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TO -IT ON 3IIM IF'N
WE DIDN'T LUSE U14'
TO TME L 0.
I wh I e i
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GROUND MOBILITY 2-18
Special featlur--M3A Truck
AIR MOBILITY 19-28
PirhChangeULnks 19 U1BrBracket 2-21
Chip Delector 221 ITol Kit 2228
106mm Rile 37 M2MG MMt 41 -
MURR / 3&3n SergeantSlants 4243
E jT( 414 Herc NMs 4447
: Ml9Hoibef 41
.. AN/VRC4 4&50 RL-31
ANFVRC.12 51 Pl ls as
HT SlrtStn 5253 TMI 1. 30 i
A $iURM M 5A43 .AIFPflR-1 7
I AiFGG70. M ANiPMM 57-
u MI rip .'.''. ."5ff, AnreJndexes. i243 '',l t-
S-CiGEiNERAL. AND SUPPLY'.
e;. ;'S -.s .I l. 1 ,2a
M jc3... 1- -,m. t G
at- M. i W .
il;, i^-^"C .w K.id .a I '..
THAT MULTIFUEL .
A REAL JEWEL-
Your MN5A1 21i-ton
truck Imulifuilc is a lot
of truck for the buck.
She'll take sou there
and bring you back % ith-
out much ado about neath-
er or terrain. She can go
with gas or deliver with
There're lots of nice fea-
tures about the MN15Al
such as eas) operator main-
tenance. plenty of cargo
space. eas) winter start-
ing. ec.. etc. But let's look
'er o rer poini-b -point....
S~ ',I / II'6'" LI.U ED V
,\, i TO P.LOTIN&AN May.
YOU'LL FIND A FEW
SfiS TMIN&9 PDFFORENT
ON TUE M 35A41...
LIKE TWINS... BUT-
From far off the M35A1
looks a lot like an M35, but
you can tell 'em apart be-
cause the M35A1 has an air
intake rain hood sticking
out the right side of the
On the M35A1 you al-
ways but always move
out in the first gear. On other
trucks you can sometimes get
away with moving forward
in second but don't try it
on the M35A1 because you
could cause power train
The clutch is plenty strong
enough to do what it's sup-
posed to do but it won't
take much "riding." If you
ride the clutch you can burn
up the clutch disk, and the
pressure plate can heat up
and crack. This'll cost you
over $50 to repair, so keep
your foot off the clutch,
Dutch. Be sure the clutch
pedal doesn't ride the floor
board. If it does, notify your
The shift patterns of the
M35 and M35A1 are the
same except for 4th and 5th
gears which are the opposite.
Page 2" of TM 9-2320-235-10
(Dec 611 tells )ou not to operate
the manifold heater unless the en-
gine is being cranked or is idling.
This is for serious. If iou operate
the manifold heater with the en-
gine going at a high RPIM Nou can
blow out the turbosupercharger
seal. If this happens, engine oil
gets sucked up from the crankcase
through the turbocharger and into
the combustion chamber. With this
extra fuel coming in, the engine
runs wild... maybe big damage.
Also, never use the heater over
long periods. The best method is
to use the heater intermittently
during cranking or idling, other-
wise all the oxygen in the manifold
will be burned out and the engine
If .ou lea\e the accesson sw itch
Son overnight it'll drain %our bat-
enr and aear out your fuel pump.
\\hen sour air pressure falls under
60-65 pounds, the low.air-pressure
warning buzzer %sill come on:
trhi'll put more drain on the bat.
rter. o50-oo-o. be sure that iacces-
,,or snitch goes OFF before .ou
get OUT--of the truck for the
If your first-stage fuel filter is
OK you don't need to check the
Be sure you have the right kind
of filter elements. The wrong kind
could do serious damage to the
injection pump, which would re-
duce engine life and cut down on
engine performance. Use only fuel-
filter element kit FSN 2910-710-
A common cause of hydrostatic
lock is forgetting to turn the acces-
sory switch OFF after you stop the
engine. If the accessory switch is
ON for a long time, you'll have a
So-o-o-o, be sure you turn the
accessory switch OFF when you
shut down the engine.
If you have hydrostatic lock and
try to start without taking any pre-
cautions you can cause a lot of
damage to your engine or even
ruin it entirely.
Be sure to crank the engine first
with the ENG STOP handle pulled
entirely out like it says on page 25
of TM 9.2520-235-10 iDec 61l.
You've got to check your fuel
filters every day. This is as impor-
tant as checking the oil level. Be-
fore you start your check, turn
your accessory switch
ON. This puts pres-
sure on the fuel system
and makes it easier to check the
filters. Draw off about a pint of
liquid into a clean can. (Be sure to
turn the accessory switch OFF after
you get your pint.)
After you draw off
the fuel see if there's
any water or gook
Remember, Change 1 (May 62)
to TM 9-2320-235-10 gives you
more to do. You check the first-
and second-stage filters and also
the third-stage filter if necessary.
If you find a lot of water or gook
in the third stage tell your me-
This vehicle can start off all by
itself. This has happened. A parked
M35A1 with the engine turned off
but the transmission in gear and
the hand brake not set was acci-
dentally nudged by another truck.
It started off by itself and kept go-
ing until it wrecked itself against
a utility pole.
You get a lot of vibration n ith
the M35A1. That's why the head.
light bulbs burn out oftener than 4
on most other trucks. One thing
you can do to help is keep the
vehicle from operating at a loI
idle for longer than absolutely s
necessary. Keep your idle speed be-
tween 650-700 RPM to cut down n
To keep this from happening to
you, any time you're stopped with
your engine off, leave her parked
with the shift lever in neutral and
with the hand brake set.
.'<-. A^ ^ 0 ^**> ,
NEW DIPSTICK -
Late production M35Al's have a new dip stick with revised markings ".
which provide for additional oil capacity and two-quart increment marks
to help you estimate how much to add. The new dip stick has the same
number as the old stick (Part No. 10912158, FSN 6680-887-1334).
Before starting the engine, make sure the oil level is above the full mark
Add oil to bring it up to this mark if necessary. You then start the engine
and after the oil pressure's up, shut off the engine and wait for one minute
(count to 60 slowly) before making the oil-level check.
ADD OIL TO BRIN6& -
TlWULEVEL TO TUE
FULL MARK You USe
T141S PROCEDUICE WiWEN
CWEC'ING TI' OIL LEVEL
WIT4 EITJ4E$2 ThE OLD
0 OIL PRESSURE ...
On page 26 of TM 9-2320-235.
10 (Dec 611 Step 9 sass sour oil-
pressure gage should read abo'e
15 PSI. Actually. 10.15 PSI is nor .
Small oil pressure during idle and
50-60 PSI is normal during operat- :.
Sing conditions. If the pressure reads
a little high at idle, don't worr).
this is OK.
The 9l "heel drain-plug hole is Iefi open during
normal operation. The onlY time it's closed is when
Syou go fording. Then iou unscrew the plug from
O the blind boss and put it in the flh heel drain hole.
FUEL TANK -
Keep enough fuel in the tank so
it sho ,s at least I full at all times.
Your gage shoas the total amount
in the rank. not the amount \ou
an use \\ hen it's under I, it's
dangerously lo Also. keeping the
fuel tank full helps present con-
0 ENGINE STOP CABLE -
Quite a fesn of these cables hate been broken, so
pull g.e.n.t-I1 like e-a s ., man. Sasc the muscle
for something else.
~ -1 9A I
HOSE CLAMPS- KEEP EM TIGHT
Because of the engine vibration
the coolant hose-clamps can work
loose. Check 'em often, particularly)
in winter, and keep 'em tight. The
air induction hose-clamps also need
Tow starting works OK with the M35A1. if iou do it the way it says
on page 29 of TM 9-2320-235-10 (Dec 61). Often a towed vehicle will kick
right off after'you tow it no more than 10 feet. .
On other trucks you're probably
used to running the engine with
the air cleaner off for short periods
during servicing. The M35A1 su-
percharger makes such a powerful
air flow that the supercharger in.
take pipe has been know n to suck
up tech manuals sitting on the
fender. KEEP ON WHILE ENGINES RUNNING
Of course. TM's are wonderful but they're a little hard to read if the
supercharger grinds them into hamburger .. so don't run the engine with
the air ckaner off. You're also Itkels to suck dirt into the engine which
can ruin it.
PRESS TO BLEED
WINDSHIELD WIPER -4/
) You may wonder what the but-
ton is for on your windshield wiper
motor. You press it to bleed the
air pressure in the wiper motor so
that you can position the wiper
blade out of your line of vision.
