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Permanent Link: http://ufdc.ufl.edu/UF00076787/00037
 Material Information
Title: PS
Series Title: <Mar. 1987-> TB
Uniform Title: PS (United States. Dept. of the Army)
Alternate title: Preventive maintenance monthly
Alternate Title: PS, the preventive maintenance monthly
Caption title: PS magazine
Abbreviated Title: PS (Wash. D. C.)
Physical Description: v. : ill. ; 18 cm.
Language: English
Creator: Eisner, Will
United States -- Dept. of the Army
Penny and Sol Davidson Collection
Publisher: Dept. of the Army
Supt. of Docs., U.S. G.P.O., distributor
Place of Publication: Lexington Ky
Washington D.C
Creation Date: 1968
Frequency: monthly
regular
 Subjects
Subjects / Keywords: Military supplies -- Maintenance and repair -- Periodicals   ( lcsh )
Genre: federal government publication   ( marcgt )
periodical   ( marcgt )
serial   ( sobekcm )
 Notes
Summary: The Preventive Maintenance Monthly is an official publication of the Army, providing information for all soldiers assigned to combat and combat duties. The magazine covers issues concerning maintenance, maintenance procedures and supply problems.
Summary: From 1951 until 1971, Will Eisner illustrated and co-wrote PS. Self-descriptive in purpose, featured a mix of illustrated articles, diagrams, and comics.
Additional Physical Form: Vols. for Dec. 1990-1991 distributed to depository libraries in microfiche.
General Note: No. 61-<74> are photocopies (positive) copyrighted by Will Eisner Productions.
General Note: Imprint varies: Lexington, Ky., <Aug. 1978>-19 ; Redstone Arsenal, AL, <Sept. 1997->
General Note: Not distributed to depository libraries in a physical form, Dec. 2000-
General Note: Description based on: Issue 309 (Aug. 1978); title from cover.
General Note: Sol Davidson Collection holds issues 36, 40, 44, 49, 85-6, 89, 108, 112, 142, 148-57, 164-71, 173-4, 177, 182-4, 186-96, 198-209.
 Record Information
Source Institution: University of Florida
Rights Management: All rights reserved by the source institution and holding location.
Resource Identifier: aleph - 001362266
oclc - 04507968
notis - AGM3698
lccn - 61040228
issn - 0475-2953
System ID: UF00076787:00037

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PS189_1968 ( PDF )


Table of Contents
    Front Cover
        Front Cover
    Main
        Page 1
        Page 2-3
        Page 4
        Page 5
        Page 6
        Page 7
        Page 8
        Page 9
        Page 10-11
        Page 12
        Page 13
        Page 14-15
        Page 16
        Page 17
        Page 18-19
        Page 20-21
        Page 22-23
        Page 24-25
        Page 26-27
        Page 28-29
        Page 30-31
        Page 32
        Page 33
        Page 34
        Page 35
        Page 36
        Page 37
        Page 38
        Page 39
        Page 40-41
        Page 42
        Page 43
        Page 44
        Page 45
        Page 46
        Page 47
        Page 48
        Page 49
        Page 50
        Page 51
        Page 52
        Page 53
        Page 54-55
        Page 56-57
        Page 58-59
        Page 60
        Page 61
        Page 62-63
        Page 64
        Page 65
        Page 66-67
        Page 68
        Page 69
        Page 70-71
        Page 72
        Page 73
        Page 74
        Page 75
        Page 76-77
        Page 78
        Page 79
        Page 80
        Page 81
    Back Cover
        Page 82
Full Text




68 Series
68 Series


1 I


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Dirt chokes up filters, and the
equipment overheats from a lack
of that cool air. Or the equipment
gets all gooped up from the dirt
that didn't get filtered out.

'~jq~ .>~ ~~ ibute.^LA.'l


THE PIEIVNTE 1IT lUIANCE MOn*HLY
Issue No 1B9 196B Serles
IN THIS ISSUE


AIR MOBIUTY 2-17
HuesCobra 2.17


FIREPOWER 18-35, 54-57
TAT.102A Marrine Gun Guide 33
Subsystem 1833 ML4 Rifla 34.35
Haek 54.55.58,57


. COMMUNICATIONS-ELECTRONICS
.:, 45-53
'AN/lRM.45 Test Set 45 AB151GR Ancnnia
AN/IUAC10- AC Rr 10 48 Base 41
'TA43/PTA 312/PT 47 AN/VRC-24 Radio 42
AT-912,AS1729 ANiPSC- Radio 45
AntennaI 47 Ri-524 iT-246 50
A/PRC-7411 Radillo 41 Vehicle Mll Radios 5
AN/MPO4ARadar 61-53



GROUND MOBILITY 58-71
I8V7T Engine s B45 Olesel TM c
M172A] raller 6847 MultrfUelTruck, *.
.IntrvehicularCabl 61 M IDecO n 7471


Dirt gets on ammo and in your
weapon and keeps it from firing.


rf A F v


- "b. .


SUPPLY
Eneae Dacais. U
Ilpert 7275 NZ A
DA?*rC'2il-S3 71 SeeeV1Z3.47,U.4
-Del b1m ob 18 MDU ff 3,48.71


0". of saft fa rFEW* d, ldsia a-
1101111t, of.-~ hml 1I



ff S1m fl In
.-."Amu sbm~o a R for 1/2/4


-I


B


T~--i
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F HUEY COBRA.. THE ARM' 't
FIRST ATTACK HELICOPTER HAS MADE
THE SCENE... BRISTLING WITH '.62 AAt
AUTO.,MATIC GUNS ANP 2.75-INCH
ROCKETS.'! 50 ALL 'Ou 405
67N20 SNAKE CHARMAERS -
LETS WRITE THRU A
L LITTLE PAIL)
PM TOGETHER. A


2ah.


LEAN
AIP MEANj

60 AM I!


,/ pre-flighi inspections and follow wing missions i th the mechanics.., helps work
/ off log book a riteups. Speaking of the log book- page through its forms for
San) recorded deficiencies.
Eye Nose
E)eball the area for skin cracks and dents.


A T53-L-13 gas rurbine powers this bab The 1400 shaft horsepower, flat
rated to 1100. produces roughly 300 SHP more than the T55-L- IIB engine.
With a slim, trim design she mades into the fracus at up to 190 knnos.
There're several 'firsts" in this latest model in the Huer-series. The big fIi-
ture is the stability augmentation sstem (SAS) which pro ides a stable weapons
delivery platform The latest armor plating for critical parts ol the bird i
included. %
Self-sealing fuel and oil tanks, plus duplicate hydraulic control s stems. are
just part of her rugged make-up. She can take it as well as dish it out
With onl. a 2-man cren a co-pilot/gunner firing the TAT 102A and the
pilot/gunner firing thc wing guns and rockets (as well as the TAT-102A in
the fixed position) there's no fling crecchief.
So-o-o-o. it's might; important that pilots free discuss deficiencies during


MAKE SURE...


* The picot tube's not dented, or jam-
med a ith dirt. I


* The nose compartment is clean, ith
no corrosion around the batter, and
the baiters and landing light connec-
tions are tight; check the wing stores
lertison and transmission oil leel
circuit breakers for proper setting.

* All the screws are in the landing
light cover and there're no cracks or
gaps in the transparent plastic around
the pitot tube.


hli~


QgMO>
































Turret Area UV U U

Focus on the turret to see that all
the cowling fasteners are secure, and 1
none are broken.
(ABLE CONNTED


Be sure the turret ammunition doors
Slatch properly. Eye the electrical recep-
tacles in the ammunition bay for dam-
A SHORT age and corrosion.
-.i -j SCREWDRIVER Make sure the ammo chute and
COMES turret drive cable are not damaged and
IN HANDY that they're connected.
Co-pilot tip-Make sure your TAT-102A is stowed and the sight elevation
lock engaged when the bird comes in to roost.
The automatic gun will hit the ground in the straight-down position. There's
a ground safety lever on the right side of the TAT-102A sighting station. Lever
engagement restricts the turret from depressing more than 20 degrees.
4






Look for turret hydraulic leakage which will show up in the ammunition bay.
See if the searchlight is damaged.

The Cockpit


X-7S o; amI'.A


r PILOT, CO-PILOT'S
DOORS AND LATCH OKAYF?
STRUTS WORKING RIGHT?... HOW
ABOUT THE ROTOR TIE DOWN AND
OTHER LOOSE EQUIPMENT SECURE
BEHIND THE PILOT'S SEAT?
BREAKOUT KNIFE SECURED


EXTINGUISHER
IN PLIAf?


WINDOWS (lEAN?
ANY CRACKS?


Instruments clean? Range markings
in the right place? Loose or broken
glass?
Eyeball the pilot
and co-pilot
gun sights
to see that '
moisture
has not
caused
lens fogging.





\ SCAN THE EXTERIOR
SKIN. BE SURE THERE aRi
NO PUNCTURES AND SE
IF THE 6TEPS ARE IN
SHAPE .

All the access plates in
place? Drains should be
clean as a hound's tooth.
Don't forget the static
port. These tiny holes can
get plugged real easy and
When this happens the air
speed, altimeter, rate-of-
climb and TAT-102A
compensating system will
be out of'whack.
HERE


O


OO








The HueyCobra has the same 540 door hinge-type rotor as the UH-1C Model
-with one exception.
The pitch horns are altered to permit direct connection between the swash-
plate and the rotor ... simplifies the control system. You'll find the repair limits
in Chap 8 of TM 55-1520-221-20 (13 Nov 67).
Mount your charge and focus on the hub, blade grips, pitch horns, drag
braces -and sand deflector. Look for
visible cracks and check for tightness.
Any obvious scratches, nicks, dents,
erosion of the leading edge or bond
failures bear further looking into.







Landing Gear


You've got it made as far as ground
handling wheels are concerned. All
the other Huey wheels fit the Huey-
Cobra skids.
CroeL tube fairings-Check for FAIRINGS
cracked skin. When sou mount your CRACKED?
bird be sure you use the steps.
The skid shoes must be secure.

DON'T PLANT VOUR BIG FAT
FEET HERE. THE AIRINGS ARE
THIN-SKINNED AND CRACK EASILY.


Pylon


Cowling, access doors and inspection plates
latches?


MU. V II, _' DON'T FIGHT 'EM...
B RliuSER.h ADJUST THEM
All the cowling latch receptacles can be
adjusted to give you added clearance for the
right fit. : adjust 'em.
The exposed part of the mast should be
dean. Look for possible damage.
7


have any broken fasteners or

Open the pylon access
door and check the oil level.
Look for oil tank and line
leakage.

ANTI-COULSION
LIGHT BROKEN?- ,

OIl
TANK
S crDirr


Ir=MORE





Swashplate, scissors and
sleeve damaged? Tight?
Make the feel test for ex- MAkE
cessive pla) on the drive A
link bearing ... on all FEEL
accessible bearings for
that matter. And remem-
her, Chap 8 of your or-
ganizational maintenance
pub spells out these checks .il
in more detail. I


/A
Here's how ou can take the guess-nork out of adjusting the pitch change
tubes and save yourself a lot of rotor tracking after a main rotor replacement.
FIRST...MAKE A FIXTURE LIKE THIS: MAKE SURE THE THREAD
MAKE SURE THE THREAD
27.05 INCHEA 4 --- ADJUSTMENTS AT EACH END
;;PCENTrER ro ARE [OUAL WITHIN '1 INCH

METAL PEGS .


