PS

U-1
-- I~~~

7 GO RIGHT AHEAP,
MISS ROPP... WE'RE
FROM THE NMP,,, JUST
CHECKING OUT YOUR
SUGGESTIONS IN THAT
LAST EIR FOR OUR
SHOWER BATH
L SYSTEM. d

IVc~

THE SUPPLY Y

SYSTEM
Every repair part >or asimbl. *,''u
get thru supply is not ncv.. freeh Out ul
the factory.
Lots of 'em have bLen used. checked
out, overhauled or orhi r\ ise ticd and
put back in the supply channel TIhi,
is especially true of real c\xpeLni\' icntm
on aircraft, missile s. Ntcm- and bcais --
equipment.
You turn in a repair blc i:r rf .v..-er-
able defective part cr 'ai, mbl. t.. \ r /
direct support unit. ,nd the II rue
a good one. DS check' .'uc trh bad ,.ne
and fixes it if they can
If not, the item g-'es riehi .alun'n tr..'

the next lesel of maintenance and sup
ph. the general support ourfit. GS has
more of the tools and parts rhat're
needed to put the piece back in A-I
shape. (Some items go all the way tr)
depot to be fixed.i \'hen the get it in
rip-top shape. the. put it back on the
supply shell here i'll be read% "%hen
sou (or \our buddies in another outfit
need it.
S0o-ahat', in all this for \ou?
lust this--you ha\e a real impor-
tant part in keeping the supph system
working The defective parts and as-
semblies that you have parked on the
shelf collecting dust don't do an)bod.
an\ good.
Move them along .and one fine
day they'll come back \our vta\ when
you're really; hurting for them.
Keep the defective parts and assem.
blies moving. .. itll help you keep \our
fighting gear rcad. to go.

rnE PREVENTIVE MAINTENANCE MOHNI.H
Isl'. No 161 1966 S"ri'e
IN THIS ISSUE

COMMUNICATIONS 2-19
ANl:vR i 2.19

FIREPOWER 20.27
M? Mith.re G.ui 2027

AIR MOBILITY 37-41
UN- 37 38 39 OV.i 41
Magneto Chrec 40 A417 41

GROUND MOBILITY 42-57
M114A] 4250 tur. Sgnal' 55
r. gnen 51 M38AJ 5B
5Gn rruck 5? 53 M1IS 5
2' Ton rruic 52.53.54.55 1;, TonI Tralr 57

-4~

C-~;~

y

GENERAL & SUPPLY 58-64
Unit Pct 5859 iPR Dn -s s 82.83
DD frm 11M 60 LARC- XV
Hand Receipt 60 MAI fiire -64
HM 38-50 61 NIth Pullja nr ii 8 2 -
Supply 7 8.11. 123.14.15.16 1I.
11. 39 54 55.5;. 58.59. 4

Ue no hlnds for printlng oi Ithi public
ion ias bean approved by Headquarern
Department o th Army. 19 February 1965
DISTRIBUTION. In accordance with re.
quirements submitted an DA Form 124.

5 C-~ r /..
rpSs el I~
vsasSE~^^^^\i^

/ LISTEN
AND LEARN THE EASY
WVAY FROM THE EXPERIENCE
OF TROOPS WHO'VE LONG
BEEN ON THE TRAIL. MIGHT
BE THAT EVEN THE SEASONED
USER CAN FINP A HELPFUL
. POINT OR TWO.

Look around! Suddeni. it's here. There. Everywhere!
You've read about it for a couple' years. Maybe \ou even saw
it in some other luck Joe's quarter-on. Or tank. Masbe You
drooled a little. A lot of Joes did.
So now our jo\ is unbounded and your patenrce's rewarded -
)ou've finally) got that AN/VRC-12 series radio set!
Pull up a bench and an old wrench while .ou e ball these
points on the major components the RT-246 and RT-52-
receiver-transmitters and R-4-i2 receiver.

Au

L"ame deal goes for the lead from the
modulator assembly. The hinged board
can snag the cable.
CABLE FROM
MODULATOR
ASSEMBLY CAN
BE SNAGGED.

The A8000 module board of the As a temporary fix (just in case some-
main components boasts a couple' body already lost your C-rings) you can
hinge pins that you should never have loop wire through the eyes of both
to remove- despite the temptation. In- pins or wrap fine wire in the C-ring
stead of swinging the board out of the groove and twist it.

way on the hinges, some Joes pop the
C-rings on the hinge pins, remove the
pins, lift the board out... and lose those
tiny C-rings.
Naturally, they put the pins back
in without the retainers, which gets
deadly. The pins are free to work loose,
fall in the gear train below, and cause
the kind of damage that has your set
waving bye-bye for a good long time.

While you're eyeballing the innards,
stop at that green lead that runs from
the FL-401 filter to the A8100 board.
The A8100 is on hinges, too, and if you
don't position the green cable careful-
like, you can break or bruise the cable
and snap its connector by snagging it.

"-----

*U^.o

The K9002 rela in the A9000 as-
sembly can play games with your set
by sticking and keeping your transmit-
ter keyed-very undesirable, natur-
ally. Your clue that it's sticking, yep,
is a blower motor that won't quit.
A sometime cure is to remove the
relay, give it a 180-degree turn (half-

way, that is) and replace it. Otherwise,
get a new relay.
And, say, when you're waiting that
minute or so for the PA tube of your
RT-524 or -246 to warm up, don't let
the cutting in of the squelch fool you.
It's no indication that the PA tube is
-amin.

M -c

If you wait about a half minute after
the squelch rushing noise stops, how-
ever, the tube should be warm enough
to let you key the set.
Another indicator that it's warm
enough: The call light will stay bright
when you key the set. If the call light
dims so's you can notice, hold one with
the keying. The tube's not warm, and
you can make with the short life for
some parts.
Watch with the stored gear, the feet
or other handy but weighty items when
you're around the CX-4722 cable to
the ANT CONT receptacle on the panel
of the receiver-transmitters. If you
abuse that cable you might as well tack
a "Going Out Of Business" sign on it.

^- SPEAKING OF CABLES
REPLACING
If Iou need a replacement connector CABLE7
for the cable of sour audio accessories.
forger the Li.182 connector. It's been re-
placed b3 the U.229/Li, FSN 5955-
892-9833. which features a spring at
the base of the connector instead of the
\rubber boot. ,

Sticking with cables for awhile, reversing polarity with the CX-4720 power
cable can cook the wiring in the mounts and main components-and make the
mount receptacles look like you've cooked 'em in a campfire.

The easiest way to avoid the problem is to be sure the terminal lug with the
red and white leads goes to the positive (+) post of the vehicle battery and the
lug with the black and green wires goes to the negative (-) post. Marking the
lugs or leads with positive or negative signs helps considerable.

A FINAL STOMPING CAUTION. youac
If you acci-
dentally stomp or pull the RF cable lead
from the connector head (it comes out
easy), scrounge some liquid or plastic
rubber and dab it on the end of the
cable that goes into the connector. Put
the connector back on, and the cable
should be as good as or better than the
original. Keep the cotton-pickin' gunk
off the connector.

*rfl-^-

Keep your eye peeled for authorization, TB 750-101 EIR Digest (Feb 66),
to requisition the RT-505 audio cover, FSN 5820-473-1732, for the audio
connectors on the VRC-12 series components.
The covers, not previously available for the -12 components, prevent corro-
sion what else?

Those protective covers for the main components (CW-653, FSN 5820-082-
3741 for the RT's and CW-649, FSN 5820-082-3742 for the R-442) can hold
water from a good downpour for several days afterwards. Which means the
wet can get your set. 0

AFTER
REMOVE
COVERS
AND LET 'EM
AIR DRY! ,l

Uh ... hold one, Harry, with that VOLUME control switch on the RT's.
Maybe the volume knob turns off your pocket portable or table model radio,
but it"ain't necessarily so"here. Too much twisting trying to turn your set off
with the volume knob can put your volume control out of action.
To turn the set off use the POWER switch--just above and to the right of
the VOLUME knob. P
Talking about precaution, in case you didn't know it
your support can now get you a protective nut that fits
your antenna jack like a glove. It's guaranteed to cut
down considerably on busted jacks.
There's plenty room for the RF cable connector. .s
The nut goes by: Bushing, Retainer, Electrical Con-
nector, FSN 5935-760-3219. It's getting listed in a
change to the TM 11-5820-401-20 parts list.
7

f // / CIU/^NtSC 31"-3V /V 4 ,r, 7
If the screws that fasten the switches and knobs of the corn-
ponents are rusting or corroding, you can pretty 'em up with .C .
clear fingernail polish (you can scrounge it almost anywhere).
Give the screws a light scraping to get rid of the rust, etc., before
putting the polish to 'em.

HERE'RE A FEW OPDS 'N' ENDS THAT
NEEP TELLIN' BECAUSE THEY'VE BEEN
BUGGIN' THE- USERS OF THE MAIN
COMPONENTS SINCE THE SETS WERE
ISSUED TO TOE UNITS.

Have a care with those ,
small right-angle connectors
inside the boxes. Push 'em
straight in and pull 'em
straight out easy-style to keep
from breaking or bending
those small contacts.

y A so, when you replace the FL-401
filter in the RT's, don't force it into
place. Be sure the lower connecting
cable is in place before you lower the
filter. Then, let the filter down gentle-like.
If it doesn't slide down flush with the
chassis, slip your finger under the filter and
gcg the connector a slight clockwise twist.
It should fall right in.
But -don't force it!

S Also, those guards on the front panels of the main
components may look handy, but they're not handles. If
you want to head off a long repair wait for your set,
Forget about using them as handles. You can pull 'em
right off the panel.

'Bout the best news for minor components of the -12 series sets is Change 4
(22 Oct 65) to TM 11-5820-401-20. Units which've been hurtin' for the -20P
manuals should breathe a deep one over the Functional Parts List in the Change 4,
which supersedes 13 parts manuals.

