Front Cover
 Back Cover

Full Citation
Permanent Link: http://ufdc.ufl.edu/UF00076787/00008
 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: 1960
Frequency: monthly
Subjects / Keywords: Military supplies -- Maintenance and repair -- Periodicals   ( lcsh )
Genre: federal government publication   ( marcgt )
periodical   ( marcgt )
serial   ( sobekcm )
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: UF00076787:00008

Table of Contents
    Front Cover
        Front Cover
        Page 1
        Page 2
        Page 3
        Page 4
        Page 5
        Page 6
        Page 7
        Page 8
        Page 9
        Page 10
        Page 11
        Page 12
        Page 13
        Page 14
        Page 15
        Page 16-17
        Page 18
        Page 19
        Page 20
        Page 21
        Page 22
        Page 23
        Page 24
        Page 25
        Page 26
        Page 27
        Page 28
        Page 29
        Page 30
        Page 31
        Page 32-33
        Page 34
        Page 35
        Page 36
        Page 37
        Page 38
        Page 39
        Page 40
        Page 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
        Page 55
        Page 56
        Page 57
        Page 58
        Page 59
        Page 60
        Page 61
        Page 62
        Page 63
        Page 64
        Page 65
    Back Cover
        Page 66
Full Text

V EIN 'EA U 1M A1 i' 1 -



Ik, ~A4

-- -

/-, -







Issue No. 86 1960 Series
Published by the Department of the Army for the
information of organizational maintenance and sup-
ply personnel. Distribution is made through normal
publication channels. Within limits of availability,
older issues may be obtained direct from PS Maga-
zine, Raritan Arsenal, Metuchen, New Jersey.
Your New TM 5-505: Get Hep With The Latest........ 2
Scorpion Primer Pump Fuel Lines: Use This Bracket.. 10
Jeep Water Pumps: Shorter Belts Save The Bearing... 13
G742, G749 Trucks: Got The Right Carburetor?...... 14
Capscrews, Nuts & Bolts: Know What To Use........ 16
Cleaning Tanks: Nix On Steam & Pressure Hoses..... 19
Continental Engine Carbs: Use The Right One........ 22
Early M48 Fuel Linkage: Watch For Condensation..... 23
Naked Radios: Keep Their Clothes On............. 25
H-90/U Headset: Keep Your Ears From Burning...... 27
CD-850 Transmission Adjustment: Use This Wrench... 37
M59 APC: How To Read The Oil Dipstick ........... 39
Nike Acq Antennas: A Step To Save Your Neck....... 40
Here Track Radar Transmitters: Carbon Blocks Clean?. 41
i; a. A.-, ,r.,,, C,:, The New Metal Filters?...... 44
For M issilem en: ,-',T :h., i ,,,-,riin., ,,.1; J.1
Laundry Units: Care And Maintenance ............. 49
Aircraft Oil Consumption: How To Figure It......... 52
Sioux (H-13) Servos: Keep The Tops Clean.......... 55
Aircraft Torque Values: They're There Or You're Not.. 55
Aircraft Batteries: Capacity Tests Are Needed....... 59
M3 Hot Boxes: Take Care When Storing 'Em......... 61
Handy Clamps: Use 'Em For Soldering & Brazing...... 62
Connie Rodd .................................. 10
Why The Patrol Didn't Come Back ................. 29
Question And Answer .......................... 37
Contributions .................................. 62
Connie Rodd's Briefs ............ Inside Back Cover
PS wants your ideas and contributions, and is glad
to answer your questions. Names and addresses
are kept in confidence. Just write to:

PS #t Af-ala ,

In accordance with requirements submitted on DA Form 12-4.



t s Si P cECE SWE

Some. She's everybody's sweetheart and
1 will be with us for awhile to come. Her
full name's "Maintenance of Engineer
Equipment", but she's lots better known
as TM 5-505 (Aug 1959).

K This li TM's really stacked. She's
Hthe answer to your Engineer Mainte-
^ nance problems. Not only has she got a
-'lot of the same stuff as the old "505",
S but she has some real important ideas
iniGiveof her own-all new, too.
of her own--all new, too.

Like your new A-Q-L organizational PM services. It works out just about the
same way as the system you use for your Ordnance equipment. As a matter of
fact, you can use the same DA Form 460 for both your Engineer and Ordnance



No more weekly, bi-weekly, monthly or bi-monthly services. Forget them. The
whole idea is to get away from overmaintaining your equipment by cutting down
the number of times you have to do a scheduled PM service. It also cuts down the
wear and tear on the equipment and gives a guy more time for other maintenance


Same as always, pull your A service each time you operate the equipment or take
over from another operator. This is an unscheduled maintenance service and in-
cludes your before-, and after-operation services.
You follow the info in your pubs-TM's, LO's, TB's or multi-part manuals-
for the services you're supposed to do. You use a DD Form 110 to record your A
service on your self-propelled Engineer equipment-

G;,1Ar&Z9 cr-ANES

AN -.....-

7-- 1--
- 1e

For your engine-driven rigs-that are
mounted or can't move themselves from
place to place-like compressors, gen-
erators, rock crushers, etc., you use a
new form that's much better suited to
this type of Engineer equipment. It's
called an Engineer Mechanical Equip-
ment Monthly Operational Record.


L A *. .


The Q service is pulled every three calendar months or after 250 hours of
operation-whichever comes first. It's done by your organizational maintenance
people, with the operators standing by to lend a hand. The DA Form 460 is used
to schedule the quarterly services and should be made out one full calendar quar-
ter in advance. Your Q's include all those items that're listed in the weekly,
monthly or bi-monthly columns in the TM or multi-part manuals for your equip-


: -I .. 714 ,'' "IA
:=:^ ... .... .. .,.. .. nf- l1 __u- -

A --- .. -------.

Equipment driven by electric motors, including Nike elevators, frequency con-
verters, battery chargers, and such get a separate form. It's the Utilities Inspection
and Service Record, DA Form 5-34. In addition, a locally produced Form, 464B,
as outlined in PS Issue 82, is authorized for pulling inspections on Nike elevators.
Remember: Form 464B is not an official DA Form. Its use was permitted for
ARADCOM units pending formal approval of a suitable check form. Until then,
DA Form 5-34 or the 464B may be used for those elevators. wo

S- '- --- LA SA
ORE..... A... _.
S- -* -ATE

T'' .0
5.~~~~~~~ :-_,-:-].'_.:-::7 _- -., h

ment. But, you still use the 464 or 464B to record these services. And, incidentally,
line out the bi-weekly and bi-monthly shown in the example in TM 5-505, and
make it Q. Specialized rigs like your LOX plant and air conditioners will take
I MAkE their form as shown in their particular pubs.
M_ _You change the symbols and the hourly equivalents in the TM's
Sand TB's that don't jive with the Q service when you pull PM or
S" inspect your rig. You don't change your LO's-your lube intervals
& -" stay the same.
'Course, operating your equipment under rough conditions like extreme heat
and cold, or dust and mud means you'll have to pull your Q services more often.
Your CO has the green light to cut down the time between PM services.

You follow the LO for your equipment for all the lube services you don't
usually do at your Q service. You record the major ones on your DA Form 460.
You try to make the Q service and your major lube items come due at the same
time. You'll be guided by the hours your machine has been in operation since the
last service and the interval shown on your LO. Like your Q service, you record
your L service on your equipment operational record.


Sure, it's a long time between scheduled services, but your supervisor or section
chief'll make regular informal inspections to check your first echelon mainte-
nance. This'll let him size up the unit maintenance first hand and clue him to the
weak areas. If deficiencies crop up during these inspections, you or your crew will
correct them right away. If you don't have the OK to do the job, then your unit
mechanics or support people will take over from there.
This look-see isn't intended to be a formal inspec-
tion and your CO won't go by a specific check-list.
It's just to clue him to the maintenance job that the
operators and equipment section are doing. It also
helps him keep tabs on deficiencies that need a special
5 k: D\

SYou'll go by your TM or TB for other special PM
er% ices performed at intcral noIt co:irJ in sour
.. L or Q services. Thlii'l include inspeictin Ind .d
iuniment of safern ficaures.

Like you've been doing right along you schedule all mechanical items of Engi-
neer equipment over a 5-day week, Monday through Fridays, including holidays.
If the service falls on a holiday, then you do it on the day before or after the holiday.
If your Engineer equipment reaches 250 hours before the scheduled date for
a "Q" service, you pull the services at the earliest opportunity. If you pull them
within five work days of a scheduled Quarterly, just ink the scheduled "Q". The
"Q" services following stand as you scheduled them.
(Note: The TM says to circle the scheduled "Q" when you pull a Quarterly
within five days of a scheduled one, and to make a note of this in the Remarks
column. The reason you were to circle the "Q" was to show that the services were
not pulled on the exact date scheduled. But the new 460 does not have a Remarks
column so there is no real need to circle the "Q".)
If the services have to be pulled more than five days before a scheduled "Q",
you go ahead and pull the services, then ink a "Q" on the form for the day you
pulled them. You erase the next Quarterly date and re-schedule from the date you
pulled the services.