)With the air pressure bled off, the
blade will stay put and won't creep
back across the windshield.
There've been some changes in the fuels recommended for the M35A1.
The latest poop is in LO 9-2320-235-12 (Nov 63):
Grade DF2 Fuel (Spec VV-F-800)--not to be used below +32F. /
Grade DFI Fuel (Spec VV-F-800)--not for use below 10 F
Grade DFA Fuel (Spec VV-F-800)-all temperatures.
Gasoline (MIL-G-3056)-all temperatures. -
CIE fuel (MIL-F-46005)-all temperatures.
Aviation gas is OUT. You NEVER use it.
In ser icing the air cleaner. sou
first inspect the seals on both ends
of the element for cracks, narps
and signs that dirt is passing into
the engine. If the seals look like
they're in good shape, then clean
the element. Use an air gun if you
can. Never strike the air-cleaner
element on its lip because this can
damage the lip seal. A damaged lip
seal can let dirt leak in and ruin
SIf you can't use compressed air,
hold the element vertically and
gently pat the sides. Don't beat it
to death. Before you assemble it
again, clean the air-cleaner base
and canister with a rag. When you
put the element back in, take spe-
cial pains to get it seated right on
the upper and lower seals.
If you have trouble clamping the canister to the base assembly, check to
be sure the element is seated right. Otherwise, you could seriously damage
the element. \11 I I
AM 1 -
Overcleanin the air cleaner and changing the element
1 when it's not necessary leads to damaging the seals. Most
trucks nov have an air-cleaner restriction gage on the dash-
I >oTA MIV&ET
.N MY AlW CLOANE-
Don't clean the air-cleaner until the red flag in the
gage is over half-way up. The mechanic can check if
the gage is working right by partly blocking the air-
cleaner inlet. This should make the flag rise in the gage.
The filter element is authorized for replacement at
company) le'el. Ask for Filter.element: air intake cleaner.
FSN 2940.80i-"898. as listed on page 50 of sour TM 9-
2(300 223. 20P (Dec 63P.
';,,, ,;, /' _J
There's no FSN in the -20P for the air-cleaner rain
hood so be sure you don't lose it. If it's already lost,
submit a complete written justification through your nor-
mal supply channels. Ask for Hood: intake air cleaner,
FSN 2940-876-8544 Part No. 10917048.
NO LB RAIN HOODN
NO LUBE NECESSARY-
0 Don't be trigger-happy with your grease gun. You don't lube the gener-
ator, the starter, the clutch pilot-bearing, the clutch release-bearing or the
speedometer drive shaft. These parts are taken care of by field or depot
Maintenance. Watch about too much grease on the clutch-fork rod because
some can get to the clutch and make it slip.
4 MOUNTING BOLTS-
The steering-gear mounting bolts sometimes work
Loose. So keep an eye on 'em and keep 'em tight.
Replacement bolts, FSN 5306-022-0724 listed in
TM 9-2320-235-35P are stronger. Ask your support
to get them for you.
AIR COMPRESSOR STRAINER-
The strainer shown on page 138
of your TM 9-2320-235-20 (Jan 62)
is no longer on the vehicle. The
one you now have is a composition
type. To service it you reach into
the housing with a small screw-
driver and pry gently along the
edge of the disk to get the filter out.
After you clean it, drop the filter
into the housing first and make sure
it's seated in the recessed top of the
housing before .ou pur the plate
mer the filter.
It's important to keep the filter
clean because a dusrn ilter can cut
doxwn on .our braking power b\
shutting off some of the air. Clean
this filter often if you're in dust'
te rra in .... ......
AIR COMPRESSOR WRENCH -
A pulley adjusting air compres-
sor wrench has been issued for the
PART NO. 10935288).
AIR GOVERNOR -
The locking nut can vibrate loose
and change your adjustment. As
the nut vibrates in it raises the
pressure. As it ibrates out it gives
.ou les pressure To keep it from
%ibraring put an internal star-
washer on the locking nut.
S'?""? : .--;.r=L ~7; /
The cable leading to the right
headlight gets snagged between
the lower radiator and grill brace
The front and rear cylinder-
heads are alike and the cylinder-
head covers and the cylinder-head
water-outlet manifolds are made
so the front and rear ones are inter-
FUtL ILTERS OIL FILIERS
The second and third stage fuel
tilters are both alike and both of
the oil filters are the same. Be sure
only the right elements listed in
the TMl -20P are used for replace-
and the light-mounting panel. The
vehicle vibration moves the cable
until it gets cut through and your
right headlight goes out. Try to
tape the cable in place so it won't
get snagged. Check it every noA
and then to be sure it's OK.
BRAKE-SHOE RETURN SPRINGS-
1 Make sure your brake-shoe return-spring ends are
positioned in the rao oblong holes near the top
brake-shoe anchor-pins. Some vehicless have come
from the factors with one or other of the brake-
spring ends positioned in the top brake-shoe assem-
bl and .our brakes won't release right. If .ou have
brake troubles such as your brakes heating up. take
off the wheel and check the brake-shoe return-spring
ends to make sure they're positioned right.
BRAKE FLUID LINE -
The line from the master cylin-
der to the air-over-hydraulic unit
sometimes cracks at the master-
cylinder end. This is a steel line
and it splits along the seam. Check
this line for leaks every time you
get under the %ehiclt.
AIR LINE FIX-
There's only 1 / 16-in clearance between the main
air line from the air compressor and the upper radia-
tor brace. The twisting of the radiator when the
vehicle is in motion can rub the line against the brace
and cut it. This is a copper line and your best bet is
to twist it out of the way so it clears the brace by
about /2 inch. Use a line-bending tool so you can
bend the line without crimping it.
The fuel-filter inlet and outlet
lines get rubbed by their holding
clamp and then they leak. To pre-
vent this, be sure you got enough
slack and position 'em so they don't
rub against sharp edges that would
damage them. Check them often
for chafing and rubbing.
If you want to know if the in-
tank fuel pump is ,,rk in. .all i ou
have to do is open the drain-cock
on the first-stage primary filcr-
after turning the accc'sorn s%\ itch
ON. If the pump is working it'll
squirt the fuel out under pressure.
When you're opera ting on gasoline
you can have vapor luck on sour
fuel-injection pump if the in-rank
fuel pump is not workingg right
:c 'M 1
INJECTOR LEAK-OFF LINE -
This is plastic, but since air's painted .ou can'r tell.
It's fragile and )oucan break it real easy if you pull
on it or step on it when you're working around the
The lower bolt on the right radiator bracket has to be
installed so thenut is facing away from the engine or the
fan blades can hit the nut. Check this because some vehicless
have been coming through with the bolt in w wrong.
With your vehicle on level ground the edge of your engine fan blades
must miss the radiator by /Vs inch. Some radiator mounting brackets are
twisted so the blade hits the radiator core. If this happens-or seems likely
to happen-this is what you do:
1. Raise the radiator by putting one shim 4. Adjust the radiator mounting springs (FSN
(FSN 2990-752-9294) under the radiator 5340-752-1979) to one inch between the
at each mounting bolt. mounting bracket and the upper edge of
2. Add another shim--il needed--to the the lower spring-retaining washer.
leftside mounting boll to make the fan 5. Adlusl the radiator so the fan blade will
blades ai the shroud opening, clear the radiator core by '/s-in.
3. Reverse the direction of the right stay rod
mounting bracket lower bolt and cut off
lohout '/ inch.
OIL-FILTER DRAIN- PLUG-
You drain oil filters and replace the filter elements. The re-
cessed pipe-plug, FSN 4720-289-0591, (Item 18 on page 13 of
your -20P) is hard to get out because you have to work from the
bottom instead of the top like you do with most other mlita ry
vehicles. Late production vehicles have a new plug that you can
remove and install with the 7/16-in open-end wrench in the
general mechanics tool set.
b When you take out the old plug to service the oil filter during
normal maintenance, replace it with the new plug, FSN 4730- .
080-7044, (Part No. 444783). -
Change the oil filters when you
drain the crankcase. You do this
semi-annually (or 6,000 miles).
The fuel line from the main tank
to the injector pump can wear out
in a hurry if you let it rub against
the winch drive-shaft. If you see
it's rubbing, put a clamp on it or
tape it to keep it out of the way.
DIFFERENTIAL DRAIN PLUGS-
SThe differential drain-plugs are hard to screw in and out. The
best wa.% is to stick in a close-fitting wrench the full depth of the
recess in the plug. Keep a 90 angle between the wrench handle
and the recess in the plug to keep the wrench from slipping and
J damaging the plug.