SAM 1780 IAM=-1780 AMPLIFIER

Voltage surge and crossed cable cur-
rent has been battering the AM-1780
for many moons, but you can help make
the days sunny for it by being extra
careful which receptacle you attach the
CX-4723 power cable to.

o *= =\

The cable, which comes from the
mount, attaches to the J501 receptacle
of the amplifier-only. Try putting it
to the other receptacles and you might's
well forget about using the amplifier
for awhile. There's a cable marker kit,
FSN 5975-918-8164, from Sacramento
Army Depot specifically for marking
the right cable and receptacle.
Another way to prevent crossed-up
cable damage is to keep the link in the
MT-1029 mount in the remote position.
PS 160 gives you the long story on the
crossed cable problem.
Also, there's a protective collar out
for the amplifier early models that goes
by FSN 5820-070-0733, Flange, Pro-
tective Collar Bracket. It makes a solid
collar (no snag edges) around the AM-
1780 to protect switches and knobs.
Late model amplifiers have a built-in
flange.
To keep your binding posts from
getting you in a bind, have a care that
nobody uses them as leaning posts.
And, when you're connecting or dis-
connecting the field wire leads, don't
try to shove the posts through the rear
of the amplifier. They break. A little
straight-in pressure will do the job.

Uh, next time you lose interphone capability, try a couple' shortcuts before
you suspect the A520 assembly in your AM-1780. Like, suspect your CX-4723
cables especially those coming off the receptacles of the amplifier.
Your trouble may just be a loose connection or a broken or bruised cable. A
multimeter (like the AN/URM-105) will tell you quick-like whether yofrve
got a broken circuit. It could save the time and trouble of replacing an A520.

Finally, turning power off at the
AM-1780 as well as the RT before
starting or stopping vehicles is a "best"
protection for the amplifier. To be
double sure your amplifier's getting the E
protection it needs, you might double "
check that it has it's MWO 11-5820-
401-35/1 (Jun 65) label on it, If it
doesn't, get your support to apply the
MWO. It's added insurance against
damage from voltage surge, or spikes.

The cabling on the combat
vehicle crewman's helmet has
been modified, improved and
otherwise worried over for
beaucoup months now, but
temptation and accidents
(mostly temptation) still bug
that bundle of wiring.

The temptation is to carry the helmet by the cable, which is about the same
as thinking it's OK to sit on an egg since you've got the shell between you.
In other words, the cable may look sturdy, but if you flex it or stretch it with
the weight of the helmet, the wiring breaks. In the trade the wiring used in the
cable is "tinsel cord," if that suggests anything to you.
If you need a quick clamp for the
cable, perforated clamp strap FSN
5820-783-9035, which comes as part ,
of the vehicle radio installation kits,
makes a mighty fine sub. It's wider and ,
more flexible than the hard plastic
clamp that was made for the CVC cable.
Just double it over, slip the screw
through the ready-made perforations
-and save a few cables.

Contacts on the quick-disconnect of the cable are a problem because they
spread or pull apart faster than hot lead rolls off stainless steel.
You can keep the connector in action indefinitely by slapping a piece of green
tape or such at the junction of the connector and receptacle.

GREEN n
TAPE
FILLS
GAP.

You can still make a fast disconnect-and the
tape will separate without strangling you if you
should snag it-but you've got insurance against a
bad connection during normal use.
To insure a good connection, you can leave the
S tape in place and disconnect at the control box end
of the cable. It saves sprung contacts.

DISCONNECT
HERE

If you've been sweating out the problem of a toggle switch
for the CVC helmet accessories, sweat no more. There's one
going in the system for the MK-525 and -526 headset-micro-
phone kits, to be used with Standard A, FM equipment. The
new one goes by Switch Lever Assembly, FSN 5965-919-
1336. It will be added to TM 11-5965-235-25P (Dec 64).
Meanwhile, if you're in a bind because of a busted toggle, a few minutes work
can keep you in business.
Latch onto 3-in of packing Bend the wire like so. Then, wrap switch with tape
case strapping .. an 8-in or fine wire where it comes out
length of .063-in welding rod, of the housing. A piece of pack-
or any stiff wire about that I ing case strapping or the like
diameter (AWG 14 wire is per-
9i-. /--7 ..i .iF ;,i; \

For added strength you can over the switch, using the same
make about a one inch U loop for screws, completes it. The strap-
a firmer, sturdier handle" grip ping keeps the wire from back-
on the wire. ing off the center lug.

` ( 1 IF YOU'VE BEEN SWEATING OUT A SOURCE FOR THE
CORPS THAT GO WITH THE CVC T56-6 HELMET-HEAPSET
MIKE KITS, TM 11-5965-235-25P LIST'S 'EM.
F'rinstance, the cord that clamps to the rear of the helmet,
the CX-8655, is FSN 5995-064-5164. The lower retractile
cord, CX-8650, is listed under FSN 5995-858-5692.

RADIO SET CONTROL CROiUP
Next time you're about to secure the WD-1 field wire after you've attached
it to the binding posts of the C-2329, AN/GR A-39 radio set control group, be
sure that more than the wire is secure. Like, make sure you're not setting up
the control for a yank that'll put it out of action.
F'rinstance, consider the case of Sorry-About-That Smith. 01' Sorry-About-
That connected his field wire and cable to the C-2329, connected the other end
of the cable ... and looped a hitch of field wire around the guard handle of the
C-2329.
'Bout an hour later some Joe came barrel-ailing through the woods, slammed

full tilt into the field wire, which pulled taut at the control, and yanked the
C-2329 clear off the top of the radio set.
That wouldna' been so bad, but in order to get off the radio, the C-2329 had
to pull it's connecting cable out by the roots. That didn't help communications.
Naturally, ol' Sorry-About-That was sorry about that. but .4. /

If you want to take the field wire strain
off the control's binding posts, loop the wire
around some stationary object, like a tree
or even the vehicle. That way, if somebody
trips over the wire, or pulls it, you won't
have to worry about the C-2329 flying into
space. You might break some WD-1, but the
connecting cable and control are a lot harder
to repair. n ,

Coupla' other points on the GRA-39:
1. Easy does it when you remove or
install the batteries in the control units.
Those solid springs are strong enough
to keep plenty of tension on the BA 30's,
but if you abuse them accidentally, they
can break off. Slip the batteries straight
out. And, it takes a minimum pressure
to get 'em back in.

BINDING
POST
COVERS

3. If you get a chattering relay after
the GRA-39 is connected to your RT,
turn the RT's volume control down to
mid-point or lower... or until the relay
stops chattering. Then, turn the volume
up on the GRA-39 control.

2. If you've been sweating over re-
placing the binding post covers, sweat
no more. They go by FSN 5940-254-
2244, and you can find 'em in TM 11-
5820-477-20P.

TTTURN
a a\ WVWWLUME
PJ-D-00WN

13 MORE
MORE

A ba0

4

Back to those AB-719 set screws, though. IT SCREW i
Maintenance types can keep the screws from back-
ing out with a dab of shellac, fingernail polish, or
"purple passion" (otherwise known as Varnish,
cement, purple, FSN 5970-162-7523, one pint).
Another temporary way to keep your busy supply guy less busy is to slap a
piece of green tape or such over the screws. That way, even if they do come loose,
you won't lose them.
If your AT-1095 and AT-1096 an-
tenna sections have you cussing, about UN(SREW
the easiest fix you can get is sympathy. SECIONS
Like, it's natural for that material to
bind, even when it's together only a
short time.
There's no easy remedy, but un-
screwing the sections about once a week '
(more often in damp areas) can help DAB
considerable to keep the sections from S OME
SSIU(ONE
marrying up permanent-like. A dab of 5RONE
silicone grease, FSN 5970-224-5277, on GREASE
the mating ends also helps.

Another item that chafes and bites is the co-ax lead through the spring on
the AB-719 antenna base. Often, when the spring snaps the antenna sections up,
it bites or rubs the co-ax lead ... which doesn't do much for your RF output.
It's a good idea to check the lead occasionally by
bending the spring. You also might look for dry rot.
Naturally, if the lead looks bad, it has to be replaced
with FSN 5995-813-8371, a support job.
The lead that goes through the base of the new
AS-1729/VRC antenna has a protective sheath over
it, so it shouldn't be much trouble. In case you haven't
heard, the AS-1729 (FSN 5985-985-9024) will re-
place the AT-912, and matching unit MX-2799 will
be replaced with the MX-6707.
However, forget about rushing your requisition
through. The new units will come with new
AN/VRC-12 series sets. AT-912's in the field will
CENTER WHITE be replaced by attrition. When you need a new an-
Vl tenna, you'll get the AS-1729. Any new AT-912's
NC still in the supply system will be distributed before
Ir Z the AS-1729's. Both antennas are covered on parts
S and operation in Changes 4 to TM 11-5820-401-10
and -20. P EA5Yl
HEY! HERMAN... IT'5 WOT YA REPLACE
WOT'5 "ATTRITION"? YER AT-912 WIT.'

.'.-~--- -_

MX-2799 MATCHING UNIT

Didja' ever have trouble switching from high to low
band, or low to high, and right away suspect the match-
Sing unit?
Some repair-types do, and the first thing they head for
is the circuit cards in the MX-2799. Better you should
never touch them, senior.
First off, chances are a bettin' man's dream that the
matching unit's not causing your high-low band prob-
lems.
More likely, the problem is in your RT's or receiver,
which you should check out or have checked. And,
usually, if your problem is good output on high band
but none on low, you've got a direct support repair job.
15

Many users in the field have found
that the longer you keep that MX-2799
closed tight, the least trouble you have
with it and the longer it works.
Playitrg with those circuit cards is
like betting your month's pay against
a full house-when you're holding
two pair. You always lose.
There is one bug for users in cold areas, though. If the unit stands idle awhile,
it can get sluggish. The cure is not tearing it apart, though. If it does get slug-
gish, or maybe even frozen, you may have to take it off the vehicle and out of
the cold until it thaws.
Sometimes, a slight tap on the case will get it working right for you.

