|UFDC Home||myUFDC Home | Help ||
ALL VOLUMES CITATION SEARCH THUMBNAILS PDF VIEWER PAGE TURNER PAGE IMAGE ZOOMABLE
STANDARD VIEW MARC VIEW
This item has the following downloads:
|Table of Contents|
I POWJ T
MY TM LIBRARY
LOVER THERE 'A
-4 PA MIf M tmOmIMm it MoNI1y
IsIsI Ito. 200 L199 Series
IN THIS ISSUE '
S''GENERAL AND SUPPLY
BDA ur.n2165 17 trnhgTols
F1 Cdeot ul1 M2flBurnaer Unt 64
ibofaee 81 MI Weldelr 14
Of Si Ne PdUcations 28
5qrj~ 14.1, 1125.~aw141
When it comes to mainte- C -r
nance and supply, every once
in a while the problems can get
you-and your outfit-down.
So, what do you do?
Real loud. Actually, get your
CO or your maintenance officer P
to get the SOS off to your own
direct support unit. A phone (
call will do it.
Either your DS will provide the help you need from among its own
specialists, or they'll see to it that the word gets to the nearest U.S.
Army Materiel Command equipment technicians or maintenance/supply
These civilian technicians and representatives are located at most
places around the Army and are available to help units in real tough
situations. They are specialists on particular kinds of equipment or in
maintenance or supply systems and procedures.
They won't fix your equipment for you, but they will provide you a
"do-it-yourself kit" using "on-the-job" or classroom training techniques,
covering such subjects as supply maintenance, ESC, equipment records
and new equipment. They can help interpret and apply maintenance
and supply policies and procedures, help set up and update PLL and
show your unit how to get enough and the right kind of repair parts,
equipment and trained maintenance men. They also can help you get
enough of the right publications for operating and maintaining your
Now ... yell for help. Give the word to your DSU.
DataPslatnfo 48 PP-26/U. PPB27/U 47
SoldrillngOulfl 48 TV-W71UTabeTster 47
GROUND MOBILITY 48-60
nr Guald 4I7,B DsluelCare 910
Use of luadI for prntin of UtIi publici-
in bIlu been Ipprojad by IHadiqurtl
oeparten of the Army. 28 rebrnar 196.
DISTRIBUTION: In accordnce with re-
quirements submitted on DA Form 12-4
PS .r,, ,
Js. c. <,
TO RAKE IN I
This siory is in living For the next shock
pictures. It's intended for Ireatment .ake a
anyone who's reco\ercd from quick glance at DA Form
being told her's the new card 2'6i (Request for Issue
dealer and shuffler for or Turn-Int.
his unin's repair parts.
If you'll promise to hold your coffee cup steady and dry your eyes, you might
try focusing along the bottom row of the DA Form 2765 card. Notice that the
contents of the 80 punch columns is labeled right above the column numbers.
This is the prepunch guide for the machine operator so it's no sweat for you.
Along the top are the print spaces and their identifying labels. This is the
preprint guide for you-the supply type.
LUMNS 8-1 COLUMNS 23-24
SAME DATA -4-
PRINTED Ia INNCHE fir
HERE Wroc, PJC
0 4i *to r t DE,
STOCK NUMBER IS UNIT OF ISSUE IS
PUNCHED IN PUNCHED IN
COLUMNS 8-18 COLUMNS 23-24
/ WHEN A SUPPLY
ITEM HAS NO REPRINT-
PREPUNCH CARD, GRAB
A BLANK DA 2765 AND <
FOLLOW THE CIRCLED
GREEN NUMBERS ROUTE
TO FILL IN THE FORM,
WITHOUT A PREPRINT (PREPUNCH)
(Boc 20 yo anue
limited4 byyu ntsasge
WITH A PREPRINT (PREPUNCH)
A NORS (not operationally ready/
supply) demand means two extra ac-
tions: place a "G" in the first space of
Block 12 and the correct weapons sys-
tem code in Block 18. This code is
selected from Appendix V of Change 1
to AR 735-35. PS: By now it should be
obvious that you can't operate your end
of the supply system without a copy of
WITH A TURN-IN
The quantity, naturally, goes into Block N instead of L and none of the
Blocks 13, 20 or P codes are needed. But please remember to include the
turn-in status in Block O-like this:
All the goodies to help
-NANCE- RECOVERABILITY you keep your gear
combat ready aren't kept'
on the shelf just
waiting for you to whistle.
Some of the items
you'll need have to be
made up from stock
material, or special-ordered,
OKAY... SLUPPOSE local purchased.
I'M INTERESTED IN
AN MIC, CHARGER HANDLE
ON A.50-CAL MG
AS PER TM 9-1005
HUH ... EH?
m I HIGH T'S AS
DOLLAR SIMPLE AS
S7VALUE KNOWING YOUR
STOCKED ORGANIZATIONAL RECOVERABLE CODES/
REPAIR MAINTENANCE ITEM
That's where the SMR codes come in. They combine to tell you how an item's
supplied, who can install, assemble or repair it, and if it's recoverable. You
might say the codes peg an item's status in the supply and maintenance system
to help you, and everyone else concerned, request authorized items from the
right supply source.
When you know your codes you can save time, and work and avoid repair
parts and maintenance delays. And, you also help the supply system, 'cause you'll
not be over-loading it with stray requests, which create unnecessary paperwork,
research and back-tracking correspondence.
You'll find the codes listed ahead of just about everything else in a manual.
In fact, in the new RP&STL's (Repair Parts and Special Tool Lists), the SMR
codes occupy the first column in the listings. The key to the codes is given in a
manual's introduction section.
If you ever have any problems with the codes, check with support their
supply records are updated regularly, and they've got the latest word on any
.LET'S LOCK AT HOW THEY WORK... 1
FIRST, THE SOURCE COPES.
Assemblies which are not stocked as such. They're made up of 2 or
more separate FSN'd units in the supply system. The separate units are
assembled by the maintenance level authorized by the maintenance
code listed alongside the A.
Repair parts OK'd for local purchase (AR 715-30 and local procure-
ment SOP). If the items are not available locally, support requisitions
them through normal supply channels.
Major assemblies procured for initial issue only by DX activities. The
assemblies are not stocked above GS level.
Repair parts that are to be manufactured at the maintenance level
called out by the maintenance code shown for the item.
Items that are stocked in the supply system. And, they're available
from supply support through routine supply channels.
If you find the P Source code coupled with a number (P2, P9 or Pl0,
for example) in the source column, don't puzzle about the number, it's
for support's info. All that's of interest to you is that it's a P item so
it takes a routine request.
Items that are not in the supply system The code calls out iems that
are supposed to last the life of the major item. When an X hem goes ...
it's time to retire the major end item.
Repair parts that are not available by themselves. You need the next
higher assembly. The assembly is installed by the level of maintenance
listed with the source code.
SP 0 5305-042-5301
P : O 2920-953-9334
= ~ 7 '" -% : ^
SCREW, ASS 4'.:
Repair parts to be cannibalized (AR 750-501. If support can't get the
parts from a Can point, they'll order 'em through normal supply
channels, but they'll have to provide justification along with the
J I'LL TRY I'LL TRY.
SBUT WHAT WILL
I USE FOR w
THE 1 C Crew or operator
INE- F Dired support
UR p H General support
P GA D Depot
P I bnd,.b
P PA D. R A20
ING .SPLIT,. FONT. (r
SECOVERABIL C ODE. PL
o R S---- (j' O B
.",ECOVERABIL ". .1
Repair parts and assemblies that are economically repairable at
direct support or general support shops. You normally get them
through DX (Direct Exchange). You simply swap support an un-
serviceable item for a like serviceable item. All you do is fill out a
DA Form 2402, attach it to the unserviceable item and take it to
the DX section that supports your outfit. Most of these items are
carried in the DX list you get from the DX section.