' HOOD. BRACE GETS SMASHED HERE
On most MI5AI's the right rear hood brace hits
the air cleaner when sou close the hood. There's no
M\VO authorizing )ou ro gouge out a chunk of the
brace, but sometimes the brace gets accidentally mashed
a bit and then it aorks better.
I 1111 t/ A'
There's a new and stronger clutch disk in the supply system but it goes under
the same FSN-2520-870-3744--as the old clutch disk. You can tell the new
one with the improved clutch lining because it has a paint mark on the exposed
metal surface of the disk or hub.
The hose assembly fuel-injector-overflow-and-return-line-to-fuel-filter inlet
(Part No. 7748985), Item 19 on page 13 -20P (Jan 62) rubs on the engine
block and wears out quickly. There's a new replacement ready for this
under FSN 2910-081-4211. With this you also need Tee, FSN 4730-088-8666;
Elbow, FSN 4730-851-0174; and Elbow, FSN 4730-851-0173. With these parts
you route the hose so it misses the engine block.
Been having trouble with the turbocharger inlet-adapter
cracking at the mounting flange? Well, give this happy news
to your support ... an improved inlet-adapter can be requi-
sitioned as FSN 2990-992-9266.
NO G863 LISTINGS-
The G863-series listing for the M35A1 has been changed. Now all 2V2 ton
trucks that were formerly listed as G863 have been merged into the G742-
0a RECEPTACLE COVER -
There's a new FSN for the receptacle cover on your rear
Swirling harness. The old number is listed on page 28 (Item 3)
of your -20P but the new number is ESN 5935-773-1428.
LEAF SPRING -
If your support has to order a No. 1 leaf for the rear spring assembly on your
M35A1 they're going to have some trouble if they order it from TM 9-2320-
235-35P (Jan 62). 'Course it's listed on page 66 as Item 14 but the FSN's wrong.
It should read FSN 2510-087-2635.
19 A LONG
Why is a pitch change link like a would shorten the
turnbuckle? You know what thi
Because they're safetied the same tail rotor out of rig!
way-naturally. Sure the negative
Take the tail rotor pitch change link the barrel turn eithe
on the Mojave (CH-37), for example. of the wire will ti
You wouldn't want to use a positive turns one way and
safety. Wrapping the lock wire around tighten if the barr
the barrel would prevent it from turn- way. But an in-flighi
ing one way, but it still could turn the strand could toss t
other way. into next Tuesday.
pitch control link.
s can lead to ... a
e way wouldn't let
r way, because half
ghten if the barrel
the other half will
el turns the other
t break in the single
he whole shebang
You wouldn't want to use the nega-
tive safety either.
To make doubly sure the barrel stays
put, your best bet is to use the two-wire
turnbuckle safety, sure enough You'll
find it in Chap 2, Sec 1, Para 1-5 of
TM 55-1520-203-20 (20 Jan 64).
The jam nut doesn't have a lock wire
hole in it, so if it should get loose, the
barrel could turn in the direction that
Let's face it-the yellow glow of a
chip detector WARNING light in the
cockpit can give the pilot an extra mar-
gin of safety. That's why all birds are
being equipped with a simple type of
Take the Chickasaw (UH-19) hook-
up, for example. One end of the elec-
trically charged wire is hooked into the
front and rear oil sump magnetic plug,
and the other end into the warning
light on the instrument panel.
If a piece of magnetic metal is car-
ried by the flow of oil to the sump plug,
it'll be held there by the magnet in the "
At the same time that the chip hits
the magnet, the detector electrical cir- lIGHT
cult is closed and the light flashes on FLAS
in the cockpit.
/ 'Course this light isn't a signal fur
the pilot to hit the panic button. A nor-
mal landing is called for. Rotary wing
birds to the nearest open field-fixed
wing birds to the nearest airfield.
'Tis easy to figure the reason for a
normal landing. After all, the light
could be a false alarm, caused by a
short in the electrical circuit.
The detector could also be set off due
to ordinary engine wear. This comes
about over a period of time, as metal
particles build up on the magnetic plug.
When this fuzz forms a bridge from
the outer rim of the plug to the magnet,
on goes the light.
No matter what the reason for the
detector flashing on, however, the bird
has to get a going over by maintenance.
Cleaning the sump plug may be all
A more thorough check on the con-
dition of the engine can be made by
having the oil checked in a laboratory.
An oil sample will show by the amount
of metal molecules in the oil, whether
the engine's about to fold up.
The lab report, plus other poop such
as the total engine time listed on the
component record, DA Form 2408-16,
will give maintenance-types the info
needed to decide whether to keep the
engine running, or to pull 'er.
Thanks to the chip detector, air-types
now have a new weapon to fight the
never-ending battle against metal fa-
T NUMBER Q
Dear Sergeanr H. H.L.,
-Don't sweat it! FSN 4210-440-3222
(FireGuard P/N BF 13305)
shoidd bring .you:
Bracket, Fire Extinguisher,
horizontal and vertical surface
mounting for Extinguisher, Fire, Monobromo
2.75 Ib. It's in DoD Catalog C4210-IL-A (1 M,
Anm rime you caress sour favorite airframe. \our hands know what tool you're
looking' for but can \ou ind it in your tool boxo
fusi to be sure \ou'%e got bhar you're supposed to ha\e in your personal kit,
here's a picture inventory osf our:
TOOL KIT, AIRCRAFT MECHANIC'S: General
You'll rind these tool, in SM NI*--1 IS..50-A i 30 Mar 62i and its Ch range 1
19) Sp (63 But since no kit iiai, N the same forever, a lot of the rools arc changed
in no:.m nclaurc. F[N or appearancee. So' if our rools don't look eacrl\ like these.
don'r si eat i-a, long_ the do the job
B) the "a\. most of these tools are no" GS.A supplied except a here it says
-rh n-r ec hir.,- r-
/ ,' M-NO +S ft i
r I !"
... .. ..y in sq edriue .
EXTENSION, SOCKETWRENCHi.k :,
% in sq drive.
,9 [: !" .i:n
r P EXT(ACTOR,'tOTTER 1'6" in.lg oa.
FILE HAND: American pattern ,haj-rd, double,
cut asad fac, 6 i Ig eel to point
,5 -.. ] ,., : +., .." ..,- -- ,.. )
AIR MECHS !...
CHECK YOUR TOOLS
FILE, HAND- Amer pat, rd, sgle cut, sm face,
8 in Ig heel to pt.
|Jlih: ii;t81U^ | |
fixedltocus, 2 cell; glassiens coi~ileSS' .X,,*
gieeral testing air inflae tiies, '.aibrated 10'
to 160 Ib range, I Ib snallet;grad`uated div,
stem calibrated 2 sides,:idal ft chiickw/6' in
Ig straight extension, 12i. in Igo/a. :
F l90 I336 ORD
HANDLE, FILE, WOOD: .
medium sizeJ1 .in had
grip dia 4 'k g
:dia, i" n aig
ANDME, SOCKET WRENCH bracetype..
Sindi.eenEd, E 6 in
MEP FCSOMET: NCHrw ijin gp e ti
HA ESOCK WRENCHjii *tt ype
,HOLDER:iNSER~TEO HAM-: "
MER .FACE.,Screw-in type. .I
fa'c.?acco6rjil ated, 1-in-.
dia. facelb nomn wt, in
2-in nornm th4dIlihandle'
HOLDER. SCREkWDNR IT
I ,:. ,:- t"-
''' d :
PUNCH, DRIVE PIN:.'straighi
dia point, in. Ig point
B EllaWf in
KEY, SOCKET HEAD. SCREW: hex, L-type handle.
nom rm Ig.
in.across flats, 2% in.
I in across flats, '3V4
In noim arm' Ig.
S SCREWDRIVER; CROSS ~TIP hiilips, plias'ip
ob... i tip.6 8in ig blade
n a tip 8 nl bladeae
ORD SCREWDRIVER, CROSS'TIP Reed ic
PUERS: duckbill, .short nose. plastic handle. '
w/p,~o.cut-ter,S8 in no Ig
,, ,/. ; ,,,,..En d., .tip 6 Int',a ,,
SCREWDRIVER FLAT TIP: plastic handle,
4 in w fiaied tip, 4 in Ig
l in w flared tip, 6 in Ig
!a in w flared tip, 8 in Ig
SOCKET, SOCKET WRENCH. Ir in sq drive,
ARE P0oo0 9u
S 9TITUTEr FOR
A- DON'T USE 'E
SOCKET, SOCKET WRENCH: 'A in sq dr, 12
5 2 in
SOCKET. SOCKET WRENCH: 4 in sq dr, 12
PON'T point openings...