MISCELLANiEOUS

I' -T LiAT' rI H. "ERE \
c -, E R r _E
,j. ..^ ( "-E J"

-7

If you've traveled the long trail for some kind of parts pub on audio acces-
sories, dismount and breathe easy.
They've been hard to come by in some areas, but you can get TM 11-5965-
257-15 (Feb 66), with functional parts list, for the H-138 handset and TM 11-
5965-265-13P (Sep 62) for the M-80 microphone.
Hold one while the focus ii on the
H-138. .80: That elusive O-ring that
fits in the i. 182 connector of the audio
equipment has been assigned FSN
5330-90i-6032. I'll be added to re-
vised parii manuals. \\ hen %ou get a
replacement. or ahen iou use those
you've got. a dab ot silicone grease on
the O-ring, or e'rn a aec inger. can ,
get it to slide on rcccpiacles iith no /
sweat. )

DISCARQf SB 11-603 dated (4 Apr 66) authorizes a belt clip for
SCR ..P the H-138 similar to that on the TA-1 telephone. The
S cldip and some heavy-duty moisture barriers (receiver and
transmitter shields) will go in a revised TM 11-5965-
257-15 on the handset.
The clip goes by Clip, Spring Tension, FSN 5340-999-
28L0. The FSN includes two mounting screws, a star
washer and installation instructions.
The handset will require no modification. All you do
is remove two receiver screws, discard them, and install
the clip with the longer screws that come with it.
The moisture shields on the H-138 have been replaced because of less than
glowing reports about them under combat conditions in Viet Nam. Tougher,
superior shields now come 10 to a package. Since stocks of the other shields are
just about exhausted, you can get the new ones with the same FSN right now,
like so:
Trnsmitt .. .. -.. /

17

Put away your bolt stretchers and antenna mount
shrinkers, men. Those of you who have VRC-12
series configurations that need antennas mounted on
the spare tires of the M38 or M 51 quarter-tons will
be delighted to hear that FSN 5305-082-6940 now
gets you a 5-in stud with enough extra threads to
let you mount the antenna on the spare tire lugs.

Talking about vehicles and hard
rides, next time you jockey your vehi- : I,, .'
cle and radio set over rough terrain, .: .'
slip a finger to the spanner nuts that .'' .' '
bracket the control box receptacles-
especially on the C-2298.
If the nuts back off, the receptacle
wiring inside the boxes can shear off.
To prevent that, a little hand-tight-
ening while you're underway can save
a lot of damage. When you get back
to base, your repairman's spanner
wrench can do a proper tightening job.
Also, if the nut backs off a little, you
might have a problem getting a con-
nector on the receptacle. In which case
you've got a number one clue that it
needs tightening.

SOMEONE
MENTION STUD

_Ni

Incidentally, you may have been trying to get a late model H-161 headset-
chestset. If so, try FSN 5965-082-4037. It'll get you the H-161A and H-161B.
FSN 5965-825-4871 was for the plain model. The new FSN and the O-ring
FSN for the U-182 connector will be added to the H-161's parts list.

. ii + .t"r ,I[.

The connector of your MK-456/G
retransmission cable should be pro-
tected against rain and moisture since
it's not waterproof. Some insulating TAPE HER
tape around the connector will keep it
dry and operating.
Early production retransmission
cables break pretty easily at the connec-
tor, so you've got to be extra careful
with 'em.

ODDS 'N' ENDS

When climbing into or out of tracked
vehicles, resist the temptation to use
the radio set's control boxes as steps.
Your foot can slip and shear off control
knobs or cables.., and in general make
it downright impractical to communi-
cate.
Whether using OLD squelch or
NEW, there's a quick test that'll clue
you to keep your squelch ON to cut
noise-and still be sure another sta-
tion can trip your squelch. (Naturally,
you're in OLD squelch position if
you're netting with standardized sets
such as AN/GRC-3 series, ARC-44,
etc.)
Set your receiver squelch to OFF and
have another station send a short test
transmission. While the other station's
transmitting, set your squelch to ON.
If your squelch trips on each test (it's
tripping if the call light goes on and

your mike or headset squawks), you
can leave the squelch in ON position.
However, be sure all stations in your
net can trip your squelch. Otherwise,
leave it OFF.
And, if one or more stations in your
net is on the move, leave the squelch
OFF. When all stations are roosting,
try the test and keep your squelch ON
if it trips.

END

One linal caution on modules: The conraci pins bcnd and
break isilk. so replace or remirno. hcm rrairihr in and our
If the. rc positioned rigeh. \ou *,houldn'[ h: c to fioric [dhcni.

HEADSPACING AND TIMING...
FIREPOWER
Mox nix if your spade-gripped or
modified .50-cal M2 machine gun is
tripod- or truck-mounted or is the
cupola or turret type-you headspace
and time 'em basically the same way.
And few things are more important to
a gunner than knowing these ways
inside out.
Normally, you can do the head-
spacing bit by your lonesome if your
M2's on a tripod or truck or is dis-
mounted from a combat vehicle. But,
you'll need a buddy's help on the out-
side (to turn the barrel) if it's installed
in a cupola or turret or tank.

WITA @ o

1. Raise the covre and pull loi push) Ihe till the bonel locking-spring lug is
retrao ing slide handle or pull the chaiger I centered in the ia -in hole in the side of

21 QOR

6. Raise the extractor out of the way and then check for tight or loose headspacing by trying
both the GO and NO-GO ends of your gage in the T-slot between the face of the bolt and
the rear end of the barrel. Make both entries from the center of the slot and never force
that gage!

0 Ldt 0.. 7@@ RL@@ ,.0
GOend won't go in slot. NO-GO end does go in.

TO GET RID OF TIGHT ':.J To GT Ri OF J"" : .;

Unscrew the barrel one notch (click) at a Screw the barrel one notch (click) at a
time, counter clockwise ... checking with the time, clockwise checking with the gage
gage after every click until the GO end after every click until the NO-GO won't
will slide in easy up to the dividing ring. enter at all.

HEAD SPARING HINTS
Dan'l forget to insert the metal link or re. notch in the GO end of the gage so your
tract the handle before each check to line up fingernail can clue you on using the right end
the locking spring lug with the hole in the of the gage ot the right time
side of the receiver. so's you'll be able to
turn the barrel.
Here's a good lip in case you ever have to "rl
gage your headspacing in the dark File a tiny

WOTH@UT A Q^AG
Never headspace without a gage unless-you're in a real bind--the combat
kind.

5. Now lesi youi weapon If
shouId Ifa OK

uIT IF I' --.tILL
L i:IH CTr'

TIMING \ %
As soon as you've got the headspacing OK, test your gun's timing. If the
timing's too late, the recoiling parts will get damaged. If it's too early, your
weapon will fire two rounds and then quit 'cause the extractor won't go
far enough forward to pick up the third round.
There're a couple small differences in the way you get set to check the timing
on the spade-grip M2's and the modified ones.
23
MORE

ON THE SPADE-GRIPS

1. Codk the gun and pull the 2. Press the boll latch release
retrading slide handle ah and let the bolt go forward
the way to he rear and then (But don't press the trigge'l)
push tjlthe way forward. | ..iliiail" m

OK, now, in both cases,
you're ready to try the FIRE
and NO-FIRE gages in the slot
between the barrel extension
and the trunnion block, de-
pressing the trigger firmly on
the spade-grip type and pull-
ing up on the trigger bar on
the mod-type, each time.

LATE TIMING ... The firing pin won't re-
lease when the FIRE gage is used.

EARLY TIMING .. The firing pin does re-
lease when the NO-FIRF gage is used

24

TURN ADJUSTING
NUT ONE
CLICK TO RIGHT

Keep on doing this ... until the firing pin releases on the FIRE gage.

TURN ADJUSTING
NUI ONE
(LICK TO LEFT

REPLACE BACK
PLATE. COCK
GUN, RELEASE BOLT,
REPLACE GAGE &
PRESS TRIGGER

Keep on doing it this way ... till the firing pin will not release on the
NO-FIRE gage.

Fum the trigger bar stop adjusting nut one notch to the
LEFT. Remove the goge, cock the gun, insert the gage
and pull up on the trigger bar. Keep doing this...
till the firing pin will not release on the gage

now DOUBLE CHECK

REMOVE COCK / INSERT PRESS TRIGGER
FIRE GUN NO-FIRE OR PULL UP
GAGE GAGE ON TRIGGER BAR

/ COCK / INSERT
GUN FIRE
GAGE

O PRESS TRIGGER
OR PULL UP
ON TRIGGER BAR

IF FIRING PIN
DOES NOT RELEASE,
TIMING IS CORRECT

IF FIRING PIN
RELEASES, TIMING
IS CORRECT

WOT'S THE

HERE'S A TRICK TO HELP
YOU TURN THE NUT IN
THE PROPER DIRECTION
WHILE YOU'RE n, H
CORRECTING TIMING.

25

REMOVE
GAGE & BACK
PLATE

REPLACE BACK
PLATE & GAGE,
PRESS TRIGGER

REMOVE
GAGE & BACK
PLATE

REMOVE
NO-FIRE
GAGE

ADJUSTING THE SOLENOID

So, OK now, your M2's headspaced and timed-manually. But on the modi-
fied types there's one big step you still have to make: Adjust the solenoid so
that electrical firing will be on-time, too.
This adjusting business is about the
same for all modified M2's, no matter
where the solenoid is located-on the
top, side or back of the weapons.

It's good to get three positive firings at this setting. The first firing pin release just might
be false 'cause of the repeated smacking of the solenoid plunger against the trigger bars.

5. Now, recock the weapon and with the

FIRE gage still in position -keep turning
Next, remove the FIRE gage. Now, turn
the adjusting cap back to the right toward
MIN one hall the number of notches you
counted since the firing pin released in
Step 4. If you tumed 14 notches, say,
toward MAX, you'd now turn seven to-
the adjusting cap towor MAX one not ward MIN. If you made 13, turn back six
at a time while trying to fire. Be sure or seven.
you count each notch till the firing pin
will not release it's important

OK, now your solenoid's all set. Replace the
cover and put the electrical fire control box switch
in the OFF position.