2201 CA R eaS-
O 251 -789-iu67 DOOR A5S 7 41
O 210-789-U068 DOOR ASSE /! on
O R 2540-999-8862 COVER. FlI C
nmr cura "0.
O R 240-678-3083 CURTAIN '. 22O
0 R 2540-999-1163 CRUTAIN
O R 240-678-882 CRTAIN .R
O It 2540-09-IB3 CURTAIN. c AT AF r.
0 536-721.-Lb44 B- OL 'T. CAR IE r t
L// fljs.,^ H
S Same as "R" Buit, when an iiem's nor economically[
repairable at general support level, the item's passed
to depot for checking and disposition.
High dollar value. recoverable repair parts. They're
DX'd also. and the 're ear-marked for special attention
in supply operations.
Repair parts to be salvaged to reclaim precious metal,
critical materials or reusable casings or containers.
I Item's expendable.
SOME Says the item is from normal slockage. t's for organizational
CSAMPLE MR "P S maintenance, and it's recoverable (normally thru DX).
P-O-T The item is in the supply system, installed by organizational main-
tenance and recoverable because it's got valuable or reusable stuff.
M-0 Make it at organizational level.
X1-0 Order the next higher assembly and install it at organizational
P-F-R Item is in the supply system. Support installs it and it's recoverable.
2-0 Items installed at organizational level are supplied thru cannibali-
1. Barrel and Barrel Jacket
MOUNTING BLOCK- Cracked, broken;
retaining lugs damaged. (The bottom lip
of the block that engages the recessed
groove of the receiver must be free
BARREL ASSEMBLY Barrel bulged,
cracked; bore badly pitted, loaded with
carbon (remember, the outside finish
must be dark and have no shine); cham-
ber dirty, rusty, powder-fouled; locator
slot rusty, dirty.
Catch this tip: When you glue
your eyeballs to the bore, don't mis-
take the expansion ring at the end
of the satellite liner for a defect.
This ring's about 8 inches from the
chamber end. Look for pits,
scratches and such-like throughout
threads at either end damaged,
All M73 machine guns should
now have the new barrel bearing
(FSN 1005-689-9939) and new bar-
rel bearing lock (FSN 1005-689-
9941). With these new parts in-
stalled the M73's stock number
changes from FSN 1005-679-6763
to FSN 1005-869-8816.
BARREL BEARING LOCK Dam-
aged, missing, not staked.
BARREL JACKET- Bent, cracked,
dented, loose in mounting block.
If the bend or dent is big
enough, it can cause faulty recoil
by keeping the barrel from moving
freely. You want to make sure the
barrel jacket won't bind against
the mantlet tube. You can check
this easy while you're boresight-
BARREL LOCATOR -Missing, busted,
won't keep barrel from rotating; spring
pin damaged, missing, won't hold.
First production models of the
M73 have a spring-activated lo-
cator that'll let the barrel assembly
be installed upside down and not
engaged with the barrel locator.
You can't mistake this on the
new locators. The new ones fit in
one way only and you slip in a
spring pin to hold it in place.
'Nother thing: Don't let this
throw you. The barrel jacket an-
swering to FSN 1005-924-1773
(11013400) has a downward angle
on its mounting block, but none of
the other barrel jackets have this
feature. This angle aids in return-
ing the receiver to the installed
position. without pulling the dis-
connector ring. But go with what
you've got. You can't swap off. You
can use either of them.
FEED TRACK ASSEMBLY Pitted,
cracked, edges rough; retaining pawls
and track worn, broken; springs weak,
FEED SUPPORT ASSEMBLY -Bent, de.
formed, won't fit in cover group;
edges burred, worn; cartridge stripper
and cartridge depressor worn, cracked,
won't work right; pins worn, bent,
busted, interfere with feed cam during
operation; retainer tab broken, missing
FEED SLIDE ASSEMBLY Spring weak,
worn, broken, lacks tension; feed pawl
broken, worn; roller cracked, busted;
retaining ring split, missing.
FEED CAM Nicked, burred, cracked,
COVER ASSEMBLY Retainer bracket
welds busted; cover loose, rivets loose;
cover latches bent, broken; feed cam
locator spring busted, deformed.
Keep an eye peeled for cracks in the .
4 retainer bracket welds. If any crack's
over inch long, get yourself a new
FLASH SUPPRESSOR-Forks or
body cracked, busted, badly car-
boned; inside threads burred, dirty;
lock not staked.
The flash hider (FSN 1005-922-
.. 9777) and flash suppressor (FSN 1005-
869-8817) come under the heading of
STAKING "tools" to go along with your vehicle
BII. It's a good idea to eyeball each
while it's mounted on the barrel jacket
and again when you remove it for
LOOSENING cleaning. The flash hider's installed
JTHE with a barrel bearing lock, same as the
SUPPRESSOR suppressor and they're staked to hold
BARREL 'em in place. Both flash attachments
BEARING are installed by using your adjusting
^ UP < LO(K wrench (FSN 5120-264-3'93) to get
FLASH HIDER- Cracked, sharp
edges, corroded, loaded with car-
bon; inside threads burred, dirty;
lock not staked.
The carbon scraper's been deleted from the tool list and not replaced.
2. Cover Group
NOW...CET' K TAKE)
i&*JA CLOSE LOOK TOPSIP
COVER ASSEMBLY -Retainer bracket
welds busted; cover loose, rivets loose;
cover latches bent, broken; feed cam
locator spring busted, deformed.
Keep an eye peeled for cracks in the
4 retainer bracket welds. If any crack's
over Vs inch long, get yourself a new
FEED TRACK ASSEMBLY- Pitted, FEED SLIDE ASSEMBLY Spring weak,
cracked, edges rough; retaining pawls worn, broken, lacks tension; feed pawl
and track worn, broken; springs weak, broken, worn; roller cracked, busted;
kinked, busted, retaining ring split, missing.
FEED SUPPORT ASSEMBLY Bent, de- FEED CAM Nicked, burred, cracked,
formed, won't fit in cover group; worn.
edges burred, worn; cartridge stripper
and cartridge depressor worn, cracked,
won't work right; pins worn, bent,
busted, interfere with feed cam during
operation; retainer tab broken, missing.
*s i EASY WHEN
SORRY GUN BARREL.
ABOUT THAT! KNOCKING A
SOME THREADS -,
is' ~ ~ TH WORK9 Ss.
3. Feed Tray Group
FEED TRAY ASSEMBLY-Spot welds APART S CALL OUR ARMORER/
broken, loose; tracks split, cracked;
latches split open, too tight, burred;
rivets worn, bent, loose, missing.
CARTRIDGE STOP ASSEMBLY-Bent
out of line, worn, cracked, broken.
