but it's just as easy to slip a lock washer under the head of the new
rear bolt to pull it away from the spring. The washer is also fast-if you need
your machine gun now.
Sec your armorer the first chance you get. He can also shorten the bolt with
a file.
TORQUE THAT ROCKET
-, ___--. /^ ^^*rfb.Si-pHERE'S WHERE
WE PART, 5UPPY,
\[A 'CAUSE you PON'T
S^ TORQUE" NICE!
Hey, you rocketeers, stop those 2.75-in folding fin aerial rockets from com-
ing apart in flight, will you, by making sure the warheads are tightened to the
motor body exactly right .. meaning to 55 lb-ft.
THAT FEE5S
6REAT, BUT IS )T 1'
IT 55 LB-FT?
How? With a nose-fuze torque wrench, that's how!
Sure, there's such a critter and your outfit can either get hold of one or get
one made, depending on the circumstances.
Tip: For quicker results, local fabrication's probably your best bet.
Here's the scoop:
If your unit has the facilities for making this device, here's what's needed: a
V-in torque wrench (FSN 5120-595-9069); a socket wrench adapter with /s-in
male to female square ends (FSN 5120-240-8702); a modified socket crowfoot
attachment (FSN 5120-184-8411), and a set of drawings.
You'll find all these goodies in Fed Cat C5120-IL-A, Volumes I and II (1 Jul
67). You can get the drawings under the name Drawing No. APE2075 from
APSA-Ammunition Procurement and Supply Agency, ATTN: SMUAP-FFE,
Joliet, Illinois 60436.
If your unit can't make the device,
GET AHOLD OF here's what you do: Requisition one
TIWS NCHP AND under the name of Torque Fixture,
WRENCH... (FSN 4925-935-0935 ... Part No. APE
2075), from APSA at the Joliet address.
You'll have to explain on the requisi-
tion, however, why your outfit can't
fabricate the device.
Incidentally, this fixture is free to
Army units, but Marine and other out-
fits will be charged $50 apiece for 'em.
AND TORQUE The pub that comes with each tool
THE HEADS PROPERLY! will show you how to use and care
for it.
Y'say the breech ring threads on your M109 155-MM howitzer took quite a
beating from hand loading and ramming (both manual and hydraulic) and you're
wondering if maybe the breech ring should be replaced. Is that it?
OK, let's take a look-see.
If the rearmost thread segment there 1
at 6 o'clock is cracked or burred or even
missing, mox nix. The segment's still
A-1 for action. No replacement needed.
But, if any other thread segment- .
any single one of 'em is cracked, get
support to replace the breech ring pron-
to. Could save you and your buddies a
lot of woe. O
Now, most of this damage to breech ring threads comes from dropping a
projo on 'em or slamming 'em with the ramming rod or the rammer tray, right?
So, here're a couple of tips to prevent this damage:
When hand loading: Elevate the howitzer When handling the hydraulic rammer:
about 14 to 17 degrees (250 to 300 mils) Be sure you hold the front tray high enough
instead of the 7 degrees the TM recommends. to clear the threads before you lower it onto
This way you won't have to lift so high to the breech ring. If you have trouble doing
clear the threads as you seat the round. Then this, double check to see that the rammer
be real careful you don't smash that bronze- counterbalance cable is adjusted right. Fig 93
headed rammer against the threads when you in your TM 9-2350-217-10 (Nov 64) w/3
drive the projectile home. Changes has the scoop on this.
HOW MANY TO FIRE
Naturally, in a hot fight your gung-ho squad's hep on delivering as many
mortar rounds as it can on the double.
But, when you're tossing M362, M374 and M375 rounds from an M29 or
M29E1 81-MM cannon, there's always the risk that too many rounds per minute
too long could be as bad as too few RPM's.
Meaning-if you exceed firing rates, your cannon will get red-hot (go over
1,000 degrees, even) and chances are you and your squad and your weapon will
get hurt worse than Charlie.
So, you squad leaders, when you start firing, stick to the RPM's in this chart.
Like it says, it makes a big difference what cannon you're using, what ammo
you're firing and how long you fire it like for 1 minute, 1 minutes, 2
minutes, or sustained.