Ah, now, there's the rub. Here's why. Para 23 (c) tells you to list components
of sets as end items under the Nomenclature column, and to list the sets to which
the components belong under the Accessory column. Reading along, you'll find
that para 3 (d) tells you to list trailed equipment, attachments, etc., in the Acces-
sory column. This works out OK for the old DA Form 460. But, here's where
they toss you a curve. The new DA Form 460 (1 Aug 58) doesn't have an Acces-
sory column. So, forget about the sets. List the major mechanical components in
the nomenclature column as end items. As far as attachments are concerned, you

4 250
~-T~I;;=;. 2..16-s 11*17

may list them in order right below the end item with which they're used. This way
you can be sure to pull your PM on them at the same time as the major item. This
can also be real helpful in the case of seasonal attachments and accessories that
may be in administrative storage, not requiring scheduled maintenance.
These items can be accounted for with a note as to their status, thus reducing
the maintenance that has to be pulled on an item in storage.
Now, in para 23 (g) the TM does say that you can divide column g so as to
list both the hours of the last PM service and the hours or date of the last oil
change. But, again, if you do divide the column, you've made it hard to use the
same scheduling form for Ordnance equipment. Keeping track of oil changes is
no longer a big problem since the operational log maintained on each piece of
equipment has spaces for this info. So whether you change the column will de-
pend on your particular situation and your local SOP. The whole idea here is to
maintain equipment not forms.


Ok, same as always, your DD Form 110's your authority to operate your rig.
Remember, you use it just for equipment that's self-propelled. Your trip ticket
also gives you a rundown on your Daily A services. And, you check 'em off as you
do your before-, during-, and after-operation services.

Under the Time column, put the Change Block 3 (Registration, Change the Miles heading to read:
hour that your rig was dispatched No.) to read: Serial No. Operating Miles or Hours.
in the Out block and the hour Ihat
you reported back to the equip- iENT S~-L -ECO
ment pool in the In block. The dif- VEHICL ANEOU -
ference between the two blocks; a
goes in the Total block. E Q"

When you finish your operation, I .. _
the total number of hours on your ,
rig at that time goes in the In
block .

/ You follow the TB for additional
In the Out block under the Miles The difference between your In items for inspection or servicing.
or Hours heading you write in the and Out blocks gives you the You don't fill in columns e, f, g,
hours of operation that your equip- actual number of hours that your or h (on reverse side of form) for
ment has accumulated to date. equipment was in operation. Engineer equipment

Man, this is as new as they come. You use this form for all fuel-consuming Engi-
neer equipment-gasoline or diesel. It makes no never mind. If you've got an old
coal-burner, it'll take an operational record, too.

You still need the DD 110, "Vehicle Equipment and Oerational Record,"
when you operate all self-propelled vehicles like your tractors, graders, motor
boats, and cranes. But, you don't use it for equipment like your stationary air
compressors, rock crushers, or mounted rigs. Your monthly operational record is
your operational authority for them.
You maintain one copy of this form in the dispatch rMIN
office for all Engineer equipment that you have. You
make out duplicate monthly operational records for all
non-vehicular mechanical equipment items that don't
need a DD Form 110. You use one form for your opera- .
tional authority and the other for the record.
With this operational log you can keep track of hours or miles operated,
amount of fuel used, and lubrication or maintenance services and repairs. This
info will come in handy for working out fuel consumption rates, and for check-
ing off services due for hours or miles operated. It also gives you a suspense file
for non-vehicular Engineer items.
The operator of a non-vehicular item of equipment gets one copy of the rec-
ord. He uses the maintenance service check list on the reverse side of the form as
a guide in pulling his daily PM. He checks 'em off and
lists all services he can't complete. At the end of the day's
operations, the operator returns his copy to the dispatcher
who updates the operational info on the retained record.
When maintenance is needed, the operator's record is
held in the suspense file until action is taken. The record (s .'a
goes with the equipment to and from the shop. M
You make out new operational records before the first .
day of the operating month. You transfer all deferred
or pending maintenance, service info and accumulated
hours or mileage to the new records.

Your "Engineer Mechanical Equipment Monthly Operation Record" it's long-
winded title-is an optional type form. This means your outfit makes it up to suit
your own needs. So, if you want to add a column or two to the form shown in
TM 5-505-go .to ii.

Those services should be quarterly instead of bi-weekly.
You use DA Form 5-34, "Utilities Inspection and Service Record," to schedule
and record services on all electric motor-driven equipment like your frequency
converters, Nike elevators, shop air compressors and battery chargers. Remember,
464B may also be used for Nike elevators.
You figure out the maintenance the equipment should get by using the manu-
facturers' instructions or technical pubs. If pubs aren't available, you go by the
requirements for a similar item. You schedule your PM quarterly-unless it con-
flicts with the manufacturers' instructions. The completed PM goes in the service
record portion of the form. You can use the same form for one year.
In scheduling, you check the months that the work is to be done and list the
day in the time column. The work to be done in any one listed service is a con-
tinuation of the previous service. In other words, when you do a Q service, you'll
also do a daily service.
You enter the dates that the service is due in pencil. When you pull the PM,
you erase the scheduled date and write in the date that the service was actually
performed if it's different from the scheduled date.

surc thingS There'n pklnri morc. There's inft un inspec-
S,,in s. pc r.ior se le,-on and training, layout and organization
o- f sh -ps and equipment pools, repair parts supply, and tech-
nical assistance.
Add to this scoop in the appendixes in the back of the book and you've got
yourself a real bonus.

Stofa o t!e k a
If your M56 90-mm SP Scorpion is one of the early models ... chances are
that the primer pump fuel lines which run along the floor of the crew compart-
ment, have fittings sha-k-k-ing loose from vibration.
An L-shaped bracket, with a small INSTALL L-SHAPED
clamp, will keep the two primer lines '( BRACKET TO SECURE
secure. The location best for the bracket f\ TWO PRIMER LINES
is on the hull floor at the center of the BRACKET
primer lines. When you secure the PRIMER
bracket, use self-tapping screws at least PUMP
1/4 inch in diameter. AMP

Been wondering why you need to clean and pack your winch fairlead assembly
on the M123 10-ton dual-winch truck-tractor monthly when it only gets used once
in a while? ..\ i WI

---'~ -FAIR-
If this one's got you up a stump, you can climb down a ways ... 'cause the
once-a-month servicing that was required by LO 9-2320-206-10 (24 Jul 58) can
be extended to once-a-year. The next LO that comes out will say so. But before
switching to an annual service on this assembly talk it over with your support
The reason that assembly wants to be serviced is to keep rust and corrosion
from sneaking into parts that're neither water nor dust proof. Once a year should
do it, but if your conditions call for more than once a year service then do it as often
as needed ... even if it's once a month.

Damp weather can cause damage to a lot of your equipment. The dampness
sneaks in and causes rust, sticking of parts, fogged up lenses, and other damage.
But there's one damp mess you can keep from getting into by drilling some
holes. That's right, drilling holes in your Gun Book container, FSN 1025-339-
2109, will keep condensation from
forming. HERE
Just drill two Vs-in holes in opposite
corners of the bottom of the container
about V2 inch from each end. r
Remember, though, you're still sup-
posed to use the gun book cover, FSN HERE
1015-722-8906. Remember to seal these GUN BOOK
holes when necessary for deep water CONTAINER

Does that arrangement of lugs 7
welded on the top forward turret area
of the M48 medium tank and on the left ,
center of the M103 heavy tank's turret LUGS
have you stumped? Well, it's not as mys- f
terious as it seems-it's just something .
that's not used very much.
These items are stowage lugs which are used to carry the .50-cal machine gun
mount when the tank has to be shipped by railroad. The full info on how it works
was on page 503 of TM 9-7014 (Dec 54), the old pub for the M103 heavy tank.

4,oc 6eB Plenty damage can be done to the traversing mechanism on your M56 90-mm
Scorpion ... if you move this vehicle without locking the gun-traverse lock.
An unlocked gun on a rolling SPAT
not only ruins the traversing mechan- LOCK
ism, but also can break or bend the teeth
on the top carriage gear-ring.
So don't take the sting out of your
Scorpion. When moving out-make sure
the gun-traverse mechanism is locked. '
As a reminder you oughta put a note
in the upper right or lower left wind- "IMPORTANT-ENGAGE TRAVERSE
shield frame corners saying: LOCK BEFORE MOVING VEHICLE."

Stai c yiade'...

Having trouble with rust in the throttle slave cylinders of your M52, M44,
M55 or M53 SP weapons??
That sneaky ol' stuff can do a lotta damage to the innards of the cylinder if
you let it have its way. It starts from moisture, which gets in thru the breather
clip FSN 2530-530-3259.
You can handle this rustin' business one of two ways. If trouble's already
started, take the cylinders back to support. They'll take 'em apart and clean up
the rusted parts.
No rust? Then you can start right out at once to keep 'em in good working
order. A well lubricated cylinder will protect your piston from sticking and
prevent scuffing of rubber cups.
The best way to be sure those parts are taken care of is to:

Rmve reother plug. Depress accelerator all the With pedal at full stroke,
way down. fill cavity full of brake fluid.
4. 5. Now, if you want make sure 6.
Release the cavity is full, gently stroke Replace plug.
accelerator. the pedal a couple times. This
fluid should show each time
the pedal's depressed.
When the accelerator's depressed, the piston gets pushed out, into the breather
side of the cavity. When the pedal's released, the piston returns to the cylinder.
This allows the fluid to drop down around the half-full mark in the cavity, which
is a high enough level to take care of the trunnions and other working parts of
the cylinder.
Now the reservoir will fill with fluid and most of the air space where mois-
ture could condense, will be eliminated. The small air space, which'll be there
during operation of the vehicle won't cause trouble.
Oh yes, better make a note to change the cylinder filling instructions to full
from the half-full, shown on page 47 of PS 54. The intent was to arrive at a half-
full cavity.