THEN BARREL-ADJUST
THE TUBES UNTIL
THEIR ENDS SLP OVER THE PEGS...

Main drive shaft couplings Hydraulic compartment -
Grease leak? Clamps damaged or damaged? Secure? No leaks around
loose? the reservoirs, modules and lines?








Make sure there's no I Fluid level in the reservoirs OK?
water in the transmission Deplete the collective accumu-
sump and that the oil leIel lator for a check of the No. 1
is up.to.snuff. system.

























Something new has been added to an Army chopper--those Shortyy" wings
on the HueyCobra give additional lift and provide mounting points for the
weapon's pylons. Here's what you should look for on the Daily.
Look for dents in the skin and chip- oiOuND SAFE..
ped paint. Make sure the decals are PIM ACC5E
readable and that the safety pins are
installed so the external stores can't be
accidentally jettisoned.

SECURE

Remember-clean the ejector rack at the end of each firing day in which
the emergency jettison is used. Also, replace the orifice on the outboard ejec-
tor rack after each second jettison of stores. You'll find the cleaning poop in
Chap 14 of your organizational maintenance pub.

CLEARLY Stores ejector adjusted so it seats on
A CASE OF the rocket pod? Pod securely clamped
PAMAGED in the pylon?

RACK.

NOT TO
MENTION
LOOSE STORE.
POD SECURE? EJECTOR ON POD?
WL ~ ~ ~ j^-^ ^ T^ i' '----------










































\ ~WARNING
SGUN WILL FIRE IF
A-TBYHAN

0

This weapon will dear all ammunition from the 6 barrels after the trigger
is released but you can't see that this operation has been accomplished for
sure. So, never rotate that weapon because if there should be a round in the
chamber it will fire.


APO YOURSELF Heeding the poop on decals
WEAPON CHCREAE can also keep your bird from
W TC THE f taking it on the chin.
ARMORERS.! Take the aft fuel tank stress
Spaniel. You can take it off for
inspections but just be sure
i^ dlY Jyou have some support under STRESSPANE
T h the tail boom.
The support is only a precaution in case somebody should try to bear down
on the tail boom to install ground handling wheels while the panel is off ...
would buckle some of the airframe structural members for real!!


External drains clogged. Remember
that water, being he-aicr than JP-4.
%ill settle to the borrom of the fuel
tanks. So, every day. get rid of that
afterr contamination in the tanks b\
draining it into a sampling jar. Drain
the fuel filter on the left side of the
engine daily bartery must be on).
Fuel line or fuel cell leaks?

Next, check the oil cooler air
inlet screen for broken wire. Give
the oil cooler the once-over for
security. I --.. mn.. ,IPUTI,


r gii iiij~jE.i" L. l
Unlatch the panel to the electri-
cal compartment and give the
wiring and components the once-
over.


Tail rotor boost cylinder leak-
ing? Cylinder support loose?
Hydraulic cylinders and lines
leaking? Tight? Hydraulic ac-
cumulator precharged in the
green? 'Tis mighty important that
this standby emergency hydraulic
system is ready to go if needed.

I HYDRAULIC UNES OK? I


LWMOR







Engine
The increased horsepower T53-L-13 weighs
about 40 pounds more than the T53-L-11B. One
more gas producer turbine stage and one more

s M. -


power turbine stage in the combustor section
accounts for most of the weight.
With the added stages the turbine inlet tempera-
ture is reduced and since the turbine blades are
more lightly loaded, you get more reliability.
You'll probably get longer life on hot section
components due to the lower temperatures.
Upper fairing and cowling-Holes or I KEEP
GETTING AN
cracks? If you see a hairline scratch ANSWER IN

TAP AROUND THE AREA.
IF YOU GET A DIFFERENT
SOUND IN ANY ONE 5POT...'YOU
PROBABLY GOT A CRACK.

Tailpipe fairing-Hose or cracks?
Go over the rubber insulation on the
fairing to make doubly sure it's se-
curely bonded. Here's why.
There's a transmission and engine
oil-cooling blower mounted on the M \
second section of the tail rotor drive
shaft. This baby has no controls or i i RUBBER
clutches and draws cooling air thru BONED
a screened duct in the left side of TIG
your HueyCobra.
This blower runs all the time the engine is running. The only problem is
that any hunk of rubber or a loose rivet in the doghouse can be sucked into
the fan. You know what happens when it hits the fan the blower coupling
on the shaft is sheared in seconds and your bird is grounded for a blower change.





Look over the blower for damage and a possible grease seal leak and, above
all, make doubly sure the doghouse is clean as a whistle. A rise in engine oil or
transmission oil temperature will tip you off that the blower is kaput.

] 0KS







Engine accessories and connections secure? Not damaged?
Control linkages actuator and cambox secure?
Run your eyeballs over the engine compressor housing, combustion chamber
housing, exhaust diffuser, support cone, tailpipe heat shield and ejector for
cracks, dents and burned or buckled spots.
Be sure you read ENGINE MOUNTS
Chap 5 in TM 55- TIGHT??-- NO CRACKS??
1520-221-20 for BE SURE THOSE 3
PRONGS ARE EXTENDED
damage limits. For ON THE QUICK DISCONNECT

dents and scratches
in the tail pipe, ejec-
tor and heat shield
can usually be dis-
regarded.


Tail Boom



ANY CRACKS
IN THE
FITTINGS
AND
BRACKETS?


HOLES, (RACKS, DENTS,
CORROSION IN THE SKIN? -
--" IS. .- .MlO RE-,-






Plant your mitts on the elevators and tail skid to see if you've got that "solid"
feeling.
Eyeball the attachment bolt holes in the tail boom and fuselage fittings for
wear. Bolts worn? A


Open the tail rotor drive.shaft covers and give the shafts, hangers, coupling
clamps and the covers the big look. Make sure no wires (or anything else)
are rubbing against the high-speed shafts.
Any leaks at the 42-degree gear box or at the 90-degree gear box? Leaks
will show up on the skin. Check the oil levels.
Move a maintenance stand up to the (H-E'
tail rotor hub. Hub damaged? Tight? F
Feel the pitch change links for tightness. -- DENTS .
Eye the blade especially the lead-
ing edge for dents. If you're at all in
doubt about whether the damage is
repairable be sure to check the limits
in the organizational maintenance pub.
The tail rotor control set-up also -. /
gets the big look for tightness.

Servicing, Lubrication
Service the fuel tanks, oil tanks: hydraulic reservoirs and
vwhat-not according to the servicing diagram in the mainte-
nance pub. The lube requirements are also in the pub .
Chap 2.


Power Checks


SKEEP x ou II nna me power-on cnecKs ror your
CLEAR OF baby right in the checksheets.
M WEAPONS OA
SYSTEMS AS WHAT N6W,
'YOU WALK CONNIE?
AROUND /
THEM TO /i
MOUNT/
UP.










When you step into the pilot's seat and check the controls
for free action, watch your left foot at the left tail rotor
pedal. Don't boot the electronic control amplifier or you'll
knock out the navigation equipment. h| li-
Turn on just the switches called for O
in the checksheets to complete your power-on checks.

Avionics Tests
If you check out the radios, remember there's a radical
change in this chopper for keying the transmitter. Don't pull
the trigger as you do in all other choppers or you might
start spraying lead all over the place!!
Instead, push the Chinese hat on the /t,,
cyclic. Pilots want to be especially
aware of this change when the weapons
are "hot" during flight.
For you MOS 35K20 radio repair-
men, the "wedding" books for all your /
avionics inspections are TM 11-1520- PUSH (HINESE
221-20 and TM 11-1520-221-35. HA TO KY
The PM check intervals on electronic RSMIE
equipment are in agreement with the

I1 '5






time intervals for the aircraft daily,
intermediate and periodic inspections
S. the bird will be available for sour
eagic-eye! YEAH ? 1\
SO WHAT
I "PRE- Do I
FLIGHT ?
THE RADIOS, ~




RIGHT SIR, AND YOU
RADIO TYPES PULL
SPull sour 200-hr PM checks ever) 50-HOUR CHECKS EVERY
second periodic b\ following the poop SECOND INTERMEDIATE
in para 2-7. Chap 2. Sect II of TM I1- I FOLLOS THE POOP
1520-221-20. N TH TM
You'll also find that PM bench checks, in 100-hr intervals, are required for
certain equipment .. para 2-6, sure 'nuff.

UVE WIRE Cpfl ? ON BKIONIC...

Nickel-cadmium battery Keep it free of corrosion. Electrolyte over-
flow will cause a short and loss of power, not to mention the mess.
Your best bet is to be sure the electrolyte level is not too high. Eyeball
para 3-4 of TM 11-6140-203-12 (2 Sep 60).

Don't ---~i u put a nickel-cadmium and
a lead-acid cell battery side-by-side. This type of to-
getherness will ruin the nickel-cadmium job. The same
goes for hydrometers and other battery tools. Use
separate tools for each type of battery to prevent con-
tamination.

Headset, microphone
cords -Frayed? Broken? I DNT
A bum wire will give ANY
nothing but silence!! MESSAGE!

Electrical connections Dented? Cracked? Connections mate properly?






























Remember, you've got new equipment on this baby, so report all your ideas
and problems on the EIR portion of the DA Form 2407 or on a DA Form 2028.


Armament
Maintenance of the armament subsystems is done by air-
craft armament repairmen, MOS 45J20. TM 55-1520-221-20,
Chap 14 has the scoop on the weapons pylons, backed up by
the various TM 9-series pubs on the TAT-102A, XM-18
and XM-159 subsystems.
Keep AST WOR2!!
FILL OUT ALL YOUR
Up-To-Date LOG BOOK FORM
ACLogC Book O)
Log Book T^% 5a-"5s0.






TAT-102A
SUBSYSTEM:


That's the TAT-102.
High-Rjre MNI 3-l Minnie
Gun subsr stem, which
pro:,ides most of the enom
for )our AH-IG HuetCobra.


ARMED


:ORE 'OU
ME S>SING f al P WHEN YOU'RE LOADING
TH IT, U I' OR UNLOADING HER
CE TINESE And make sure the aircraft battery is O
disconnected. Disconnecting the battery
S and putting the MASTER ARMED
) switch in the OFF position must also be
) done every time you connect or discon-
>9 nect any external power source to the
Cobra.


SLasirl, if there're an\ armaments hanging on the ship-like podded XM18
lMnniei or rocket launchers, or anything else you'd be smart to clear and
safer 'em before walking by them to get to the TAT-102A.


aw
k-





OA
AMW
P.14(









MANUAL STOW LOCK RELEASE Be mighty
sure it's locked (in down position) before
starting ground operations You won't have
to unlock II by hand, though, when you're
through 'cause there's also an electrical
slow lock release in the system ,,,c


THE TURRET
Here're some things to watch out for and either fix or get fixed-pronto!


HYDRAULIC AND ELECTRICAL PARTS Oil RECOIL ADAPTERS--Not mounted right;
leaks, lines cut, badly frayed; electrical release pins loose; mounting holes in adapter
connectors loose, damaged; wiring badly an g cradle ega
frayed. (The electrical harness inside the .
turrel is plastic coaled Try to keep oil from -
staying on it Oil's no good for plastic.)


- Before you install the gun, make sure
the pins on the saying sector and cover
assembly head the right way or you
won't be able to insert the recoil adap-
ters to the rear support in the turret.
The heads should be on your right as
you look from the muzzle end.