CARTRIDGE M29 M29E1
Maximum n Sustained Maximum Sustained
15 RPM For 2 min 4 RPM 21 RPM For 2 min 5 RPM
M362 27 RPM For 1 min 4 RPM 30 RPM For 1 min 5 RPM
18 RPM For 2 min 5RPM 25 RPM For 2 min 8RPM
30 RPM For 1 min 5 RPM 30 RPM For 11/2 min 8 RPM
M374, M375
HERE'RE
THE N Dear Half-Mast,
LATET U What's the purpose of the missile power
ENTRIES IN NW switch on the Hawk launcher control unit?
S YOURT E I There's nothing in writing on it.
HAWK Sgt L. G.
NOTES! OU MIGHT
S AY IT; ONLY
SMISS.- "' AN ORNAMENT
POWEL PRESS ALIGN AN ORNAMENT
NOW!
Dear Sergeant L. G.,
At one time, the switch was used in testing the old battery-powered block 1
missiles. And it was also used to pre-warm the missiles in cold weather in days
gone by.
Now, it's nothing morc'n an "ornament" seeing's how it's not used for any-
thing. So just forget it's even on the LCU panel.
H
IN FOR A S OCK
OK ... so maybe two heads are bet-
ter than one. But two arms can't beat W H R
WATCH FOR
three-not when they're the ones on LEAKS!
your Hawk launcher.
And two arms are what you can wind '
up with if those two shock absorbers
for the "B" arm go on the bum. That
means when they leak oil or maybe go
completely dry.
If the launcher is run down to -72
mils with missiles aboard, and the
shocks arc in bad shape, the "B" arm i
can be snapped in two. It's a fact.
So keep an eye on the shocks the way -
it says in step 4, table 11, TM 9-1440-
500-12/2 (Nov 63). If they show a
leak, replace 'em.
f~Z---
GOOD ADVICE THE
MESSAGE,
When it comes to scoop on purging your Hawk missile. i
you want to do what it says in para 128 of Ch 5 (7 Apr j)j
64) to TM 9-1410-500-12.
SAnd one of the real important steps is "m," the one
that tells you to "Adjust the globe valve for 1.5 PSI and
purge the guidance section for 5 minutes."
There's also some other important scoop that you want
to keep in mind, even tho you won't find it in the TM.
First ... if the needle doesn't things. If you over-pressurize, ilh.
kick over when you make a small missile could explode like a :ITck
Adjustment of the globe valve, the of dynamite geboomin l. d
gage needs checking. leave you with a bird that l ook
Second ... while purging for like a peeled banana. That i: di
five minutes, keep on eye on you're around to see it.
SUPPLY SYSTEM THANKS YOU
Wait one ... and think about it. Another thing about the missile ...
You're not playing the game accord- please to take it easy when you release
ing to Hoyle when you replace an ele- the launcher umbilical cap after you've
von for your Hawk missile because the put the umbilical plug in the bird.
tape on the leading edge is battered. The cap is spring-loaded and packs
What you want to do is have your a mean wallop when you let go of it
support unit get rid of the beat-up tape fast-like -enough of a sock to dent the
in favor of new stuff that's listed under aluminum tailcone.
FSN 8030-720-7516 on page 56 of
TM 9-4935-501-15P/1 (Jun 66). Tape
that's in good shape keeps moisture out FAST RELEASE
of the eleven. BANGS THE
TAILCONE
HAVE \True... a dent in the tailcone won't
SUPPORT hurt anything, but you might have a
TAPE r hard time trying to keep a guy from iii.
TAPE! replacing it anyway.
^Ijwk I krtLa
JirlI each time he removes the
radome cover he puts on a new radome
gasket unless the old one's in Al
shape. He knows the gasket has to be
in good shape if it's going to do the
kind of sealing you need for pureing
and to keep out moisture. ll i I
PrrtllUt he always takes the time
to check the electrical plugs and con-
nectors on the gimbal rings. If the plugs
are cracked, have fouled up contacts or
are loose, or if the connector pins are
battered, he could run into the prob-
lem of not being able to hold pressure
while purging. It's a fact... the nitro-
gen can leak past loose connections and
through cracks.
Uliir t ... he keeps an eye peeled for a change in
the color of the desiccant. He knows that when it 9 i
goes from blue to pink, the invitation has gone out
to moisture to make itself at home.