A*mo 4Anewe4i
Been getting a clatter outa the water pump on that Jeep you're driving with
the 100-amp charging system?
Those four belts have to be adjusted tighter'n an undersize bikini to get enough
output from that generator. So... after a while the water pump bearing grows
weary a-totin' the heavy load and starts to wobble.
There's a way to lighten the load on the pump bearing, though. Just one of
those belts is enough to run the water pump. So, replace three of the four belts
with shorter models. Connect the short ones direct from the crankshaft pulley
to the generator pulley-bypassing the |
run around the water pump. Then ad- REGULAR
just like it says in para 10b(9) of both FANBELT
100-amp system MWO's MWO Ord
G740-W11 (1 Nov 56) for the M38 ,3 SHORT
and MWO Ord G758-W6 (14 Nov 56) ) FANBEITS
for the M38A1.
With this hookup you cut down on the drag on the water pump bearing and
give it a new lease on life.
Until short belts become available in supply, you'll need to get 'em by local
purchase. The ones you need are 37Vs"x3/s"x38 degrees, like Goodyear No. 404H,
Goodrich No. 27W, Firestone No. 3-J-164, Atwood No. V-5034, Dayton No.
V-270, Cities Service No. W-99, Atlas No. 681, Gulf No. G-99, Mobil No.
155, and Gates Vulco HC-series No. 8206. (Complete short-belt sets are in the
mill for the G758's and G740's.)

WOav tatiee
There are two bits of info you M59 and M84 self-propelled mortar crewmen
might want to find.out more about.
MWO 9-2300-203-20/2 (23 Apr 59) tells about relocating the portable fire
extinguisher from the floor directly behind the driver's seat to the right fan com-
partment forward panel on the M59. It's urgent. This MWO (9-2300-
*203-20/2) does not apply
MOVE TO totheM59's that must have
COMPART- F an air-ground radio set
MINT (AN/ARC-27) mounted
in it. Seems they both can't
go in the same spot, so the
extinguisher has to give.
TB 9-2300-203-12/1 (15 Apr 59) gives the poop about sealing the fuel pump
capacitor assembly with a sealing compound to stop corrosion and fuel leaks in
the crew compartment.

VC uff 4m e 'w4

Notice any difference lately in the way the engines perform in your G742-
series or G749-series trucks?
Are they weakening on the upgrade or under load? Or doing any off-beat gy-
rations? Might save yourself some grief by lifting up the hood and feeling for the
carburetor numbers that're on the name plate or cast in the body.
Y'see, the carburetors for the G742's and G749's look as much alike as twins.
There's a switch from left to right in the hand choke hook-up on some of the
G749 fuel mixers. Otherwise, the only way to tell which you're getting is by the
R-602-1A is your carburetor number for the G742's ... unless you've got early
models with the R-742-A or the R-602-A. And R-683-A goes with your G749's.
But since all those carburetors look alike on the outside, somebody may have
handed you one from the wrong bin.
So, why get excited if they got switched? It's because, on the inside out of sight,
there're scads of differences in sizes of valves, venturi and nozzles.
Take, for instance, the valve that opens to add more gas to the fuel mixture
when intake manifold vacuum drops. So that it'll cut in at the right time with
extra gas, it's made to be mated to a particular engine.
SThis, and the other inside differences,
mean it's best to keep that R-602-1A-
/ I FSN 2910-736-8643 on the G742's
and the R-683-A-FSN 2910-741-1781
-on the G749's.
(HECK THIS If a switch has been made in an emer-
NUMBER agency, make sure the right carb is put
BEFORE back on your engine as soon as you can
INSTALLING get one. And to avoid any mix-up, check
-the number before installing it.


)a WHO ME2?

You say you just had your brakes relined? You say your wheel cylinders are
leaking like a pup on a cold day? You say you're going giddy trying to figure
out why? Take heart, brother-there's a simple reason for your woes.
Whenever you reline hydraulic brakes you should always check the condition
of the wheel cylinders to see if the boots are damaged or if cylinders show signs
of leakage. PISTON MOVES

You know those old, worn-down brake linings you just threw away? Well,
while they were wearing, you were adjusting-and this adjusting relocated the
cylinder piston travel more and more to the outer half of the cylinder.
This may have left that inside section of the cylinder's bore set for gum-up,
rust and pitting because of lack of use. So, what happens when you install new
linings without giving half a mind to the wheel cylinders? Simple-when the
new linings were installed, the cylinder's piston travel returns to its original posi-
tion. And, if there's a roughed-up area inside the wheel cylinder, the piston cup's
sealing surfaces get a good scuffing.
So, play it safe. When you reline
brakes, check for conditions inside the
wheel cylinder for gum-up, rust and pit-
ting. If you find this kinda trouble,
G correct it by cleaning, honing, or cylin-
der replacement as necessary.

You don't want play blind-man's-buff when you're working
hardware items like capscrews, nuts and bolts, and stuff like that. It
to reach into a box and figure that the screws you pick out oughta
they look like the ones you need.

Sometimes you're lucky... and the ones you pick out work OK. S


g with small don't...with the result that something falls apart or gives way, causing much
's easy for you anguish all around.
work because There's more to mating screws than just matching size or threads. Take a
gander at this dope sheet before you scoop a fistful of screws outta the box. It'll
clue you to what you need.
sometimes they Let's take a rundown on one.

I(A, e o h : or


did f c-pin,

Head: The hex head can be
drilled for a cotter-pin or
have a lacking wire... have
a socket to take a hex-wrench
.. .or have no special fea-
tures at all. (Any hex-head
screw 110 (190 in diam-
eter) end smaller or any he
head screw o10 and larger
with a slot in thr hrad you
call a machine sirew not a
capscrew )


Grade of Metal: This is shown in
the nomenclature of the capscrew
and by a symbol stamped or
molded into the head. This can be
an important item in selecting the
screw you want to use. Using a
lower grade screw than the one
called for can put you in a bind il
it doesn't hold up. Ihol's why you
always replace scrtws and such
wlth hardware Ihal is al lea't as
good as the original Your SMs
give you the dope

cd- or

A steel capscrew may be
cadmium or zinc plated
... phosphate coated or
plated... or may have a
plain finish.



Diameter: Outer
diameter of
the threads.


Threads Per Inch:
Number of com-
plete thread turns
per inch of shaft.


Thread Series Symbol: Na-
tional Coarse (NC, Unified
National Coarse (UNC), Na-
tional Fine (NF), and Unified
Mnt;n nnl rina IIIMfI


Thread Class:
Class 1-Loose Fit
Class 2-Medium Fit
Class 3-Close Fit

The letter "A" following the
class number means that it's
a n eternal thread while the
letter "B" after the class
number shows it's an internal


x 1-in,

Length: You don't include the
head in measuring the length,
except for countersunk




S-This is the ordinary low car-L-
bon or commercial steel cop- V
Corr-Res-S-(orrosion resistant
Med-Car-S-Medium (arbor
Alloy-S-The alloy grade is of
better quality than the medium
Cr-Alloy-S-Your chrome alloy
steel capscrew is of higher qual-
ity yet

Bz-Bronze capscrews-mostly used for special purpose jobs, like on marine
equipment and in salt-water areas.
The head markings clue you to the grade of steel in your capscrews.

If there's no markings at all on the
head, then you know it's low carbon
or ordinary commercial steel.


Three or four lines also clue you to
medium carbon steel, but let you
know it's better quality.

Two lines on the head, like this,
tell you it's medium carbon steel.

Five- and six-line symbols let you
know it's an alloy-type steel.

Again. remember, when you replace capscrews make sure you use ones with
the same or better grade markings.
The abbreviations used in the description of the items are listed in the preface
of each of the SM's.


Water Water iery where

; ; *: .* "

--"1- "-. -' --T -,. '.-U ,
That was the whole trouble. <-
This tank outfit had some real eager beaver guys. Just let 'em get their hands
on a high pressure hose or a steam hose when it came time to clean up their
lumbering monsters. They'd open the hatches and blast away inside the turret
with the hose.
And you'd better believe it-the turret would be spotless inside. Then the
guys'd blast away with the hoses on the outside. And they'd hit around the
openings for the range finder and periscope-it didn't make them no never mind.



Came the day a fesw weeks later and the tanks were out on the range. Nothing
worked right. Some of the turrets had to 6ght their way around in azimuthAjd-i
juismeni knobs wouldn't turn. It was tough to crank the c-.N-r
conmputcr. Lenses were all fogged up. Radios failed. They USE is=H
ren.amed the da) Operation Big Mess." Oj STEAM
Nobody was wearing a crown when the eager beavers C -'SE (%
got a royal chewing. But you can bet your bottom buck INS.
that now they steer clear of tank electrical and fire con- j
trol equipment when they have steam or high pressure hoses in their fists.
And their tanks are a lot better off. No more rust or corrosion or foggy lenses.
Too bad they hadn't spied a copy of TB Ord 548 (4 Jan 1954). They'da known
-in black and white-that when you clean around fire control equipment, you
treat high pressure water and steam like the plague.


R41 e et omaatde ~e4 te#

When's it enough, and when's it not? This is one question you don't want to
ask yourself when you're bouncin' 'round over the countryside in your M41 and
M41A1 tanks, or your M42 and M42A1 Twin-40 motor carriages.
Before you pull out you'd better know if you have enough gasoline or if you
don't-saves a lot of shoe leather later on. One way you can be sure is to make
awfully positive the gasoline gages on those vehicles are A-Number-1 right.
Both fuel tanks on your M41
and M41A1 after manufacturer's SWINGING ARM
serial number 2389 and on your TYPE FUEL-GAGE
M42 and M42A1 after .serial SENDING UNIT
number 377 have swinging arm- \
type fuel-gage sending units,
which are electrically connected 0
with a fuel gage on the instru- FUEL
ment panel. The fuel gages perk GAGE
up only when the master relay
switch and magneto switch are in INSTRUMENT
the ON positions. If one of the PANEL
four parts of that circuit foul up-
the sending unit, the electrical wiring, the power supply or the fuel gage-you're
going to get a wrong reading.
There's one important thing to remember about these gages and sending units.
Because of the location of the sending units, the gages may read EMPTY if
there're less than 40 gallons of gas left in either of the tanks.
To check 6ut your gage for rightness, here's what to do:
Look down into your fuel tank filler
? FILTER neck. The lowest point at which you're
SCREEN able to see the fuel is where the fuel is
right on level with the bottom of the
S filter screen. After it gets lower than
this, you can't see it any more. So, get
your gas to this level.