T. -l



A


The LO sas the drive gear assembly
and the delinking feeder require clean.
ing and lubing with LSA-T after ecen
20,000 rounds. This could mean -ever,
dal in Vietnam!

Harmonization Tip \ hen you're
adjusting the azimuth and elevation re
s Mtrs
.DON'T FORCE
"THE SREW5..
ThERE'RE Nc

--1 nd don't turn 'em more than
half a scredriier turn at a time if the
power's off. If Wou do and somebody)
suddenly. puts the power on. the turret
could ahip around and clobber .ou.
Best bet: Half a turn, then poaer. then
another half a turn. more pover. and
so on. Or, if ou harmonize v ith power
on, turn these resolvers ,en slowly
and use an insulated screwdriver

M (3^OR E


r
A












Always check that the gears
and sprockets are tight. If
they're loose, either replace the
roll (spring) pins or get sup-
port to fix 'em. Bent or squeez-
ed spring pins in this area can
hurt the delinker feeder real
bad.
WATCH THAT
AMMO FEEPER!

You need 10 links between the clamp
and the adapter to get a good bend
radius when the chute's attached to the
delinking feeder. And you should have
107 links from the adapter back to the
crossover assembly, though a couple
more or less here won't make much
difference.


Incidentally, make sure you lock the
ammo chute at the delinking feeder end
after loading or you'll find yourself be-
tween the devil and the deep. If it comes
loose from the gun, Minnie will con-
tinue to feed, but whiplash could cause
a link to separate. This'd cause either a
jam or firing out of the remaining
rounds. If the system jams, it becomes
unsafe because of unfired rounds left in
the gun. And if it doesn't jam then
you'll fill the turret with live rounds.
Anyhow, always remember this: Any
live rounds left in the gun will fire!


c6 THE AMMO COMPARTMENT
- This is your TAT-102A's arsenal ... feeds up to 8000 rounds direct to the
delinking feeder by way of 4 ammo boxes, the crossover assembly, the flexible
chute and the synchronized cartridge drive. Heads-up operation in this area can
shortcut most of your firing problems.


.n. gS II g






There's a special trick to loading TAT-102A ammo boxes. These boxes,
y'know, are about third higher than those used on the M16 and M21 subsys-
tems. So, if you load these the same way you load those,the ammo belts are likely
to tip over when the Cobra goes into a turn.
Here's a method--called "Random
Loading"--that you might not find in
your pubs, but which has solved this
problem. It goes like this:
Load the boxes just the way Fig 2-23i c
in your -12 TM says-with the open
links -up and 2 rounds draped over the
rear of the box and about 25 rounds I '-' -
over the front. BUT, instead of making l .A
neat full-length back-and-forth tiers, do r oN~ *su
this: to w t a t o


PRO c--












This method spreads the weight of the ammo, prevents tipping-and besides,
TRICK.ds smoother.

FROT41 11AU0, SOY. AOKD 9ILE





Lay one ier across the bottom of the box. Then build up 3 tiers in the center.

belt twisting whe 2 sid Now build up the center tiers again, and fill in both sides
you cand keep doing this till you reach the top, with the final tier running com-
pletely across the top of the box.







it does happen. Be especially careful ( WEAPON--
This method spreads the weight of the ammo, prevents tipping-and besides,
teen the forwchanc e of links snagging when Minnie starts to gulp. The ammo
belies smooand at the idler rollers on the cross-
o ver assembly that you don't twist the
belt twins or get a roun d located wrong in a but
you can watch for it and correct it when SECRET
it does happen. Be especially careful wEAPON --
when you connect the ammo belts be- NEVV TERROR
tween the forward and rear box assem- TACTICS.
blies and at the idler rollers on the cross- -
over assembly that you don't twist the
belt or get a round located wrong in a
link. to
25 ..


3'






'Nother thing: Make sureyou uncock the lever to disengage
the sprockets while you're feeding the ammo belts through the
inner channels of the crossover feeder. But, after this is done,
be mighty sure you cock it or your ammo will spill all over the
place.


THE ELECTRONIC BOX
This is the brain and ner'e center ofl

EY ARlE... your system contains the azimuth
AUGIE THE THOMAS and elevation amplifiers, power sup-
EitSODi OF ALPHA pliers, dither and coincidence circuits .
COMPANRV, HASI and such-like delicate scuff that operate
STRUCK AGAIN.'" the TAT-102A. You want to be sure the
access coser's burtoned up-same for
the circuit card access panel. Can't pro-
fect these innards enough! And when
they are open, no bull-in-the-china-shop p
stuff, hear)


Here're a couple of tips for the 2 big jobs you have in this area:
Adjusting the Stow Pots-Be careful
with your screwdriver that you don't snap STOW AD LIST
the screw heads off while you're adjusting EL AZ
the elevation and azimuth stow potentiom-
elers when you re harmonizing the tuirel
assembly with the sighting station These
parts can only be replaced ot support, which a e
means your whole system would be out of F 2.
commission for a spell.


1. None of these coids are interchanqeoble
There are guide pins or keys in the connector
port of the electronic subassembly to guide
the right card into the right slot.


11 :RR 19

6~-


2 Whatever you do, don't ever fool around with these keys ... like removing 'em to gel
a card in there. These keys can t be replaced. for one thing. For another, if you get the
card in the wrong slot you II damage the circuits in the system
3 You'll find authorized allowances for the amp cards on page I? of your -20P TM


IN THE GUNNER'S NEST
,Two critical pieces of equipment in ..)OU C
rhis cubbyhole the control panel and ..i SARSE
the sighting station--gne the gunner
"ingertip control of the hole s stem.
SMoe around gingerl. Clumsiness is a
sin here.


..... .... 7


26 _____
G;C;I 12


:M 0 RE












The control panel is a direct
(DX) exchange item which means
you can't repair anything on it.
You can replace the press-to-test
lights, but support's got to fix
or replace anything else you find
wrong.
----- BffiJHffl~ mj^Bfl,


The gunner's likely to
kick heck our of this
switch on a hot mis-
sion, so double
check it every time.








FILAN EC
EtH
letrgh iamet


It should be down
when the Cobra's on the
ground to keep the gun
from being driven into
the ground. But the gun-
ner wants to make sure
he puts it up after mis-
sion takeoff or he won't
be able to depress the
gun all the way.

!L -- ?..


LENS Cracked, dirty,
scratched.


Keep the lens clean, watch those fingerprints. If
you can't get hold of lens tissue, a couple of small
arms cleaning swabs will do the trick. Use 2 patches
between your fingers so that the smooth sides are
against the glass. The outside one will absorb the
oils and acids from your sweaty fingers; the inside
one will buff the glass. But never use newspaper-
this'd smear the lens, if not scratch it.


ACTONSWTCHS .Bnd
scrpe wo' wok


CABLES Protective springs
loose, missing, corroded (turn
green)


LO RAT

FIRIN


/ #"'^l THIS
5I THE FOURTH TIME
I'VE MADE A PASS
AND I'M HITTING
EVERY THING BUT
Ah,' TARGET!


-" _-V .j
ff-


S You Gunner (Sir!). and evenrbody
else who works around this nest, make
S sure those 2 elevation gimbal locking
pins are shoved in place when the
S sight's not being used or serviced.
SOtherwise the chopper's windows and
. ^the filaments in the reticle light are
apt to get hurt.
29 ,MO


" In C


j






THE PILOT'S STATION
Here's the components that involve
the TAT-102A and the defects to look
for: S

PILOT SIGHT Screws loose, glass
cracked, dirty, scratched; friction lock
on right side loose (should be tight so
the sight won't vibrate and ruin the
filaments in the light bulb).


NOW, HERE'S ANOTHER
PLACE WHERE YOU WANT TO
MOVE CAUTIOUSLY/


THOUGHTS ON CLEANING, LUBING
Your LO spells out who applies what lubes where and when. No need to
beat a dead horse, but here're some reminders worth considering:

LSA-T Lasts Longer Use LSA-T (FSN 9150-949-0323 ... 8-oz
SWATCH THOSE tube) any place the calls for LSA. But only where ISA is called for!
P( lICATE
INSTRUMENTS! Hands Off the gears in the THESE
crossover assembly, turret ET
assembly and the sighting SPECIAL
station resolvers: LUBING
FROM
TYPES.
DON'T .
YOU LUBE

CROSSOVER
GEARS
WATCH
'OUR ELBOW,
SULL!
I Ammo Drive Shaft Don't neglect it. Remove
it from the casing and clean and lube it ai least once
a month. FSN 9150-209-8014 bu)s a 4-oz can of
Extreme Pressure Ordnance Grease.


SFiller--If the turret charters or the gun won't rotate or the turret won't
follow moving orders, look for the cause in the hydraulic system-the
filter's clogged. ___ /7 '


; eE SMART.w
CHECK IT
OFTEN

The LO on page 3-4 of your -12 TM says to clean the filter element quar-
terly, but you'd be smart in Vietnam to check it once a month at least. Take
out the element and inspect it. If it's clogged, get )our armorer to clean it.
But if it's damaged or badl)\ orn. get support to replace it. The filter takes FSN
1005-901-1687(P/N 53296-4-1) whilee the element comes under FSN 1005-062-
4-i2 (P/N 532964-3).
31 [ ]"






There's only one way to take the element out and put it back.

Coming of: First unscrew the cover from the
base or body of the filter. Then use your snap-
ring pliers to take off the snap ring,and lastly
pull out the element.. .all very,very carefully, (
of course. BASE ELEMENT COVER


TH N "LOW" IT G6nL
DUNK THE WTm FIL19
(IUSE A CLEAN RAGI
.raELEMENT INCoIPsSS AIR,
A CONTAINER MORs THAN
OF SD CfEANING NO R0 THAN
SSOLVENT. 10 PSI, TILL I'
FSN 6850-281-1985, DRY -AND
1 GAL CAN... GOGGLES.
SHAKE IT REAL
GOOD WHILE
SUBMERGED



Putting it back: Be sure you just screw the cover in hand-tight don't use a tool. And,
remember, you don't need an 0-ring here.




PLAY REAL SAFE WITH MINNIE
Minnie in a turret is no Juliet on a balcony. She's likely to be even more of
a spitfire than the Minnie in an M21 subsystem or in an XM18 pod one
reason being that you can't get inside the turret to pull out the safing sector.
But, here's an alternate method that will go a long way toward keeping
Minnie from biting you:

1. Clear the 2. Turn the barrels opposite to firing direc- 3. Remove the fairings
down range tion till you meet resistance.
area. And
you stand
dear of the
line f fire.





I R


Rotate the barrels in the firing direction
till the weapon is cleared at least
one full rotation. Watch it, though, be-
cause you will fire any rounds remain-
ing in the gun. The life you save may
be your own. I... ,..


MAKE
SURE YOU'VE
GOT THE
STM 9-1005-265-15 TM'5...
0 (15 Sep65) THERE$S
TM 9-1005-265-15P NO SA
FOR A
(15 Sep 65) PUB,
oN TM 9-1005-297-12C
rtH (Sep 67)
TAT TM 9-1005-297-20P/
(Sep 67)


MACHINE GUN GUIDE
If you are a machine gunner by trade, paste this in your helmet. It gives you
the link type and direction of feed for every kind of machine gun.
I SIZE MODEL I LINKTYPE I SETFORLEFT FEED I SET FOR RIGHT FEED I


7.6M M60 Opn Dobelopfis anthapn

7.6-MM M7 Opn oube lopfirt inge lopfirt*
7.2M M13 OpnCnthpe* igeloIis*


.30-cd

30-cal


M37

M1919A4
Ml 919A6


Closed

dosed


Double loop fist

Double loop first


Double loop first

Can't happen*


20MM M139 Open can't happen* Double loop first


1 4. Remove the feeder delinker.