F tnlrIt he makes sure the side
antenna covers are fastened good and
tight to the missile body. He knows
that if they're not, he's got another deal
of not being able to hold purging pres-
sure. And a loose cover lets moisture
and dust into the waveguides.
~- '~~~
I
(
I
- -
I-~
nir'i
4b,*
S* PLUG ALONG
Those four connectors on the gimbal
ring of your Hawk missile are in a
good spot-to get clobbered whenever
the guidance package is making a trip
from your outfit to your support people SHORING
and back again. So put shorting plugs PLUG IN
on the connectors to protect 'em ... and PL
you might drop a hint to your DSU
that you wouldn't be one bit annoyed
to see the guidance package come back i!\
with the shorting plugs installed. 6iA,
BY ANY OTHER NAME
Call 'em what you will ... those plas-
tic covers used on the actuator section CAP-
in your Hawk missile go by the official .UG
handle of Cap-Plug, protective, dust
and moisture seal.
And that name should ring a bell
'cause the covers-oops cap-plugs
you need are on page 3 of TM 9-1410-
500-15P/2/1 (Apr 67). FSN 5340-
291-3642 gets you the cap-plug for the
exhaust fitting... and FSN 5340-880-
1132 is good for the cap-plug used on
the pressure cap. "
^------------------44--- ---
_V
A LITTLE DUST WILL DO YOU-IN
What you don't know won't hurt
you. That's what the man said. EA
But don't you believe it-not when
it comes to the liquid cooler unit in
your Hawk AN/MPQ-39 high-power- f
ed illuminator.
F'rinstance, the cooler unit fan sucks
dust through the filter and the dust
builds up in the radiator. You don't
know it, but the dust is so heavy that
the air has a hard time getting through LEAN HE
the radiator. Result: the coolant heat is FILTER
trapped. And that heat's rough on the
HPI's electronic components. -.. .AND
So it pays to clean the radiator now RADIATOR
and again-at least twice a year.
No sweat. Take the cooler unit out of the HPI ... separate the radiator from
it... and go to work on the radiator, using an air hose with at least 75 PSI to
blow away the dust.
If the radiator is really dirty, you may have to use a soft brush and soapy
water on it. In this case, follow through with clean water and a drying with
the air hose.
And don't forget to hit the filter with the air hose.
S 4 TP TURN 'EM EASY
WITH TLC TURN 'EM EASY
OK ... so )our transmitter test set B
has a cavity tuning knob that you turn
to find the transmitter frequency for
your AN/MPQ-34 CW acq radar and
AN/MPQ-39 high power illuminator.
And your receiver test set has an attenu-
ator knob for finding the receiver noise
figure on the CW acq and HPI.
The knobs may be on different pieces
of equipment, but they want to be
treated the same way with care. You
4
want to turn them slow and easy. Giv-
ing them a sudden twist, or tuning them
beyond their limit stops, can throw the
test sets off calibration.
5
Know what kind of track you have on your M114/M114A1 Scout?
It's kind of important because if you break a track when you're going pretty
fast in bad terrain the vehicle might turn over.
THERE ARE THREE KINDS OF TRACKS... EACH WITH A DIFFERENT SAFE LIFE
SEarly production track, FSN 2530-475- Late model track, FSN 2530-955-9448, is Late model track that looks just like No. 2
1300, original equipment on vehicles 12T thicker, (6-in) and has 4 rivets (or bolts) with the same FSN but with a different
445 to 12T 999 and 12U 001 to 12U 166. on each end. If it has the vendor mark vendor mark. This track does not need
Replace this track as soon as you get "SP" and the year mark 64 or 65 its safe replacement until you have 2,500 miles
1,000 miles on it. life is 1,500 miles. on it.
You can tell this track because it is thin
(2%s-in) and has 6 rivets (or bolts) on each
end. -"
- DOOR STOP DOPE
Having problems with the inner door
handle on your M114/M114A1 carrier
beating up the seal retainer? Get your
direct support to apply the door stop
part of MWO 9-2320-224-30/6 (Mar
66) and Ch 1 (Jul 67). That gives you
a door stop like the latest production
models already have. Vehicles that need
this have serial numbers 2792 or be-
low. Vehicles 2801, 2802, 2803, also
Need the door stops.