C p" -`," 1Z i
[IHIj~I~I b D
E P: N IINK IYJ P
You are falling through a dimension, not of sound
or substance, but... of ideas
... you are falling...
.-ikft d iin A- :LUB- 'WEW!j
ca e WHERE IN BLUE
R BLAZE AM I
I AM MINNIEE" YOU ARE
7T4- P IN IN THE
'*^ IK, I DURECE N'
Y KNOW! T IS TUFF
YOU'RE ALWAYS CHANGING.
CNIECING AND ADDING
1HAS GOT A BIG JOB TO DO...
90 LET'S DIVE BACk IN. AND
GET ;UCKED UP INTO THE
MAIN OIL LINE AND
CLIMB UP ON TIE 'EE...OK
OIL PUMP..AND I'LL
CLUE *YOu. WATCI4 YI'R
Is UP THERE.
NOW REMEMBER! YOU WILL SEE OIL DO
FOUR VITAL JOBS, WITHOUT WhICH Y'R
ENGINE 19 JUCT A LUMP OF METAL!
GRADES OF OIL
ARE MADE UP
MEDIUM OIL.U LIKE
(OE-30) MI MADE
UP OF MEDIUM SIZE
WEY! WHERE AND REALLY SEE
WE GOING NOW? THlS MOLECULE BIT vvwI RIGTr!
TV' GETTIN'WAIM. IN ACTION! LiaE TH-E -EY.. LOOK WAY WE'RE ON TOP
IMPORTANT JOB OF UP THERE... OF THE PISTON!
LUBING. rn.vALVEs%! NOTICE TUE
.AND IT GOTTA
NEY BE THE 121014T GRADE
NAURE Y... EAING OIL. TO DO YR' ENGINE
THE "'CONNIE IROD'
MEWHEHI TO TUE
FROM THERE UP...
WE CAN SEE .
AT WOR'... WA TCU
I14ECE MOLECULES HTW"Il
FIT RIG IT IN...'N' OIL'S YUP! MOLECULES
W~ EEP THAT CUICIION ICINDA TOO SMALL TO FORM
BETWEEN TIE METAL THIN. A CUSHION TO KEEP
SURFACE... METAL FROM METAL.
Tn-O"N. T.WI TOO Z1Ei
wEY, TSERES 5QUEAL
ALMOST NO OIL CURINd c-cRAZZY!
WERE. SO TGHAT9
,,RIGTE WOT ALL ThEM
1 HEREs DIFFERENT TWALT NOT
f T wC SIZED TN' HALF OF IT...
HAPPENS MOLECULES THEY ALSO
IF OUR ARE FOR! COOL(
TOO LET'S GO/
THOSE KING-1 ZE
MOLECULES ARE HAV-
ING A-IAI2D TIME
FITTING BETWEEN THE
Without this most vital smear,
SThere would be no mechanized gear.
You'd be armed...so I'm told.
Like the cave-man of old;
.i Know your oil 'n' its uses... hear!
IF YOU WANT TO DISPLAY THIS CENTERPIECE ON YOUR BULLETIN BOARD, OPEN STAPLES, LIFT IT OUT AND PIN IT UP.
RUNS OFF TOO FAST ...
GETS EATEN UP TOO
CARRIES OFF THE HEAT
WEAD I LET'S
SWOW IF Y'R
OIL ARE ON
I AND NOW...
i t r
OIL MOLECULES WORI6
JUST Wk'E AN ABRA$VM.
OKI...DIVE BACK DOWN
INTO THE CRANKCASE...
CAREFUL TWO! DON'T
WEAGET WIT BY TIE
CYLINDER CAN AFT
RING ...REAL TWAT
BAD BADBAD. A "FL
ALsO L LOG PIECE
Il LINE S.4 DOWN.
GLAD Y0U I T'S DOIN' ITS
SAID TIAT... JOB...
'CAUSE OIL'S CLEANING/
19 OE' DETER-
W I N Y'R DRAINING...BE SURE TH'
OIL 1 HIlOT! TI' DIRTT N'GOOk I
WILL COME OIU WITH THE OLD
OIL THAT WAV.. BLUES
THIS HAPPENS WHEN VEHICLE;
MRE NOT RUN ENOUGH TO
DRIVE OFF TIE WATER. A GOO
RUN USUALLY CURES THIS
50, FR T14
BEST JOB, CWECI
Y1r LO FOR TUE iji Y/
RIGWT VISCOSITY V0O11
tOR GRADE OF wVIwayp
EASY.' THAT MEANS'RESISTANCE SHOULD I f
1 O FLOW'...LOW VISCOITY.THIN OIL, DOUMP IN TNEM 6|g r nIj "r'TOILTH\
HIGH VISCOSrrTY. EAVY OIL...ALO9... NEW JAZZY ARMY USES GarOT ALL T'
IN COLP WEATHER USE TWIN ;OUNDIN' EXTRA GOODIES" Tr NEEDS..
OIL, OT CLIMATES: THE HEAVY ADDrITVES DON'T BE A CHEU TL PAL....
STUFF OR YOU'LL END UP BUYING
WOTCHA OPENING 4ALP
IE ROGER!. .GET DOIN' TW' DRAIN
207~~Uu riX RALYG
HUP HOLD OF TM 9-273, DOWN PLUG! 11
TM 9-8000,AND TM 9- T*ERE? DOWN
207..TWEY REALLY GO DOWN
INTO DETAIL ON ALL BLUB
TNHI STUFF .EALh
aOT A 900T!
IN UIS CRANkCASE
SNOT TOO TIGHT,
I JUST GAVE
ITAN EXTRA TURN
TO M9NU IT /jp
GOOD AN TI741T
O YEA MLIUCLE~r
ST4AT 9 THE
S PROBLEM. IT'
You LEA INIE'P--
o EASE UP
ON "V ELBOW V IF4 W
GREAT AWP rT 5
9PAR"E T"-E "r.
Hey, there, you with the red face. Any time you go too far, you're in trouble,
Like the guy who doesn't know when to stop after he has his 106-mm rifle
loaded for travel on a 4-ton truck.
He follows all the poop in para 34b of TM 9-1000-205-12 (Mar 59), with
changes, right up to the point where he alines the rifle barrel with the travel-
ing lock and pushes down on the clamp locking handle.
That should do it... BUT he doesn't stop there. He gives the traversing or
elevating handwheel (or both) another nudge to make sure the rifle's good and
And, brother, that does it! The first bump the vehicle hits, wham! The plane-
tary elevating gear assembly takes a damaging jolt.
90, YOU REMEMEERk NEXT TI/E:;
LEAVE ITA LITrLE LOOSE...
WIT14 ENOULs PL AY TO HANDLE
TUE IAR'P AWNOCik,. OF TRAVEL.
AN z APEM: M67 RIZ
Youvae Ca RRYON
Is there any one "best" way to protect an M67 recoilless rifle when trans-
porting it in a vehicle? The CO's livid 'cause our weapons sometimes wind up
a ride with broken lock rings, damaged hinge blocks, busted instrument lights
and telescopes, and so on.
Neither TM-9-1015-223-12 (Feb 62) nor TC 23-5 (2 May 62) is much help
Sgt C. S.
Dear Sergeant C. S.,gt C.
Y'r right, Sarge. About all the pubs do is to imply that the best way to get
a weapon from here to there is in good condition.
But, here're some tips you might find helpful, depending on how you plan
to transport your M67.
Natch, the best way to carry any man-transportable shoulder weapon on a ve-
hicle is for the gunner and loader to sit with it in their laps.
If one man's stuck with the chore, he can do it this way.
1. Remove the instru- 2. Attach the muzzle 3. Use a piece of cloth 4. Hold weapon sup-
ment light and tele- cover and breech cover to make a pad 8 inches ported between his
scope and put them in to the weapon. square by at least /2 legs, with breech end
their carrying cases. inch thick. Lay this on up, muzzle end rest-
the vehicle floor to ing on cloth cushion.
cushion your weapon.
S. For unattended transporting, either put the gun in
0 / its shipping container the way it came, or make a box
r'big enough to hold it safely. Either way, put the in-
r strument light and telescope in their cases and pad the
inside of the box with rags or paper.
Anyway you do it is right, Sarge, as long as the
weapon comes through in fighting condition.
BETTER'N AN EAR PLUG
Wi4EWE'I I GET EM?