NOW THAT YOU'RE
ALL 5ET UP,
LET'S GO.

27

A seleded list of recent publications
of interest to Organioational Moinle-
nonce Personnel. This is a list compiled
from recent Adjutont General's Distri
bution Center Bulletins. For complete
details see DA Pom 310-4 with latest
changes.

TECHNICAL MANUALS
TM 1-1H-23C-2, C6, Mar, OH-23.
TM 5-632, Jun, Insect and Rodenl
Control.
TM 5-1090-200-25P, Apr, Weapon-
sight, Infrared Telescope Assy, Word
9903; Polon P-155.
TM 5-4110-205-25P, Mar, Refrigera-
tion Unit, GED, 9,000 BTU, 71/-Ton
Thermo King QL9M1.
TM 5-4310-247-20P, Apr, Compres-
sor. Rotary Air, DED, 250 CFM, 100
PSI.
TM 5-6100-210-ESC, Mar. Generator.
Diesel. 45 KW, Consolidated Diesel
4070; Cummins JSGA-601-45; Kurz
and Root ALEXI; Consolidated Diesel
4150; Stewaort Stevenson 54400;
Hollingsworth JHDW45A.
TM 5-6115-261-20P, Mar, Generator,
DED, 15 KW, AC., JETA
MD-151815-WA.
TM 5-6115-274-20P, Mar. Generator
Set, DED, 45 KW. AC, Stewort &
Stevenson 52300.
TM 5-6115-293-20P, Mar, Generator
Set, DED. 100 KW, AC, Detroil Diesel
6910A.
TM 5-6675-243-15, Mar, Light Target
Surveying (Military Design).
TM 9-1055-217-20, C1, Mar, 2.75-In.
RL XM3.
TM 9-1400-461-20, C2, Mar, GML
M22.
TM 9-1430-250-15P/1/1, Mar, Nike-
Hero.
TM 9-1430-250-15P/5/2, Feb. Nike-
Hero.
TM 9-1440-375-12P/1, Mor,
Pershing.
TM 9-2300-224-10/2/6, Mar. Mortar,
SP. 81-MM, M125AI, T257E2.
TM 9-2300-224-20/2/6, Feb, Mortar.
SP. 81-MM, M125A1.
TM 9-2320-206-20, Apr. Trk, Tractor,
M1 23, Cargo, M125.
TM 9-2320-206-20P, Apr, Trk, Trac-
tor. M123, Cargo, M125.
TM 9-2320-218-ESC/1, Mar, Trk Ulil,
Ml 51.
TM 9-2320-21 8-ESC/2, Mar, Trk, Uil,.
M151.
TM 9-2320-244-25P, Cl, Mar, Car-
nier. M114, M114AI.
TM 9-2330-258-14, Mar, Dolly,
Troiler Converter, MI99.
TM 9-2330-272-14, C2, Apr, Semi-
Trailers, Tank, M131A2, M131A3C.
TM 9-2350-215-10, C3, Mar, Opera-
tor, Tank, Combat, M60AI. M60.
TM 9-4935-303-12, Mor. Sergeant.
TM 9-4935-304-14, Mar, Sergeant.
TM 9-4935-504-15P/1, Apr, Hawk.
TM 9-6920-214-15. Mar. Little John.

IM 9-6920.-35-15P/2 Feo. Pe.sr rg
IM 10-S00.9 Mar. A ,d p oL S*p
,ples h. Fp Is L.n Rleqqolg
IM 10-500.19 mm ald op ol Sr.
ple iq. p PR.gqr.g IOi oM now
TM 10.500-35. M Ai drop al S.r.
iO-i rano Equip iGt ;. GW .
* ,a.l rel .-.. i 00o0i0 FIloodiiqr il
TM 10-.00-41 M a A d 'op of 5.
p,.e. Equ p .lqg ni MI A.lum B-dqer
TM 10 1670-724.23. MG FPo. Po a
r. e Pelsa.-.le BaLhk 8 IGI D ar
N0ion Con-py
TM l1-Sd20-474-24P. p AN~ GPC
log ralO 511
IM I1 i-O20-A98 5P Arp. AN.VPC
ii. AN C-7 12' LAO S.S. .'d
Am.pl-er Pc..-er S.pplf GropD
OA 363) GRC
IM ll-5965-273 1 ADo L iS IQ9G

PP .:l:,T U J-r, So.plI
TM 6I 40.20B2. 5P UpBB e,.,U

TM I 1 66IS.221-25 P a AN'PDP
i60 !r.or i
IM 'I.6665-218-15 M. AN PDR

IM i. 15107203 20P. A. .Li 6
TM 1510-205.20P Ap. 1.1 I
IM 1120.209.20 CS, D, CH 47N
IM :j 1570.09.20. C6 Aop. ICn '
TM .i 1520 09-20 C7. rN* Cr 47
iM ii 15120.209 0o p Mor CH 47

MODIFICATION WOPR ORDERS
MWO 9-?100.-2o10.?,' Arr C,'..
SF. MI07 No. 1i 10l
MWO 9-2300.716 .0/9 -30/10
30/11 Ap. C. 'P ..I 10'
r"o. m110
MWO 9.2300.57.-30 I., M9
.0iC M2l7 Ms.I'C
MWO 9-23J0-?24.70/4 S
Cn oFi l *I 1sI,
M O 9-2350. ?. 30/72 MGa 0.
jG '..Tor.a i 0.0' *:: O M6A
1.0 60
MWO 9-.350.715 30/25 M.. COh
anlllo,'r.1o I.lo Combao G0.

MWO 9 2530.208 10/1 M,.
Cao er Milsd orIl4A
MWO 55-1I,0-.04.34/24 At.
Oh
MWO 55.1F10-204.34/77. Ab'
00 I
MWO 5-i F10-204-34/81 Apr
OV I
MWO SS.1510.06-34/50 CI M3,

CV 2
MWO 55-1510-20.6 4/67 Apr
COT.
MWO 55 1510-206-14/69 Ap
17V J.
MWO 55-1520-204-20/6. Apr
OH 13
MWO 55-1520-204-34/19 C3.
Mr.. 0. 1I

MWO 55-1520 209.-0/29 C1. May
CHd .
MWO 5i.1 20.209-20/19 Mar,
CM 47
MWO 55.1520-20-.20/51 Cl. May,
Cn .7,
MWO 55-1520-209-30/2, C1, May,
CH-47.
MWO 55-1520-209-30/3, Apr.
CH-47.
MWO 55-1520-209-30/15, C1, May,
CH-47.
MWO 55-1520-209-30/16, Apr.

MAO 5.11 20-.209301/34 Apr.
CM .1
MWO SS.-510-.09W.t4/ C3, May,
Co 4?
MWO 55.1520-209-31/82 Apr.

MWO 55.1 20-209-34/114. Apr,
C'f 47
MWO 55-1520-709-34/115 Cl,
Mr., C" 4?
MWO 55-1520-209-34/119, May,
CH-47.
MWO 55.1520-.09.34/133 Ap,
CH J7
MWO 5. 150 .10-20/13 AD
UH-1.
MWO 55-1520-211-20/31, May,
Uo I
MWO 55-1520-211-30/1, Cl, Apr.
UH-1.
MISCELLANEOUS
Appor. .I May
FM 3.10 Moa Cre-...a. hbo oqirr l
Weep. ri rTnp.v-eni
10 3-4230.200.12 Feb Deconlomi-
roar..g Appor e oa-er-Driven, Trk-
la., M IA3
10 1450.202-17 Ma Peon.'q
10 i.1420.702.20-1. Ap' aIirce'.
MtOAl Icrt Cas.oII a1.
LO .120.2020-70-. A.. La r.r;he
MoOl i .-hCnll,.l Aol
1O 10-J5.1020- 12 Mar ior.una
Unit, Trailer Mid. Ar-., lye MiJ3
Eidal ELT9T.
tO 10.T950.-03 20. Feb. C'~re T;
a l5e-ir.g loeom. GiD. 1 000 IL
' G H. gle| -e5~a" Ijh tu Ar-,
oE 19-4 'Corn.lenr l IEng F5 244.
SC 4510.915-C.A70. 1do. TooI Soe.
SMnr, e erundi
C d931195-CL.A04. Ma, roo, KI
F C. l.ol Repa,'
SC 931 95SCL.A07. M a. Isol iKn
oil r-r Repo..oar.
IB .1000-.17 12. Moa. Ca-ine. Ml
0nAI o l. Pirol M 911Al Paile

Ta 9 1330 700/4 opr G enade,
ho' iOro rre lal.o'. C.rIPoIn i, B,
MIJ6A 'ire r ora GCenade

TB 55-1510 204.70/19. Ma. OV I
IB 55-.1520.209.20/17 May C. 47
1B 5rI 20.209.30/2. M-;. Cr 47
rp 55.150. 709 O0/5 -t CO a7
TB AN 23-70 Fro D.,re.

A "SPECIAL RELIEVER> ".,ACE TC' AN OUTFIT UF IN THE CENTRAL MIGHL.AND.
OPERATION RATFINK HAS PEPLETEP REPAIR PARTS STOCKS, ANP MUST BE FILLEP
PRONTO!! CHARLIE PON'T WAIT, ,

ER .NOT WHYF'!! ECAU5E
-ATE LY rYUY HELP
WHY? PEEP THE
5STEM!

HALF THE STUFF'S
MISSING. HOW AM I
SUPPOSED TO SUPPORT
A FIGHTING UNIT?

THAT IS PONE ANP
TO MAKE SURE THERE IS
NO BIND, REPARABLE ITEMS
ARE SHAPED UP ANP ARE
ALSO PUT INTO THE WOT
7 SUPPLY UNE. IF IT CAN'T

r THE ARMY CAN BUY ONLY SO MANY
OF REAL EXPENSIVE PARTS AND
ASSEMBLIES....THAT'S WHY CERTAIN ONES
HAVE TO BE RETURNED FOR REPAIR WHEN
THEY 60 BAD, LIKE THE MISSILE BOYS
SAY, IT WORKS SORTA LIKE A"CLOSED
SLOOP" SYSTEM. WATCH THIS CHART. /

BIG PEAL! I
OTOUGHT THEM "BRAINS"
MAKE SURE THAT ENUF STUFF
15 MANUFACTURE TO KEEP
US GOING .