YOU GET 8 SHOES
When you order track shoe set, FSN
2530-955-9448, for your M114 or
Ml 14A1 carrier, remember the set in-
cludes 8 track shoes. Some Joes who
thought there was only one shoe in the
set have been ordering 8 times as many
track shoes as they needed. 'Nuff said?
fC, 50B
So-o-o-o, check out what kind of track
you have and how much mileage you
have on it and replace if needed.
To give yourself the best possible
deal on track safety, check your track
tension often the way it shows on page
101 of yourTM 9-2320-224-10.With the
right track tension, your center guides
are not likely to misguide, which is the
biggest reason for early track failures.
Also, look over your tracks often,
checking for loose rivets, not enough
torque on connector shoe bolts, bent or
broken guides or anything else wrong
that could make your track break.
When a track fails, do not apply
brakes or try to steer but release all con-
trols and coast to a stop.
If you do have a track failure report
it on an EIR (DA Form 2407). Give
all the details, including the FSN of
the track, vehicle registration number,
mileage, type of terrain and what effect
the track breaking had on the vehicle.
'Course if you replace your track
when you should and check it often,
you'll prob'ly never have to do this.
A CLUE FOR YOU
Here's a clue on those last digits of
the pubs for your M113 or M113A1
APC. When you see a /1 after the -10,
-20, etc., you know that pub is for a
gasoline engine (TB 9-2300-224-10/1,
for example). A /2 tells you it's for a
diesel (TM 9-2300-224-10/2/1). A /3
covers both gasoline and diesel (TM
9-2300-224-20P/3).
CHECK
OUR
HYDRAULIC
OIL RESERVOIR,
ONhIE! cTANK GAGE I
If you have an M60 or M60A1 tank, an M48A2, M48A2C or M48A3 tank,
an M728 CEV, or an M60A1 bridge launcher vehicle, here's the latest dope on
the gage you use to check your hydraulic oil reservoir.
There are 2 gages in the system and you might have either one.
1. If you have the earlier gage FSN 2520-565-3256, it will have the part number mark 8744538
on one side and on the other side the marks FULL AT 0 PRESSURE and FULL AFTER PUMPING.
Just pretend the FULL AFTER PUMPING mark is not there. You no longer make this check
with the system at operating pressure but only when the accumulator gage is at 0 (zero)
pressure.
This gage is going out of the system, being gradually replaced by ...
GUIPE
A PP If you have the early model gage A If you have the late model gage
I 8744538, and the oil level is below the M 10934383, and the oil level is below
FULL AT 0 PRESSURE line, add oil. the top FULL mark, add oil.
Refill only with OHT oil, the way it tells you in Note 5 of most of the LO's
dealing with these vehicles.
2. The late model gage FSN 6680-754-4112 marked with part number 10934383 on one side
and FULL ADD OIL and CHECK OIL LEVEL AT 0 PRESSURE on the other side.
BRIDGE LAUNCHER, TOO
Wondering whether MWO 9-2300-265-20/1
(Aug 65) should be applied to M48A2 tank chassis'
that have been modified as bridge launchers? Worry
no more. The MWO should be applied even though
bridge launchers are not listed in para 5 of the MWO.
48
MI51A1C WEAPONS CARRIER... MOVE TAIL
fLIGHTS
If the M79 tripod legs are
banging the tail lights on your
M151A1C weapons carrier,
just move the tail lights.
TB 750-933-1/4 (Oct 66),
Article 210, says you can slot
the mounting bracket bolt
holes so the tail-light assem-
blies can be moved farther
away from the tripod legs. You
may have to slot the matching
holes in the tail light well, too.
You won't be able to move
the tail light much, but it
should be enuff.
M151 ROOR DRAIN...
COVER
NOT NEEDED
~T
CLUTCH ROD BETTER
New M151Al's have a tougher
clutch-link rod than was put in earlier
model G838-series -ton trucks. But
your support can get this new rod for
your M151 or other G838-series vehicle.
It's Rod, link, clutch, FSN 2520-907-
0660. It's not likely to bend or break
like the old job. And it doesn't need
any cotter pins to hold it in because it's
hooked at each end.
So look at your clutch-link rod and
see if it needs replacing.