Now, at this level, you should have about 57 gallons in your left fuel tank and
about 60 gallons in your right one. Each tank filled to these points should read
about the 3 level on your fuel gages. If not, you have some checking' to do. Go
about it this way:
There are times when the fuel receiving unit on the instrument panel can de-
velop a magnetic charge, which'll give you a high reading on your fuel gage. You
can get rid of this magnetic kick by doing this:

2. With your mosler relay switch L
1. Remove the Douglas electrical and magneto switch in the ON poai- 3.Hook up your lead No 30 or 31
connector on lead No. 30 or 31. tion. take a piece of wire and hhort and turn the master relay :witch
whuih is your lead to the sending the gage pin to a ground point, ike ON If the magnetic kick was maok
unit from the fuel gage at the in. on the side of the hull Then, lurn ing the fuel gage go loopy, then
rirumenl panel the mailer relay switch OFF. ir shouldd read OK now.


Take the leads off your
fuel tank sending units,
which you'll find on the .
rear of each fuel tank be-
low the battery support.

OFF 2. With an ohmmeler, check the
ON resistance of the sending unit. Make
S sure the masler relay switch is
turned off, or the ohmmeter will
S flip its lid and be ruined. Take your
readings between the sending unit
'Ri OHMMETER connector and ground. Your read-
GROUND ings should stock up like this. For
CABLE oSENDING an empty tank, 0 to 0 5 Ohms: for
a full tank, 29.6 Io 31.3 Ohms.

If the unit still checks out NG, then the sending unit is NG, and you'd better
get a new one.
If the sending unit checks out OK, then reconnect your leads and go through
the procedure for getting a magnetic charge out of her.

There's a couple of more checks to make on your lines if the gage is still foul-
ing. Here they are:

1. Check the vehicle wiring for open or GROUND CABLE
grounded leads between the gage and sending

If lead 30 or 31 is
grounded, the gage ._ _
would read empty.
If either is opened,
the gage would read E 2. Make sure the sending unit and gage are
FULL. / grounded right.

Check lead No. 27 on the instrument panel to make sure they're energized with
the master switch and magneto switch ON.
If all this fails, then you'd better get yourself some new fuel gages pronto.

Carburetor Capers
Twins may look the same, but they have characters of their own. It's the same
way with your tank carburetors.
For example, the jugs on your Continental engines all carry the model number
NA-Y5G3. But if you try and hook up any NA-Y5G3 model carburetor with
the engine you've got, you'll find that there're some differences in the way they're
built and mounted. The wrong carb on an engine will let you in for a lot of fuel
mixture troubles.
-FOR All these NA-Y5G3 model carb assemblies carry
S SUPERCHARGED a nameplate with their own model number
ENGINES ) on them and the engine it'll go on...

AD-895-4 AND AV 1290 AOD 895-3 ONf 1AV-i790m Ao-e .4
Basically, the trouble comes from the point / o 16.1
that some of these jugs are designed for
supercharged engines, while the others are
built for the more usual stuff.

The latest scoop is laid out in TB Ord 1015 (27 June 58) for identifying which
carburetor goes on your AOS-895-3, AO-895-4 and AV-1790 series engines. This
TB supersedes old TB Ord 588 (23 Dec 54).

Here's the up-to-date stock numbers for those carburetors and how they line
up with the various engines:

AV-1790 series 1 thru 4948 Mounted to oil-intake elbows
2910-752-1189 AO 895-4. ..1 thru 242 with /4-in studs

AV-1790 series. ..4949 thru 21780 Mounted to ail-inlakeelbows
2910-740-3299 AO-895-4.. 243 and after with i.-in studs

Intelchangeoble with corb ossy
2910-141-9830 AV-1790 series.. .21781 ond after 2910-7403299 for 1790

2910-734-6585 AOS-895-3 .1 thru 1939 Takes '/-in studs for mounting
2910-741-6587 AOS-895.3.... 1940 and after Takes li.;in studs for mounting

If it so happens you get the wrong size studs with the right carb assembly-keep
the shop open, you're still in business. Ask your support people to give you studs
to fit the holes-or have them drill holes to fit the studs.
One thing more... you might run across situations where the nameplate is
missing or else the writing is rubbed out. So, like the TB tells you, check the in-
side diameters of the venturi tubes to be sure. You'll find a 122-in ID for the
jugs that go with your AV-1790 series and AO-895-4 engines, while the AOS-
895-3 engine carb has a 1V2-in tube ID.

Fuel Line Frazzles
Lots of things can go wrong with your early mrodcl I
M48's and they'll still get you where you have to go,
but if the fuel selector valve linkage binds with the
valves shut, you'll have to sit tight until you gc'i r
working. No fuel, and you'll go no place-fast. -9
With the push-pull fuel linkage, it's awful easy for condensation to sneak in-
side and corrode the cables to the point where they won't move, and if they won't
move, you won't be getting any fuel to the engine.
As you know, that cable linkage fits inside a round housing, makes a couple
sharp bends behind the driver's seat and then scoots under the turret slip ring.
The rubber coating on the linkage cracks up, moisture gets inside, and your fuel
control levers won't move. Even if the cable coating isn't cracked, it's easy for
condensation to form while the tank cools off after normal operation.
You can't eliminate the problem of condensation completely, but you can
keep your linkage free with a little care. Working the levers back and forth from
time to time will help. So will leaving the hull drain valves open while your tank
is parked for any length of time so's water won't have a chance to accumulate in

the hull. Sometimes, though, you've got to give the linkage a little oil to keep it
from binding. Here's how to lubricate the linkage:

1. Remove the access plate in the
turret floor. 3. Remove the bolt holding the
Traverse the turret so's the opening 2. With a Y2-in open-end wrench two cable retaining clips to the
in the floor shows the fuel cable remove the cap screw that holds bracket at the right of the battery.
linkage-it's right between the bot- the two fuel control levers in the Pull the two levers and cables out
series aod the generator control box. mounting bracket. of the bracket.

5. With a squirt can, give the cables a few shots
o-f oil, and work 'em up and down by hand so's
the oil has a chance to get all the way down inside
the linkage.
4. Pry the rubber seal on each cable loose from Wipe off the excess oil and slip the rubber seal
the small flange it covers. A screwdriver'll do the job. back over the flange.
Put the control levers back in place through the bracket and replace the cap
Now then, to replace the bolt holding the two retaining clips, it'll be easier
if you loosen the battery front hold-down wing nut. Watch it, though when you're
using a wrench that you don't cause any arcing. With the battery wing nut
loosened, you can insert a screwdriver under the battery so's the battery'll tilt
slightly to give you enough room to tighten the cap screw.
If your linkage binds even after you've oiled it, you've got to get help from
your support outfit. In this case, you'll have to free the linkage at the source of
the bind-under the turret slip ring.
With an OK from Ordnance, remove the slip ring like it says on page 288 of
TM 9-7012. The rear end of the control cables is located directly beneath the
rear of the slip ring mounting pad. After the pad has been removed, try to oil the
cables to loosen the bind. If they still won't move, remove the cables entirely and
give 'em a good soaking in solvent. FSN 6850-264-9038 will get you five gallons,
FSN 6850-281-1985, one gallon. Clean the cables, oil 'em lightly, and put 'em
back, replace the slip ring and you're ready to go.
'Course, for all-round care, you'll wanta make sure you have the latest lube
order (LO 9-7012, 7 Aug 57) and tech manual (TM 9-7012, 30 Aug 54) on

Naked. Nude. Uncovered. Bare. Exposed.: \ ] "
No, not Connie, but maybe quite a few radio sets are running around the area
without clothes. The AN/GRC-3 series; maybe an AN/VRC-7 or AN/VRC-10,
and others.
They sit there on their vehicles exposed to the sun, sand, rain, snow, and so on,
without any protection. 'Course, they're rugged and can take quite a pile of bad
But those sets do come equipped with
a canvas cover that's designed to help
beat old man weather. Lots of times,
though, those covers get separated from
their sets or maybe never get put on in
the first place. I
And they are items of issue, too, as
listed in the appropriate SIG 7 & 8's. .,
Like for example:

AN VRC-7 COVER, RADIO SET. CW-331. G FSN 5820-330-9655
AN VRC-10 COVER, RADIO SET: CW-330 G FSN 5820-330-9654
AN GRC3, 4,
5,6, 7 & 8 COVER, RADIO SET- CW-329 G FSN 5820-219-6078

Now those covers are issued only with the basic set and generally aren't avail-
able otherwise. Unless you want to consider 1 per 100 sets as "available" in supply.
If your set's running around naked, see if your shop or supply people can shop
up some duds.