1 5. Remove the gun drive motor.


"*Could be set to feed this way but never is.


!


*Built to food from one direction. Cannot be reversed.
























Dear Corporal Y. M.,
Maybe you do... and then again maybe you don't have trouble.
One thing is sure with an M14 series rifle. When the barrel and receiver group
is out of the stock you can have some misalinement between the operating rod
and piston. And that can make you wonder about the guide. But the misaline-
ment all but disappears when you put the whole works back together.

TRY THIS QUICK TEST

TAKE OUT... THEN WITH
THE ROD
ATTACHED
SPRING GUIDE AND THE SPRING TO THE
BOLT, TILT
7 _THE RIFLE
END-FOR-
S.- END. IF
THE ROD
GOES BACK
AND FORTH,
THE GUIDE'S
NOT TOO LOOSE
IF THE ROD
DOESN'T
MOVE, SEE
YOUR
ARMORER.
One reason the guide loosens ... the way some guys make with the muscles
as they pull and twist the operating rod out of the guide in disassembling the rifle.
34






Something else there's metal-to-
metal contact between the rod and pis-
ton plain and simple. A little rifle
grease or PL Special (LAW below 0F)
on the inside of the guide and the part
of the rod that goes through the guide
will cut down on the friction.

Ha (4 ^


You know what happens next. Right
-the cartridge fires and because it's
not fully seated in the chamber, it rips
open at the primer end. Chalk up a


It can happen
...and has-the tip
S of the firing pin for the
M14 rifle breaks
and gets hung up
in its hole in the bolt.
S The tip sticks out
of the hole a bit
S and hits the primer
'.'- as the cartridge
S is being chambered.


busted weapon and maybe a you, too.
So it's a wise guy who checks the tip
of the firing pin every time he cleans his
shooter. And he should get rid of any
pin that has a cracked or chipped tip,
no matter if the pin is old or new.
When you need a replacement, latch
onto the latest design pin. It's on page
C-10 of TM 9-1005-223-20 (May 67),
under FSN 1005-921-5248. It can be
spotted in a flash. The tip is shiny
chrome-plated and the rest of the pin
has a dull chrome finish. The old pin, of
course, is blackish.
35
























Inu ,s a iuluecd fu of reven pubs
of Itonrd ra organisioonal mainr.
mence permnnel This Cfr I crnpled
hoI raecn AG Dusabnltn Ceimers
Bilurehlm. FP rcompl e deftilhs s DA
Pa. 310-4. Ch 4 (D.e 67), M.1. ,
tlc, DA Pa 3106. Ch 3 (Api 681. VCl
and SMa' DA Poe 3S101 (ODe 6},.
MWO'..
TECHNICAL MANUALS
TM 3-4240-.25-14 Mor M17AI CBR
Re.ld Mok Acculsorit
IM 5-2IOS-54-13 CI Apr 3 HP O.1-
board Molor
IM 5-3431-200-15 C4 Apr Welding
Eq.up.
TM S-3I20-239-1S Jan Pn.e Dnll
Dlrlt Boom.lype Crawleo-Mtd SP.
IM 5-3895-221.15 C3 Apr Concnre

IM 5-3895-328-12 Apr BIlrlmamoso
Concrole avers
IM 5-4210-21225P Mar Fire Fighlig
Iroca Pumpel Foao and Water Erl
Agon 500 GPM Conl Ps.mp PnI 2
Ton 616 D.l IMulliFuell 530 BAM 530
BAWM.
TM 5-4310-205-10 C2 Apr High arhou
80 crM Ai. Comp.
TM 5-4310-220-10 C5 Apr 750-CFM
Ai Coamp.
IM 5-4310-241-15 C3 Apr S-CFM An
Coap.
IM S-4320-242-15 C1 Apr Cenl
Pelroleum P riap.
IM .-4S10-204-S2P C1 Apr Spare
hant., 50.OOO Bru
TM S-4520-208-15 CI Apr Walor

IM 5-4520-227.14 Fb Spacn Healer
60.000 B1U.
TM 5-4520-232-14 Mar Spanc Heooal
MHull.PIul WIBlow1 r 15.000
BTJ/Hom.
TM 5-6115-223-20 C2 Apr Gen 5.1.
I 0 KW and Up.
TM 5-6115-241-10 Cl Apr Geo l Se
15-.W 60 Cyc.


TM 5-6115-313-15 C1 Apr 45 KW
Gen Sets 60 Cyc.
TM 5-6115-327-20P Mar 3 KW Gen
Set Gas Eng DC 28V Skd Mid.
TM 5-6115-331-15 Cl Apr 18.9 KW
Generator Hol-Gor CE-B56-PM/WK.
TM 5-6115-344-15 Cl Apr 2 KW Gen
Set I SV.
TM 5-6665-201-12 C3 Apr Land Mine
Detecting Equip.
TM 5-6675-233-15 C2 Apr Theodolite.
TM 5-6675-273-15 Feb Theodolite.
TM 9-1430-560-15P/2 Feb
AN/TSQ.-51.
TM 9-2300-216-ESC/2 C1 Mar M107
SP Gun.
TM 9-2320-209-10 C4 Mar G742.
Series 21-Ton TruckL.
TM 9-2320-209-ESC/4 Cl Mar M48
M275 21-Ton Tractor Truck.
TM 9-2320-209-ESC/7 C1 Mar M50
2i-Ton Water Tank Truck.
TM 9-2320-210-ESC/5 Cl Apr MISS
Truck Mid Repair Shop M220 Van Shop
Truck.
TM 9-2320-211-10 C7 Apr G744.
Series 5-Ton Truck.
TM 9-2320-211-ESC/1 CI Mar M41
M54 M55 S-Ton Cargo Truck.
TM 9-2320-211-ESC/3 Cl Mor M52
5-Ton Tractor Truck.
TM 9-2320-211-ESC/8 Cl Mar M54A2
M55A2 5-Ton Cargo Truck.
TM 9-2320-213-ESC C1 Mar M274
M274A1 Light Weapon, Carrler.
TM 9-2320-218-ESC/1 Cl Mor MIS1
1u-Ton Truck.
TM 9-2350-217-20 C3 Feb M108/
M109 SP Howiirrzs.
TM 9-2350-224-20 C3 Mar M48A3
Tank.
TM 9-6920-375-15P/2 Mar Pershing.
TM 10-1670-206-23 Cl Apr Parachute
Recovery Sys.
TM 10-1670-213-20/1 May Harness
Quick Release Alsy T-10 Pers Para-
chute.
TM 10-1670-225-23 Cl Apr Pers
Parachute.


TM 10-3530-202-24P Mar Clothing
Textile Repair.
TM 10-8340-212-13 Feb Mob Spl
Equip Tents.
TM 11-5805-378-14/1 Jon AN/FTC-
31 (V) Central Off Dial Tel.
TM 11-5820-270-10 Mar AN/GRT-3
Radio Tran Set.
TM 11-5895-518-25P Mar AN/MSO-
73 Common Tech Conir Cfr.

LUBRICATION ORDERS
LO 5-2330-216-12 Mar 2.-Ton Troiler
Chassis Drop Axle 2 Whl ENG DWG
DI1183-1 thru 011183-14.
LO 5-2410-229-12-2 Mor Diesel Full
Tracked Tractor Air Drop W/Eng;
MODIFICATION WORK ORDERS
3-1040-202-45/1 Apr M2 Smoke Gen.
erator Modification of Mount (Comp
of ABC-M3A3 Pulse Jet Mech Smoke
Generator),
3-1040-255-45/2 Apr M3 Fog Oil
Drum Modification of Mount (Camp of
ABC-M3A3 Pulse Jet Meih Smoke
Generator).
9-1440-375-30/68 Apr Pershing.
9-2350-217-30/10 Apr M109
Howitzer.
SUPPLY CATALOGS
SC 3830-97-CL-E01 Mor Rood Sweeper
Magnet.
SC 4610-97CL-E10 Mar Water Purifi-
cotion Equipment Set 420 GPH.
SC 5180-97-CL-E31 Mar LARC LX Am-
phibious Lighter Tool Kit.
SC 5420-97-CL-E27 Mar Fixed Bridge
Conversion Set Unit Construction 85 Ft
Girder Deck Span.

TECHNICAL BULLETINS
TB 10-7400-201-15 Apr Set Number
Listing for Office Mach.
TB 750-922-2 Apr Sergeant EIR and
Maint Digest.
TB 750-923-2 Apr Pershing EIR and
Maint Digest.


A'/a StBu/b Chemica/ Items

Here're the latest FSN's for Lamp, In- For identification and supply and pub-
candescent, that goes in the extension locations info on chemical equipment see
light in your common tool kits. FSN 6240- TM 750-5-15 (Feb 67), Chemical Weap-
222-0276 will get you a 12-volt, 25-watt ons And Defense Equipment. The TM is
and FSN 6240-153-6094 is for the 25- loaded with pictures, too. It supersedes
volt, 25-watt. The new numbers are in TM 3-500 (Apr 61).
SC 4910-95-CL-A74 (May 67).







THE
REPLACEMENT


HEY, CHAZ,
VIG THE NEW
REPLACEMENT .


WREEN,

A
ZEE IoT


:<^






WHAT'S THE SAME...SAY, YOU
SCENE BACK AT PON'T WANT TO
FORT HARPNOCK9S, LEAVE YOUR RIFLE
MANF IN THIS
CONDITION !! f


: E DON'T SEE WHY h59EEESHj!
;OT THAT REASON ING
ASH IS VALID... STEEL
, u, WOOL WEARS THE
- COPPER COATING












T WORTH TAKING THE ...YOU
TIME... YOU SHOULD SOME
CHECK IT EVERY 5 HOURS. KINP
ELSE SHE RUNS OUTTA OF
OIL AND BURNS UP!! NUTP??











38







..YOU SOME KINPA ANYBO 1\
SPY FROM THE KNOWS THAT
ESTABLISHMENT SHORT-CUT OF
OR SOMETHING? THAT TYPE WILL
...THIS WAY SAVES RUIN THE
"TIME!! ,/FILTER. IT'S
BETTER TO GO B'
a Q~PJ-r HET


;T NOTHING FOR EXAMPLE, YOU'RE USING
S WRONG WITH THIS STREAM TO QUICK- WASH
RE THAT... BUT, IT YOUR TRUCK... VERY SLICK
SEEMS TO ME EXCEPT MUD AN GRIME'S
I OU GOT TO GETTING INTO )OUR BRAKES
B SELECTIVE A ND POSSIBLY THE WHEEL
ABOUT IT!! BEARINGS, TOO. -


EXACTLY...
.. BUT, WE'RE -ALL THE MORE
IN COMBAT. REASON TO USE THE
WE CAN'T S SURE, TRIEP-ANP-
FOOL AROUND. PROVED METHOD...
OUT HERE YOU
CAN'T AFFORD
ro GUESS!


w


m ,








IN COBAT MA NTEiMAiNCE...
TO BE SURE-
USE TE iE P NETIOD


:jV
'*^^^^__^^^^ ^--


LK


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


In takin' a Boonie-type tour
The PM' ou pull must be SURE!
When uour life's invested
Don't try the UNTESTED
And, man, you'll be combat secure!


ez






/MAN...OU ARE \/ T'S NOT SMART...'CAUSE
SOMETHING ELSE... MAINTENANCE RULES ARE
WHAT'S WRON6 WITH A RESULT OF TESTING AND
FIELD FIXIN' AND PROVING... SURE YOU CAN
IMPROVISING ON IMPROVISE BUT YOU GOTTA
MAINTENANCE BE CAREFUL... THE OPDS
IN THE FIELDD?/ ARE WITH THE
TM!