Sleep relaxed. Don't toss 'n' turn just
because you're missing a floor drain-
cover in your M151 V-ton truck. It's
a non-supply item, so if you can't find
a replacement in your can yard, forget
it. New model M151's and M151Al's
don't have 'em either-just a groove
in the floor with a hole at the end.
INGENUITY COUNTS
Even tears won't get you a new
thumbscrew for the top bows on your
M 151 !4 -ton truck. It's a non-supply
item. If your boneyard can't help you
get a replacement, you'll have to make
one out of a standard bolt, /s-NC, 1-in
long with .i-in shoulder.
This 2-belt pulley has been
a non-supply item, but now it's
available to TM 9-2320-218-
20P users. It's FSN 2920-678-
1847. It'll be showing' up in
Ch 5 to the -20P and is listed
now, at $2.80, in Fed Cat
C2920-ML-A (Aug 67).
:.V~l0 :
AO I VERTICAL
I/A." 'l4dd WHAT'S/
.,. MATTER
4,
6"AO I 4AW U
-~--
How about that exhaust stack on your G744-scries 5-ton multifuel engine
truck! It gets exhaust smoke and fumes up where they won't bother anybody
but 8-ft basketball players.
Whether your truck's got the LDS 465-1 or LDS 465-1A engine, it should have
the new vertical exhaust. New trucks get the stack in production. For trucks that
came equipped with the LDS 465-1 engine, MWO 9-2320-211-20/10 (Mar 67)
puts the stack on.
REPLACEMENT PARTS?
Right now repair parts for the vertical stack exhaust system are in Ch 2 (Apr
67) to TM 9-2320-211-20P.
EXHAUS
l/.. ( ..l \<. ...... ..*1.... '' --*' .I, .
ild..i i*.,^ih-& ^'" PIPE-FENDER CLEARANCE? -- .".
Especially check where the pipe goes through the fender.
You should have V-in clearance between the pipe and fender hole. Vibra-
tion can cause the pipe and fender to bang together if there's not enough clear-
ance. The shock can cause cracking of the lip flange and exhaust manifold and
even damage the turbocharger.
TB 750-981-1 (Jan 67), Article 133, tells about this problem and what to do
about it:
catz
Dear Editor,
Troubleshooting brake trouble can be a
long, frustrating job. Or it can be both
short and sweet, if you know where to
look. Here's a "lesson learned" that may
save somebody a lot of trouble.
We received several G744-series 5-ton
trucks (these happened to be M51 dump
trucks) from a re-build shop. In road-
testing these vehicles, we had trouble
rightaway with the braking systems on 4
of them. The brakes just seemed to freeze
or lock after the truck was driven a short
distance.
After long inspection, the motor ser-
geant and I finally found the cause-the
breather valve on the right front dummy
air coupling was clogged with paint.
When the breather won't work, the pis-
ton in the hydraulic cylinder can't release
itself after the brakes are applied.
CW2 Edward C. Zins
USAR, Warren, Ohio
BREATHER
MUST BE
\^ OPEN
(Ed Note A uord to the wise is enough. This "probable cause"should be jotted
down on page 42 in TM 9-2320-211-20, under item 71, Troubleshooting-Service
Brakes. Dirt, rust 'n' stuff can stop up this breather too, so it's a good idea to
take off the right front dummy coupling once in a while and blow through the
vent hole to make sure it's open.)
SPECIAL TURN FLASHER
Need a flasher for your commer-
cial-design turn signal? If your flasher
is Tung-Sol G104-a pretty common
one-FSN 5945-066-3984 will get
you a replacement. It's listed in Fed
Cat C5945-IL-A (Sep 67). This flasher
would be for a turn signal setup locally
purchased and installed on military-
design transportation vehicles under
SB 9-203 (Mar 62). It's not for mili-
tary-type turn signals put on tactical
wheeled vehicles in production or under
MWO 9-2300-263-20 (Aug 63).
5-TON DIESEL TRUCK...
OIL & FUEL '
FILTERS /
S al r i V SETTER IAN C'F
C \ CHOCSIN' FILTER
ELE%-ENT FOCR ,E?
No coin-flipping when you're pickin' out oil and fuel filter elements for your
G744-series 5-ton diesel truck (Mack ENDT-673 engine).