GOOP QUESTION! AN UNSERICEABLI
PART OR ASSEMBLY 15 SENT UP
STHE LINE. IT'S REPAIRED AT THE
LOWEST LEVEL OF MAINTENANCE
THAT CAN REPAIR IT, THEN, IT'S
PUT BACK ON THE SUPPLY
SHELF AND WILL WORK ITS
WAY BACK TO YOU WHEN
e You NEED IT!

DEPOT

6ENERAL z ~r-~r~~
GEMoRAL z c.Ar4 .:c'ME
SUPPORT
UNIT L' OCI
rl~ IQ ?LI
DIRECT cp FRO~M
SUPPORT c
UNIT A
I LEVEL
OF
6ci 7 THE L NITH -

.C' USERJ F.E
IT.

IF PIRECT SUPPORT CAN'T CUT ITr
IT GOES HIGHER...TO GENERAL
SUPPORT OR PEPOT, EVEN. BUT IF
IT CAN BE FIXEP, THOSE GUYS
7 GET WITH IT ANP FIX IT!!

BUT! IF YOU KEEP
ALL THIS STUFF, USELESS TO
YOU, COLLECTING PUSTI THE
LOOP IS BUSTER THE MAINTENANCE
PEOPLE CAN'T FIX IT IF THEY
DON'T GET IT TO FIX,

SO, IF A BIG DEMAND COMES
M, AND THAT STUFF REALLY IS
NEPEPP TO KEEP YOUR GEAR IN
THE FIGHT... YOU AIN'T MAKING
ANYTHING AVAILABLE BYSITTING
ON REPARABLE PARTS ANP
ASSEMBLIES.. YOU REAPI OTCHA
PAL.

LOOK AT THIS LIST- HOT }
ITEMS NOW ARE AIRCRAFT
PARTS, FI EP COMMON GEAR,
COMPUTERS, RANGE FINGERS,
ENGINE CONTAINERS ANP
ENGINES, GENERATORS,
, GAS CYLINDERS.

-Upe.S

KEEP REPARABLE PARTS
FED INTO THE SYSTEM...
SO YOU'LL GET GOOD ONES
BACK WHEN YOU NEED 'EM.

'4

bF~

You only get OUT what's put IN: \
Shake loose those reparables and then
Send 'e6n back to the crew
That rikes 'em like new...
And Lou'll have gear that will win.

IF YOU WANT TO DISPLAY THIS CENTERPIECE ON YOUR BULLETIN BOARD, OPEN STAPLES, LIFT IT OUT AND PIN IT UP.

/P

DOPE

.-'---\ ,-..
-- 1 a--*
*V.' *'

S PLIFF- f7FLF FJ
A- ROGER.' WE'LL
'7EPECT ZEBSA FLIGHT > .
IN ZERc FIVERE M lINUTE.
KILO s lI... OUT.
ANT-W4EE.2'

'MOVE
OVER,
PAL..
HERE I
COME. .

SKCOM
MERE
FONER
ONE.

FPST! o you
HAVE ANY PRIME HIH
BEEFS ABOUT ANY ER.
OF YOUR GEAR' YEAH!
,.

iPON'T KNOCK IT / HOW COME
IF'N YOU AIN T YOU'RE SO
TRIED IT, PAL. INTERESTED,,,
STRAIGHT LEt
La., ATFE? .

PON'T PANIC, TIGER!
US EIR'5 PO THE JOB, No SWEAT'
[ UT E USE US!! THAT'S ALL WE
ASK....

TMEIC1

F MAN! yOU KIN sEEF ON
EQUIPMENT FAILURES!SNAFUEP
NEW GEAR! ANP KICK IN NEW
IMPROVEMENT IPEAS! IF
EIR', CAN'T GET '/VO U ,
IMPRO% EVENTS,
NOTHING' WILL.

35

50 WHY PONIT YA MEAN~
YO O ANTIG AN EIR?
A13OUT ITF I/NEVER TOOK
7Hr= TIME-.
13ESIPE5 I PION'T
THINK MUCH~
OF lAPEwv0'Z

15

t ~pA6

HOW P0 EAY! JUST FILL US
I TELL UT! BUT CORRECTLY...
SOMEONE FSN'S, NOMENCLATURE,
MY RAPIO MODELS, MANUFACTURER...
CAN BE ALL THAT... 70 IT RI6HT!
IMPROVE B1E SURE TO EXPLAIN
7??/ WHAT'S WRON-...
BROKEN OR UNWORKABLE
S ...L CAN EVEN MAIL THE
AP PART ALON&L.

...NOW I INCLOSE A
KNOW JUST PHOTO OR SKETCH
WHICH PART OF YOUR BEEF
THEY CAN OR IPEA ANPMAIL.
REPESIGN, E\R PIRECT TO THE
BUT I'M NO NATIONAL
CRAFTSMAN. MAINTENANCE
POINT FOR THAT
GEAR.

i^^Rtf&T'^^^ II^R^^

r HOW NO PROBLEM"'
P O I THEY'RE LISTEEPIN
FIN OUT APPENPIX 3IL OF
WHICH TM38-750.
ONE IS
WHERE ./

60T PROBLEMS WITH 'OUR PUBL(CATION5 ? THEN FILL OUT
DIRECT TO THE ADDRESS YOU FIND IN THE FRONT OF
36

Comes the time m hen iou can't make
an) more adjustment on the rurnbuckl-s
olf our Hue\ (LiH. I D crew scat coters
to take up the slack, don't sweat it.
To put the spring back in a stretched DISCONNECT TURNBUCKES ROTATE
cover just disconnect the turnbuckles BAR ONE HALF TURN (BOTH SIDES IF
at one end of the material. Turn the
metal-based material one-half turn
counterclockwise and reconnect the
turnbuckles. This adjustment will give .
the turnbuckles additional tightening
threads.
If you still have too much slack, tho, -
rotate the other end of the material,
which will extend the turnbuckles even
more to give you a real snug seat cover
adjustment.

THE NEW WORK BOX LOOK

(Ed Note- Looks like a terrific field.tool uhich doesn't hurt the vehicle at all.
Other outfits should find it useful uhen there're no fixed facilities around.)

Dear Editor,
Whenever you put the swashplate
and collective sleeve assemblies on
the Huey (UH-IB) 540 rotor system,
there is a bit of a problem torquing
the clamping nut on the tapered
spring to 110-130 foot-pounds.
When you use a standard spanner
wrench it only has a one-point con-
tact with the 6 slots in the nut. The
wrench slips and damages the clamp-
ing nut; we had to replace several
nuts .and nurse some bruised
knuckles!!
That was the situation here until
we came up with this jim-dandy little
tool made from 4-in flat steel stock,
SAE 4130, heat-treated, with 4 nut con-
tact points chamferedd) and %-in drive.
The nut makes a good template for
making this baby.
Whether you're putting the sleeve
assembly together, or just checking
the nut torque on a vertical write-up,
this little jewel grips the nut solidly
in 4 places.
SP6 Joe Calandra
Fort Rucker, Ala.

IOROUE WREN(H
DOES NOT SLIP

rr"

S11 IIVE
Iop
TORQUE
WRENCH.

(Ed Note--Righto. No doubt your unit has at least a 4-to-I preference for using
this tool! 'Course this tool adds to the length of the torque wrench so you would
use the standard conversion formula to find out the smaller muscle power needed
on the wrench handle.)

WHEN EYEING YOUR HUEY...

-T{i '._ T.-,, -..4 i

REPLACE NUT
WITH COTTER PIN.
(

The next time you check the swashplate area of your
Huey (UH-1B,D) have a look-see at how the helical
extension spring, P/N 204-001-515-1, FSN 1560-670-
7605, is attached to the inner swashplate ring.
If the spring is held by a bolt, 2 washers and a nut,
better make some changes .. soonest. A new swashplate
doLen'i include the proper pin assembly and in one case
o'cr-roirquing i, thei Lin.1uth1irizid nut cracked the swash-
plaie arm.
'Cour' c FIH .-,f TNb 5~..li202110-20P (14 Feb 66)
doesn't call for :in\ nut -n [he I 'H-IB model- the same
on the [iH-lD model The puhb J..n c list a cotter pin to
rctmn the straight pins. eilher But future changes will
add the colrtr pin
To secur-c he h helid ..ci e\tcn n springyou need-pin,
straight-heiidcd. PN MN 20192. CS 9, FSN 5315-081-
018. rn l, 11 aihers. P, .N .N 9O)0-PD 416, FSN 5310-
18" 2.5i and cotrer pin. P/N NM 2-(165-151, FSN 5310-

\\'hen \Aou .ictuall hook up ,hi spring-or any spring
for that matter b bu e I...u dlOn't use a pair of dikes.
Dikes n ill cur int, he h, "ire. Itiding to corrosion and
fillure of the spring Your duckbill pliers, with tape on
the i.lns, will do the crick Y,,u might even make the
hook up b) h.and nich the cclic full right-forward.

i

Dear Editor,
Checking the timing on installed
aircraft magnetos can be a bit of a
chore, what with their being located
against the firewall and with many
lines to wade through, in order to get
at the points.
Once the cover is off and you hook
up the alligator clamp of each timing
light lead there's always the possi-
bility that the clamp on the movable
points may contact the mag casing
and ground out the light.
Of course in order to get the un-
grounded "live" mag you need for the
check you put a piece of cardboard
between the automatic grounding
spring and the case of the mag .
all this is SOP.
But here's a way we found to make

HOW DO YA LIKE
MY LOCALLY-MADE
"P" LEAD?