WATCH YOUR L'S AND R'S SOLENOID -
The M73 in the M60-series and M48A3 tanks and
M551 Sheridans remember, is lefthand fed, but in
the M728 CEV it could be either righthand or left- TRI ,ER SPRINGS- SOLENOID LEVER PIN -
hand fed. So doublecheck that all parts of the cover Broken, weak (don't have Not staked at both ends.
and feed tray assembly are put together with the enough force to return trig
sameletters lined up right. ger and trigger sear to orig- TRIGGER SEAR Broken,
Here's something: If you have the feed tray as- inal position). burred, worn.
sembled for righthand feed, f'rinstance, and then l TRIGGER-Bent, broken,
happen to put the feed tray in backwards (meaning worn (should be no up or TRIGGER SAFETY -Worn,
with the letters-L's and R's-to the rear), you down movement of the cracked, broken.
could load the weapon and close the cover, BUT the trigger). The safety, when po-
weapon won't chamber and fire 'cause the w-i-d-e sitioned in safe (S)
part of the feed tray would then be to the rear. BACK PLATE Bent, blocks the trigger so
cracked, broken. that the weapon cannot
So- badthsohnyor be functioncre dr a iDdenot-
it SOLENOID YOKE- Bent, (Releasing the sear
Sucracked from the barrel exten-
S1,sion). If it won't do this,
get a new safety.
YOKE. TRIGGER PIVOT PIN -Not
DRIVING SPRING GUIDE RODS-Rods bent; retain- flared at both ends.
ing pins missing, loose, bent, burred.
SPRINGS Kinked, weak, The guide groovesHere's a Don'-Do-It-
broken. (Both springs shouldn't be bent 'cause Here's a Don'tDoIt-
should be about the same they have to fit snugly. Yourself tip: If you find
length and at least 8 \ any loose nuts around
inches long.) TRIGGER SAFETY SPRING the back plate, call in
M -Won't keep safety in your armorer! For sole-
either direction. noid adjustment call DS.
Now hear this: All M73's should
now have the barrel extension assembly
that comes under FSN 1005-937-8256
(11013360). If you have one with a dif-
ferent stock number, get it switched.
Keep a sharp eye on the little things
in this area-little springs and pins,
especially. Make sure they're all present
A couple of other thoughts: The
groove of the breechblock must engage
the bottom rail on the right side of the
receiver. If the breechblock's not en-
gaged to the receiver rail, the barrel ex-
tension won't go all the way forward
like it should. So, watch for this com-
mon error in installing. When install-
ing the barrel extension group into the
receiver, the breechblock must be flush
with the right side of the barrel exten-
sion. The mistake's so easy to make ...
and so hard to correct later on.
Keep this in mind: The barrel exten-
sion must be forward when you install
the jacket assembly with the barrel to
the receiver. If it's not forward, the
barrel just won't engage the barrel
EXTRACTOR Lip broken,
worn, burred; spring weak.
FIRING PIN EXTENSION--Broken, de-
formed, assembled wrong, spring miss-
ing. (If the spring's missing, the firing
pin extension'll stick out of the front
end of the rammer assembly or fall out.)
Broken, badly worn.
stuck (won't rotate).
Broken, weak (won't
pull firing pin from
face of breechblock).
HEY) SARGE'... ER,
BEFORE WE GO DOWN
INTO THEM PADDIES...
HOW'D THAT CO-AX
FIRING PIN LOOK TO YA
6. Charger Group
3~:1-~-: ~~~~~ r~ ~:I
' l~m~Y%1Y3!1'.1 .
RETAINING LUG-Broken, CONNECTOR Broken,
bent out of shape. bent, badly burred.
CHARGER ASSEMBLY HOUSING ASSEMBLY -
Doesn't fit right to receiver C HOUSING ASSEMBLY -
assembly; chain twisted Cracked, dented, distorted,
(could hold recoiling parts threads stripped (check for
out of battery); chain spring smooth operation).
ing, cracked, bent, spread.
HANDLE-Busted, crack- (If it's not OK, you could
ed, bent. lose the charger assembly.)
7. Receiver Assembly a
V I P L AT H P')i.. Cracks in
bracket weld over I,' inch long; rods
broken, bent; cover lalch rod springs
weak (they're coiled and you can't see
'em), Ilat, leaf type spring bent, busted
You gotta be real careful not to
damage the cover latches. Keep the
rods forward when opening or re- E-A-S-Y.
moving the cover from the gun. YOU'LL BANG UP THE
These rods-should automatically LATCHES IF YOU KEEP
latch the cover when it's closed. WH ING THE CO ER
ARE TO THE REAR,
RECEIVER BODY Body RATE CONTROL GUIDE -
cracked, bent, twisted, Missing, loose.
dented, busted; cracks in
rail weld more than Vs inch
RATE CONTROL SLIDE -
Broken, binds; spring weak,
broken; retaining screws
DISCONNECTOR PULL notstaked.
RINGS Broken, bent,
PARTS IS JUST
BUFFER SUPPORT LEVER PLAIN DIRTY
--Bent, no spring action LUB E... ANP
(if there's no spring action, LACK OF
the buffer support won't be P.M.
held in the upper position).
BREECHBLOCK CAM -
Broken, cracked, badly
plunger or spring busted,
BUFFER PIVOT PIN -
CHARGER MOUNTING Broken, bent, worn, badly
STUDS -Busted, bent; burred.
retaining lug groove worn,
BREECH ROLLER CAM --
BUFFER ASSEMBLY Broken, cracked, badly bur-
Hooks broken, badly burr- red, worn, loose.
ed, won't catch on lugs of
barrel extension. (If it
needs adjusting, yell for
COMPARE Barrel Extension Assembly Driving Springs (
WHAT /OU HAVE N 1005- FN 1005
IN REPAIR PARTS FSN 1005-937-8256 FS 1005-856
WITH THIS LIST... Breechblock Assembly Retaining Rings I
TO GUARD AGAINST FSN 1005-921-6317 FSN 5340-209
WRONG ONES. Barrel Assembly c
FSN 1005-972-0196 /WH
TOOLS Missing, broken, wrong ones. THE V
Cleaning Rod Case
Cleaning Rod Sections (5)
Swab Holder Section
FSN 1005-733-4759 01
Repair Parts Box
Lube Oil, Semi-fluid (LSA)
Ruptured Case Extractor
Cleaning Rod Handle
Cleaning Rod Buffer
Punch, Drive Pin i
PUBLICATIONS-Gathering dust. Depending on what vehicle you're rid-
ing these are the pubs you should have:
TM 9-1005-233-25 (May 67).
M60-series tanks-TM 9-2350-215-10 (Feb 65) w/Changes, TM 9-2350-215-
20 (Feb 65) w/Changes, TM 9-2350-215-20P (Jan 65).
M48A3 tank-TM 9-2350-224-10 (Jan 66) w/Changes, TM 9-2350-224-20
(Jan 66) w/Changes, TM 9-2350-224-25P (Jan 66) w/1 Change.
M728 CEV-TM 9-2350-222-10 (Aug 65) w/Changes, TM 9-2350-222-20
(Sep 65) w/Changes, TM 9-2350-222-25P (Oct 65) w/1 Change.
M551 Sheridan-TM 9-2350-230-12 (Jun 66) w/Changes, TM 9-2350-230-
25P/2 (Jun 66).
M551 SHERIDAN TUBE LIFE
SHOW LONG THE
S GUN -LAUNCHER
TUBE IN YOUR
CAN DO ITS
First off you have to find out what kind of tube you have, like so ...
or 11578025 or 11578064
Deep sil nd here tetor Deep sloI md dosed brech Shallow slot and dosed breech
opln bhedi scorner sysEm. scavenger system. scavenger system.
No problem telling the difference
between a deep and a shallow key slot.
They are both 1/4-in cuts running
straight through from breech to muzzle
at the 6 o'clock position. The shallow
one is the same depth as the grooves but
the deep one is 9/64 inch deep which is
about twice as deep as the rifling.