I SU66EST YOU .
STOW THESE IN THEIR
PROPER RACKS...THEYLL
RATTLE AROUND IN
FLI6HT AND CAUSE

COO s'V


HEY, YOU
GUYS...5APPLE
UFP YOU'RE ON
L A PATROL!


: Vii wl







HEY PON'T WHY NOT!?ON A
TAPE THOSE P ATROL LIKE
MI6 MAGAZINE THIS I LIKE TO
TOGETHER! HAVE LOTSA
-. EXTRA FIREPOWER.

:


BUT THE WEIGHT OF THE TWO
EXTRA MAGAZINES WILL CAUSE
YOU TROUBLE... THE APPEP
WEIGHT'LL DAMAGE THE MAGAZINE
CATCH...ALSO, IT'LL MAKE FOR
TOO MUCH SPACE 'TWIXT BOLT AND
CARITRIDOiE...


SAME GOES
FOR CLEANING
ANP LUBING YOUR WE'VE
WEAPON WITH ANY MADE
UNAUTHORIZEP CONTACT!.
STUFF. STICK TO
CR BORE CLEANER
ANDP LA-- OU / Y
CAN'TGO WRONG i.-'
THE T"M "WAy
AND 'L!%A. r O'l






w6wV8= BACK AT THE MAIN BASE...
WHADDA YA SHOULD BE
MEAN-- DON'T WHEN'S SOON... THEY HERE COMES
TRY UNTESTE THAT RAN INTO VC... 'THE CHOPPER
TECHNIQUES? PATROL HADA SHOOT- NOW.
DUE BACK? OUT.
OK--
I'LL ASK
CONNI E!


L WHAT EQUIPMENT FAILEP...'
HAPPENED J NO SURVIVORS J
TO THEM EXCEPT OEt jw


/NOW, CONNIE, CAN YOU WELL
/GIVE ME ONE 6000 FOR
REASON WHY I SHOULDN'T OPENERS
USE SOME MAINTENANCE THERE'S A
SHORT-CUTS TO SAVE A ONE'
LOT OF SWEAT?


r. AND I SUGGEST
YU G0 Y THE TM
ON PROPER 5TOWAGE
PROCEDURE! ./


',* I







AMOM' W-aw~


-1:- '
You say you're tackling a mainte-
nance problem in a radio set?
Fine ... but don't double your trou-
ble by goofing up your test set, like the
AN/GRM-55( ), by pushing the MX-
4622 test prod into unexplored test
points.
Like, before making tests in the A-1
module in a RT-505/PRC-25 receiver-
transmitter, make sure J2 and J3 jacks
have correct DC polarities 100
volts for J2 and -35 volts for J3 when
checked on 100-volt range of the
AN/URM-105 multimeter.
'Cause, if there's a whopping big dif-
ference in these voltages or in the polar-
ity, your GRM-55's probe diodes will


be damaged. Small voltage variations
due to input power may exist, but polar-
ities must be correct.
So, if this voltage polarity differs or
if the voltages are much higher re-
place the A-1 module with a good one.
And, see to it the function switch is
in C position before touching the test
set's probe to the RT's A-i, A-9, A-11,
A-16 or A-17 module.
High voltage applied while the
GRM-55 switch is set on A or B position
could damage the test probe diodes, and
knock the whole tester's calibration out
of kelter.
If you wind up having to replace the
prod, return the test set to higher eche-
lon for repair.
45


TIPS FOR
"EST PROD






PUT 'ER TO THE TEST
WHEN DID
S WORKS FINE R LAST
FOR ME...







An unchecked emergency radio set
can be just about as bad as a brightly
painted fire hydrant that rusted up in-
side and couldn't be opened when the
fire alarm sounded.
0' course, you hope you never have
to use that AN/URC-10 or ACR RT-10 L
radio set... but, when it's needed it's | B
good to know you're in contact with
rescuers and not just talking to yourself.
So ... like it says in TM 11-5820-
640-15 (May 67), put it to the periodic
AN/URM-172 test set test.
The test set procedures are covered (HECKED IT LATELY?
in TM 11-6625-1698-15 (Oct 67).

LUBE LOOSELY, NOT LIBERALLY
Seeing blotches on a movie screen and they turn
out to be dripping oil in your AQ-2A(1), (2) motion
picture projector set can raise the ire when you're
trying to make the scene.
Sure ... that AQ-2A(1) needs lubing, like it says
in TM 11-6730-201-10 and -20, but not a bath.
Like in the central oil cup, you put a couple or
three drops... and then, only when it's needed. The
felt will stay soaked and that's all you need.
Too much oil can make for a real dust catcher as
well as ruin the insides of the projector, especially
the motor. TWO DROPS WILL
So, oil when needed... never overdo it. DO... WHEN NEEDED
46






TELEPHONEE SET DING-A-LING

Dear Half-Mast,
Too many TA-43/PT and TA-312/PT telephone sets
are sent off for repair 'cause a guy can't get a ring back
when the G-42()/PT hand ringing generator handle is
turned.
It winds up one or the other callers has squeezed the
S press-to-talk switch on the H-60/PT handset. This'll keep
the phone from ringing.
Would you tell operators hands off the switch when
signalling a ring?


JOINT EFFORT


In case you haven't heard, it sure pays to take apart
the sections of your whip antenna-such as the
AT-912 and AS-1729 now and again to keep them
from acting like they're welded at the joints.
But there's more to it than just taking the sections
apart and putting them back together. What you
want to do is put some silicone compound on the
threads before you join the sections. You'll find an
8-oz tube of the stuff on page 4.79 of Fed Cat C6800-
IL (Jul 67). It comes under FSN 6850-063-1858.
If you're in a wet place, it doesn't hurt any to pull
this kind of maintenance every day. Otherwise, once
a week is a good deal.


SIUCONE
THE
THREADS






ANTENNA'S A MUST
f


~ ~


MEAN TO CLEAN


Dear Editor. i. .
We had trouble getting dirt and corrosion out of
the upper end of the AB-15/GR antenna base ..
that is, until we latched onto a .30-cal brush.
Using an old small arms bore cleaning brush
(FSN 1005-556-4174), we ran it around inside the
antenna section to get 'er clean. The brush works
well by hand or on an electric motor, and really
puts dirt on the run.
SFC DALE SHIVERDECKER
FT KNOX, KY


O(Ed Note Sounds good .. and it takes only a couple or three spin-arounds of
the brush to get the job done.)


Whoa ... Don't hit that mike button
unless the antenna is connected to your
AN/PRC-74( ) radio set.

WH=Y=?..

A fired-up transmitter without an
antenna hookup will burn things out
mighty fast.
So, just make sure your AS-1887()
PRC-47, slant wire or dipole antenna
is tied into your set before turning the
OFF-ON-TUNE switch to TUNE.
And, do like it says in TM 11-5820-
590-12 or -12-1 for making the antenna
connection.






WATER, WATER 0
EVERYWHERE
And if the wet stuff is in the AT-803/VR
antenna for your AN/VRC-2i radio ser, it's
in the wrong place.
True looking at the antenna, you might
nor rhink waier could get inside. But it does.
So take our the drain plug every so often -
every other day if you get lots of rain or
humidity in your part of the world and empty
whatever water's inside.


ikunn,:';',O ^


EE THAT
LITTLE AIR
VALVE ON
THE BOTTOM
ON YOUR
AN/PRC-6?,


ALWAYS
OPEN IT BEFORE
OPERATING BY
GIVING IT HALF
TURN TO THE LEFT!
-VENTILATION WILL
PREVENT DAMAGE
TO THE SET FROM
1. OVERHEATING
2. AIR PRESSURE
BUILP-UP WHICH
CAN POP THE
MOISTURE SEALS
IN THE MOTH PIECE
AND EARPIECE.' A


KEEP IT
OPEN VI1EN
NCu'RE O#N'
FL% ING.














Power is mighty potent, and it sure comes in handy when you're
operating electronic equipment ...
Like, f'rinstance, that RT-524 or -246 receiver-transmitter Make sure
that input voltage is between 22-24 volts when there's a lot of talking to do.
A lotta transmitting at more than 24 volts will damage the set, and below
22 volts is not enough power.
Normally, the RT's geared for 25.5 volts, since it was designed with 9-to-1
receive-transmit ratio in mind. But, extra transmitting can put the heat on and
damage the equipment.
No matter what your voltage rate is, never key the transmitter for more than
15 minutes at a time.

OFF, THEN ON

50 SAP, NOW NAH'
WE NO GET METS
AFTERNOON MLOSETS
BALL SCORES. ANO-
4 HOW. /

So you're operating your vehicle with
its radio set on. But what do you do
when your turn off the vehicle's igni-
tion? Leave the radio on?
That's bad, real bad. TRIN
If you haven't found out already, IIADO
when you leave the radio on and then
turn the ignition off or on, the sudden
surge of power can give the radio fits.
F'rinstance ... it can ruin the filaments
in a vacuum tube set like the AN/GRC-
19. And it can knock out the transistors BONE
in gear like the AN/VRC-12. MI G- -
Remember Turn your radio off MNgHON
before you start or stop your vehicle's ON H OFF
engine.








































You there with the AN/MPQ-4A radar set.
You'd better lend an ear so you can learn how that HD-264 desiccant dehy-
drator might lower the boom on the beam of your radar set.
You know the dehydrator's mounted on the antenna group and it's there so
the RF waveguide sections will get dry air under pressure. That's needed so you
won't have arcing of those beams or no beams at all.
A sure way to put your dehydrator out of commission is to forget about the
oil in the motor and compressor assembly. You've got to check that oil as well as
change it.
You change the oil in the gear box every three months or 500 hours of opera-
tion, whichever comes first. But, if those gears start making more noise than
usual, you'd better check the oil level right now.
51









Here's how: Make sure you pull the power plug from the back
of the dehydrator before you do anything else. Then remove the
dehydrator from the radar.


Now mark and disconnect the
air hoses, take the two desiccant
containers out of the cabinet.


Next remove the two wiring
damp loops that secure the motor
wiring to the air intake filer
bracket


Remove the motor and compressor assem-
bly from the cabinet. You won't have to dis-
connect the wires if you're careful.
There're four mounting bolts that hold
motor and compressor assembly to bottom
of cabinet. Remove them. t's easier if you
take out the front ones first.
Shift compressor end of assembly to one
side and lift up. Easy does it.


Set the assembly on something flat.
Now take a look at the back of the
gear box. You'll find three screws in
the back arranged like a triangle. The
top screw head's smaller than the two
lower ones. The top screw's the oil level
screw.


Take the lock wire off that goes through the screw head and remove the screw.
The oil level should be up to this screw hole.