You can get confused by some of the FSN's floatin' around. They'll be
straightened out in the parts manuals, but until they are, here're the elements
for the 2 oil filters and 2 fuel filters:
OIL FLTER ELEMENTS
IM .., 4 u%
FUEL FILTER ELEMENTS
E^EaS H
'ITIA
TAKE 10..
the radiator, low water level--most r
often it'll be simple. In brush or heavy
Sdirt, use the service truck air hose to
blow out the radiator core from behind.
S A nickel's worth of air could save a
$4,000 engine.
a ./ / OOne thing you can bet is, if you don't
take that time-out, you're inviting dead-
line downtime. Cylinder head cracks,
valve burnups, gasket failures all
kinds of major breakdowns can and
will happen.
S Black smoke is another bad sign.
S Usually that's air-filter choke-up-so
J] BLA(K SMOKE' -
FILTER
FILTER
INDICATOR
stop, idle down, and clean that filter.
An oil pressure drop could mean any
of several things.
You could have a broken oil line, a
bum pump, line block, gage trouble, a
bearing gone, low oil supply... or
plain overheating. Whatever it turns
S out to be, stop, idle down, and see.
STHE SMOOTHING SYRUP
Good lubing makes the hard work
pill go down.
S H That means you have to cut oil-
change times in half in dry, dusty
weather. You have to whittle down TM
Figures calling for lubing every 100 to
1,000 hours, and see to it everything
gets a shot at least once a week.
MORE
:)N '5 One ihring that gets overlooked is
NNS
uITE the converter-transmission shaft U-
ENCE joint. The LO says every 1,000 hours,
LUBE but in bad weatherr every 250 is more
ENT.S! like it, and in RVN every week won't
hurt an% bod. You do have to take up
a floor place to do it it's item 5, LO 5-
24 10-21.-1 2-1.
S And while you'ree :r it, if you've used
jjA the u inch much, hit that too.
BAFFLES BEAT BASE
Nothing says you can't put on guards
to stop radiator core damage, or beat
rocks back from bashing hydraulic
gear.
Extra-strength headache racks over
yourself help, too-tractors don't run
so good if a tree trunk bats the opera-
tor off.
HERE ARE
SSOME FIELD FIXES YOU
SURE DON'T WANT. NIX ON 1
HEADACHE RACKS <0JJ
et
30KW HOL-GAR LO
There's a sour note in the generator song LO
5-6115-321-12 should say use MIL-H-5606 in the
hydraulic governor, not OE 10. A new lube order for
the set, model CE301AC-WKI, will clear things up.
A LITTLE SQUEEZE HELPS
You can keep the air-cleaner duct from shaking loose
on your 3HP Mil Std engine real easy. That is, you can
you want is Clamp, loop (padded), FSN 5340-958-8457,
Mfr Code 96906, Part No. MS-21333-78. Put it at the
bottom of the duct between the cleaner and oil pan.
Loosen the No. 10-24 Cap Screw located near bottom of
flywheel cover assembly. Secure the clamp with the screw,
and forget you ever had trouble.
VOLTSNY GIVE SLAVE Lots o
O START JOLTS 12-volt s
-START JOLTS ors wire
HERE'S HOW TO KEEP YOUR olts l
PANEL PIODES FROM DYING! wll turn
overload,
I You'll pull loose from Flash your
your slave power first ... field next...
Ii
I if
f generators got only I
systems, and govern-
d for no more'n 12
Sso those governors
to cinders if they're
ed.
...And turn on the
electric governor lost
-'specially if you're
working with a 30KW
Hol-Gor WKI.
NOT FOR M577A1 PLL
Cancel any requests you've got for Generator Set, FSN 6115-857-1397,
listed in Ch 3 (Jul 66) to TM 9-2300-223-20P. This 4.2 KW generator
for the M577A1 command carrier will be yanked out of the PLL listing.
It was just a slip, so forget it. The item was intended for TM 9-2300-
223-34P.
59
0aarps
I!
h LILI
\
Sure, your Bruning 300 MS Map Reproduction Set will make overlays in
color-but the overlay on your face will be red if-you let the fiber primary
gear in the Gear Head Assembly get chewed up.
The cure's easy-clean's the magicword. But it's where and how you ocean
that counts.
Every time you run a job (not just daily or weekly) get the developer off the
rolls. It's a short walk of only three steps.