With an M81 or M81 (modified)
tube you can run 200 EFC (equivalent
full charge) rounds through before you
need a new tube. With an M81E1 tube
you can go 600 rounds.
All conventional rounds count 1 EFC
each no matter what the model number
of the round or whether or not it has
an E after the model number.
Missile rounds are not counted at all
because they don't wear out the tube
enough to matter.
EFC tube life and breech life is based
on the number of conventional rounds
fired, which is 600 rounds, and not on
tube wear. When using the M81 or
M81 modified gun launcher tube, the
retube date equals the original plus 2
retubing, and when using the M81El
gun launcher tube, no retubing.
By the way, when the breech is
changed, that includes the breech
coupling, the breech chamber and the
Pull out your ear plugs and listen to this. Your panoramic telescope might have
a rotating 3200 mil reset (lower) counter that could jam or give you a wrong
reading. If you have one of these telescopes you could have trouble.
THIS TELESCOPE THESE SERIAL NUMBERS IN THIS VEHICLE
-. 3 .t A.
M117 3487 to 3738 M108 or M109
If you have one of the "maybe" bad ones, make this simple check every day ...
The counter should operate smoothly and all 4 numbers should change in both
counterclockwise and clockwise operation. If not, you've got a bad counter ...
Thi a. saeacred luf of rnco' pubs
of inr la organiolafonol mome.
anorn penflnnel rbM ld is compiled
rhom rernt AG D;anbisoi Contar.
BulMirr. Far cr-nmpr. desol me DA
Pao 31M (Mao 681. and Ck IlNo
68t. Mr.l. 15', nt. DA Pao 31 -6 (Jul
68,. and C 3 iApr 69r. SC'I and S..,
DA Pane 3107 IDr 68;, MWO%
TM-iFSC-6520-257, Apr. Mod Ma-
thril Repair Parts Pomph No. 257.
TM 5-1940-201-15, Jon. 27 Ft Alam
Hull Inoard Eng Bndge ErtLbI BOat.
TM 5-2805-200-20P. Feb. Goaollne
Oulboard Motor 75 STP.
TM 5-2805-258-24P. Jon. 10 HP Mil
Ud Mdl. G.1 Flng
IM S-210-210-14. Feb. 32,000 Lb
anted Paooad Cap Transporter.
TM 5-3431-200-20P. FOb, Inet Gao
Shielded ARC Welding Set for 3164-1n
TM S-3431.207.20P. De. Welding
M 5-3431-225-15. Mai. Arn Wilding
Marchln Gan and I.erl Gas Sh..lded.
Millr Mdl 330AIB5SP
M 5-3740-201-20P. Feb. 25 PSI 30
GPH GED P..shart Md Inletirid.
TM 5-3B052100-15 C3. Feb. ForTh
Movng Eqrlp loader
rM 5-3105.201-20P CI. Mor. Farth
Moving Equip loader
TM 5-3810-222.22P, Feb, 20 Ion
Trador Towed Crane Ioarnmea-
Wueangho.s Mdl M20
TM 5-3170-238-15 Feb, Gua Eng
Powered Well Percussion Drilling Mo-
TM 5-3825-214-20P, Feb, Waer
TM S-395-333-25P. Feb. DED SP Pile
TM 5-4120-220-20P. Mar. 11.000
BTIJ oor Mid Ail Copdlllonr.
TM 5-5420-200-20P, Feb, Bridge
TM 5-6115-229-10 C2, Mar, 5 KW
60 Cyc Eng Drvn Gen 5elt.
TM 5-6115-247-15 Cl, Mar, 45 KW
60 Cyc Eng Drvn Gen Slet.
TM 5-6115-247-15 Cl, Mar. 45 KW
60 Cyc Drvn Gen Sets.
TM 5-6115-248-10 C3, Mar, 30 KW
60 Cyc Drvn Gn Sets.
TM 5-6115-257-15 C3, Mar, 1.5 KW
60 Cyc Drvn Gen Sol.
TM 5-6115-261-10 C3, Feb, 15 KW
60 Cyc Drn Gen Sal,.
TM 5-6115-270-10 C3, Mar, 3 KW
60 Cyc Drvn Cn Soeti.
TM 5-6115-272-2, Feb, .5 KW 60
Cyc Eng Drvn Gen Se5s.
TM 5-6115-273-15 C3, Mar, 60 KW
60 Cyc Eng Drvn Gen Set.
TM 5-6115-291-15 C4, Mr,. 60 KW
60 Cyc Eng Drvn Gen Set..
TM 5-6115-449-15, Jan, DED SP Gan
Set 30 KW AC Mil Design Mdl SF-30-
TM 5-6115-453-12, Mar, 0-30 KW AC
Skid Mid Port Mdl Load Bank.
TM 5-6665-202-15 C4, Land Mine
TM 5-6675-270-25P, Feb. Surveying
TM 9-1005-213-25 Cl, Feb, M2 .50
Cal MG and Mounts.
TM 9-1090-201-20P, Jan, XM16
TM 9-1090-203-20P, Dec. XM28
TM 9-1290-325-12/1 C2, Feb, Radar
TM 9-1400-465-15P, Jan, XM551
TM 9-1410-302-15P/1/2, Feb,
TM 9-1425-585-14, Feb, Chaparral.
TM 9-1430-250-15P/6/1, -15P/12,
-15P/21/1 and -15P/4, Feb. Nike-
TM 9-1440-381-20P, Mar, Prshing.
TM 9-2300-257-20, Feb, M113AI
TM 9-2350-300-20 CI, Feb, XMI63
20-MM AA Gun.
TM 9-4935-585-14/1, Feb, Chaparral.
TM 94935-567-12, Feb, Chaparral.
TM 9-6675-231-20P, Mar, Theodolite.
TM 9-6920-37-20P, Mar, Perhing.
TM 10-4930-204-15 CI, Mar,
TM 10-7310-228-14, Feb, Gao Deep
TM 10-7310-230-14, Feb, Gas Baking
and Roasting Ovn.
TM 10-8340-210-23P Cl, Mar, Tenlt,
MODIFICATION WORK ORDERS
9-1430-501-30/64, Feb, Hawk.
9-2350-217-30/15, Feb. M09
9-4900-500-30/5., Feb. Hawk.
55-1500-210-30/3 and 30/27, Mar,
55-1510-201-40/2, Feb, U-S.
55-1510-201-40/8, Jan, U-1.
55-1510-203-30/5 C3, Mar. U-6.
55-1520-209-30/59 C2, Mar, CH-47.
-1520-209-30/76, Mar, CH-47.
55-1520-211-30/36 Cl, Mar,
55-1520-217-20/3 Mar, CH-54.
55-1520-221-20/4, Mar, AH-1G.
55-1320-221-30/10 and 30/14, Mar,
55-1520-227-30/12, Mar, CH-47.
AR 735-35 C3, Mar, Property
DA Pan 310-6 C3, Apr. Index to SC'
DA Par 700-3, Feb, Use of DD Form 6
Packaging and Handling Deficienc*ls.
LO 5-3655-211-12-1 and -2, Mar.
Semitraller Md Oxygen-Nlrogeon Gen
and Charging Poan.
LO 5-3805-219-12-1 and -2, Jan.
Scoop Type Loader Dsi Drvn 4 Whoeel
2% Cu Yd W/Engine.
LO 5-3805-232-12-2, Jan, Earth Mov-
ing Equip Loadsn.
10 5-3805-240-12-1, -2 and -3, Mar,
DED Ditching Machine.