Maybe it looks like a fire hose, but that's where the similarity ends.
The control cable linking the console with the Power Trailer of your
AN/MPQ-4 or AN/MPQ-10 is the "hose" in question. It looks rugged... and
it looks like it can stand a lot of punishment. Well, it's all true.
Except for one thing.
It just can't stand too much of a bend A a
or flex. No more of a bend, as a matter
of fact, than it gets when wound up on
its reel. Sort of bear in mind that there're
dozens of thin wires packed inside that
cable. m
Now, when you bend the cable into
too tight a bend, the wires on the outside
of that bend are going to be stretched dangerously close to the breaking point.
Something like a merry-go-round. You climb aboard one of the horses on the
outer rim (so you can grab for the brass ring) and you'll actually be getting a
longer ride-covering a wider circle-than the nags on the inside rim.
Bend a control cable too far and the strands on the outer rim are going to be
stretched right up to-and maybe past-the breaking point.
NNEnXT TME, 3 So sort of make it SOP when-
WusR, MON'T ever the time comes to set up a
Ti-r.. mortar shooter to keep the con-
trol cable as straight as possible.
K. If she has to go around a bend,
make it a gentle bend.
Otherwise an expensive and
badly-needed piece of electronic
equipment will end up on a
merry-go-round of repair, delay
and deadline-with the brass ring
in a sling.

Some plastic sleeping is all a sharp radio operator needs to avoid a possible
short circuit.
Those shorts have been throwing sparks on the T-368/URT Radio Trans-
mitter-like are found on your AN/GRC-26(U) .nd others.
This is what happens: The beaded
metal chain that holds the fuseholder
cap to the panel sometimes brushes
against the fuseholder during a routine
replacement of fuses F1 and F2. And I
that, of course, brings on a short circuit.
So, suggestion number One: Turn
off the power any time and every time, ., ,
you go to change fuses. And then, to make 101% sure that no sparks fly, slip
some sleeping over that metal chain.
Some Insulation Sleeving, Electrical: FSN 5970-189-5905 (SIG), is the stuff
for the job. About two inches worth of that spaghetti on each chain will elimi-
nate the chance of a short circuit.
--o o AuBUT 2 INoCES Just uncouple the chain where it joins
01 '.OF SLEEVIjNGty IV the panel, and slide the sleeping on.
S( Actually, two inches will cover both the
chain and the metal coupling on the
fuseholder cap.
New T-368's coming down the line will solve the short circuit problem by
having nylon cord to replace the chain. But that plastic sleeping will handle the
situation smoothly if your equipment has the chain attachment.

Comes time to nestle the earpiece of E
an H-90/U Handset against your flap- F
per and maybe you'll move it away- -
but fast.
Because it sometimes happens that the
earpiece gets heated up a bit from setting'
there so close to the front panel of your
AN/TRC-24. Heated enough, s'matter of fact, to make the handset too hot to
handle for a short time after lifting it from its cradle.
Those seconds you wait while your earpiece cools can sometimes mean a dan-
gerous delay in communication.

Insulation, gents, insulation. Some -ABOUT /," INSULATION
plywood, maybe. Perhaps some asbes- BEIWEEN PANEL
tos sheeting. Or tempered pressboard. : AND HOLDER
Almost anything that's about Vs-in
thick and can be cut to fit between the
panel and the handset holder.
Cut the material to about the same
size as the earpiece-maybe a shade
larger. Place it in position between the panel and the handset holder ... and then
secure it with the same two screws that hold the holder in place.
Makes for real cool cradling. No hot earpiece, no hot ear, and no sweat when
you want to make with the communication on your TRC 24.


Along comes this tank with its radio antennas whippin' and its tracks clankin'
and the dust boilin' up all around. Terrific. And then, all of a sudden-whomp!
So things like that happen. But hold it, please. Don't hit the starter quite yet.
'Cause here's a chance for the loader (who handles the radio set in the tank) to
do everybody, especially himself, a big favor.
That's right, a simple thing like turning the radio OFF before the tank is re-
started will keep that collection of tubes on the line. Also will keep your tank in
touch with the outside world.
Nobody needs to be an electronic whiz kid to know that the voltage surge from
a tank engine that's been kicked into life might damage the radio. It doesn't usually
happen-but it could ju r the samr. TN u~-AT
SoSOPsays toplay it safe all
the way. The loader, of course. CD-AN W 'E
is the man to throw the radio's
just as soon as the engine is
re-started and purrin again,
throws the switch ON.
Simple as throwing a s" itch.
and it'll keep your Angr.- \
happy. -


I T14 U~~1~ ~ TWAWT L


.- .OW, EI? Y. .P.DON'T





/ ,
-o E

Ps -

This equipment of battle will rot,
But not from the lead it has caught.
Tho bullets have ripped it,
SThat wasn't what flipped it;
UNAUTHORIZED FIX called this shot!

I:, ~

d rA4










YA!!...DIDN'T YA...
LET'S 61T/



- JI

S 2 SElE/?

B^,^E^S ^


Dear Half-Mast,
What's the reason for fixed intervehicular cables and air brake hoses on the
"Al" models of the cargo, chassis, and water tank trailers instead of the
detachable kind that came with the M104 and M106 trailers?
Mr. F. S.

Dear Mr. F. S.,
Those detachable cables and hoses on
the G754-series 11/2-ton two-wheel '
trailers had a habit of disappearing just
when they were needed. So it seemed
logical to tie 'em to the trailers, where
they're going to be needed anyway.
And besides, it saves money on the M103A1, M104A1, M105A1, M106A1
and M107A1 trailers not to have couplings on both ends by having one end per-
manently attached. 01/4

Dear Half-Mast,
We have a lot of trouble in our tank ADJUSTMENT
outfit while adjusting the low range or U' SRENW MAY
reverse band in our CD-850 series trans- N
missions. S BEING
You know that sometimes the guys TIGHTENED
don't watch the adjusting screw after '-..
making the adjustment and it turns when they tighten the locknut. Then, they're
right back where they started from-and maybe worse because they think it's set.

Sure, we're wise to the pencil-mark system-one line across the top of the
screw and the other on the transmission case directly in line with the screw-to
make sure the screw doesn't turn when the locknut is tightened. But that's no
guarantee that we're going to get it right the first or even the fifth time. We even
tried to fabricate a wrench. How do you see this?
SFC J. M. M.
Dear Sergeant J. M. M.,
No need to worry about this any NEW SOCKET
more 'cause a new socket has just come WRENCH
into the system that's going to take care
of this problem. It goes under FSN
5120-626-1842 and can be used for all vehicles with the CD-850 series transmis-
sions. It's now part of your 2nd echelon special tool set B.

This socket will letyou torque
the adjusting screw locknut
to whatever foot-pounds your
TM says, at the some time
you're holding the adjusting
screw from turning with on
open end or box wrench.

f 444t

Dear Half-Mast,
We've received a rebuilt M43 ambulance that has the patient compartment
walls painted light green and the floor painted gray.
It's the first ambulance I've seen with these colors. Should we repaint it in OD?
Or is there an MWO that calls for green and gray?
lstLtW. R.M.

Dear Lt. W. R. M.,
Chances are the painter did that re-decorating job with one eye on Change 2
(15 Nov 56) to AR 746-2300-1 (29 Dec 55). Para 5m of that change says panel

trucks with inside lighting-where men have to work-get light green paint on
the walls and ocean gray on the floors.
Para 5b of TM 9-8030 (2 May 55) calls the ambulance body a "panel-type,"
and installation of a surgical light, like it says in para 42a of the same TM, means
somebody may have to work there.
Put two and two together and that painter's got a pretty good case for that
two-tone pastel paint job, don't ya think? / /t

Dear Half-Mast,
Just how do I read the oil dipstick in the controlled differential for our M59.
APC? Note 6 in the LO for the vehicle seems to leave it open to a few
-- -- --- SFCR.D.M.


Dear Sergeant R. D. M.,
Here's the way Note 6 in LO 9-7002 (30 Jan 58) should be read. The differ-
ential oil level should be checked daily before operation. If the oil level at that
time is lower than the one-inch mark on the dipstick, you add oil to bring it up
to the one-inch mark. That means even if the vehicle has been sitting overnight
or longer, the oil will be cold and its level should read as close to the one-inch
mark as possible-but no lower.
After you've gotten your M59 up to normal operating temperature the oil
will foam slightly and expand, making your hot check read about a quarter inch
below the FULL mark or slightly higher. This depends on how much the oil has
expanded due to the oil temperature.
But in any case, don't let that oil get
above the FULL mark. 4 I
So the general rule is: The oil should ''
not go above the FULL mark when hot
and never below the one-inch mark at
any time. /l


Dear Half Mast, "- ''
Since none of our Nike-Ajax crew are giraffes, we decided to give ourselv ;
break-and a lift-whenever we have to make adjustments or pull PM on ou
acq antenna.
f T The ready-made steps on the antenna
outriggers are fine for most jobs, but
S" when you have to work with that top
'N unit, balancing on a metal rung is pretty
risky business.
S- We got some scrap wood and built a
small platform. A V-shaped notch cut
S. near one end of the platform fits neatly
beneath one rung of the outrigger and can't slip out since the platform is resting
on the rung beneath it.
Needless to say, it's a lot easier and safer standing on a couple of feet of fi
wood than trying to keep from tottering off a metal rung. .
WO F. S.
Dear WO F. S.,
I know some of you guys are using that makeshift step, but it's not the safesCt
bet. First, if by chance you happened to make that step any larger, there's the
chance you'd be putting too much stress and strain on the outriggers-they're not
built for that.
Second, and most important,
should a brisk wind come along ',.
and rotate the antenna real sud-
den-like, you're apt to find
yourself on the ground, nurs-
ing one big malfunction-you.
There is a way out, though.
You can build yourself a stair-
type platform, high enough to
let you do ybur job minus the
balancing act. The largest step
is wide enough to let you step
down quickly and safely in
case of emergency. a/6fo/-z 40
11191-fait 40

Did you ever have this happen to you when you check the reverse current diode
on your Nike Hercules track radar transmitters? You find the magnetron current
meter either fluctuates or reads real low. Or maybe the high voltage will read too
high or the power supply current will show up low.
That kind of stuff can start you troubleshooting your way into a long session
of trying to find out what's wrong. Read on and you'll find a real shortcut to
troubleshooting. Fact of the matter is performing a little maintenance once a week
will save a lot of trouble hunting in the future.