I TVP






CHANGE OIL


To change oil remove 3/8-in plug on bottom of gear box. Use
a 5/32-in hex head wrench, FSN 5120-198-5392. It's in both No. 1
and No. 2 Common Tool Kits. (it's Key Set, Socket Head Screw).
After draining, replace plug. To add new oil, remove the 3/8-in
plug on top front of gear box (you can use the some hex head
wrench). Add 26 cc or approximately 9/10 ounce of MIL-L-7870
Lubricating Oil, General Purpose, Low Temperature.


a~II








SHOCKING TRUTH CLEAN AND LUBE
dl-\., /-- .^ge iiiiiii


COTTON
PICKIN'
wiRE
CLEAR
OF THE
SHORTIN' .
BAR!
It can happen in the high-soltage
S power supply section of )our Hawk
AN/MPQ-35 pulse acquisition radar.
The high-.oltage wire between the
V" series regulator tube grid and the
/ 'I. 56 high.voltage selector ss itch can get
TAPE wedged under the shorting bar. When
WIRES iou open the cabinet doors, the short-
ing bar gets hung up-keeping the
SHORIING shorting bar from grounding out the
S BAR Cl capacitor. And this leaves you wide
Open for a mean bite from the capacitor.
What sou want to do is keep the high-oltage "ire ckar of the shorting bar
b) lacing it to the high-voltage lead running to the T3 transformer. A couple
inches of n) Ion r ine % ill do the lob It's listed under FSN 4020-52"-9089 on
page 19 of TM 9.4935-501-1 P/ I iSep 6"1.

CLOSE, THEN LOWER


The suppl\ people sure ire bus) re-
placing thc missile selecror switLhes in the
batten control central in Hawk outfits.
Seems more'n a fe" people lonr the
tiring control console toser assembly) %%hen
the shelf coser is raised. \hen the rao
covers meet, the rears of the snitches get
in the aas and like a beating.
So make sure the shelf coser is closed
before lou lo'er the console coier.


54


tO I /1


YO M EYEATHESE


Believe it... dirt, sand and what-not
sure can get to the ring gear, 9085694,
in the azimuth-range indicator assem-
bly and the spur gear, 9084193, on the
sector scan drive of your Hawk AN/
MPQ-35 pulse acq radar.
What to do? There's nothing in your
LO 9-1430-502-12 (Jun 67)-not yet
-but it's still a good idea to clean and
lube the gears quarterly. Dry cleaning
solvent's a good cleaner, and aircraft
and instrument grease is the lube to
use. Both are in TM 9-4935-501-15P/1
(Sep 67) -with 1 gallon of the solvent
on page 14 ... and 1 pound of the
grease on page 15.


When you've got 'em clean and dry
-put some grease on 'em right away
to head off corrosion.
You might also tell your support
people that you'd sure like them to take
apart the sector scan drive once a year
and use the same solvent and lube on
the gears inside it.


WEAR YOUR HALO

They're back at support gathering dust in-
stead of protecting .ou those protective halos
for your Hawk XM50IE2 loader-transporter.
That's right M.X'O 9.1450-500-30/'
(Aug 66) puts protective bars on the El to keep / HALO
you in one piece in case the latching mechanism I IN
poops out while you're transporting missiles. J PLA(E
But a lot of outfits haven't asked their support
unit to drop by with the modification kit. 4


(LOSE SHELF (OVER








ONE AT A TIME /WHO'S INSULTING&
YA?!.. I JUST SAID,
Maybe you're good at doing two EVEN IF YOU ARE
things at the same time, but forget it AMBIPEXTEROUS, YA
when it comes to moving the standby STILL GOTTA 0 'EM
and designate switches on your Hawk ONE AT A TIME.!"
launcher test set to ON-like when
the missiles are on the launcher.
Seems that when you do this, the
K40, K41 and K42 relays in the azi- m
muth distribution box get energized at I
the same time with 208 VAC. This STILL
means arcing across the relay contacts SOUNCS
and a chance of a short circuit that can SORT
give accidental missile electrical power L I__.-
unit and hydraulic arming. -c Y
So let the standby lamp come on be- ,j .
fore you flip the designate switch to
ON-even though there's nothing in
your publications that say you should.



LONG IVE
vHl S&ALS
that rubber
you're right -th forward
seat in each of the your
sector assemblies on your
wsectork auncher probabg
will go to po then water
ithe and fouls upkat things
gets inside --dism assembly.
release sector mechanism a longer by
can give the sel a longer
Butyou can gbe ervative coating
hitting i ith rubbe res pr .ninach
hitting i replace the shear pin in 1 ea
yco time ysou repa nd I gallon of the
Sector ase.b-- o 0 m
Stou p0Pag o1 of50l pL
kSep 67).


TAKES GOOD
CONNECTIONS
Maybe they're shot and maybe they're
not--the J2 connector for the magne-
tron power supply and J5 connector for
the modulator power supply in your
Hawk AN/MPQ-37 range only radar.
When they're made, bakelite some-
times runs into the center conductor
clip. Then the male plug won't go into
the connector. And you sure don't want
to try to force it in.
The thing to do is check the connec-
tors. If you can't pick out stuff that
doesn't belong in the conductor clip,
you can figure the connector is no good.
If there's nothing in the connector and
it takes the male plug with no sweat,
you're home free.


DO23MT






DON'T FORE FF.


NEEDS CLEANING
When the EPU went into action, the chances
are darn good that the nozzle in the gas turbine
got clogged ... or has since become corroded.
And then if the new propellant ignites-bar
-as the turbine blows apart.
It would be farewell missile and maybe so
long to the launcher and any other birds on the
launcher.
In other words ... shy away from replacing
the igniter and propellant grain in EPU's that
have been accidentally ignited. Any EPU in this
shape wants to go back up the supply line for
a good depot cleaning.


57






M107 SPG, M110 SPH AND
M578 RECOVERY VEHICLES...


Too many engines (Model 8V71T) have been shot
down by OVERHEATING, POOR LUBRICATION
and CONTAMINATED AIR. Most of these killer
type abuses can be nipped-in-the-budding stage by
using a little know-how.

L^4.^~ r\


HERE ARE '
STHE MAIN
CAUSES OF ENGINE
FAILURES... AND
HERE'S WHAT YOU
CAN DO ABOUT
MOLFIN& 'EM
a OFF. ,


61 -


Faulty Operation
Overheating due to an inexperienced operator
heads the list. An engine subjected to excessive heavi
labor or made to run above 225F is a sure loser.
Here are the conditions under which an engine will
overheat...


r OPERATE
WITHIN THESE
SHIFT RANGES
AND SPEEDS...
THESE ARE
MAXIMUM
SPEEDS. NEVER
EXCEED THEM!


N \


SPEED RANGE MAX SPEED GROUND SURFACE
ist 5 MPH Mud, snow, deep sand, extreme
grades, low obstructions and
placing the vehicle in motion.
2nd 9 MPH Semi-hoad surface, steep grades,
low obstructions or placing the
vehicle in motion.
3rd 17 MPH Hard surface, rolling country.
4th 34 MPH Flat, hard surface highways.
Reverse RI 4 MPH Use as required
Reverse R2 7 MPH Use as required


FROM YOUR
ENGINE

tAO.


a6
i% ~,n~~~.


- _"7!






2. Operating with tracks adjusted wrong.
Tracks on M107, M110 and M578
should be adjusted like shown in Fig
63, Ch 2 to TM 9-2320-238.10.

3. Operating with brakes adjusted wrong.
or pulling to one side, have your unit
MWO 9-2300-216-30/1 (Mar 64) and
2320-238-20, para 51a.

S(1.) Check cable slack and tight adjustment as given
in MWO.

(2) With brakes released, index pins should line up
at "release" mark.
S (3) With fully applied brakes, index pins should be
S between apply and adjust and still be alined.

(4) If pins are not alined, or go to or beyond
adjust mark re-adjust brakes.

S 4. Moving out without a properly warmed
engine. Always, but always, warm up
your engine before moving out. When
the engine catches good and runs
smoothly, set the hand throttle control
to run between 1000-1200 RPM. Run
for about five minutes until the tem-
perature gage begins to rise. Coolant
temperature should level off between
1700-1850F. More details are covered
in Ch 7, TM 9-2300-216-10 and para
16a, Ch 2, TM 9-2320-238-10.


%/ TO 11/e STRAIGHT EDGE OR STRING
SAG AT CENTER
OF 10 SHOE SPAN

TRACK JACK HANDLE
UNDER TRACK
If you suspect your brakes are dragging
mechanic readjust them like it says in
TM 9-2300-216-20, para 39a, or TM 9-


CHECK
THIS
ADJUSTMENT
17," 2)f"
SLACK TIGHT


S


SET HAND THROTTLE
TO IDLE AT 1000-1200
RPM UNTIL
TEMPERATURE
REACHES 170-185 F.


5. Stopping without cooling engine. Before engine shutdown, make sure your cool-
ant temperature is between 170 and 185"F. If it's higher, set your hand throttle
and idle between 1000 and 1200 RPM. This should bring it down to the right
temperature range. If it takes longer than five minutes to cool off, then you
better check out the engine like it says in Table II, item 7, TM 9-2300-216-10
or item 7, Table I, TM 9-2320-238-10.
S' 60 : //: ,. '. 6- //.,
"' *-:..-" \. / /* ": /
j g^i~g g S '"!^~r^ E^ g=~^






I THINK I< E5E I6
SHOULD CHECK THE
TEAMPERATURE.'


6. Exceeding 225"F while operating. When operating under a heavy load keep .
an eye peeled on that temperature gage. Even when you're driving in the "up"
position through the open hatch, glance at that gage often.




AND II AT i FAST' I O I


7. Exceeding Maximum RPM. Never, but never
go beyond 2450 RPM. If your governor is ad-
justed right, this can't be done except on steep
down grades. So watch it on the down grades.
Stay in 2nd and use your brakes to keep below
9 MPH.
USE YOUR
BRAKES.
MAYBE
.z .S.4OULCA
STOOD IN
2.-P


-I A.1



8. Excessive low idling. Ifou must idle, ". "
set your hand thrortle to fast idle be-
tween 1000.1200 Neser idle for long
periods below 1000 RPM.






2. Faulty radiator caps. Radiator caps should
keep the cooling system pressurized to 14-17
PSI. If either one of yours is bad, replace it with
a new one FSN 2930-690-2701 (P/N
10866042). To discourage crew members from
stepping on and damaging the caps, paint a
"no step" caution on the deck nearby.


A faulty cooling system or low coolant level is the next biggest cause of
overheating. Here's how the causes stack up.

1. Improper Riling. Improper filling COOLING SYSTEM
causes air to be trapped in the system.
These air pockets become heat traps.
To prevent air pockets always...







CHECK THESE
CONNECTIONS
FOR LEAKS





S TRY UP-STREAM.
WATER. HERE ~'
VERY
CRUPPY.




-TS ,





-L --


c~ `Uc`fl5


62


Sn 4. Clogged radiators. Flush or clean internally
Suspect the CO I clogged radiators like it's spelled out in TB
thorouglY-lace ope- Ord 651 (Apr 64). This cleaning job is not. a
Shasis on the ahos routine job; it's used only to clean rusted or
1et hose, m iani0 ilet clogged cooling systems. The cleaning com-
Lthe wate P oe pound used is FSN 6850-598-7328. A set of
e. Yee the bots a cleaning instructions come with the compound.
nections tight.
I PUT THE
POWDER IN ANP
NOW I'M MIXIN'
THE WHOLE I
After a flush or cleaning job, always use Corro- WORKS.
sion Inhibitor, FSN 6850-753-4967 (6-oz can). Use
6 ounces for every 12 quarts of water. A 22-gal Don't pour
cooling system takes about 7/2 cons. the inhibior
into the
Sia radiator in its
powder form.
Dissolve the
stuff in hot
or worm water
then pour it into
the cooling system.