SFirst, drain solution if it's fairly fresh into Next, squirt clean water over the rolls and
the plastic bottle and coap it, squeegeeing the P wipe dry, squeegeeing again.
trays.
Then lower the rolls into place and replace the dust-cover on the machine.
Now, how does that prevent fiber primary gear wreckage?
Simple. Leave developer stand in trays, and it makes crystals like sand or
sugar. The crystals stick in the fiber gear and abrasion cuts the teeth off. Then
when you flip the run switch, nothing' happens. Disaster.
You can use a battery-water bulb from motor pool to run clean water over
the rolls ... just enough to rinse. Then a clean rag wipe-off-that's all.
60
"J i 'A SWITCHABLE SWITCH
.- Your 6,000-lb Anthony MHE 200 rough terrain
Si forklift may have starter switch failure because of
rain getting into the switch. There's a cure for that
Z trouble.
WHY, YES...
Zin I',JI A CURE MONTMORENCY!/
S FOR ;~coKE USE RAINPROOF
9" 50 1O Y STARTER SWITCH,
S SWITCH, FSN 2920-781-1953,
I MERGATROIP-P? MFR COPE 81257,
MFR PART NO.
A---
That same switch can also be used on the 10,000-lb Pettibone-Mulliken
Model RTL-10, and the 6,000-lb Chrysler rough terrain forklifts.
BAKER FORKLIFT PARTS
NO
BRAKE Does your 6,000 lb Baker forklift
SHOE LINING MHE 193 need brake shoes and lining
SIGH for the hand brake? Ask for one each
Brake Shoe and Lining Assembly,
Shoe and Lining Assembly, inner, FSN
2530-572-4307.
No need to deadline your 193 be-
-wl cause you can't find an FSN for a
fuseholder. FSN 5920-892-9395, M/C
81349, Part No. FHN31G, will get
you one.
61
VEHICLE ANAP HOW MANY
NUMBERS UMERS Do You
NUMBERS HAVE, OLD MAN
FOR
RECORDS
Besides FSN's, tactical and combat vehicles have 1 to 3 identifying numbers
on their data plates.
Some M151 trucks have only a USA registration number.
Soon new vehicles will get only 1 vehicle identification number (a string of
figures and letters that tell vehicle type, registration, year built and manufac-
turer's serial number).
But most older vehicles have 2 or 3 numbers-USA registration (with
matching Army serial number for some) and a manufacturer's serial number.
So... here's how you line 'em up on your records:
1 number-use that number (up to first 8 figures or letters, counting from
left) any place a registration or serial number is needed.
2 or 3 numbers-use USA registration number where that's called for, use
manufacturer's serial number where a serial number's called for, use either if
the DA form or TM 38-750 does not specify which one is to be used.
The new vehicle identification numbers just adopted may have as many as 20
figures and/or letters, and will be made up as follows:
Manufacturer's Serial Number
(Not required on records when part of this type number)
GUN TUBE
CHANGES
Dear Half-Mast
Seems to me we've been "painted into ,,. H.' '
a corner" on gun tube records. Para 4- SO, WHERE DO
11b(t1)(a)2 in TM 38-750 says if usage data WE RECIOR THE
is required for an ESC rating, the cornm- LO
ponents, EXCEPT GUN TUBES, should be
recorded on DA 2408-10.
Why are gun tubes an exception? Breech
assemblies on many weapons are con-
demned and replaced ofier a specified
number of tubes are replaced So, where
besides DA 2408.10 can a permonenr
record be kept on tube replacements7
MAJ W T B
D'ar Maol\r TB T. B..
ThLrLT.- n csC.ipi hatch right behind (
th.ii curnri.r. Sir
S 'Ihat paragraph i. xcludd vun lubes
bLhuc. iu rfS( da[i nL.dLd for r.ainL thCli
111t0 V, found on DA 2 A18 i.
But para -iI Ilb I N a)A %a) "The lir.
S iniL of oihcr .o mpoinLnrnts ill bh. dLccr.
mminc:d Iocalli S,. iric ,u don' list
g'un [Li l and rubl e h.inge.L tr FS(C
LUL ,in DA 21i8'I0--hu1 th n io-u I
lii~ '.m if (he info is needed and clim
R .mni L b r. L. Ish iin iL. rhlr is .i ri
tubing, 1 hL urL ,sur s,,pporr ,.~yitm
r hi into onn rh. br.,h rirl~ Irk' i. si. -_ .