All together now ... if it's superquick action you want with the M564 MTSQ
fuze, set the fuze for 90 seconds like it says in para 5-58E(1) of Ch 7 (Sep
68) to TM 9-1300-203. This up-dates the superquick setting info for the M564
fuze on page 46, PS 197.
IN THI WHOLEAT
IN IHIS WHOLE
YEAH, LIKE. THERE'RE LOTSA
GOOD GASOLINE ENGINE
OPERATORS COMIN' DOWN
THE. PIKE... BUT MULTIFUEL
PILOTS??... MAN, THEY'RE
ks 5OMETHIN' ELSE!
"i~f E ---E -
YUP...CASEY USED TO SAY... "LIKE
SOME SISTERS, MULTIFUEL AND
GASOLINE TRUCKS LOOK A LOT ALIKE,
BUT YOU HANDLE THEM
I REMEMBER HOW HE HANDLED
HIS TRUCK...REAL PRO LIKE...
...NEVER TAKE OFF WITHOUT WHY SO ONE SPECK OF
DRAINING THE FUEL FILTERS! URGENT, DIRr OR A LI'L
CASEya? WATER GETS THRU-
AND YOUR FUEL
e t_, A,
PIRT-CHOKEP AIR FILTERS THE MC
ANP OIL. FILTERS WILL OPERATION
STOP You COLP, TOO. OFTEN Y
ANP PIRT- LOAEP ENGINE OR CHANGE
OIL IS SURE PEATH FOR
ANP LOSS i
YOUR LO CALL
RE DUST YOU'RE
IG IN, THE MORE
OUvE GOT TO CLEAN
E AIR FILTER ELEMENTS.
OF ENGINE POWER
ANS YOUR AIR
LUGGEP WITH PIRT
INE OILANP OIL FILTER
ORE OFTEN THAN
S FOR WHEN NEEPEP.
.. .kA ,-, A
-- m m
NOT ONLY WAS HE SHARP ON ALL HIS BEFORE-OPERATION OIL,COOLANT
AND BATTERY PUTIES... BUT HE WAS A TIGER WHEN IT CAME TO
HOLD IT! CHECK FOR HYPROSTATIC LOCK
HUH ? -.. FUEL OFF, ACCESSORY SWITCH ON, HARP
PUSH ON STARTER BUTTON FOR JUST
22 OR 3 SECONDS.
A HARD "THUNK"
IN YOUR ENGINE--OR
IF IT WON'T TURN
Y'MIGHT HAVE WATER OR
FUEL SITTING' ON TOP OF A
PISTON... AND WHEN YOU
START UP WITH POWER...
THIS IS A POST ThIS
MUST CHECK-OUT PIN- UP.'!
EVERY MULTIFUEL. -
Jhree cheers for the multifuel pro
iWhose truck ha5 got lots Of 90-
It's quick and it's strong,
But if once he goes wrorN
Hle's in for a sackful Of woe
IF YOU WANT TO DISPLAY THIS CENTERPIECE ON YOUR BULLETIN BOARD, OPEN STAPLES, LIFT IT OUT AND PIN IT UP.
HE KNEW ALL THE REAL,
'PRO' THINGS ABOUT
. OPERATING./ '
ABOUT 10 SECONDS
EACH TRY 15 ALL Y'
NEED... IF IT DOESN'T
CATCH AFTER THREE
ANP KEEP YER LEAD FOOT
OF THE ACCELERATOR
WHIIE YOU'RE WARMING
IUP..OR YOU'LL SHOOT THE
ENGINE UP PAST ITS 1000
RPM WARM-UP LIMIT.
so, A PRO WARMS UP AT 800-
1000 RPM FOR ABOUT 3-5
MINUTES... BUT CAREFUL-
TOO SLOW, AND YOU'LL SHAKE.
HER INNARDS LOOSE/ !
-EASY ON THAT STARTER
BUTTON! GET Y'R LINT-PICKiN'
THUMB OFF IT SOON's THE
ENGINE GRABS, ELSE YOU'LL
RUIN THE STARTER!
AT THIS TIIME,THE WHAT A
SPINNING AT HIGH THOUGHT!
OIL'S PUMPED INTO
...BEFORE YOU SHUT DOWN,
IDLE ABOUT 5 MINUTES... 6IVES
THE TURBOCHARGER A CHANCE TO
SLOW DOWN EASY ANP COOL
THE ENGINE OFF TOO /
-~# '~1 ~34
WHEN SHIFTING UPOR DOWN r iG CL t
MCICVEt SKIP eAIS... IF 15 MRPER!! IT'S A SURE 4
Y' LUG THE ENGINE THE VIBRATION WAY TO GRIND DOWN THE
CAN BUST PARTS ALL OVER CLUTCH FACING AND FLYWHEEL!
THE TRUCK! __
-EY, ROLL OUT
YEAHH...I REMEMBER LIKE HE GOT OUR A WRECKER.. WE
HOW HE ALWAYS KEPT PUBS PEOPLE TO TICM
A WELL-THUMBED-IOTM GET US EXTRA GOT AN EMERGENCY.
...AND THE PA PAM 750-11I COPIES BY WRITING
RIGHT IN HIS POCKET TILL TO BALTIMORE AG
HE HAD IT ALL DOWN PUB CENTER OI A
PAT, DA FORM 17!
MULTIFUEL STUCK ON RED ROAD
ZERO. GOTTA HAUL HIM IN BEFORE
PARK OR HE'5 VC MEAT!
-:.I.'. IT FIGURES.
EVERYTIME I HITCH A
RIPE, THE DRIVER SEEMS
TO GET PISTRACTEP!
. .~ r HOW
IT STANDS CAN
TO REASON. WE BLAME
AIR KEEP 'EM SEALED
IN ONE OF
Keep an eye peeled for PVT Strange Scrounge. He may be headed your way.
Well, in his last outfit he found out that a certain MWO kit had just the
part he was looking for. A little "cannibalizing" never hurt, was the way he put it.
But it hurt plenty when the time came to apply the MWO. The missing part
had to be manufactured again because the kit was a limited purchase, one-time
deal ... held up the mod 6 months.
DON'T LET THIS TO AN
HAPPEN... MWO KIT
'Course Private Scrounge is on the move again .. figures!!
So, if he shows set him straight, will ya?
Tell him to keep his cottonpickin' hands off MWO kits.
Any job worth doin' is worth doin'
right, the first time. Taking bird engine,
transmission and gear-box oil samples
is no exception.
Why are accurate samples so impor-
tant? Well, as long as you have moving
parts you have friction. With friction
you get heat and wear.
The oil system reduces the heat level
to a point where an engine or trans-
mission experiences normal wear.
Since all metals wear, the lab keeps
track of the weight of metal particles
suspended in the oil in parts per million.
The assembly actually has a health
What happens when a contaminated
sample goes- to the spectrometric oil
lab? Plenty! A LE
The lab technician does a double-take
on a high iron, aluminum, copper, sil-
ver, chromium, magnesium or silicone c LE A N
So, he fires back a message asking for
a special resample to confirm the high
wear pattern found on the first go AM
If the lab technician gets a normal HERE'
reading on the resample-somebody HOW TO
goofed by taking a contaminated sam- SAMPLE
'Course nobody expects crewchiefs D
or mechanics to put on a white hat and
coat. But you can come up with accurate
samples by taking 'em thisaway.
First off, take the sample within 15 minutes of engine shut-down. If you've
done any gold pannin' you'll know why. Metal particles settle mighty quick and
iron particles in oil are no exception.