If your radiators are clogged externally, blow them out with hot water
and air under pressure; or have your support-steam them clean. To keep
external clogging to a minimum, don't let junk accumulate in the fan com-
partment. Vehicles in Southeast Asia should have their radiators removed and
cleaned at every Q-service when the power pack is our. Il


5. Defective Thermostats. The only thing to do is
to replace them if you find yours are faulty.
Use FSN 6620-846-9848 to get new ones. Your
-20 TM shows how they're replaced.
63


JbgoR>







6. Broken or improperly ad-
justed fan belts. The belt ten-
sioner should be adjusted to
have a 1/2-in clearance.
That's how its shown in Fig
74. TM 9-2300-216-20 or
within "Operating Range"
as shown in Fig. '2, Ch I.
TM 9-2320-238-20.


If the belts are badly worn
or any one is broken, replace
the whole set. They come as a
matched set (4 belts). Order
Kit, belts V: fan, FSN 3030-,
780-7001. -M


1. Dirty filter pac. Cleaning the filter pac is a daily afrer-opcratlon job. Let thar
pac go dirty, and you're asking for trouble. In severe duist operation, \ou
may have to clean them several times a day. The right way to remove and
clean the filter pacs is spelled out on page 110, TM 9-2300-216-10 and pages..
97 and 98, TM 9-2320-238-10. You can shake, use compressed air or wash
those filter bags; but before you do any of these, read over the instructions
given in the TM so the job will be done right and the filter won't get damaged.
And above all, be certain to clean out the filter pac compartments.

HERE'S HOW TO CLEAN 'EM! )


K- "-_ 0' CAREFULLY
REMOVE SPACERS... RELEASE RUBBER CAP... DON'T BEAT
2. Misalined filter pac. Are your filter pacs installed right? The installations
shown in these TM illustrations are wrong and have been rescinded.


ig61,TM9-32038 g 85 M92300216-10

--" *Ai.tfg, ar. **. *-. ,:-:' .. :. ..f i. f-. ^. .- .







The correct installation method
is to install the filter pac assembly
so the basket "handles" face in-
board. In other words, the "handle"
end of the basket goes into the
compartment first. In case you can't
find the FSN for the filter pac, it's
2940-751-7090 (P18868).


3. Leaky intake air duts. Look for loose clamps.
misalined parts, holes or anything that looks like
it'll let dirtr air sneak into sour engine's induction
system. Dirt). unfiltered air can che~ sour engine
to bits in a short rime.


o LUBRICATION


gine oil before and after eern ,


an overnight stand the lepel maN
creep up to 1-3/8 inches above the
FULL mark; this as OK.

2. logged lubrication system. If this is the case,
change the oil filter elements (FSN 2940-555-
6348), clean out the filter shells, drain the
contaminated engine oil, fill the engine with
OE 10 and run from three to five hours. Repeat
the flushing until all the sludge is washed out
of the system. When it's cleared, again replace
the oil filter elements and fill the engine with
OE 30.
3. Wrong grade or diluted engine oil. LO 9-2300-216-12 and LO 9-2320-238-12
specify OE 30 for expected temperature above + 32E and OE 10 between + 40'F
and + 10WF. The use of a too light weight oil, either the wrong grade or the
right grade diluted with fuel can cause engine overheating. A situation like this
can be spotted by a low oil pressure reading on the instrument panel gage.
65






WHrAT'D;HESAy M172A1 TRAILER WHEELS...
7-V BACK THERE_?


HERE'S tvHAT'S NEEDED.


How's that? Try it slower.
N-u-t-s s-o-m-e
b-e-t-t-e-r
b-u-t...
Yeah, those new wheel nuts and studs
on your M172A1 25-ton lowboy trailer ]
are a lot better. Your trailer got 'em 11
either under MWO 9-2330-211-30/3 .
(Jun 66) or in production.
They hold tighter'n the old setup.
But, just about anything you tighten can loosen-all by itself. Gine those
nuts long enough, forget to check 'em once in a while and you ma. find your
trailer draggin' 'er tail behind 'er-leaving your wheels strung back along the
road.
So hit those outer heel nuts real
often. Your tractor's OEM lug wrench
("stretched" like it sa)s in PS 1"5) will
do fine for checking and on-the-road
tightening. Put plenty of muscle to it -
with that 30-inch handle, .ou won't
have to worry about over-torquing the
nut.
SBe sure your mechanic follows up on
any loose ones you find. You snug 'em
down good with your lug wrench, but
get him to give 'em the full treatment
with his torque wrench-450 to 500
LEAN INTO IT!. lb-ft.
66


ITERBUT






As )ou were! It's not quite that simple.
Loose outer a heel nuts could mean loose inner wheel nuts too. To do the job
right, .our mechanic should take the outer heel off, check the inner nuts (300
to 350 lb-ft) and remount the outer heel- ith the trailerweightoff thewheel
while tightenin' the nuts back up, natch.
Those jam nuts on the inner ends of the studs won't likely loosen up. But they
should be checked rcg'lar too- like h hen brake drums are pulled for semian-
nual inspection and sen ice. An. loose ones get the full torque--175-200 lb-ft.
INNER WHEEL OUTER WHEEL
BRAKEDRUM HUB



SPACER- DON'T















Whenever wheels are pulled is the time to look those studs over real close-
for cracks and stripped or burred threads. Replace bum studs. Find a broken
stud? Then get suspicious of the studs on either side-strain might have dam-
aged them too.
What separates pro's from greenies is the way they install wheel nuts. So
make sure nuts are centered in the wheel's ball seats. Then stagger-tighten 'em

Here's totightwheelnuts!
67
BRKERU (RH TD HEX (R H *

















67






YOU ASKED IT-- NO GASKET


Dear Half-Mast,
Is there supposed to be a gasket inside the cover on the
intervehicular cable that sends electrical power from a
truck to the trailer it's pulling?
SSG N. D.


Dear Sergeant N. D., I
You bet not. If you come across what
looks like a gasket inside a trailer re-
ceptacle cover, it's a homemade job.
With a gasket inside the cover, and the
cover shut, water and stuff can get in-
side through the indexing slot. The
spring keeps the cover tight against the
connector, without adding a gasket-
believe it.
The receptacle on the truck is another
story. It's made in a different way ...
so the cover needs a gasket.

vd-jfo


BRAKE BETTER
THAN BREAK
Never let it be said that you didn't know be-
cause here's the word now-when you park
your multifuel or diesel truck, make sure the
gearshift is in neutral and handbrake on.
Why? Multifuel and diesels are compression
ignition engines, that's why. So with the trans-
mission in gear, the engine can be turned over
and started by pushing the vehicle. And an acci-
dental push could mean a repair job for anything
that might get in the way of the vehicle-like
people and things.
In other words, use your parking brake when
you park your multifuel or diesel truck. Never
. never NEVER park with the transmis-
sion in gear.


iE liA




USE D~~M RAKE!


TRUCK
RECEPTACLE
HAS GASKET
...NOT 50O
IN TRAILER
COVER.






CUP AND
SPRING NEEDED
Did you remember to put the spring
and cup in the filter-along with the
new element? Without the spring and
cup, the element is loose in the filter.
And this means it can't do its filtering
job.
WRONG






And remember, too, the small end of
the cup points down.


2 Put element on housing base...


3 Put cup into element and remember the
small end of the cup points down.


21 li


6 Replace retaining screw
and washer...

f^^^;









USE LOCAL SOP FOR... :,1i MV I

MOUNTING
Dear Half-Mast,
We've searched high and low for instructions on
how and where to mount the MI I portable decon-
taminating apparatus on our equipment. Is there
any DA directive on this?
SP4 N. R A.


Dtcar Specialist N R. A..
Local 5OP-established b) )our CO and, probably,
\uur safety otficer- is your only guide for mounting the
IM I Jdecon on .our equipment.

Here're some important guide points: i
I. Mount II verltially as near heads-up' I
as possible
S 2. Loatie it ithm easy reach of the operator
when he s in the driver s seat. The handle \S
should I be in a corner or where it's
hard to reach the operator should be
Sable to grab the handle quickly with one
hand and, at the hame time, hit the Z
1 holding sIrop wlth the other hand.

3. Pick a spot where the decon won't get
in the operator s way and where it won't 5. If drilling's needed to mount the decon
hit, hide or rrowd other equipment like bracket, make sure you aren't going to
fire extinguishers, radios, weapons, data run into something on the other side of
plates, handles, dials, vents and so on. the place picked for drilling
4. The decon's instruction plate should face
out so it's easy to see.

\-dd out in SOP for
All this should bc pell it. For the protec-




S Operation ant d on 5tenanw h f te
S coveredbyTM3 4,, 2 5w Ch 3 (Sep 66) .,
coveredOby 2r'A 3 1 1 7 ,


Dear Editor,
The wire locking-hook on the mounting TAPE
bracket for the MI I portable decon pulls HERE
out easy with use, and very often ends up \'
lost. You can head this off by winding
the hinge-end of the hook real tight with
a 'j-in wide strip of waterproof, tape,
FSN 8135-269-8090.
(Ed Note Good deal.' Improred brackets are ron their uay.)


1"M
LFIXL l
If your Mill portable decon has lost the E-ring
holding the valve locking pin, rin this lock on the
pin. Loop a short piece of locking wire (FSN 9505-
308-3978) around the pin's retainer ring groove,
S twist the ends into a pigtail, and fold the rail over
the end of the locking pin. In a pinch you can use
a common paper staple for the locking job.


"'TM-3-220(NOV. 67) CSR
DECONTAMINATION TEKLS HOW
TO DEcONrAMINATE EQULIPMENT
ANP ALL 'YOuR GIAR -ON THE
SPOT s0 IfOIJ CAN
CCONttNUE USIN6 IT. I


,/


'.
1,
LC~-





WHEN YOU CARE V7 \P W t fllf
ENOUGH TO SEND
ooP a THE VERY BEST... U





TAKE YOUR TIME!! BUT WHAT
YA GOTTA BE FU55Y ABOUf OUR PATE
WITH YOUR AT THE NCO CLUB -
EQUIPMENT THEY GOT BINGO NITE
T'NIGHT... MUMBLE















For one, your reports pack a big wallop TQAUIIPMENT
when it comes to Uncle deciding how you M1
and your buddies will be equipped toe AR 711-5 REPOR
morrow. For two, the reports call the signals
on supply support plans for unit equipment. aM tsim yu mm -mm
'Nuff said, right...? im'nNrmn 0
The first things you have to latch onto (mi mum
are SB 700-20 (Apr 68), Adopted Items
of Materiel and Reportable Items, and AR THESE
711-5 (Dec67),Arms Equipment Status Re- ARE THE
porting System (Materiel Readiness). You'll MAINR
also need your local SOP on equipment 'YOUR
status reports. All 3 pubs you should know EQUIPMENT
real good. 5TATUS
real good. \ oyort'r=, I All,






And, right now here's some handy know-how to help you crank up a
good report.
THE SCOOP ON REPORTABLES
Reportable items used to be reported in AR 711-140. You can forget about
711-140 now. It's been replaced by SB 700-20.
In SB 700-20 the reportables are tagged with a Reportable Item Control
Code (RICC). And, an item's RICC tells you who reports it. For example:
RICC 1, 2 and 6 items are reported by both Active and Reserve outfits.
RICC 3 and 7 items are reported by
Reserves only. ^" ""
For a complete rundown on the
RICC's, see para H-7, AR 711-5, or
para 4-h, SB 700-20.
Your property book (PB) page for
reportable items must be flagged with '"'-
a 1/4-in red circle in the authority ? 7
block, like it says in AR 735-35. The 2,2 REDsZ
flag makes it easier to spot reportables r .'-' IT
when you're making out the report. 8U -7

And, remember, reportable status will change on items from time to time,
so keep a real close check on changes to SB 700-20-and fix your flags as
needed.
SB 700-20 is being used quarterly--every 3 months. Get the latest!