(Ed Note-Sounds like a winner if
you're just making a spot check but I
wouldn't follow this quickie regularly,
like on a Periodic--for good reason,
The timing check in the organizational
maintenance pubs call for taking the

mag cover off and visually checking the
condition of points and related mag
parts. Of course if you're putting a mag
on the engine the cover also comes off
so you can get the "E" gap for your
mag-to-engine timing.)

the timing check without taking off
the cover.
Make a two-foot long "P" (primary)
lead and leave one end of the wire
bare. Hook the timing light lead to
the bare wire. Remove the ignition
switch "P" lead from the mag and put
in the fabricated "P" lead which will
do the same job as the cardboard-
unground the mag to make it "live."
When the prop shaft is rotated and
the piston in number one cylinder
comes to the proper degrees STDC (be-
fore top dead center) on the compres-
sion stroke the mag points will be
open, the timing light will come on
and your mag is timed.
This little "P" lead is a real time-
and-labor saver ... works like a
charm.
Robert Schauman
Fort Ord, Calif.

WALKING CABLE
MUST BE
Whoa, crew chief-type! CLEAR OF RAMP
Before tuckin' in the tail of your Chinook (CH-47) helicopter be sure your
WM-85/U (FSN 6145-635-1536) intercom walking cable's clear of the ramp.
If the cable is hanging over the edge of the ramp when you push the hydrau-
lic lever, intercommunications will be cut short 'cause that ramp has a bite like
a barracuda.
After coming back inside the aircraft, flip the 15-ft cable inside and take a
quick look to see it's clear before closing the ramp.

DON'T
BREAK MY
MEN GLASS!

The next time you climb into a
Mohawk (OV-1) it's a capital idea to
give the C-3107A/ASW-12(v) auto-
matic pilot flight controller a wide
berth.
To maintenance types and airplane
drivers alike, the flight controller sticks .
up on the console like a sore thumb.
A misplaced pair of brogans, or even a--
dropped APH-5 helmet, will crack the
controller glass-for real.
Of course, the sight glass is no ordi-
nary type. It has lighting built right
into it... runs the replacement cost up
ump-teen dollars, sure enuff.

-? --~.r
I-

50 FJC'- CU'VE .OT
C NE CF mE NEN AMiI4ai
SCOUTS VV'ITh THE POWER
op EEIATCltr l 4,10 Tr THEY C.ll TVi5- TuE M26
CUPOLA ;'ND HERE 4 A FEW TiP5 C'ti THE
I.4AY IT OPER,.TE.5.

L .

M 7_,_ ,
3&6 __

;-.T- oi things hit put utr r Strain
on the cleric. motor and hydraulic
pump are to lIo a lueel in the oil
rccr\oir and too little nitrogen
gas in the accumulator. _-
lo check the oil lrvel you do this

a. Turn pow. 1
switch OFF

This looks like the gunner's dual
control handle from a tank (which it
is) and it works the same way. Pull
back to elevate the gun, push forward
to depress it. Pull down right to tra.
verse right and down left to go left.
Naturally, you have to keep one of the
palm switches depressed. If you don't
the magnetic brake will be on and you
can't traverse.
42

ku

The harder you pull the
faster the motion will be
and you can combine mo-
tions, elevating or depress-
ing, while you are tra-
versing. To stop motion in
any direction let the con-
trol handle go back to its
neutral position.

b. Move brake
handlelo
MANUAL

c. Elevate or
depress gun
until it is level.

d. Traverse left
or righl until
all pressure in
the system has
been used and
the cupola comes
to a stop

fiRE

POWER TRA' .,
'-Power traverse with the power
control handle will generally work
pretty fine unless you abuse it.
Running continuously at maxi-
mum speed for over five minutes
al a liie i a ulm-ini, ii. ITh clci.ric
drite morncr will getr .)trhieaed
and ma. brc.ak do% n Gic the
motor a chjncL to cool oilf hbrmen
periods ofi hard use and .ou should
ha\L no trouble
_y_ ^^^SrL ^J

e. Oil level should be at
the dot on the sight gage
near the right power
control. If it is too
low fill with OHC Type 1
as it says in Change 1
to the LO.
(Note: Step c is needed because
if the gun is not level you'll get a
false reading. If the gun is high the
sight gage will show more oil than
is really there and if the gun is low
the oil level will also be low.)

Nitrogen pressure should be 1080
PSI 50 PSI as checked by your direct
support mechanic with a pressure gage.
If it checks low have your support add
nitrogen to bring it up to snuff.

By pumping up and down on the
manual operating handle you get pres-
sure for both elevation and traserse
You can use this in place of power
operation if the electric power goes our
or you can use it in place of power to
conserve \our barterie, IBs the a\%.
you ha-ve 4 bairrries instead of 2 a ich
the power cupola MllI AIl

This handle is not like the manual and down no matter what you want to
elevation and traverse hand wheels on do, elevate, traverse or both at once.
a tank because you pump it straight up (Careful on this: The manual handle
is long and if you get rough and force
it, it'll break.)
'Course, you still have to work the

control handle (with palm pressed
down) while you're pumping up and
down.
For either elevation or traverse you
first put your brake handle in the full
manual position.

(Note: A mechanic has to be
quick-fingered when he puts the
gage on and when he takes it off
or a lot of the nitrogen will escape.)

For power operation be sure your
brake handle is in the POWER position.

Even when you think you are out of
operation with both the turret control
switch and the master switch turned
OFF, there is still enough hydraulic
pressure at the dual control handles to
move the gun fast enough to hurt some-
body.
Check this out just to see how much
pep you still have with both switches
OFF.

5
IjMORE
'v ~ i-

I vkl

Your best bet is to elevate and de-
press the gun a couple of times to use
up the energy so there won't be an
accident if somebody brushes against
the control handle. The gun will stop
moving when all of the energy is used

OOPS, I DIDN'T
USE UP ALL
THE ENERGy.

TRAVEL LOCK
The safest thing is to keep your main
gun in travel lock unless the situation
is tactical. When you have it out of
travel lock you are in control of a
weapon that can kill somebody even
when it is not loaded.

A little absent-minded pressure on
the commander's control handles can
whip the gun barrel down and crack
the driver in the head. Make it a habit
to hold the gun with the barrel high
and to the right of the driver. (The left
HIGH AND .
TI F11 HI

of the driver would also work except
the gun barrel would project further
beyond the side of the vehicle and
would be more likely to snag on some-
thing.)
-,RlVER'S HELMET
Wearing a helmet can mean, for the
driver, the difference between a small
lump on the head and a possibly fatal
skull fracture. 1 _,-

Even with a well-trained crew, bang-
ing a gun barrel down on the driver's
head happens every so often. If that
head is bare, well, what can the chap-
lain say about a clumsy soldier?

THIS
HABER-
PASHERY
15 ACURE
FOR
HEADACHES!

INTERRUPTERS
When you power traverse the main
gun you soon find out that there are
two places, one to the left and one to
the right, where the gun comes to a
jolting halt and won't go ahead until
you press the override button.

These stops are to protect the observer but they can do their job only if you
remember this rule... Once you press the override button and go through a stop,
your gun will not be stopped again until it has gone around in a complete circle.
It can be a fatal mistake to depend on the other stop to keep you from hitting the
observer because this stop works only when hit from the opposite direction

.2... ONCE STOP IS OVERRIDDEN,
GUN WILL CONTINUE 10 TRAVERSE
IN FUlL CIRCLE.
GUN WILL
STOP HERE.
PUSH OVERRIDE
BUTTON TO
.. Will mi / CONTINUE...
NOT STOP / :
AT LEFT -
STOP. BUT MUST BE RETURNED
PAST RIGHT STOP AND
APPROACHED AGAIN FROM
1 SAME DIRECTION FOR
STOP TO TAKE EFFECT.
D GOING OTHER WAY, THE LEFT STOP WORKS THE SAME.
after you hit the first stop. The only way to get a stop to work twice without
coming all the way around after you have hit it is to back up and come into it
again from the same direction. This is true no matter if you hit the left or the
right stop first.
The way to think of it, the stop is a warning to the track commander to tell
the observer to duck. The TC should not press the override until he is sure the
observer is out of the way and the main gun barrel is riding high enough to
clear the observer's machine gun.

:',:L.ERRUPTER RELEASE (
C_ When the interrupter stops the cupola you can start
Again (override) by pushing in on the red button near
the power control handle.

MAGNETIC BRAKEi,'
In both of the commander's dual o Mc P1 M
control handles there is a palm switch 7 o fW
and you have to press in on either one
of these switches and hold it while you C
are traversing.
47 M OR
| MORE

Only thing to remember, don't press
in on the switch (which puts the brake
out of action) or let it go (which puts
the brake ON) unless the handle is in
the neutral position. This'll wear out
the brake... and put additional stress
on the hydraulic system.

IANDLE
The traverse mechanism brake han-
dle is simple to operate. All you have
to remember is leave it in the POWER
position except when you operate man-
ually. However, you shouldn't let it
freeze there which will happen if you
don't exercise it. Turn it back and forth

between POWER and MANUAL a
couple of times every day before you
shut off your engine.
Make sure the handle is as far as it
will go to the left for POWER opera-
tion and full right for MANUAL. Un-
less the handle is full left for POWER
operation the cupola will have a slow,
sluggish, movement.

The electric drive motor makes quite
a lot of noise when it comes on. If this
motor kicks in too often it prob'ly
means your hydraulic oil is low or the
nitrogen pressure is down.

GU

YOU HAVE A SINGLE AND
AN AUTO POSITION, THIS IS
P-OR A FUTURE DEVELOPMENT
50 DO WORRY .BOUT IT
EITHER POSITION WILL I/E
YOL4 FULL AuTO&AATIC FIRE

R I
Check 'em often. Uneven wear on all
four brushes shows your cupola elec-
trical contact ring is likely installed
wrong. Have your support check it. If
only one brush seems to be wearing
unevenly chances are it was not put in
right. Get your turret mechanic to
check it.