If you drain a sample from a cold engine you're likely to wind up with a bogus
high metal wear reading. So you want to take samples with all particles in suspen-
sion. Like in warm oil, man!
Cut the ends off or remove the protective
caps from the ends of the sampling tube.
Put the '/4-in OD tube into the dipstick
hole being careful not to touch the side or
bottom of the oil sump. This is mighty impor-
tant since you don't want to pick up any
sludge on the bottom of the sump. Sludge
will give you a bogus sample ... extra re-
sampling chores for you and the lab!
I n u n v ,lm arF ..a a
/ FOLLOW THE SAME
WHEN DRAINING TO AVOID
COMING UP WITH A
CONTAMINATED SAMPLE .
If you sample a gear box with a lo-
cally made tool, such as the one shown
on page 15 or PS 194, remember the
cleanliness bit. Clean the tool before
and after use to prevent contamination
of the sample.
When you have to take the sample
from the bottom of a crankcase or oil
reservoir, be sure to drain off at least
a pint of the oil before you catch the
sample. Like this:
Open the drain plug, magnetic plug
hole, engine drain, oil tank drain or
what-have-you. Drain about 1 pint into
P a quart or larger container to make sure
no sludge or dirt goes into the sample.
After you get the pint, continue the
oil flow into the sample bottle and recap
the bottle. Be sure you never dip into
the pint you drew off first because the
sludge in it will throw the lab types off
the track with a high reading.
FEED BACK YOUR INFO
Of course, the oil sampling deal is a two-way street. You send the sample
-the lab notifies you when they get a high wear-metal reading.
For example, say you have a broken piston ring on a recip. There is no no-
ticeable effect in the performance of the engine--no knocks, good compression,
no power loss and the like.
Actually, the sharp edge of the broken ring begins to scrape the cylinder
wall ever so slightly. The ring begins to roll, wobble and chafe the piston.
The result is a vast increase in the num- TEST CAN
ber of aluminum, iron and chromium ALSO REVEAL
particles in the engine oil sample. / VALVE DAMAGE
You may not know it, but you've got
a cylinder and piston problem. Based
on a test of the sample the lab will rec-
ommend an engine evaluation.
Never rest on your laurels after a cylinder boroscope shows a broken ring,
scored cylinder or valve head separation, no sir-e-e-e!
The lab has to know the results of your corrective action. Remember that
every engine, transmission and gear box has an individual wear pattern. Some-
times it takes several special samples to track down a faulty part.
If, per chance, a faulty component has to be sent to your support for repairs be
sure you include the name and address where it was sent. Add the date the com-
ponent was sent and the control number of any EIR's or other special reports on
Remember that the failure code for spectrometric oil analysis, 916 (TM 38-
750) is used on a DA Form 2407, DA Form 2408-3 and DA Form 2410 when-
ever the action is the result of a lab recommendation.
/ FOR MORE WHEW!
'ACCURATE PREDICTIONS -
AND BETTER SERYICE...
FILL OUT THE DA FORM '..
S-54 R YOU GOT FROM '
THE LAB, THEN MAIL IT
BACK AND COMPLETE
The Ullab a recom en draini n flu component before
tain th etSape
You never get your signals crossed
B E A when hailing a ride, or getting the at-
tention of a shapely blonde, right?
The signals needed to bring a chop-
per down safely in the boonies, tho, calls
for a little quarterbacking.
THE LANDING\ USE A SMOKE BOMB IAISE YOUR
SITE SHOULD TO GIVE THE PILOT ARMS HIGH
BE CLEAR OF WIND DIRECTION. MAN
r^ I L
MOVE TO STARBOARD (RIGHT)
MOVE TO PORT (LEFT)
I VERTICAL MOVEMENT
COMMUNICATIONS PROBLEM WITH PLATES
OPERATING GEE, OFFICER,
T PLATES, TELL ME A PUB
W HOUTO CHECK!
The serial number data plates are missing on some of our radio sets. Can you tell me
how these data plates can be requisitioned?
Also, who has the authority to put a serial number back on the radio?
SP5 A. L.
The whole scoop's in SB 11-263 (Jun .i.'bS -w
57). This handy pub tells you about re- "-m .b ,i.'a
placement of data plates, where to get \
'em, who installs 'em, and under what 9
conditions you request 'em. O
SOLDER FOR A PRINTED CIRCUIT
Been wondering' how great it'd be if you had a
soldering outfit for printed circuits?
Wonder no more. Somebody just didn't get
the word thru to you on the TL-705/U.
Not only is it No. 1 for printed circuits, but it
has many other uses. Eyeball Ch 1 (30 Dec 63)
to TB SIG 222 for the good word. One caution:
There's been a switch in the components listed
on page 51 of the change.
Cord Set FSN 3439-897-9881 and Soldering
Iron FSN 3439-853-6653 have been deleted.ll ii
They've been replaced by Soldering Iron, Elec-
tric, FSN 3439- 866-6258. SOLDERING OUTFIT
You get the whole soldering outfit, tips and FSN 3439-853-8760
all, with FSN 3439-853-8760.
BYE, BYE FILTERS
HERE! TRY THIS
KEEP THE INNER CASE CLEAN!
StIL TD .. C UCDE
Dear Sergeant C. M.,
MWO 11-2150-1 (Mar 55) removed
air filters from the PP-826/U and PP-
827/U power supplies because they
dust-locked and caused circuitry dam-
age from high temperatures.
With the filter gone, it pays for op-
erator personnel to eyeball the inner
case and remove dust and dirt accumu-
lations as necessary. This goes double
where there's a lot of dust or high hu-
BEFORE YOU BURN Q
OUT ANOTHER FUSE
ON YOUR TV-7()/U U
Turn the LINE ADJUST CONTROL
counterclockwise as far as it'll go.
Then, turn the POWER switch on.
That cuts down input voltage. Paste a
reminder on your tube tester.
,'Mr. 7 A.-
t ?1 i
I UNDER OVER
Flotation is the tire's ability
to stay on top of dirt, sand
and the like.
Traction is the tire's grip on
HAS A SPECIFIC
AN OVER INFLATED TIRE
PUTS ONLY THE CENTER
OF THE TIRE IN CONTACT
WITH THE ROAD!
OVER INFLATED YOU
TIRES CAUSE HARD WASTE
RIDING... WHICH CREATES ENGINE
VIBRATION.. WHICH WER
LOOSEN BOLTS SNAPS TOO!
-L ^ SPRINGS... ETC,
POOR TRACTION BRES WALS,
BECAUSE LESS RU BER.
OF THE TIRE IS R
TO ME! DON'T 60
BY LOOK ALONE
... CHECK YOUR
TM .. IT'S
THE VEHICLE /
Overflexing of the walls causes
the fabric of the walls to break. i
BUILDS UP FROM
FLEXING OF A
SINCE 1 CHECKED
EM THIS MORNING ..
HOW 'BOUT I
BLEED 'EM TO N NEVER
OFFSET TOE BLEED A HOT TIRE.
BUILD-P IT'LL ONLO RAl5E
STILL HIGMER... AS
YOU CONTINUE TO RUN!!
WAIT TILL THE
TIRE COOLS... THEN
CHECK AND ADJUST
Even with the best possible mainte-
nance of truck urres, the scricer rhec de.
litcr i. mnsrl) up ro the driucr. P.ir
driving habits can cause serious tire
damage Proper driving can do much
ro sauc rubber. Good druiers follow
rhese treir sa ing praciccis.