40 AO
The deal is you've got four carbon blocks in
those transmitters-the idea being to protect
you and the equipment from high voltage.


and there wants to be on air space between
them. Trouble is, dust builds up, the air space
closes up, you get sparking, you lose protec-
tion and your meter readings get fouled up.

Each block is actually two blocks...

So... once a week remove those blocks and
go over 'em lightly with a piece of lint-free

Crocus cloth is rough on the blocks-so you want to stay clear of the stuff. Every
time you use it, you rub away some of the carbon block. Next thing you know,
you've got such a big gap, you lose the protection.
Your cleaning chores'll be over once those blocks are MWO'd out of the system
by spark gap assemblies.

So you're looking for a simple way to adjust the down-latch limit switch on your
Nike-Hercules launcher. What could be easier than this way.

Erect the beam with the missile on it. Take the
limit switch cover off. loosen the four limit switch mounting screws.


\U ,

loosen the adjusting screw until it has moved
about %/ of an inch. Run the beam down to where it locks.

Then keep turning the adjusting screw clock-
Turn the adjusting screw in the direction of wise Y6 in. Y2 beyond the point where the
tightening (clockwise) until the motor stops. motor turned off.

7. _8

Tighten down the four mounting screws and
the adjusting screw. Put the limit switch cover back on. That's it.

It's not yours, but some Hercules outfits are shaking up their support units.
They're sending the missile accessory power supply units back to Ordnance with-
out taping or capping some important parts. And that's not good. You wanna
keep 'em free of dirt, grime and assorted junk.
No sir. Next time you take an APS unit out of the missile so's you can get it
repaired, remember to tape or cap these parts:

il1 PI43 and P144 electrical
fill... receplaoles.. rulbrie
axhouT .


Bleed and A,r Fuel
Dump port ill... fill ..

Moisture-that old bugaboo-can REMOVE COVERS-CHECK FOR CORROSION
cause you a passle of trouble if you let it
get out of hand. That's why it's real im-
portant to inspect the limit switches on (
your Nike elevator for adjustment and
Failure of the switches can prove to be a costly letdown and leave your elevator
at a stand-still. Damage to the missile racks can add up to thousands of dollars
with one quick jolt.
During your quarterly check, you want to take the covers off the limit switches
and give them a real sharp eye for corrosion, moisture, defective wiring, move-
able contacts, and points.
It'll sure pay off.

Has your Nike outfit been sent the new metal filters for your acquisition an-
tenna? You know the ones-they go in the modulator assembly, coupler assembly
and panel group. SA$E..F -E S
They come to you under the same METAL FIL'TEi
stock number as the metal filter you'\ct / ANT uE r' E' lM....
been getting-FSN 1230-692-1461. The 7
big difference comes in the job the. do. .
You can read this page right through BGF" 1i
the older metal filter. But you can't do i
it with the new ones. That means sou
keep the dirt and dust where it belongs 9 I .
-outside the tubs.
Speaking about keeping dirt and dust out, i's a smart mobile ourtii rhat setr up
its acq antenna with the filters facing away from the direction the wind blows
most of the time.

9.SASE 55NI -5

So you're getting to the place where you're going to need some replacement
pages for your Nike-Hercules Missile Log Book. And you're wondering how you'll
latch on to them 'cause the sheets don't have DA Form numbers.
Until DA Form numbers are given these sheets, there's a way to get the ones
you want. WRITE TO:

U.S. Army Ordnance Missile Command
U.S. Army Rocket and Guided Missile Agency
Redstone Arsenal, Alabama

Telthe people atedstone what sheets you want by the title on top of the page.
Remember, tho ... the Here missile log book is an interim pub. So please keep
your requests for replacement pages down to rock bottom until the log book
becomes a regular DA pub or form.

Some Nike outfits have been running into trouble with water freezing in the
elevator pit sump-discharge-pipe-the part that's above ground, that is.
Seems that when the sump pump isn't operating, a check valve retains the water
in the pipe above the ground. With the PII UluIN
pipe clogged with ice, the pump can't ..... --- -. ----=.
make any headway and runs continu-
ously. This shortens the life of the motor. DRAIN PIPE LEADS
To keep down the chance of over- MAiEr
working your sump pump due to a S MP
freeze-up, you tap the discharge pipe I
about 12 inches below the ceiling of the DIt AOHAIGE
pit. Then you put in a Vs-in or a 14 -in PIP
drain pipe leading back to the sump.
The drain pipe will lower the water level in the discharge pipe and will cut
down the possibility of water freezing in the line.
It'd be a good idea, too, to check the sump holes and get rid of the mud, silt,
and gook that's collected there. Lots of pumps fall down on the job because the
sand 'n stuff clogs and chokes 'em.


What a difference a couple numbers f f
can make.
As a f'rinstance ... that the 5847 and /
5842 tubes in the sum pre-amps and IF 10 i
main amps in your Nike-Ajax RC van.
Comes the morning after a bad night ')J
before and you have to replace the tubes, 1 J
you'd better look long and hard to make 'j
sure you get the tubes in the right
sockets. If you read the "7" as a "2" on -
the 5847 tube or see a "7" instead of a "2" on the 5842 tube, and you put 'em in
the wrong sockets, look out.
The only kind of signal you'll get is a puff of blue and white smoke as resistors
and capacitors go on the fritz.
In other words, know your tubes, down to the last number.

It's a smart crew that goes slow-
and-easy in raising the Nike-Hercul-es
Matter of a fact, you're playing it real
cool during a crew drill when \ ou raise
and lower the launcher at the begin ning
of the drill. Then simulate using Ehe
launcher the rest of the drill. That gi es
the launcher motor a break.
Maybe, tho, there're times when you've got to call on those 20 horses to do some
extra work for you-like when you're checking out the hydraulics on an Ajax
OK... just remember, at most run the motor no more'n 10 minutes and shut
it off for 20 minutes. If you have the time, tho, six minutes running time followed
by a two-hour shutdown is even better.
It's also a good idea to take off the hydraulic power package cover before a
drill so's air'll be able to circulate around the motor.
You also want to listen for a change in the sound of the motor. If it changes, it
could be one of the three phases has gone out. Turn it off then and there and call
in your mechanic. He can run a check with a voltometer.
Keep your support unit's number handy so's you can buzz them if your
mechanic can't do anything for the motor.


y't -'g "/--'- ---FFE --HE v i, iTUIS
SESW~~~~ ~~~ Sg L g^\ "^ 'E I-Jk TO IT. T

That Nike radar RF test set mast assembly won't exactly bounce if it comes
down on you while you're raising it.
And one man is right in line with the mast as he lets out slack on the winch.
So try this: Coil about 20 feet or so of slack wire in front of your winch. Once
the 60-foot pole has taken up the 20 feet, you can take up your post at the winch.
That way, if something gives, you can see the pole coming down to meet you in
time for you to get away.

When you do your support unit a favor you're doing one for yourself
Take the ceiling fixture in your launcher control trailer as a frinstance In i
itss rp a e e Ira o to ce. In case a,
replacing your support people want know that it comes from the Engineer
FSN is 6210-801-9823, and the nomenclature reads like To FIXT1URE Li0/HG IVJ n
C. 24 to 28 volt step rP,n led ra l ts e deca d horl on suII re our ineI
STw double co0nicl bayonet i nd.elabr. bo Ie mp oriotde l esrI3 gr unJ, oClear
:Luminaror Inc L. &l4 or Qul jcommodae ens. S. Clear

SMaybe you did it in your Nike-Ajax tou*re But you don ltoot pln th .e d aveguide
Shutters in the missile and target tracking radars at your Hercules site.
and close right or get banged up somehow buz you r support unit. It's strictly a )ob
for them or depots, like t says n Tr rorw any. The FN is 6 55-.
Sure..ou're supposed to put the screws to the front dr oooro your Nike MTR
and TTR track range amplifiers But use the right screwdriver yr N
The four cross-tip screws on each door are made out of soft metal and anything
but the right screwdriver will chew out the screws worse'n a recruit who forgot to
show up for a detail.
And the right screwdriver is the No. I cross-tip with the 3-in blade. It goes under
FSN 5120-24-8716... and is in your general mechanics tool set


So you guys in the launcher area have been scrounging 3-volt, .19-amp lamps from
the IFC boys at your Nike-Ajax site. You're using 'em to light-up the dial of the AG
data converter on the door of the simulator-right?
Trouble with hitting up the IFC area for those lamps is that the people in supply
are gonna start wondering why they're being used so fast. So, see if your support unit
can get 'em for you before you borrow any. The FSN is 6240-155-7864.
Things are in the mill to let you get 'em direct, instead of from your support outfit,
but you'll have lo ra for a change in ORD 7 SNL Y-8 for that.

S It only takes a couple extra seconds, so when you want to get inside the radome
a ndo the zipper all the way. catch their
of your Nike-Hercules track radars, undo ear the b m e y


s o the rtUi do: ye a iled i ators in the rectifier section onof your
selves info r g a fast trip insider b. fore you unzip. You canruin t

Another th iwg ... se dt r for a fireworks display
zihe er inals ito grounth all ta y across the insulators.
'- DUST EM ....
How about it?