I GOT A 1e9 Bf TOI yw
WUO9 PART OFA
LAUNCH TEAM ONA
I ;TILL TUIN9
YovU UOULD TRY
7UE ARMY TYPE
NOIJE UJPPEf90 O
Here's good news for you guys who
get that ol' ringing in your ears every
time your M67 recoilless rifle goes off. RING SOUND
Your M67 was supposed to come SUPPRESSOR...
equipped with a neoprene sound sup- FSN 1015-973-4002
pressor ring. But, if it didn't-or you
got short-changed-you can still get
one easy. Just fire off a requisition ask-
ing for: Ring, Sound Suppressor ..
FSN 1015-973-4002. SLIP IT
When you get it, slip it over the ON 1
muzzle end of your rifle-one inch INCH
from the forward end of the tube. It'll FROM
deaden the noise when the weapon's FORWAR
fired or is accidentally struck. TUBE
This ring's mentioned in Change 1
(23 Jul 63) to TM 9-1015-223-12 (2
,'. ^ ..-
I. v -..-' .,"-.'
*.. *:' .*' '
at *'* ".''
You're not the type to piddle around
with the joy stick on your Entac guid-
ance control unit. Of course not.
But, watch out for the guy with
time on his hands and the imagination
of a fly-boy. Sooner or later, he'll get
to yanking that stick back and forth
. doing power dives, figure-eights,
and what have you.
Yeah, what, indeed! A kaput GCU,
That stick fits into a rubber boot.
The boot protects the electronic com-
ponents that guide the Entac to the
target. Rough treatment of that stick
weakens or loosens the boot. This lets
dirt and stuff into the electronic parts.
y;I _A f '___1*
Hold ever pickle-pickin' thing!
\ hen you're adjusting the cam ten.
sion spring on Your NIi09 hon itzer.
allon four inches betvwetn the spring
cap ends instead of the 3-13/16 inches
shou n in Fig 3 1 D. TM 9-2350 211. 20
(OtC 621. s .rI
T-AT TI- I i
ADD A LOT
WHAT'S YOUR NUMBER?
Most every piece of equipment in this man's Army has a serial number that's
used to keep track of it. That goes double for modified equipment like the MG
M2 tripod mount, which is converted to the MG M122 for mounting your M60
Some of the modification kits have an identification plate with the new serial
number right on it. No sweat. The plate gets tacked on to the head of the tripod.
But other kits have a conversion poop sheet with the new serial number
stamped on it. The old M2 number on the tripod gets scratched out and the new
one added, along with the other M122 info.
'Course if this new poop sheet gets lost, as some have, your field maintenance
support is going to have to come up with a number.
Does your M122 have its serial number? Well, if it doesn't, you'll want to
check with your support--soonest.
Do it right the first time and you'll save time. swear and equipment.
OK, OK. So you've heard this oldie before! But. since % hen ha'e uou stopped
tuning in Golden Platters?
Especially when the lyrics have to do virh something romantic like reposi-
tioning the coupling on the XM504 launching station.
Yep, it's phonier'n a disk jockey's .OUeSLING
payola pitch to think you can short-cut T4m E O9E
an operation like this. 'Cause, unless sl 9 TRAT
you position those couplings just right,
you'll end up with frayed or damaged
hl,_i--, nd an earthbound Sergeant
so. once and for all. whenever you
reposition the c-ouplings \ou'd best go
through the entire refrain, but softl.s
1. Release the brake system air pressure by open-
ing the drain cock on the air reservoir.
2. Loosen these two nuts. One holds the emergency
coupling to the mounting bracket; the other -_
holds the tube to the coupling. Then do the some
thing to the some type nuts on the service
STICK TO THE CHART, ART!
Nope. Like never!
That's the word on substituting OHC
for OHA in the hydraulic system of your
XM504 Sergeant launching station.
Like why? First, because your lube
chart says so, you gotta use fresh OHA.
Second, 'cause the preservatives in OHC
foul up the delicate felt strip wipers in
the actuators and jacks.
So, what d'ya do if you run out of
OHA? You don't, that's all! You keep
U9E FREf9 OJJA
'CA1LS PIf'E9Ei'VA'VVE )
*I (\\ IN 04C FOUL UP
FELT 9TRP WIPE;4
I. -. .
enough on hand at all times.
However, don't use anything but a
quart (FSN 9150-252-6383) or a gal-
lon can (FSN 9150-223-4134). If you
open a 55-gal drum, chances are what's
left over will spoil before you get to
use it-and contaminate your launch-
er's hydraulic innards.
You can order all you need through
TM 9-1440-301-12P/1 (25 Mar 63).
3. Tum the service coupling 90 degrees counter-
clockwise (to the left) and the emergency
coupling 90 degrees clockwise (to the right).
How about unconfusing a situation?
Just how much oil do we put in the AG data converter in our Nike-Hercules
launcher section control indicator?
I read one thing in one place and another in another place.
Dear Sergeant H. M., _.
You can't go wrong if you go along with what it says on page 210 of TM 9-
That is-"Fill variable resistor so that oil level is visible in the oil gage glass."
DON'T TRY IT
About our Nik,-Herle, miiilei ... i notice that corrosion is developing
insid I/c u'jtegimde briuli-Jileund the irii.
IIbaatl iould iwe do to gel rid of thr iufli.?
Sgt H. L.
Dear Sergeant H. L.,
Send the horns back up the line-to the depot.
That's right... they're the only people who're supposed to put the horns back
in shape when they become corroded or start to peel. #1 9-Wft
I DON'T RUSH IT
Word's getting around that at least one Nike-Hercules outfit has been gigged
because its launcher shock absorbers were short of oil.
What hurt is that the men in the unit had been following TM 9-1440-250-20
... LO 9-1440-250-20A and the plate on the front of each shock. That is,
they thought they had been.
If there's a sure way of being fooled into thinking that you have enough oil
in the shocks, it's to pour oil into 'em like you're trying to put out a fire.
The biggest letters on the plate for each shock spell it out clear and simple:
Fill Slowly. And the plate explains why ... to bleed air in the shocks completely.
When you pour in the oil slow-like-as if you're loading a stack of flap-jacks
with syrup-it's safe to figure the shocks are filled once the oil starts to run
out the overflow hole.
The rubber covering on your Nike-
Hercules launching and handling rail
quick disconnect cables sure take a
MWO 9-1440-252-30/10 (22 Mar
62) helps the situation by fixing things
so's you don't have to twist the cables
to get 'em in the dummy receptacle.
But the MWO doesn't get rid of the
problem of shot cable covering-not
The answer would be new cable as-
semblies ... and that's just what you'll
be getting. Cable assemblies (FSN
1450-987-9052) with a new, tougher
covering are replacing the cables you've
Don't be in a rush to requisition the
new assemblies, tho. They won't be
heading your way until the new ones
now in use disappear from the supply
Meanwhile, you'd be helping things
by making your cables last as long as
possible. When they develop small
cracks in the covering, wrap some elec-
trical insulating tape around 'em. But,
TAPE OVER CRACKS
if the cracks are so deep you can see the
wiring, get rid of the cables. Taping
cables that're in this shape could mean
sealing in moisture and that'd be
worse'n no tape at all.
WHAT'D HE SAY?
Dear Half Mast, Dear Sergeant N. W.,
It's probably nothing to sweat about, You asked the question ... so here's
but I thought I'd check it out anyway. the answer: ammonium perchlorate
The surface of the propellant grain on crystal deposits generated as a result
some of our Nike-Hercules XA30 of a "leaching" process common to
rocket motors has developed a coating such propellants.
of white stuff that reflects light. Do you Despite the highfalutin name, the
know what it is? crystals are nothing to worry about.
They won't bother you and won't foul
MSgt N. W. up the motor. .t
COOPERATION & COORDINATION
Those're the two things to remember if you're going to help your support
unit do what it says in TB 9-1400-250-34/1 (21 Nov 63).
The TB tells your support people about the inspections, testing and mainte-
nance they have to take care of to keep your missiles and launching rails up to
When they take off with a missile and rail to give them the once-over, you'll
get replacements to keep your outfit at full strength.
It's your job to deactivate the missile before it's taken away. And you want
to bring the log book for the missile up to date before it heads up the pike for
your support unit's shop.
THE RIGHT ONE
You can come up with a choice by flipping a coin.
But that's not the best way to decide which 5847 tube to use in the external
guidance equipment in your Nike-Hercules and improved Nike-Hercules sys-
Do what the slide rule guys say. Use the electron tube that's listed under
5960-897-8354, not the one that comes under 5960-892-3351. There's just
enough difference between the two to make a difference in the job they'll do
bonus. It cin retransmit from those old faithfuls. the AN/GRC-. [hru -8 series
The Track-68 also rates a double bow. It makes ich the ground-to-air talk
from a fixed location-and, it can be ,vhicle-mounted if an AC 11 5V or 230\
power source is available.