K in T N '1 I i. I
63- ---
.- I
;,SOLDERING 1' IRON^ ST
You have an electric soldering pencil, FSN 3439-346-7538, but you haven't
been able to find the replacement tips to go with it.
Maybe this will help you.
TIP, ELECTRIC SOLDERING PENCIL:
Y" D0 chisel tips w/37-
watt, candelabra socket
screw (male) heating unit,
FSN 3439-034-7853 (UN-
GAR #1239)
X6" OD pyramid lip w/
23-watt, candelabra sock-
et screw Imale) heating
unit, FSN 3439-034-7850
IUNGAR #5361
23-watt, candelabra sock-
et screw (male) heating
unit w/#6-32 UNC fe-
male thread for !'" OD
male threaded tips, FSN
3439-337-6466 (UNGAR
f535)
'a" OD, conical point tip,
w/#6-32 UNC male
thread other end, FSN
3439-827-5445 (UNGAR
#PL-331)
S'a" OD, conical point,
bent tip. w/#6-32 UNC
male thread other end,
FSN 3439-835-1646 (UN-
GAR #PL-332)
//" OD, tip, w/long taper
to X6" diam point, w/
#6-32 UNC mole thread
other end, FSN 3439-801-
0953 (UNGAR #PL-338).
______ -U
IN CASE
YOU NEEP THE
HANDLE...HERE'5
WHAT YOU ASK
\ul F d tOR- ee
You'll find these
Handle, soldering pencil,
w/female candelabra
socket screw, w/2 conductor
electric cord, FSN 3439-631-6821
(UNGAR #776).
listed in SC 3432/70-IL (Jul 67).
x
New Putoote Pubs
Your Mobility Equipment Command
technical publications will be distributed
by the pinpoint system on DA Form 12-25
starting in 20 Jan 1968. DA Circular
310-43 (14 Sep 67) gives you the word.
The 12-25 supersedes DA Form 12-33,
Requirements for Rail, Marine, and
Amphibious Equipment Publications, so
be sure to include these when you
send in your outfit's DA Form 12-25 to
St. Louis.
Your 2/2-ton or 5-ton multifuel engine
truck now gets its engine oil and its oil
filter elements changed twice as often
as it used to-every 3,000 miles (or 3
months) instead of every 6,000 miles (or
6 months). That's the word in TWX No.
9-11841 (27 Sep 67) issued by the
US Army Tank-Automotive Command.
Natch, like the LO's say, more frequent
oil and filter changes may be needed
under "unusual conditions."
You flyers will want to take a look
at Change 1 (18 Jul 67) to TM 10-8415-
202-13 (Sep 66). It has the latest info
on parts for your APH-5, APH-5A,
APH-5B, and ballistic type protective fly-
ing helmets.
DA 9Form 12-21
Revieed
Be sure your outfit shoots in a NEW
DA Form 12-21 dated 1 Oct 67 to the
St. Louis publications center right now.
DA Circular 310-46 (18 Oct 67) gives
the word to get them in by 15 December.
Form 12-21 is the one on which your
outfit orders pin-point distribution of
Federal and Army supply catalogs. If
your outfit has the Army Master Data
File on microfilm, you won't need to
order ML's and RL's.
Watch 79o 77
Be sure to get Change 2 (1 Aug 67)
to your M16A1 rifle's "bible"-TM 9-
1005-249-14 (Aug 66).
It has the official poop on lubing with
LSA, plus a lot of other important info
. like updated parts and stock num-
bers and some PM data.
PAs4 F o 7o!
When you turn in a piece of equip-
ment and you're going to get another
type in its place, don't forget to turn in
the publications that go with the piece
you're swapping. They could be mighty
helpful to the next guys who use that
equipment.
Would You Stake Your Life uoon
the Condition of Your Equipment?
B R I E F S
11111, 111 11111111111 -.Nk A ,A
Pd ME
AV d
MAKE SURE YOU
FORCE OUT ALL THE OLD DIRY
LUBE BEFORE YOU STOP*
WIPE FITTINGS
CLEAN BEFORE
LUBING.
CHECK BLIND
SPOTS BY
HAND.
~;1
O
i~t~JI1
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