T USE 'COuR
TM TO TELL
Check for flats or soft tires
No speeding over rough
roads that are full of large
sharp-edqed chuck holes.
not Drive at moderate speeds.
Don I allow vehicle
or equipment to rub the
Rlparl tdinccs of mc
ahntd wh'eis oi lhpr
abnormal rordidlons you
nIhct w~hen diiiing
7THE WAY THEM
BEEI SHOWING' UP
/ A GOCD
NOT ONLY LOOKS
FOR SIGNS OF
TROUBLE BUT WILL
REPORT DAMAGE THAT
,/ EXISTS,,,ANP HE ALSO
SUGGESTS WAYS TO
S THESE TIRES.
GET A WHEEL
DRIVE IT AGAIN.
If any of these conditions exist, they
should be corrected before returning
S the vehicle to service. They are all detri-
mental to.good tire service, and in some
cases, downright dangerous. Defective
lock rings, for instance, can fly off with
enough force to kill or injure.
A slow leak may be caused by a
faulty valve core and can therefore be
corrected without removing the tire.
Even a slow leak in one of a dual set will
Throw extra load on its mate. It's im-
portant to keep out foreign matter and
to make sure that every valve has a good
valve cap and that the cap is screwed
When dual tires are of unequal cir-
cumference, the larger tire carries the
H, greater load. It's subjected to undue
wear and punishment. This may result
in the failure of both tires, because the
sudden failure of the larger tire from
the undue strain will automatically
shift the burden to the smaller tire. You
measure tires for matching duals b\
;V measuring the circumference with a
flexible steel tape
TOE-IN The wheels on the same axle are
closer together in the front than they are in
the rear. Excessive toe-in shows feathered
edges on inside edge of the skid design, usu-
ally more pronounced on right wheel tire.
TOE-OUT -The wheels on the same axle
are closer together in the rear than they are
in the front. Tire wear shows feathered edges
on outside edge of the skid design. Usually
it is more pronounced on left wheel tire.
Sruminvty W ntbAIIVt I
(AMBER -This is the tilt of the wheel.
Positive camber wheels are closer together
at point of road contact. Negative camber -
wheels are closer together at top. Too much
camber results in uneven wear on one side
CASTER This is the backward tilt of the
axle. Too little caster causes wheel to wander
or weave, resulting in spotty wear. Unequal
caster causes wheel to pull to one side, re-
sulting in excessive and uneven wear.
SPRUNG OR SAGGING AXLE Either of
these conditions causes uneven distribution
of the load. A sprung or sagging axle will
cause the inside dual tire to carry the greater
GRABBING BRAKES Brakes out of adjust-
ment and out-of-round brake drums cause
tire treads to wear rapidly in spots. Out-of-
round brake drums usually wear out tires in
a single spot. Improperly adjusted brakes pro-
duce several wor places. Out of balance tires
can cause worn spots.
Overloading is the cause of many
kinds of cord body breaks. It's the most
costly of all tire abuses. Such breaks are
due to abnormal flexing or overwork-
ing of the cord body of the tire. Normal
flexing of a tire can go on indefinitely
without causing any appreciable dani-
age to the cords. But if the tire is over-
worked or overflexed, abnormal heat
is generated and the cords become fa-
tigued and break.
Improper load distribution also
shortens tire life. It overloads the tires
on one side of the truck or trailer when
that side is required to carry more than
SPRUNG OR TWISTED FRAME Causes
rapid or uneven tread wear.
WORN WHEEL BEARINGS,
LOOSE RADIUS RODS ANP U-BOLTS,
UNBALANCED OR WOBBLY WHEELS
CAUSE UNEVEN TREAD WEAR. AT
THE FIRST SIGN,
0 LOADS -
its share of the load. This may affect
starting, may make wheels slip on light
side and cause tires to wear faster.
Remember, too, that the gross load
may not betoo great, yet one axle or one
side of the truck, or one wheel, may be
overloaded due to improper distribu-
tion of the load. The things to do are...
WRONG RIGHT WRONG RIGHT
1. Balance the loads according to weight
across the width of the body.
2. On semi-trailer units, distribute load so
each axle and the fifth wheel carries its
share according to carrying capacities
IF TIRE'S SHOT...
Y'R TUBE IS
rNever use a tube in a casing larger
than that for which the tube was de-
signed. The use of an undersize tube
results in trouble.
Make certain that both tire and tube
are clean before mounting, and clean.
end of valve before applying air hose
to prevent dust and dirt from being
blown into the tube.
'r, I 86 i
1, Make sure the tire bead and inside
of tire are dean. Same goes for the
tube and the rim gutter.
3. Center the valve and pull it firmly
against the rim. Hold it in this posi-
tion and inflate to pressure listed in
your vehide's TM.
2. After mounting your tire 'n tube
on the rim, inflate the tube to about
12 pounds. Then check to see that
the tire's seated right on the rim -
nil nmrnrd nnd hnth ,;rl.,
4. Always use a safety cage or safety
chain when inflating a tire that has
a rim locking ring.
5. When mounting tires, angle valves always point toward the removable flanges of rims.
Valves that are offset in tubes are placed to match the offset valve hole of rims.
6. Rotate tires every 6,000 miles. (See TM 9-1870-1, page 36.)
You'll be right up to snuff with "the wheels" if you've
placed this info solidly in your noggin. But, you'll be even
a better all-around PM man if you're checking your TM 9-
1870-1 w/Ch 3(Feb 67) when a question comes up. This TM,
"Care and Maintenance Of Pneumatic Tires" plus its changes
-is a great friend indeed when you're in PM need or when a
tire failure occurs.
TIRES + HEAT = POW!
Never-like never ever-let your welder do any welding or torch cutting
on or around wheels that have inflated tires on 'em.
Welding or torch cutting around tires can produce a deadly explosion.
'Nother thing-if your buddy's thinking about using some flammable
antifreeze like alcohol to prevent freezing of water in the air compressor,
stop him. Alcohol in an air compressor could ruin the machine, plus set up
a real dangerous explosive air-alcohol mixture! Drain out that water, like the
T aIR 4 a !!VALVE
When you mount a tire on a wheel with a split locking ring, are you required to
position the tire valve 180 degrees (directly across) from the split?
1SG G. C. B.
Dear Sergeant G. C. B., -."
There's no such requirement that I VALVE OF INSIDE DUAL
You may be thinking of para 25 in
TM 9-1870-1 w/Ch 3 (Feb 67), which
tells you to position the outer wheel
tire valve 180 degrees from the inner
wheel valve on dual wheels.
The TM explains that this makes it
easier to locate the inner valve in the
dark. VALVE OF OUTSIDE DUAL
CONTROL THAT SPEED...
GASOLINETH NITH MODERN
GASOLE DIESELS AND MULTIFUELS
ENGINES EYOU THAT BECOMES ENGINE
USED ENGINEAf,1 ^^ <*1 EAII
Uncontrolled power can clobber a diesel or multifuel engine real quick... and
you better believe it!
Forcing a compression ignition engine past its rated and governed maximum
RPM limit is a game of Russian roulette. It's a matter of chance when she blows.
Nobody intentionally overspeeds an engine enough to cause its destruction
-but many a diesel and multifuel has turned up with bent push rods, busted
crankshaft, cracked pistons and popped connecting rods.
One of the biggest causes of this engine busting is using the engine for hold-
back braking power on a down-grade-forcing the RPM beyond its limit.
Many bull-sessions have been held about the advantages and wonders of engine,
braking power on a down-grade with a loaded vehicle, particularly by operators
who were weaned on gasoline engine powered equipment.