Don't let the different nomenclature throw )ou, though. Major components
of both sets are nearly identical. The big difference is the PP- 149i4/L, used onl.
with the Track-68.
S Remember a hen it used to be like a game of chess trying to figure out hov
to communicate from ground to air.
Like. sou vere just about voiceless when .ou had to contact an AM set in an
aircraft when all )ou had was your ground- or sehicular-based FM radio.
Or, if the aircraft had a UHF radio, )ou'd have to play all kinds of games to
get to it with sour land-based VHF set.
And. ma.be. the frequencies of .our set didn't match those in the aircraft.
Or, trying to contact Air Force or Nav) support aircraft on their frequencies
really worked up a sweat.
Well, that was "remember when" time. Along came the AN/VRC-24 and
the AN/TRC-68 radio sets, featuring UHF and 1750 AM channels... and some
dreary days were brightened quick-like.
For just about the first time, the VRC-24/Track-68 ground-to-air "twins"
provides the means for good ground-air communications.
The VRC-24, which does the vehicular ground-to-air work, even gives a
F- --- -
j) __ ? _. J?
Both sets feature a frequency range from 225.0 mc to 399.9 me, which really
gets you up where the birds are ... and that includes Air Force and Navy-type
Persistent though it may be, there's no basis to the scuttlebutt that the new
sets replace any existing sets. That includes the ARC-27, which'll stay up where
the birds fly. Fact is, the ARC-27 is one of the jobs the new radios are designed
to net with.
NEED GROUND-TO-AIR? ii
YOU'RE THERE -WITH A VRC-24!
s ^ 1
About the only thing the VRC-24/
Track-68 replaces is a big hole in the
Army's common system.
So-o-o, grab another eyefull of some
unmentioned prime purposes of the
First 'n foremost, they're designed to
give continuous transmission and re-
ception during air-strike operations.
Those jobs can be done under extremes
in temperature, weather, terrain and
Like, those rmo medium-range jobs
arc ground terminals in a common setup
which controls tactical aircraft in close
support of ground forces.
TIUE PRIME USE OF TU'isE7TS 19
BY INFANTI DIVISION AVIATION
COMPANY TOE 1-70; AI3RBJEONE
71%'I0ION 4 \iATiON ,o.hlp,1N'
TOE 1-57P; JND .3'MOI'ED
TO: NATION N cOMPANY,
TOE I 17VD.
A sweet point is that most audio
accessories and controls used with 'em
are old standbys which've been around
long enough for you to know them.
Also, about the only maintenance
using units have to bother with in-
cludes replacement of tubes, fuses,
knobs and a few other easy items which
require no major take-down of the
The sets do need some special test
equipment, but nor at the organiza-
tional level. All you need is the AN/
URAI-105 multimeter, the TV-7/U
electron tube test set and the TK-
115/G tool kit. They've been around.
Ner rime you'vee got the A4000 assembly raised in the components of your
AN\'RC-12 series radio sets, grab a look-feel at the X-MODE-NORMAL
s" irch .. dhcrre n the underside of the A4300 module.
If \.ou' : been using the switch, then just about this time it should be work-
ing frecl Mas be it works too freely-which brings about a tale.
\\ hen [hi i% irch loosens up, even a slight brush (from an arm, a shirtsleeve.
a tool. etc. is enough to change the setting.
Just a littri s\ itch movement can give you an in-between setting. Which
means tha .all io a sudden you've got no receiver output. No matter whether
j [h A i-(O0 is in ihe R-442 receiver or the receiver sections of the RT-246 or
j RT 52-i. \oiu'c 'ot the same problem.
S The ios irch could be a prime suspect, too, if the receiver goes quiet in over-
d Hoe -er. no gnashing of teeth or tearing of hair is necessary. There's a fix,
Sso stick around.
To make sure it won't happen the first time, or again, set the switch where
you want it (NORMAL, most likely). Then spread a piece of tape across the
switch, anchoring each end of the tape to the circuit board shield of the A4000.
OF T1' TAPE.
And since you're here, you might as well note this dope on the R-442,
RT-246 and RT-524 antenna connectors.
Like you already know, the connectors are pretty much the same as those on
other radio equipment-meaning they're of soft metal and not up to rough
So-o-o, have a care when you hook the coax cables to them, and watch so's
you don't bang 'em when they're sticking out naked-like.
You need 'em, so help 'em stick around.
Ground-to-air, you've got it made.
Once upon a time there was a re- eten with the coupling control turned ma,'\e missed the moral, stick around Onward. There's always the possi
ceiter-transmitter that was short-prone as far in as it w as supposed to go, he'd a mo' while it gets elaborated. bilitn that somebody didn't adjust the
shafted. force it-or overturn it. The point is. % hen sou get the coup- coupling right in the first place ..
It could' been sour RT-66. -6" or No. Don't ruin the ending for your ling control screwed in to where the which could mean tou'd have to turn
-68. buddy. Let him read on. antenna circuit should be tuned-and the coupling all the wa) in to rune it.
Any way, it seems this RT's owner Now, natcherls, with the control it's not-stop! Get )our support to eye- Normally, if the coupling was adjusted
just couldn't get awai from knockin' turned as far as it possibly could go, ball the coupling. And don't force it. properlN before iou got the RT, iou
out a plate decoupling resistor when- the coupling shaft The newer 'ersionsof the L2 coil-- wouldn't hate t wourr about short-
e.er he fiddled with the transmitter touched the T9 on the coupling shaft-hate a plastic ing it.
antenna coupling. transformer. Or cover on 'em to avoid shorting. but lots Allj" M CONI "
You heard this one before ma\ be it stopped of the old ones are still on the RT s- Wo'r. WITU
\\ell, regardless. this .oe would turn against the RT a and they short out quick-like. IT?
his TRANS ANT COUPLING control chassis. Natcherl
SaZ again, when it hit "o
IF c '* the T9 or chassis '
,,t .I E horred.
MvETERF Quick as it shorted it burned out a
SO V 'N plaie decoupling resistor. The RT. of
Course, couldn't transmit.
5 $ He go[ that message real quick-like.
like so hen he Aas runin' his antenna Normally. that'd be the end of this
circuit. If the circuit still a isn't tuned, shorted ston. But since somebody
So-o-o, if sou just got the RT and
can't tune it, suspect the coupling is not
adjusted right. Same goes after you'\e
used the set awhile. Hate iour support
check out the coupling.
When it comes to the filters on your AN/MRC-69(V)
radio terminal set, don't be like the Joe who kept his shiny
new hotrod locked in the garage because he didn't wanna
get it dirty.
If a hotrod doesn't go, it's useless.
You'll get just about as much use out of the new filters for
the MK-124 'TRC filter kit if you don't take off their tar-
paper covers before you install 'em. In other words the filters
can't do their job if you keep 'em in their paper "garage."
Besides, leaving that wrapping on the filter could be a fire
Sure, the filters will stay shiny as long's the covers are on.
But remember this, the filter metal is expected to get a little
tarnished. And nobody's gonna gig you because
Besides, the Mark-69"s too important to be
deadline just because some Joe wanted to keep
a filter shiny.
Here's another point that'll keep a Mark-69
part out of the repair shop. You operators should
reach over and tighten the rear coax connector
It comes loose. If it gets too loose, the con-
nector'll come apart. That means a job for third
echelon that a little operator PM would've pre-
Lolortul cussin' notwithstanding,
there's another good way to attack the
problem of ribbon trouble on the TT- LVER
365 reperforator of your AN/FGC-70
teletypewriter set. RIBBON
What probably caused the trouble WOUND
was that the ribbon was wound on the RIGHT
spool wrong at the factory. Sad though
it be, too many Joes are finding it out
after the bad wind bends the reverse
sensing lever so's the lever can't do its So-o-o, the next spool you get (Rib-
job. bon, FSN 7510-292-9047 from GSA)
That unhappy story has its begin- look for a loop through the lever win-
ning when the first wind of the ribbon dow (inside the spool). If the loop's
is looped through the sensing lever there, rewind the ribbon by hand on
window of the spool. When you use an empty spool till it's unlooped.
it, the ribbon catches the end of the Then, put it on the TT-365. Your
lever and bends it. troubles should be over.
WHERE'S THE CABLE?
and the I-till ge ,elrator. FN (.115.9 5-8 2.
C.It' find antl hiw g on asi isu rout pubs.
SFC R. L. M.