THE REPORT
Normally, your support outfit will provide a machine print-out (P/O) of your
unit's equipment status report. Then it's up to you to update the report as changes
occur, and have a report ready to go whenever its cut-off date rolls around again.

HERE'S
S A TYPICAL "
".. u. PRINT-OUT!



A A aS 1 1 T F T m l Wo n L
D I 1 n 1 1M 1 tI A IGI B..L

A roW 1 0 08 a a, n l aTar unrL L

A x30m 1M lt10 I 70U11 MCIS IAAA

73






(ROSS-CHECK THE P/O


And, it's always best to double-check the print-out against your property book
before you shoot in a new report. That'll help you to review the previous report
for accuracy, and will protect you against any goofs that may befall the machined
print-out, elsewhere. After all, once you turn your report loose, all your facts
and figures are fed into automatic data processing machines. And, once a
machine goof sneaks in, it can be repeated over and over and compound all
kinds of problems until it's caught and corrected by a human type.


KEEP IT HANDY... THE
IL, LATEST PRINT-OUT
MUST ALWAYS REPORT
EXACT PROPERTY
BOOK INFO ON
AN ITEM!
READING THE P/O
The machine print-out, of course, talks mostly in codes and uses columns.
The columns may line up differently on different print-outs, but the info recorded
on all print-outs is pretty much the same. And, the column headings and coded
info that concerns you the most read like this:

~PELAO Dl BwNATl@ @[D

LUMN This code tells what kind of equip-
ment an entry is reporting. For ex-
ample, a capital-
Spec
S- Means organizational property Design,
(It's in your organizational PB). Code
S-Identifies installation property
(Items in your installation PB).
--Says it's a
substitute item.

R -Reports an old series radio that's A
subbing for a new series radio D
S-Is for Reserves only, and reports
unit-owned equipment located in A
an equipment pool.

These codes are mighty important in fitting all the pieces together at topside,
so bone up on Appendix H, AR 711-5 and learn 'em all.
74







L[aM (line item number).
And, UN's as you know, apply to
either 1 item and 1 FSN, or they can
cover several makes and models, each
with a separate FSN. So, on a report you
record the UN the same way it's car-
ried on your property book. That is,
for a UN covering only 1 FSN, all the
info is reported on 1 line. And, for a
multiple-line LIN you use a line for
the UN on the PB header page. (And,
that line'll report your total authorized
allowance for the item like the item's
header page does.)
Then you'll use a separate line to
report the on-hand quantities for each
separate make and model (FSN) you
have under that UN.


cmi






LU/fThEMU


T@TAL AIu T@2lAToIl@Nio1


And, they're coded like this L
1 -Means TOE/MTOE.
2- Says TA, IDA/MTDA.
3- Is for maintenance float items.
4-This covers you when you're momentarily
embarrassed for authorization for on-hand
quantities. It says that previously authorized
stuff is waiting to be turned in.
It's also important to the wheels concerned to
know what authorization document gives what
quantity of an item. So, if you have the same
item authorized by TOE or MTOE, TA, TDA or
MTDA, you make a separate line entry for each
authorization.


q


n If1 l0l2@



IN This column is for Reserve units only.
TOE Reserve units as currently
organized and staffed, report the quan-
tity of equipment needed to support all
training needs.
TDA Reserve units list the quantity
needed to carry out current mission
assignment but not over full TDA
allowances for the assignment.


currently organized.


@M-MIA1D 5 fl N@ UIf
And, here's where you've really got to be on
MN the ball. When you get right down to it, this figure
is what the system is all about. To keep you
properly equipped and supported, and to keep
track of what's where, doing what, for who the
supply providers and other top-brass types must
have an accurate on-hand count of reportable
items from units and activities, worldwide.
So, please, sweat a little, if need be, to report
exact on-hand info. And, remember,. you get.the
on-hand figure from the balance column on the
property book page. Therefore, every time you
change a balance entry in your book, you have to
update the on-hand figure on your next report.


0006 .
. o0oos


00310


oooo5


S:, 0001
,-
.-._ ;. ,


2310 542 4634
2310 835 8516


TON M43


A L for he item on hand.
If you're setting up a line on your report
for a multiple-line item, leave the FSN column
A blank just like the FSN block on the PB
header page for the item.
kA The separate lines for the separate makes
COLUMN and models will show the FSN's.







U NT OD T OOO o COLUMN
@@DE Uolotol


Active units report total allowance authorized to be on hand
or on order. The correct info for the modified allowance block
on your PB page is the figure you must report in this column.
For Reserve TOE units the total allowance is the full TOE
allowance or level which will apply when mobilized at full
strength for full time intensive training before heading for
combat areas.
For Reserve TDA units the total authorized is the full
TDA/MTDA allowance as the unit's


.~ *.
:
s
....,


~ja


--






THAT'S THE P/O
As you can see there's nothing mysterious about P/O code talk. After a few
passes you should be able to translate the scoop in nothing flat.
The other columns you'll find in a print-out are self explanatory, or else they
provide routine info for your supply support outfit.

ABOUT SUB ITEMS
It's possible to have 3 different situations when it comes to substitute items.

P@ XAMPLE9000








use the special designation code (D or
WHEn YO'RE R) in column 1, and check your local
REPORTING SOP for any special instructions on
SUSTITUT. reporting sub items.



5I'M FROM MIDA.
I HEAR YOU'VE
S S GOT SOME
TECH REP' HBP \ QUESTIONS ON
If the publications Ieave you with AR 711-5.
questions, you can call on the U. S.
Army Major Item Data Agency
(USAMIDAR, Chambersburg, Pennsyl-
vania 17201. That outfit has tech reps
visiting all commands and Army areas
twice a year. Your outfit can shoot in a
request, through its headquarters, for
a visit by a tech rep. An AR 711-5 GLAD
expert'll be around to help you check yOU
SHOWED
your print-out and property book, and UP ...
he'll show you how to come up with SURE
an accurate report. AE HAVE.






BOBTAIL 'EM


a
u L2


Keep those DA 2408-3 entries short-but specific. A single line entry on
DA 2408-3 for the periodic PM service includes any inspection time required
as a part of it. So the only extra lines you need for the PM service entry are for
adjustments, repairs or replacements directed by the equipment TM as part of
the service--and even for these actions, manhours are included with the man-
hours on the PM service line. Lubrication and antifreeze entries are made on
DA 2408-1 only-not on DA 2408-3.


FLAME THROWER FEEDER
Maintenance records and gain, transfer and loss reports are lagging on the
M4 and M4A2 flame thrower service unit (FSN 1040-740-1152 and FSN 1040-
740-1150) -TAERS line No. 770630. So, start tattling, friend. See Appendices
II, III and V, TM 38-750 for forms needed and the mailing addresses.


PB/TAERS RECORDS REMEME
WHEN YOU MAKE
Property Book Keepers note OUT THE 2408-7
For items listed in App V, TM 38-750 PUT THE NO. 2 COPY
(May 67), add the TAERS line number QCONTROL COPY) IN
YOUR POCUMENT
to the item description block on the FILE,
property book page.
When any of those items are gained, .
lost, transferred, or their FSN is -
changed, you make out and submit a
DA Form 2408-7, like it says in the
TM's para 4-9. The form's control
copy (No. 2 copy) goes in your docu--
ment file.


\






WHAT 90 YOU MEAN I YOU PON'T KNOW WHERE 7~ .I ,IE
S TO STICK THOSE C ECG
\ CONNIE'S '
REMINDERS


Your military standard DO NOT INALL OR p
engine have a Connie decal ATE IN STALL OC OP
telling you to keep that en- FREE FLOW OF A, HE
gine cool? ENGINE IS OR" AIR
You can order 'em from D NOT OSRE EGIN
the SHROUDWHILE OPERATION

U. S. Army Mobility Equipment Command,
ATTN: AMSME-MGI,
4300 Goodfellow Blvd.,
St. Louis, Mo. 63120.



3 HP 2A016 series I 1'/-HP 1A08 series I 6-HP 4A032 series on lop
on power takeoff center on fly-wheel cover as- cooling shroud. 10-HP 2A042
cylinder head cover... sembly... series on lop shroud; and 20.HP
4A084 on top shroud.
















elarw 290o 0 oe aup, Don't Sa

You order the front swivel and the
tube-to-lift cylinder hoses for your 290M
Clark tractor by manufacturer's code
and part numbers. You'll find the hoses
listed on page 32 of your TM 5-2420-
206-20P (Jun 66). You have to match the
numbers by the Line Numbers. Be sure
to include Code 12603 with each part
number. Line Number 4075, Part No.
565206; 4076, 565205; 4077, 565189;
and 4082, 565146.

dinisetrUative Storage
The new word on administrative stor-
age of Army equipment is in TM 740-
90-1 (12 Mar 68), Administrative Stor-
age of Equipment. It supersedes TB Ord
1045 and TB 740-93-3.

|dei'e fe %Wa
The right torque but the wrong
picture. That's the digging clutch ad-
justment story on Page 61, PS 185. The
right parts to work on are like the words
said: Numbers 6, 7, and 8 of Fig 39
from TM 5-3810-206-10 (Sep 63), and
not the ones shown in the picture. If you
torqued those setscrews 150 to 160 ft-
Ibs, you'd distort the shoes.


In case any of you zapmen got con-
fused by that item on switching M16A1
rifle bolts on page 39 of PS 187, let this
set you straight. M16 bolts and bolt car-
riers can be switched at the direct and
general support levels where they have
gages and stuff to doublecheck fit and
headspace, but not at the user level.
For you, the wise word is still "Never
switch bolts."

Mtdeud teedicwe
Leaky freeze plugs (even new ones) in
your multifuel engine? Get your support
to try sealing compound when installing.
It makes 'em easier to install and then
seals 'em. They'll want Sealing Com-
pound, Type III, Mil-S-45180, FSN 8030-
656-1426, 1 pint can, in Fed Cat C8000-
IL-A (Jan 66).


t&qdue Sfeceat
If you've got multifuel engine trucks
on your ranch, you need to lasso a li'l
critter branded as DA Pamphlet 750-11
(10 May 68).The Multifuel Engine Oper-
ator. Looks like it was lifted right out of
PS! Copies are available from the AG
Pubs Center, Baltimore.


Would You Stake Your Life 'on
the Condition of Your Equipment.


w B R I EFS l






Keep Your Powder Dry...

AND YOUR BATTERY


ANY; KI KINPA
WATER :nAA,
15 BETTER
THAN NONE!


\r~~.~ ~i-..-*
~2-wj::-:;~,: ~
:-r


4~.0i ~ ___ __
*.. .*4


b..,
3~~'a8 r


mTnm


c. 4.;,.V
:,)i;X. Z 'E


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