They swear by it.
But operating a diesel-or multifuel-powered rig is another thing!
It's not that a compression ignition engine doesn't give some resistance for
hold-back power like a gas job-it's the principle of operation that's involved.
It restricts the effectiveness of the engine's braking capabilities.
Mechanically both are similar as far as moving parts are concerned but the
similarity stops there.
Unlike gasoline powered jobs, the diesel or multifuel creates no vacuum type
drag during its air intake cycle. And it produces power throughout the power
stroke cycle. This makes it a lot easier for the weight-pushing and gravity-
pulling of a loaded vehicle during a down-grade run to force the engine beyond
its maximum rated RPM limit.
When a compression engine overspeeds, the valves can go into a float condi-
tion and remain open-then get smashed by an upcoming piston; Or the
uncontrolled speed generated can over-stress metal parts and snap 'em.
RISING PISTON CLOBBERS RATING VALVE
So you operators of diesel or multifuel equipped rigs, trucks, shovels, scoop
loaders or what-not, please take note. Avoid using the engine for braking power
--or over-rev it under no-load conditions just to check the smoke or noise condi-
tions. You old hands on gasoline rigs have got to up-date your operating tech-
nique when advancing to a diesel or multifuel.
On down-grades with a diesel or multifuel equipped rig, the traveling speed
and gear range have to be coordinated with the engine RPM while using the
foot brake for control. r A N R
AND NEVER USE A
LOW GEAR RANGE THAT'LL
KEEP THE CAUSE A TOO- HIGH
ENGINE SPEED RPM FOR YOUR
S CONTROLLED... TRAVELING SPEED!
... AND SLOW It-
THE RIG I
WITH YOUR /
BRAKE W^ "^ ^ ^ ---**^^r^
Why clobber a good diesel or multi- .
fuel-learn to control it b keeping -
within its operating speeds and RPIM.
LIKE IT HOT
--- -- 4p TAP )
thing like a gasket Here are the replacements items:
A simple thing like a gasket can
make a difference between hot food and Outer gasket, FSN 7330-032-2722
cold food. So if you want your food to
be hot instead of cold, better replace Insert cover,FSN7330-243-3254
those gaskets on your 5-gal insulated
food containers (FSN 7330-238-2411)
when they start losing their life.
Those gaskets will last longer if you .
keep 'em clean. When you clean your-
container and inserts, take the gaskets Insrt g t, N
Insert gotket, FSN 7330-032-2721
out and wash them good with soap and
water. Put 'em back with the flat side
down, and let them dry in place, to
keep 'em from warping and losing
their shpe. Rectangular insert, FSN 7330-243-3253
YOUR GO BETWEEN
DA FORI O'
You use a DA Form 2028 to report an apparent error, recommend a change,
or suggest an improvement in your publication. When you've tracked down
all clues, and still can't be sure where to send it, mail it to The Adjutant Gen-
eral, Attn: AGAM-P, Department of the Army, Washington, D. C. 20315.
Ch 12 (Dec 68) to AR 310-1 gives you this word.
YOUR CO Is
Metal parts Remove or
smooth minor rust, burrs and
metal slivers by buffing with a
wire brush, filing, sanding or
grinding. Sharpen the striking
edges, but don't remove more
than Y,' inch from the original
length of the shovel, or 1/4 inch
from the length of the ax or
r Wooden parts lean off
dirt and grease and look for
cracks, splinters, slivers and
looseness Sand to a smooth fin-
ish all the splintered, slivered
and rough areas Tighten or re-
place loose or missing wedges
Replace damaged ax handles
and those that aie infected with
wood-bonng, or channeling in
sects, or larvae FSN 5110-294-
9503 will gel you a single brt
ax handle. You'll find it in Fed
Cot C5110-11 A (Oct 68).
r Touch up the places where
the original finish has worn
with rust-inhibiting olivedrob
enamel. TT-E-485. FSN 8010-
297-2124 (1 gall Use the point
for both wood and metal parts
TEST FOR ROT
EACH SIDE OF
RIGHT ANGLES FIRMLY. PULL STRONG
ENOUGH TO TEST- NOT TEAR.
REPLACE IN HASTE
Playing it safe means you replace the
pressure gage assembly on some of the
earlier models of the M2 burner units,
that were made under Contract DSA
4-072546TP523, dated 20 Sep 65.
Gages on the two-tank type and those
"U" tanks under the 1965 contract have
soft solder and could melt when you
turn the flame too high.
If you're not sure whether the gage
has been replaced by a new one or still
has the old one, don't take a chance.
Replace it with a new type gage. Order
Gage, Air Pressure, FSN 7310-999-
2503, from TM 10-7360-204-12 (Feb
Put a dot of red paint on the top of
the new gage so you'll know it's a good
TB 750-971-2 (Apr 69), EIR Digest,
gives the word for this replacement.
STRAY MIG SETS
WE HAVE ONE
MIG WELDING 5ET
Property-book makers note: MIG welding sets under FSN's 3431-079-0488,
3431-121-5878, 3431-837-5573, 3431-837-5574, and 3431-965-0088 are report-
able. All sets take LIN Y48118, like the other MIG sets in SB 700-20. The unlisted
sets are being lassoed by the SB. Meantime, you know.
19"AYvf64 fffe 1Zadep
Short a panel bushing for the TA-222
line pack of your SB-22/PT switchboard?
What you need is FSN 5325-985-6725.
It gets you the bushing for the retract-
able cord opening. This'll cut down fray-
ing in newer line packs, which don't have
a beveled opening.
Hot Stua oan 151
You're 'way out of step if you don't
have Ch 1 (Feb 69) to TM 9-2320-218-
20P for your M151 and other G838-
series 1 -ton vehicles. There're some big
changes on Prescribed Load Allowance,
source codes and tool kits. And now
you'll find FSN's for lots of the %-ton's
common hardware items and for some
special parts that used to be "non-stock."
Rigt elt fo W-51
Belt, generator, FSN 3030-756-8390,
is what you want when replacing 25-
amp generator belts on your M151 or
other G838-series 1-ton vehicle. You
get a set of 2 belts under this FSN. It's
listed in Ch 5 (Nov 67) to SC 3000-ML.
You'll have trouble if you try installing
Belt, generator, FSN 3030-833-1297,
listed in TM 9-2320-218-20P w/ Ch 1
(Feb 69) they're too short.
Lapt Unit Lay ^owdCown
You can't go astray if you mark 2B
on your DA Form 2765 when ordering
the amber warning lamp unit, FSN 6240-
999-7806, for your 5-ton wreckers. Like
it says in AR 735-35 (May 68), this 2B
Advice Code tells the supplier: "Re-
quested item only ... Do not substitute."
Some units have been getting red lamps
as substitutes and red just won't fill
Here's what you need to replace or
repair mud flaps on your M35A2 2/2-
ton cargo truck:
Complete assembly (flap, strip and
shield) is Guard, splash wheel, FSN
2540-993-4787; rubber flap with strip,
FSN 2540-993-4786; shield only, FSN
2540-993-4788; screw, FSN 5305-269-
2803; nut, FSN 5310-959-1488.
7"zdm fe 64 4 1Wo
Even though category line 320010 in
TM 38-750 calls for records on "Trailers
All Types," it's not meant to cover chassis
types used only to put wheels under com-
pressors, generators and the like.
Would You Stake Your Life on
the Condition of Your Equipment.
NO 310 10
t s y u
othrs Ge i! Radit
ItUs got tep
. .,.... *.,.. ,r !