Dear Sergeanr R. L. M.,
It took a little sweat, but here's the baby you want:
Cable assembly, power, electrical, CX-7898/U (25 feet), FSN 5995-889-0647.
It's in the newest Basic Issue Items List for the Angry-46. 0/- t
54 / l
How're chances of getting a
word or two in PS on the BRACES
cross-braces of the newer model
RL-31 reel units?
Too many users forget to slide
the brace forward before
swinging it out to lock it in place.
Result: The ends are spread
wide open, which means the
brace has to be repaired before
it can be slid out and locked.
We didn't have this problem
with the old brace. It swung out
-with no sliding required. That's
probably the reason for the
damage, since a lot of us are
used to the older type.
Sgt J. P. M.
Dear Sergeant J. P. M.,
Sounds like a word or two is needed. The point on the brace being slid for-
ward is mighty important to prevent damage and that means all the
way forward, parallel with the crossarms, before swinging the brace to the
'Nother point: When the reel unit's WPY.
to be stored, you release the brace from
the opposite crossarms, swing it all
the way back to the arm that anchors
it, and then slide it back so it can be
pinned in storage position. Otherwise, the brace could swing out
Finally, when the reel unit's used as and possibly injure the user, damage
a wheelbarrow, make sure the brace is itself, or damage the wire on the reel.
pinned in storage position. I think we've about covered it, Sarge.
You have connector plugs-like
those on an SB-22/PT or SB-86/P
portable switchboard-within reach-
Take a close look at the brass end
of one of the plugs. Does it look clean?
OK... maybe it does. Just for kicks,
tho, take a piece of crocus cloth and
rub it over the end of the plug for a
You can see that what you thought
was clean wasn't. The crocus cloth sure
So keep a piece of the stuff handy
S.. and every few days go to work on
the plugs. It doesn't take long-even
on the SB-86 with its 32 plugs.
You might even find that the clean
plugs will give you increased signal
SO NOW YOU KNOW
When it comes to electrical and elec-
tronic wiring for aircraft, it's hard to
get off the ground without a copy of
TM 11-530 (3 Dec 59).
It's called, real shrewd-like, "Instal-
lation Practices for Aircraft Electric
and Electronic Wiring," and it gives
you more general poop on the subject
than you'll probably know what to do
It's not exactly a new TM, but it's
one that could easily have been lost
in the shuffle somewhere and never
reached your hot little plier-calloused
hands. It gives you the real low-down
B* 'li \n.' IiU TOR J
EARU-R..NcI LLLTIr.I IM r
rLL CIIINII C '&1^ H h^'
on such things as safety wiring, ground-
ing, bonding, splicing, soldering, lac-
ing and tying, and some emergency
All in all, a real handy little pub for
general reference and for filling in the
occasional gaps between your 55- and
A LUKEWARM MATTER
There're a couple' things about the
older AN/PFP-1 projector set you
shouldn't ever get more'n lukewarm
about, much as an inch when they dry out
Like, when you're washin' the take- from a hot bath. And that's not so hot.
up and rewind belts of the projector Naturally, oversized belts don't do
itself, lukewarm is as hot as you should much for the take-up and feed reels.
get. In other words, don't use anything So-o-o, lukewarm's the word. Every-
hotter'n lukewarm water, body'll understand.
Hot, or almost hot water stretches The current issue PFP-1 has metal
the fiber belts of the older issue projec- spring take-up and rewind belts which
tors. Sometimes the belts can grow as don't need washing.
THIS STUD CAN'T TAKE IT
Tiedownwise, the base plate stud on
the portable mast of your AN/PMQ-6
wind measuring set is mighty handy.
Unfortunately, it's more handy than
The slotted plate of the rear tiedown
assembly will chew the threads right
off the stud when the mast is carried in WELD
a jeep or 3/4-ton truck. HERE USE
To keep from buggering the stud S-HOOK
threads, get a D-ring welded to the base
plate and use an S-hook on the tiedown
assembly to hold the mast assembly in
A elected hr If m.cel publlcalhoa TA"!
or ,f*er, ro O-gaaldnar r Ma..*., 'Tj
nI~r Periner ih.J II a frf comile. d -^
IbL.r. Cenrre Buflel.is or mmorn.'lel D .
drloil see DA Pa.r 310-".4 ,,ar, fIrld' ^'.Mh
IM 1-.Ul -S r ..--
rMe 5- 420-700-20P, Apr ilor, .
Wr...l.d I.d DoD CWlr Aia. Bo= ^_^-t
Im 5.3695.707.IS. Sp, 5 Cto.n CP NlU-
GoI g Ew .lle'fO Cnii.l S.. Co.
rod iC7M WIK
IM 5.l80,-203-20P. Ma Grad. ',
Roa. Mol.r..ed rDED. Galljs Model J
IM 5-4310-227-25P, Ap, Compr.
Iec p AI, GaIol.ne Dre,. 15 CFM. .
17; p i
IM 5-4610-205-20P. Mai Wole F... F .- '.
Sml or Ull. Mel. Pro Mod 3000 0 O
IM 5-6115-305-20P Api Si DIED "'
6it t 5, d 5 Mid Wlipo-r Mod !
Di II BZ
IM 9.1400 lj.20 lIMay P.en ing "
Mal Oe-ll001 a Main
TM 9-1430-510-12P/l May H. 'I.
G.ou._d Cos E.u A
IM 9.1440-.301-12P/1. Mai hegn .
TM 9-4935 .00-12P/1. May H I 1
T.. iqp OI '"i
TM 9 10.310 1 IP/I, Aplr trig
ibs Cape[ l) A'i Moad MHE.1B1r3 lL
Allti Chaoine", lOO IP&0.?4PS .rC
IM 10 39.0.233-70P. Mar I;ul. I i -
Fork. Gan. 000 Itl Cap Army I-' -
n0o .'P3 100 nIo 2495 12'
IM 10-3930- 34-10. Ap, Ti'.. 10LAA.
pork Ga Pre..Tiea l er.ls oo 000 ^'he
rouna Cap A' n Mod MrtE.I88 N O
I'M 10.-700.01.10. ,Apr OMcod Ho '-H ,
TM 11-110.0..4-7S/1 uor OH 13 ''
IM S55.110 I06-2OP, A. vapr C m.O1,
IM 1-170.2701-I0,. Apr tH 19 L .1 YT?
MWO 55-lj10-204-34/3, Mo,
MWO 55-1510-206-34/10 May
MWO 55-1510-204-34/41, Jun
MWO 55-1520-204-34/19, May
MWO 55-1520-204-34/70. May
MWO 55-1320-205-34/10. May CH.
MWO 55-1900-207-50/]. Apr
MWO 5.5-1905-702-50/3. Ap
MWO 5-22110-703-30/4, Mo- ool
DA Car aO1.10, May Fi'po.nl DllMt,
buhfon or Fedeal and Departfenl oF
ihe Any Supply CalIogql (Ar',o
AI,n,. NGO USAR DA Form 17 9
LO 5-6115-315.15. May CGP. Sl,.
DED IOKW, AC. Skid Mid
LO 9.1005-747-17. Ap, I-in XM2
LO 10-3S20-101-70. Apr frallel.
Shoe. Rep-,. Hide ond MIC ab
LO 10-3930-729-102 Apt Ir.rL.
I.i Folk Go, Pne. Tired Wheell
I 000 po. d Cap Clork Mod
Yordlll 10. 3rjd Almy Mod
LO 10-4930.704-17. Apt lonk and
P.up Un.v Unrd d nd .- glnel
ing Co'p Moo. .lyle 1.I251. 293B
or.a Biower, 11 MJod 36W;0
SM 5-4.SI150-22. Ap,
SM 5-4-6675.SS2. Ap..
SM 5.5.3210. )0, 30 Apr
SM 5-5.3415. 16. 26 31. 49. 1610.
35. 55. 95. Apr
SM 5-S-4120. 3D, Apr
SM 5-S-4220. 30. 40, Apr
SM 5- -4910, 20. 30. 35, 40 Apr
TA 50-941. apt ICM oad ICU Type
TB AVN 23.16. C2 Meo
TB AVN 14.16, C IMay
TB AVN 25-8. C2 Mty
8 '-+"A v y *^
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MORE ABOUT YOUR MIG
Sometimes it's the operator who needs a little PM.
Like when you're the operator of a MIG (Metal Inert Gas) Arc Welder, FSN
3431-691-1415, found in your No. 2 Supplemental Tool Kit. There're some
things to keep in mind for your own protection.