I RIG

If any of these things happen the
brushes are not doing the job the way
they should so holler for your me-
chanic:

2. From time to
time you see a (, uu
little smoke
behind the '
turret elecrical i
contact ring

3. You getthe
smell of elec-
trical wire
burning behind. r
the ring. '

If you tighten the hydraulic lines too
tight you can break them. Tighten them
so there is no leaking at the end con-
nections but don't overdo it.

frayed, torn, broken or smashed and
get a new cord if it is.

The cables and wiring harness should
not get loose or fall down if you install
them right and use the securing clamps.

Keep the high pressure water hose
away from the cupola ring when you
are cleaning because water could leak
into your radios and electrical system.
Also, you don't lube the bearing or gear
teeth because oil or grease would get
forced against electrical items like the
ring and brushes and damage them.
Grease would also damage the plastic
balls. Cleaning them is a job for
support.

SOLENOID ..'- .:-;:"
You can't fire your main gun elec-
trically without the electrical connec-
tion to the solenoid being in operating
condition. Check it often to see if it is

fORE

IT r ir T -

F I I L 1 1 1 1 1 1 M I H 1. L I

The radio control box has been re-
located to the lower left hull plate and
mounted right side up so the comman-
der's helmet cord won't get tangled up.
When you clean with water you have
to be very careful around the control
box no matter which way it is facing
so you don't get water in the connec-
tors. This is even more true when the
connectors are facing upward.

When you rotate the cupola with the
commander's seat in either of the two
top positions the motor body will hit
the seat backrest. This not only tears up

__1

The track commander's crash pad
takes such a beating that after a while
the glue no longer holds. When this
happens, reglue it, using green tape to
help the glue.

If the cupola hatch vibrates when
you travel with it in the locked open
position, the latch is too loose. Have
your friendly company mechanic shim
the adjustment nut and put more pres-

the padding, it shakes up the hydraulic.'
lines and starts leaks. You can prevent
this by swinging the seat out of the
way before you traverse. Just pull the
seat retaining pin and push the seat out
of the way-then you can traverse the s
turret 360 without banging the back- (
rest. sure against the bumper before he tight-
ens the nut again, like it says on page
265 of TM 9-2320-224-20 (Jan 65).

YOU GOTTA NEUTRALIZE THAT...
DI) YOL
SLEEPING GIANT INNEUT
MAN 13B_ 5UP
HE'S
OUT!

A lot of smart guys worked a long time making the compression ignition
engine easy to start-the same engine you've got in your 21/2-ton or 5-ton
multifuel or diesel truck.
It'll start easy, all right, if everything's in up-to-snuff working' order. That
big bruiser may be sitting' there cold as a rock and then suddenly take off across
country alone-if you forget to put the gearshift in neutral and set the parking
brake.

SHIFT IATERN

4-A

GEAR SHIFT
IN NEUTRAL

Just a little accidental nudge by another truck may be enough to start the
engine and turn your truck into a raging monster-knockin' down fences,
buildings and even people.
A push won't start it if the transmission's in neutral, but it's important to
have the brake on too, in case your truck's parked on a slope where a bump
could send 10 or 15 tons of steel to mowin' down just about everything in its
path-not to mention the damage to the truck.
So remember, when you're shuttin' down, along with stopping the engine
and turning off all electrical switches-transmission in neutral and parking
brake set.

5-TON TRUCK FENDERS...

SPRING-LOADED BOLTS

SHOW MUCH
TORQUE P0
YOU PUT

IARGE?
---- ---- A
S'usI

Dear Sergeant J. 5. S.. w .
When the springs're new 'n' bouncy, the nut should be turned down on the
bolt until the spring is compressed to 1 Vs inches. There's no torque measuring
involved, so you use an ordinary wrench of the right size.
These springs absorb some of the strain put on the fender, especially in cross-
country travel. When the springs get old or badly rusted and lose their bounce
-or if they're broken--they should be replaced. Your support can get 'em for
you from TM 9-2320-211-35P (May 64). -

EYE THE

You say you just got one of those new multifuel M35A2, 2V-ton trucks?
Good deal!
While you're eyeing this beauty, cho, focus in on the power takeoff shift-data
place in the cab. The hand lever positions may nor jibe with the positions marked
on the plare.
To head off shifting difficulties better make an adjustment on the lever con-
trol rod linkage, according to para 163 of TM 9-2320-209-20 (7 Apr 65), so
the lever and plate agree.

Water, leaves and even hats and wigs
can wind up inside your 5-ton diesel or
multifuel truck's fender-mounted air
cleaner when the air cleaner nozzle is
pointed out.
So just unlatch the nozzle end cover
and turn it until the nozzle faces to
where the fender and side panel come
together. This'll put the suction in a
safe corner where it'll just pull in air.
This's especially good to keep water
from getting into the air cleaner when
you're washing your vehicle.
Even with the nozzle turned in, tho,
you always want to make sure the en-

gine's not running during a wash job.
Water's bound to splash around the
nozzle where it'll be sucked in-may-
be even into the engine.
Water in the cylinders will give your
engine hydrostatic lock, which means
the water can bust a connecting rod
and other parts in the engine when the
engine's cranked up.

FOGGING SMELL a

APLJER-LIKE BRAIN
LL SOLVE YR PROBLEM
'N A FLASH! '-

.SAVED
pG AN BV
MIGHTY
MAST!

Sep ge ig gigged for a brake fi s`ell or a foaggy corning
rO our AVU35 /2-ton truck's air cleaner. Tis happens whe we use he ee service
brakes "
Ouir di siipport: lld us the air-hyd~ssciv u~nit was faculty a~d needed
ri y :cj hve acny suggeshon$s?
CWO F. E. iFA
Dear Mr. F. E. M.,
Your smelly problem is an old one, especially on the K742-series 212-ton
trucks. And it's caused by one or more of the following three conditions:

FILLER
AN D COMMON CAUSE... PLUG
No baffle on the master cylinder filler plug. The first batch
of G742-series trucks built didn't have this baffle installed. : K
Later issued trucks do. It's needed to restrict the movement
of the brake fluid and the air-hydraulic unit's exhaust air from
getting into the vent system when the brake pedal is released.
If your filler plug has no baffle, requisition Cap, Brake
Master Cylinder, Filler, FSN 2530-703-2636. Or replace the /
master cylinder. The one that comes under FSN 2530-753- bFFI. .
9267 has a baffled plug. (WASHE

SECOND AND VERY LIKELY REASON...
Over-filling the master brake cylinder reservoir. The cor-
rect fluid level is V2-inch below the reservoir opening. Filling
it above this level will kill the action of the baffle.

THIRD AND LEAST LIKELY "''rA.(Il.0..
Brake fluid leaking into the air-hydraulic unit and getting
into the air system. If it does, then the air hydraulic unit ..-
(FSN 2530-040-2188) needs replacing. /-fl-W
""A

Those front engine mounts, or pads, in your 2V2-ton M44A1 series multifuel
ruck should last until the engine's changed. Even if the pads get mashed down
so the bolt's a little loose, there's probably no reason to get shook up. You may
even be able to rotate the bolts with your fingers.
But if the bolts are wobbly-and the pads aren't oil-soaked or torn-all
you need is another washer (FSN 5310-850-7048) under each front mount bolt
head, just like the washer that's already there. The two washers will take up
most of the slack, but the bolt still may be turned easily after .the nut's tight-
ened to 80-95 ft-lbs torque. That's OK, tho.
Never add washers at the nut end. The one (FSN 5310-723-3247) that's
already there is enough.
If the pads get so beat up that the center holes are out of line, they should
be replaced with new ones, listed in TM 9-2320-209-20P (Jan 65).

TURN SIGNAL TEST

No matter what tactical wheeled vehicle you've got, if its turn signal sys-
tem was installed by MWO 9-2300-263-20 (20 Aug 63), troubleshooters can use
Table IV in Change 8 (May 65) to TM 9-8030 (May 55). Although this detailed
electrical check-out is for the 3-ton truck, it can be used for other vehicles.

M38ANEW BELLCRANK SYSTEMTRU
i-~----- NEW BELLCRANK SYSTEM

There's no need for your M38A1 14-ton truck to suffer from steering troubles
due to a worn out bellcrank system.
The redesigned bellcrank setup that came out with M38Al's after Serial No.
87062 and M170 ambulances after Serial No. 12320 can replace the whole
system on older models. And it's better because it's got a dust cover for the
bearing.
Here're the parts you need:

Assembly, FSN 2530-980-5192 Be-0r-!'( Sh at, FSi 2530-977-0948
Shrit, Pivo, FSN 5306-638-7863 C ip, B2ellrnnl Oust, FSI, I 2530-977-0947.
FSN 3120-661-9148 Wsher, Fliat, FSN 531 0-823-t803
SenI, Oil, :SN S330-200-62C4 Wsler, FS 53 i 0-013- 018
5eCl, Oil, FSN{ 5330-200-6231 Nuktt, Self locking, FSNI 5310-737-5178

DON'T 'IoU A MR. CLEAN
( KNOW WHO

t I DON'T CARE
WHO YOU ARE!!
OUTTA THERE!
OR THIS GRENAPE
GOES IN!

Dear Sergeant W. L. R.,
The MWO was rescinded by DA Cir 310-65 (June 63). But the details on
cleaning and refinishing the water tank interior are now covered in para 119
of TM 9-2330-213-14 (Jan 64), and its Ch 2 (Oct 65).
The only attention a new tank needs before it's put in use is a rinsing with
a solution of 100 ppm (parts per million) calcium hypochlorite and water.

1'/2-TON TRAILER...
;-- CLEAN THAT AIR LINE FILTER

ON YOUR
z -6z'754 I 2. TON
-7 -R AII.ER!

Just like a giant fist, weighing two or three tons, or more, trying to ram you
through a building or off a curve.
That's your G754-series 11/2-ton trailer (loaded) when the brakes don't work
-maybe all because of a little gadget no bigger than your own fist, the air line
filter.
Like TM 9-2330-213-14 (Jan 64) says, "no brakes or weak brakes" can come
from a dirty air line filter element. Para 73 tells how to drain condensation
from the filter and how to clean or replace the element. This should be done
regular before operation.
And the TM gives you FSN 2530-696-0351 for an air filter parts kit, including
element, because it's the new TM for operation, maintenance, repair parts and
special tools. There's a Change 1 (Feb 65) and Change 2 (Oct 65) to the TM.