When'se you the insulalors t r dusty pot. But-short

You been having trouble with the drive belt for thefequipmeit cooling fans in your
Nike BC and RC vans? That'd e the kind of t rack ouble where the belt slips.tion fur
, inch...and you figure this with about five pounds pressure being applied at the
midpoint of the belt.

So you' re hurting for solder 'cause it didn't show up in ORD 7 SNL Y4 Section 6
(29 Sept 58)-the supply manual that rep- laced the one that came out inu April 1957
for the ike elect ronic shopusty spot utsho

Soind you figure quisition to the Ordnance people and tell e
SSolder, e o a re n rce. people and tell 'em ott have
FS 3432-237 8544alloy wre, rosin cored, in dia 50% tin content, FED-Q -S57 lb.,



\Xouldn'r ad% is~e an one to go messin' around that hefty mechanical babe that
does your outfit's laundry. She just might up and mangle you 'stead of extracting
the wash.
Could happen, y'know, if you try to hustle her bustle by yanking open the ex-
tractor cover lid and dipping a grubby paw into the swirling mass of duds.
That lid's part of a safety interlock system on two-trailer units to protect guys
who can't wait. (You'll find these interlocks on all the models-TLMW-51,
PLMW-51A, TUA-1 and TLMW-55).
The interlock gizmo's there to keep the lid from being opened till the extractor
basket stops spinning. If that cover can be lifted enough to slide a hand under it,
the safety lock's kaput. Don't operate it till it's been fixed.
Forcing up the cover'll snap off the
taper pin in the interlock cam and bend
the arms that connect the cover to the in- F YOU SCN LDE
terlock cam hinge shaft. This'll cripple TS-E SAFETY LOCK1<
the safety set-up real bad. That pin, AP
y'know, controls the action of the inter-
lock finger, the gimmick that shuts off
the extractor motor when the interlock -,
handle's pressed down.
The other half of the safety deal-the
one that locks the cover down while the
basket's spinning-is a humdinger too.
It's made up of a ball race with two big
steel balls inside a cap attached to the
interlock handle between the cover hinge and the manual starter. When the
motor's running, the balls whirl on the outer rim of the race where they line up
with the rim of the ball cap. This keeps the interlock handle from being pushed
down enough to open the cover.
But when the extractor motor's shut off the balls begin to settle down on the
inner rim. And when the basket stops spinning the cover can be lifted.

Of course, the basket'll spin till doomsday if you don't use the footbrake treadle.
But here, like everywhere else, easy does it. You've gotta remember that basket
whips up to 1800 RPM at full speed. The heavy-hoofed hurry-up guy who jams
his size 14's down suddenlike's gonna do damage.
Now, like always, the best way to get this job to give what she's got-namely,
your clean duds-is the safe way. A couple simple steps'll do it, like so:

2. Play the foot brake like you
1. Hit the interlock handle would on your own jalopy on 3. Lift the cover and take out
lightly to shut off the extractor an icy rood-in spurts-till the the clothes.
motor. basket stops spinning. Simple and safe.


And how about on your Quartermaster SPV's?
Gobbledygook? Heck no, just a friendly question you ought ask yourself be-
fore that next inspection.
Unscrambled it means: Better make sure all the Modification Work Orders
called for by your DA Pam 310-4 have been made on your equipment-and are
entered on DA Form 478!
Here's why: TM 10-1400 (1 July 58) and TM 10-1600, Change 4 (23 May
58)-the "bibles" of special purpose vehicles and equipment and materials han-
dling equipment-both tell the inspector to check that all current MWO's have
been done and to hand out gigs if they haven't.
So-o-o-o, it'd be smart to right quick do some snooping of your own. You MHE
men, see how you stand under Item 108 in the TM and on your DA Form 465.
SPE and SPV men, look into Item 5 of DA Form 10-103 and of your equipment's
bible. And, all of you, make sure those MWO recording plates are attached to
your equipment, like they're supposed to be.

A selected list of recent publications
of interest to Organizational Mainte-
nance Personnel.

TM 1-1L-19-1006 Sep L-19 Survival
Seat Modification
TM 1-5F8-5-2-1 Aug Directional Gy-
ros AN 5735
TM 1-35C-23-311-4 Jul Aux Power
Plants, V-32D-2, V-32D-2-1
TM 1-1H-190-4 Jul H-19D Parts
TM 1-IH-34-2 Jun H-34 Handbook
TM 3-1040-201-12 Aug Skid Mtd Gas
Disperser M2 5000 CFM
TM 3-1040-205-20P Aug Trk Mtd
Flame Thrower M4
TM 3-2805-200-12 Aug 2-Cyl Gas
Eng 8.5 HP Onan Mod ACK-F/352C
TM 3-6665-201-20P Aug G-Agent Au-
tomatic Alarm. Fixed Installation
TM 5-2410-204-20 Aug Diesel Tractor
30,100 to 42,000 DEP
TM 5-2805-200-15 Aug Outboard Mo-
tor 25 HP West Bend Mod G-35912
TM 5-3895-210-12 Sep Cement batch
plant Bfoardmon Mod 5819)
TM-5-4310-211-20P Sep Compressor
recip, 80 CFM 5000 PSI (Joy Mod 80-
HGC2-MS-1 and Joy 80-HGC3-MS-1)
TM 5-4520-201-15P Sep Space heater,
60,000 BTU
TM 5-4940-204-15 Sep Steam Cleaner
(Aeroil Prod Mod B 3B)
TM 5-6115-216-20 Sep Gen, Gas Eng,
5KW Hol-GarMod CE-52M-ACW/Cont
TM 5-6115-223-20P Sep Igen set 150
to 165 KW (Cummins)
TM 5-6115-228-20 Sep (gen set 60
KW (Jeta Mod MD 601815 W)
TM 5-6115-229-20 Aug Gen, Gas Eng,
5 KW Hol-Gor Mod CE-55-AC/WK6 w/
Cant Eng
TM 5-6125-202-20P Sep Motor-Gen 45
KW 60C Input 400C Output Hollings-
worth Mod JHMX 45B
TM 5-6125-205-12P Sep Motor-Gen30
KVA 60C Input 400C Output Hollings-
worth Mod JH30-FCU
TM 5-6125-206-12P Sep Motor-Gen 30
KW 60C Input 400C Output Hollings-
worth Mods JH-32, A, B, C, E, F, G.
TM 5-6230-201-15 Aug Searchlight
18-in 26-v Tank Mtd.
TM 9-207 Sep Ordnance Materiel in
Cold Weather
TM 9-1440-251-10 Jul'Nike-Herc
TM 9-2805-219-12 -20 Sep RCAT Eng
Mad 0-100-1 (McCulloch)
TM 9-4910-213-10 Sep 400 Amp Test
TM 9-5048-12 Aug Corporal II Erector
TM 9-5056-12 Sep Propellant Service,
ing Truck M258
TM 9-5076-20 Aug Corporal Battery
Control Center Intercon Gyp OA-771/G
TM 9-6650-212-12 Sep Observ Tele-
scope M49
TM 11-1520-203-12P Sep H-37A Avi-
TM 11-5805-250-10 Aug Teleg Terms
TM 11-5805-243-12 Sep Tel Set TA-
TM 11 5815-204-20 Sep Radio Tele.
TM 11-5820-204-15 Sept Radio Term
Set AN/MRC-69(V)

TM 11-5820-229-I1P -20P S i ndir.
I. r1. r.. 1 2j 0,uL
TM 11-5820-266-12P Sep i ,' a ,
tiltOc a RS bSI kt 861 66;
1M 11-5820-341-12P .Ralt ie..T. ,
ANIiC 3J B C c C M
TM 11-5820-346-12P Sep Pwdia iN.,
t C IA 0 C 0, E C. -
IM 11-5821-212-10 .Au.g d.. I.aTr..
ANIFl. tjl
TM 11-5826205-12P Sep RaP oi- C
*e-r, klrikN 32
TM 11-5830-220-10 ep A dio Sli
Ansl AM 1O0316
TM 11-5B40-20B-10P Sep isda, eNI
TM 11-5B40-219-12P Sep ,:, 0 e,u .
ie' 4N*ljQ. i[
IM 11.5641-211-12P ,p E .,; '-'r,

TM 1-.5895-21210F e.p kms iN,'

IM I I5965.207.12. .p Hu H-0 I
ser- a I IU H ..
TM 11-5965-235-12 A.,g tac er
Mik- *'s M K j-O M1.4:., GC
TM 1 l.5985.200-1 IP sq 'nte.na

IM 11.6115-204-10 C ,e C--c tij i'u
26.,C. 8,,
TM 11-6125-200-IOP eI IC-erenr .l
rEu 0ItC 2DA.C ::61f/ 2:0CC (u

1M 11-6230-204-17P Se, Spe.' 1.-,.
Ir e a 5i0 I ALr, ,0.t A
TM t11-625-200-12f :-p .l.r- ..r
MW 6e. L.
TM 11-6625-204.12 -,g i4t:r,,- T...
S I. IT 7 5',.: :
TM II 6625-240.12P ,c Ii I st. i:
l7/it'e :rs TM 27B/IAM
TM 11-66 5S-264-15 Au i. I ,i.
MJ :6 u
TM 11 6623-296.10P Oc~ C --,-,
M iU ZM.;. 1 l.I
FM 11-6625-317.12P Sc tp:I:,'i la.I
UkMh 90
TM 11-6645-200-12 S., vd.r .or., a-
rr,-n FM 1394
TM 16120-203-70 Jul Cr,11 Pc Cam
e,- 'A:.0A
IM 71-6720-207-10p Sn Sril PS, Ca r.
e.. G 5 ;3A
TM 11-6740-215-20P Sep Pt.Ar D0,.-
FH i> Clu
TM 11-6760-202-10 Sep Al, Ci.rr-,
MIL,. II0-
MiL4 i100
TM 39-1281 2 r.'p T:.ir le- -..l
IM 55-1940-202.12P -.g Booh P.r
aresel j 1'h deign 243 8
TM 65-2210-203-20 Sep Dilsel oIn
Cd 4 e0 c or, L-5 .,eurr.i.rr,