There'll be less danger from sparks and burns if you wear light leather
clothing. There're two welder's aprons (leather) listed in DOD Catalog C8405/
25-IL-A (1 Tan 64)-
APRON, WELDER'S, leather, any acceptable color, bib type, button dosing at side, without lapes
or pockets, 36-in long, 24-in.wide, universal size, FSN 8415-255-4558.
APRON, WELDER'S, leather, any acceptable color, bib type, strap with' riefal fastener dosing
at.back, without tapes or pockets with split leg, 42-in long, 26-inr.idei : sil K0i450, Type I,
class 2. '' '
If you don't have leather clothing, then wear: heavy, dark-colored clothing.
Make sure that your neck area's not exposed.
You need good ventilation (but not a draft) to protect yourself against ozone
gas poisoning. It's a good idea to take a fresh-air break every hour.
Make sure your welding helmet has a No. 10 shade (FSN 4240-273-8590),
when you're using from 75 to 200 amps, and a No. 12 shade (FSN 4240-273-
8591), when using over 200 amps.
Your welder has a selenium rectifier. If it works wrong it
might give off selenium oxide, which is dangerous. Should '-.
this happen, don't breathe the fumes coming from thec' '..
"burned-out" rectifier. Report it pronto.
You'll want to have a copy of TM 5-3431-200-15 (Aug62) '.
handy if you have a Westinghouse MIG, or TM 5-3431-208- ', "'',
15 (Jul 63) if you have the Linde. '. N. 4'
LOOK, MAN! NO 'EYES' .
Flying blind-even on the ground-is not for the birds. It's for nobody, man,
And you're flying blind with that Gar Wood crane-shovel M-20A(F) or M-20B
if your instrument panel is out of whack.
Here're some parts that're available in supply to put those on-the-blink in-
struments back into service-even tho they're not yet listed in the TM 5-3810-
203-20P (26 Feb 59).
Switch, pressure (for hour- 9 Gage, oil pressure,
meter), FSN 5930-501-1706. (j )" j FSN 6685-663-8320.
Gage, temperature, Transmitter, oil gage,
FSN 6685-523-7155. @ 01 .1 FSN 6620-514-4097.
And, if you need the electrical lead for connecting the crane lights to the car-
rier, you ask for Lead, electrical, FSN 6220-976-4501.
These'll help you to "see" what's going on.
Dear Editor, WHAT'S COOKING ?
We've solved a problem we had with the M1937 field range.
In order to remove the packing gland from the valve stem body of the fuel
S-----,-i ,.d r A VALvE STEM \ PULL OUT I
S Take the air input valve stem and sciew it into the packing gland as far as it will go.
Then back it of one-fourth turn to be sure the threads aren't engaged with valve stem
threads. Pull the o!d packing gland out with the ITlike end of the valve.
When ice picks, pocket knives, etc., are used for this job, they can slip and
cause an injury and they can also damage the equipment.
SFC Robert L. Powers
Fort Knox, Ky
(Ed Note-Good idea.)
NOW HERE'S A SWITCH
:WITcU. 6C 14.
~"~^ 4^ 4---
You say you're not exactly getting what you want when STOP START
you order the engine start and stop switch for your HOL-GAR
Model CE 106AC/WK9 10-KW generator set?
So OK. Relax. With a little sweat it's yours.
Like you know, the old switch went like so: Switch, Push, FSN
5930.710-7657, Part No. (04009) 80514CES, Arrow-Hart &
Hegeman. You can't hardly get that kind no more for your
OLD engine control panel.
But-there's a ready-made substitute, which has screws for
the wire instead of slip-on clamps. It does the job fine. You gotta
local purchase it with the new A-H & H part number, 80513CE.
It costs 68 cents.
Where can I pick up some quick
info on "combat gasoline?" And
just how does it differ from the
Capt H. E. B.
Dear Captain H. E. B.,
Supply info on both "combat" and
non-combat gasoline can be found in
Federal Supply Catalogs C9100-IL (1
Dec 63) and C9100-ML (1 Dec 63).
Briefly, the "combat" type gasoline is
made by a different formula. This is
spelled out in specification MIL-G-
3056. This formula gives it three dis-
tinctive characteristics. It makes start-
ing easier over a wider temperature
range; it's uniform in volatility; and
it has additives to retard gum deposits
and permit long-term storage.
MAKE LIKE A PRO! USE YOUR
Whatever in this man's Army you're responsible for (care, use and feeding),
anxious about or interested in ... make it easy on yourself... dig out the know-
it-all publications and get 'em working for you.
That's what the publication indexes are for to tell you what pubs are
available to help you do your job right.
Takea look: ,_ _,
OPP^310-1 W dmFini-t ... IT_
..-."".". Pive pubs like AR's, SR'
circulars, pamphlets posters, gen-
erol orden and bulletins.
S310 Blank forms and DA labels.
310,3 Doctrinal and training
FM's, TOE's, TA D's, ubrainins like
culrs, ATP'Is ASub ining .
OTiotin AP'sr ASubjSch's. AT's
firing tables fr;lertory charts an
S ROTC manuals. r arts an
u I ,,u.4 Technical pubs like TM
7, 8 and 9 supply manuals,
SB's, LO s and MWOas. naW
310- e Graphic training aids.
310 .8 eronnel ter k
310-21 Signoa l ols.
310-12 Signal supply manuals,
1 22 Transportut.
310-23 ns o action supply manuals
-1 310-25 ngin supply manuals.
3102 Engineer supply manuals
310-28 Medical supply manual.
310.30 Quarterme a Supply manuals.
108 1 Motion pictures, film strips, slides
INSTANT HELP A
Keep the ones you need the most real handy, or know where you can get
your hands on 'em quick-like. Every company or battery ought to have a com-
plete set. Up-to-date, too.
These indexes are mailed to any outfit that needs 'em on pin-point distribu-
tion. Your unit orders the number of each one it needs on DA Form 12-4.
Yi dexes ..-.
,h- blanks These
qua, l,_ ies are- lust ._
Your M332 1 /2-ton ammunition
trailer's cross-country and highway total
(gross) weight is 5800 pounds. Your
ammo (payload) should never be more
than 3000 pounds.
It says this on the M332's data plate
it's correct. Ammo loads of 5800
pounds and maximum loads of 7000 and
8000 pounds are too much.
Remember, ammo payload should
not be more than 3000 pounds, the
lunette weight no more than 440
pounds and the trailer's total gross
weight should not exceed 5800 pounds.
Stick to the M332's data plate regard-
less of what's been said before ... even
in PS Issue 138.
CARBON TET'S GONE
The Army's no longer using carbon
tetrachloride, so forget about using it in
your maintenance work. It's just plain
dangerous. See these tech bulletins
Hold it on that item "Take The Lead"
on page 53 of PS 141-scratch out the
last three paragraphs. Forget all about
switching jacks on the voltage regulator
about what solvents and cleaners to
use: TB Med 35, TB Sig 327 and TB 9-
268. The word that forbids use of carbon
tet is in MIL STD 36030 (22 Mar 61).
or you might foul up other checks you'll
be making with the same equipment.
The dope in the first two paragraphs
is OK, tho.
If your outfit needs those jazzy tity your ul
posters on equipment readiness and 12-4 off tot
maintenance, here's what to do: Whip 2800 Easto
out a new DA Form 12-4 and fill in all 21220. The
the blanks your present 12-4 has. Then, DA Circulai
do one more thing fill in an open line word.
with "38-Series Posters" and the quan-
YOU CAN MIX 'EM
On your M17 field protective mask
use inlet-valve cap FSN 4240-893-3697
with the face-piece that has a bead
around the collar, or use inlet-valve cap,
FSN 4240-678-0730, with the face-
piece that has a collar that is smooth on
Mixing the caps won't cause agent
leaks. Any air that gets around the
inlet valve cap comes through the filter
anyway, but it might cause fogging of
the lenses at sub-zero temperature. So,
please cross out Percy's red-lettered
comments under the pix on Page 57
in PS 135.
HOW YOU GET PUBS
The handiest pamphlet these days is
DA Pamphlet 310-10, "Guide for Publi-
cations Supply Personnel" (May 64). It
gives the scoop on how the publications
supply system works. It was distributed
according to DA Form 12-9, so if you
didn't get yours you'll want to order it
on DA Form 17.
Have you seen the new AR 711-140 It's distributed all the way down to
(list of reportable items) dated June 64? company and battery.
SO ... DON'T TRUST
USE YOUR LATEST
*DON'T HAVE THE LATEST? ORDER AS MANY AS YOU NEED ON
DA FORM 17
. I 74OLO
a 0 0 0~.