FORGET

In ordering your supplies there are some things you've got to know before
you start.

UNIT OF ISSUE-

gallon quart set foot pound yard or each

UNIT PACK-That's a number of the some items packed up in a handy package
or container. You might see 1, 5, 8, 30 or 100 in a unit pack; or it might be 10 items, 55
gallons, 5 quarls, 20 feet or 50 pounds.

Now, the big question ... how do these affect your ordering on DA Forms
2765 and 2765-1?

If you need 10 bolts, order 10 bolts; if 8 filter elements, order 8. If your
gaskets are issued by sets, order the number of sets you need, not the number
of gaskets.
You're never concerned with using the quantity of unit pack on your request
forms. You leave that strictly up to support types. (Some real live DS outfits
may give you special instructions on unit packs of some items; so, listen anc
heed.)
You only have to remember that if you need as many or more than are in
a unit pack you'll get one or more unit packs. Some spark plugs you need come
in unit packs of 8 each. You order 16 on your DA Form 2765, and your support
delivers 2 unit packs of 8 each.

NECK, fuel fller (10861293) ---------------- ea FILTER: fluidpresur fuel
G744... (Except M35l, M35A2,
SCREW, CAP, HEXAGON HEAD: (98906-51095-)--- M6A2, M49C1 M49CA2, MSOAl,
WIRE, STEEL. M5A2, MI09A2, MIO9A3, M185A2,
(98O6-20995C32) ft M85A3 M275A1, M2752, M292AI,
M292A2
STRAINER ELEMENT, SEDIMENT: (10933071)----. G792...
TOTAL DENSITY....
CAP, FUEL TANK: (96906-51300-1) .-----------.I TOTAL ENSITY.----
FILTER ELEMENT: air cleaner
GASKET: (8756391) -------------------
G295...
GASKET: (10886770)--------------------
2 C 2 TOTAL DENSITY....-- .---- - ----- --

ORDER THE NUMBER YOU DO NOT ORDER
OF THESE YOU NEED mrBY THIS QUANTITY

In some cases your support may give you a unit pack when they feel it's in
the best interests of supply economy. This usually happens with little things like
bolts, nuts, washers and cotter pins. When this happens and you get more than
you ordered, store the "extra" items and note on your records that the items
were issued as a unit pack. This'll show some inspectors why you have more
than your demands call for.
But in all cases, tell your support exactly how many you need ... and forget
unit pack.

SHORT/SHORT FORM

Needn't fret if you're caught short of
DD Form 1150, Request for Issue and
Turn-In. For the time being you can use
the longer DD Form 1150-1 wherever
AR 735-35 (25 Oct 65) calls for the
colorful, 3-part short form.
Just add carbon as needed and the
1150-1 will take care of your hand-
receipt info.
Stocks of the short form are being
DD Ulso-1 used up on purpose, and next time
around the shortie will be called DA
Form 3122.

Dear Sergeant C. S. C.,
You are.
As long as the pages are in sequence and correctly identified, only the last
page of a fat H/R needs the holder's signature.
60

or

TM 38-750's PARA 4-26h STORY

Hold one if para 4-26h of TM 38-
750 is putting question marks in your
eyes.
The paragraph, on commo-electron-
ics equipment, requires a DA Form
2409 on major components only when
the configuration (such as AN/VRC-
12) has a line item number listing in
para 4-26, plus the notation "(para
4-26h)" after the number.
F'rinstance:
Radio set AN/GRC-26 is listed in
para 4-26 under line item number
410220. But, there's no "(para 4-26h)"
notation. Therefore, Form 2409 is not
required on each major component.
Radio set AN/GRC-50, line item
number 410250, does have "(para 4-
26h)" after it. Therefore, you keep
2409's on the major components.

If your TM's don't pin down major
components, you need a Form 2409
when:
1. The component is serially num-
bered, recoverable (NX), and requires
organizational or support maintenance
services (aside from operator services).
2. Such items include receivers,
transmitters, RT's, power supplies/
packs, indicators, modulators, radar
and ADF antennas, teletypewriters and
some controls.
You do not need 2409's on expend-
able mounts, handsets, headsets, an-
tennas and cable assemblies. If info in
Item 1 above applies to similar small
components, they get a 2409.
Naturally, your own CO has the
option to require a 2409 even though
it might not be required by TM 38-750.

410220 Radio Set AN/GRC-26----------------------- X X

^44 f. r^ \V I5T IT Is W ITs

O D
00
I Among the handiest pubs you can latch
on to are the "Equipment Improvement
Report and Maintenance Digests" pub-
lished as Army Technical Bulletins.
.Man) people call these "EIR Di-

A GOOD THING GOING

gests," but they're more than that. Some
of these also give up-to-date info on
maintenance, supply, and publications.
Here's a rundown.

SYou'll not want to miss any of these
/ TB's, because some current ones super-
1 sede the last ones, and the info is not

quarterly 12-9 (Requirements
for Logistics,
General-A)

repeated if the case has been closed. Be-
sure to get on initial distribution be--
cause they're not stocked.

~?=;
a;; c- ; -

FILTER FIX FOR PHIBS

You won't have any lark out of your LARC-V or PLATE
LARC-XV if you fire it up after it's been parked a i
while, and a bum filter makes it overhear.
Although LARC's like it wet or dry, there's a
part inside that doesn't like to set still atall-rhe ani-
corrosion filter. It comes apart and blocks the cool-
ing system if it's idle too long. So if your LARC's
stood around for as much as 3 months, replace the
filter core before you start her up-else you won't
go far. FSN 2930-789-0651 gets you the filter ele- FITER ELEMENT
ment.

FOR DARK LIGHTERS

PAINT
7 ARROWS 0 .

POINT
TO FITTINGS

Lube joints on the LARC-V and LARC-XV drive shafts are hard to find in the
dark--and the shafts have to be turned to get at 'em all.
It makes the job easier if you paint arrows on the shafts so they point to lube
fittings. Then, one man with a flashlight can stay clear of the turning machinery,
shoot the lube points, and finish up fast just by watching the arrows.

NOT BY THE NUMBERS
You may run into some M8A2 gas particulate filter units with serial numbers
painted on 'em, and you'll find others without serial numbers. No problem.
None of the units got serial numbers when they were manufactured. And those
with numbers no doubt acquired 'em for some local reason after they hit the field.
But, for TM 38-750 reports on the units you don't need a serial number. Just
use the N/A (not applicable note) in the form's serial number block.

Seeit' VDobe 7
You don't have to rub your eyes if
you run across an M151 (or M151A1)
l/-ton truck that has identical registra-
tion and serial numbers. Quite a few of
'em came out with twin numbers

Zoot otv obf
You say the luminous lettering in your
Nike-Hercules vans has faded so much
you can just about read the different
dials when the lights are turned down?
Here's what to do. Ask your support
people to come on the scene with what-
ever it takes to clean and renew the
lettering. Their TM 9-1400-250-35 (28
Nov 62) gives them all the scoop on
the work.

7113 oid 6eommauniqe
You all wound up because the igni-
tion coil on your M113 personnel car-
rier is busted? Well, uncoil yourself and
order Kit, coil, FSN 2920-089-3607.
This kit includes installation instructions
(wiring diagram) and is the best re-
placement for your coil. See the latest
TM 9-2300-224-20.

2ciecke Pin7 ?o 're I2n
Hung up for a set of quick-release
pins for your Hawk loader-transporter
hoist beam? Scribble on page 146, page
86, of your TM 9-1450-500-20 (May 60)
the FSN 2590-690-2854. The number's
in Fed Cat C2590-IL-A of Jul 66,
page 5-75.

Cearbuetor Contro4l
Funny thing about choke and throttle
cables they can freeze on you during
the summer and leave you spittin' and
sputterin' in the winter. So eyeball the
fine print of your LO's for guidance on
squirting some OE now and then to the
linkage to keep it sliding free and easy.

W7t27,4/AI Wleel Stud
If your M127A1C or M127A2C 12-
ton semi-trailer needs wheel studs, you'll
find 'em on page 47 of TM 9-2330-207-
24P (Jan 62). Get STUD, Shouldered,
FSN 5307-383-4957, for the right
wheels and BOLT, Ribbed neck, FSN
5307-733-9239, for the left wheels.

Would You Stake Your Life

on

the Condition of Your Equipment?

WHERE IT'S HOT ANP PUSTY
AIR FILTERS WORK OVERTIME/
THIS MEANS THEY NEEP EXTRA ATTENTION/
KEEP FILTERS CLEAI
OR CHANGE 'EM!
rWikT W@ Es iMU iPMUT

(: 3
0

MILLISECOND	CLASS.METHOD	MESSAGE
0	sobekcm_page_globals.constructor
0	sobekcm_page_globals.constructor	Application State validated or built
0	sobekcm_database.verify_item_lookup_object
0	sobekcm_page_globals.constructor	Navigation Object created from URI query string
0	sobekcm_database.verify_item_lookup_object
0	sobekcm_page_globals.display_item	Retrieving item or group information
0	sobekcm_page_globals.get_entire_collection_hierarchy	Retrieving hierarchy information
0	sobekcm_assistant.get_entire_collection_hierarchy
0	cached_data_manager.retrieve_item_aggregation
0	cached_data_manager.retrieve_item_aggregation	Found item aggregation on local cache
0	item_aggregation_builder.get_item_aggregation	Found 'all' item aggregation in cache
0	system.web.ui.page.page_load (ufdc.page_load)
0	sobekcm_page_globals.constructor.on_page_load
0	html_echo_mainwriter.add_style_references	Adding style references to HTML
0	html_echo_mainwriter.add_text_to_page	Reading the text from the file and echoing back to the output stream
31	html_echo_mainwriter.add_text_to_page	Finished reading and writing the file

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