LO 3-2805.200-12 2 :C,l as E.g 6
LO 5.-810-207-20-1, -3, 4. -5 A.,
I-ec M-j 3s/ C,.Id r... ..: n i e
S20n A C-.i eisal Erg Cou..-r
LO 5-4310-200-15 Seal C:ip Co.0.
c.sr;r li CFM 1751'iP Cc.P o. Mo c
GE- a-'6 END. g, cr Jr ...
LO 5-4940-204-15 .; lC. er. -lea e.
Arc.Il MAI 6 ibs
10 5-9104-1, -3 -.g D,, N.inq..
*_e.i .c=,' 1;lir.i A,, EIodua M.:..j l.-.
ou :0
LO 9.1450-500-10 t.es. ri.,k l:-der
LO 9.2330-239-10 ei ir:.'-. I
Jml, I.El ES 1 M51dI4


0 ?5.27010-209-20 ,jg C't Lor:

au ; 10U, i.:D G s:V47
LO 55 2210-216-20 -.3 Dies I L:;.
'] r 6 0 .? r .. -,ei. ,. CE

IB 3-300-5 u 5.-.cuk C-.rr.al, a'
.a l,
TB 9-2-5 'rp e v-. I, LI? nS
r .ll.rj : l- i r
B 0.-279 ,.,g CorcOsril Fc-a mer?.-

TB 9-2320-104-1011 i.e T .r.la Tr.
rB 9-2823oe0-1 .11 o* r,0 f.r-O1
-.o I, r. Eq
rT 9.287 S-?2 i5 .r.3 r- ':'e, f MI

000 re rers

rB AVN 25r-12 ; ri.n i +r,. a1.-,..,'
Cu, !Liefi' ^^Ul' iff.i
rB 1ENG 30 p 20-12r.2 S., 7l1f:
RATB O 6I 1 r -rM F-IIr n ic rE

IB QM 97 j- f ?Ie,-,.I f "lurr.r, I.

MWO )-)005.2061-10|1 ."[p JO : 1
TB 9-2300-21t910 to, t' tT_ Tnr.-i
-trsiii C-: mbinaC.,
MWO 9-2320.204-1.00 .p m .e.oris

MWO OuD e)i~we e p d .1 1 4r .-n
H.O O2RD -72121 W10 Si r p-0r,.-
00 Bruu e.-" r

0 r: aSits Hnu: e
TB 9.5046-3215, I Ciect nicil

MWO ORAVN 2331-8 5c I .p -ese

ASW, OSi ,- I .oc- .. r

MWO O12D V77.W35 -W37 S.p CM,'
TB ENG 30 S6p nr..- Aue.I or ci3

MBO ORD 6 Y79I W so.-. ,,A
MWO 9-2300.202-20 Sap ted ;e.--

MWO ORDa Y 6.W7 Sep Nicl Hre

MWO O1-a 0 -7? .1 -WI Pr-Senl eI-
MWO ORD 9-. 752-14-W1 D.Se .ke

1- IM rul .d M?

MWO 9-4-51RD A01 '-p irr.J1 -h
SM 9-451B0-A7 r,, 5 .6.l *. i

SB a-1m3 p- i r S'i u r or s Eq
MWO aRD YejiW2 Y79W? 1.rp Cm

MWD ao eY?5W2 WI9.-W24 3.;i
4-1 1'Ii. .3u-'.0.

MWS Oa r. ubr .ID 77 KIv7 I I...-
MWO 11-dSD Y77.-W35 I W7 S, p lnl
Nile He., Ii-e MrT I.'.rrui Lie
MWa ORD Y Bl-W7 Sep Nile Ha,.

MWO 10-S07.7 A.a P,--eaeul Pa.3

SM 9-4.1450-T-72 Sep Ftei 0D-ui. Kr

SM 9-4-5180.AOI Sep mer-.'l Mes.

SM9-4-5180-AS6 7 ... 5,c,. rsi ,C.:.-

SB 9-;OS SEp Noin Tr- Eq
5 9.1115 2.. '..-,-e 0,a6 KAc 1eM.
5: 1 1-48 5 .6p 93&rtsn~ Ad'1pie

ARMY .. 'H
L .-Wlr'r,.J )
SAN La-t

781.2 Cllef

How's Your Oil?
A famous man once said that if he wanted to predict how some character would
act on a binge, he'd first find out what had happened on his last binge.
Exactly. And you can apply this simple and sensible reasoning to your aircraft
-particularly when it comes to predicting their oil consumption.
By extracting the oil usage
from the DD Form 781-2 every
day and comparing it with the --- -
hours flown, you have a run- -
ning record of the actual gal- '
Ions per hour your particular '
engine or engines are using
right now. And of course, you r, 3 I i/)
know that as the hours on the) ." "
engine increase, the oil con-
sumption will rise, too.
This information should be kept handy by both the crew chief and the opera-
tions personnel so that they'll know just how many hours of safe non-stop flight
any given aircraft is capable of at the time the oil consumption was computed.
Sooo, they won't be scheduling the ship to fly so long that she's in any danger
of running out of oil.
Take the Mojave (H-37) for example. Because the present power settings are
higher than the original specs called for, the oil consumption is higher than was
planned for. Which means those 17-gal tanks may not carry enough oil to match
the fuel load of four hours of non-stop flight. (The design and test boys are work-
ing on this problem now.)

Also, as some engines approach the end of their time, they can also get to using
up their available oil before they run out of fuel. Which can lead you astray unless
you have a day-to-day knowledge of what your mill is eating. Naturally, the
operations people will be aware of the limits of all the aircraft in the unit, and
will not schedule one on a mission beyond its capacity.
So keep your 781's accurate, and watch the trends they spell out for you. Just
like the weather boys with their maps-when they read the last four or five, they
can make an educated guess as to what will happen on the next one.

Right Grade Of Gas

Just a brief reminder that when your aircraft, and particularly your rotary
wing ships call for a certain grade of fuel, that is just exactly what they need.
As everybody knows, using too low a grade will result in detonation and
engine damage, especially under maximum power settings. But not everyone is
as aware that using a higher grade than is called for can give you lead fouling
troubles, and if carried to extremes can even result in burned valves.
So feed her according to the official menu.

And That's No Eyewash!
As you know, the Army's type A-20
chloro-bromo-methane fire extinguisher K CK
is a little jewel-it has a fire-fighting--
capacity all out of proportion to its size
and weight, judged by the older extin-
But, one thing-that fluid is noways
good for your eyes. Cases have been re-
ported where a man set the extinguisher off by mistake and got the fluid in his
eyes, causing severe chemical burns and serious injury.

OK, so first of all, always treat the little rascal with respect-don't kick! Par-
ticularly in Bird Dogs and Chickasaws, you've got to watch yourself.
And then, if you should set one off and get hit by the fluid, wash as quick as
you can in lots and lots of water, rinsing your eyes good if they were hit. And
then report to the dispensary as soon as you can. After all, C-B-M is kissin' kin to
carbon tetrachloride, so treat it accordingly.

Save The Servos

Just to remind you that your TM 1-1H-34A-4-34P, (Nov 58) changed the
symbol on your primary servo from "S" for salvage to "R" for recoverable.
So be sure you turn yours in for replacement and rebuild, OK?

Beaver Pump Busted?
Now and then you may hac to re AHECE'C' T'J L O'Cl"L NEVEt ELIEVE
NtI M 'N J IT IT ..N'T-A TI''
place a fuelpumpononeofyour BcaE. c r A r Fa
(L-20) aircraft. They have been k nou n INLET FIN-Er
to wear out or fail. i .
So, play it smart when you change
the fuel pump-also pull the c rburror c j/ o
fuel inlet finger screen and look fur/-
metal particles. If you find any, then ""
take off the carburetor and send it c, er r
to Field Maintenance to be opened up
and checked.
The point is, some of the fuel pumps which failed ground their rotors, vanes
and housings in the process, and they have been known to fill the carburetor with
metal particles-on which the engine does not run so good.
Also, if you find ground metal in the carburetor, then you'd better check the
engine oil screen, particularly if the aircraft was flown in cold weather and the
oil dilution system was used much just before the pump went out.

Tightening bolts to speciied torque values is, leave us face it, a doggone
But believe it, friend, on aircraft and particularly on rotary wing stuff, those
torque values must be followed. Whirlybirds are tricky enough at best, and they
have been stress analyzed from here to breakfast, with the stresses based on
properly torqued bolts.
Soooooo, happen you leave a bolt loose at one place, wear and stress can pop
up either right there, or maybe someplace else, where you'd least expect it. Like-
wise, if you over-tighten at one place, someplace else may bulge or run loose.
All of which means, nuisance or not, that you can't neglect those torque values.
You'll find most of 'em in your -2's, and any not covered there can be looked up
in TM 1-1-1A-8 (6 Dec 54).

Sioux Servos Spotless
Sure they are, but now and then 7
somebody gets careless and lets dirt ac-
cumulate in the tops of the Sioux (H-13)
servos, which in time scores the piston
rod and leads to hydraulic leakage.
Until something is done to cover this
area you'll want to be extra careful to
wipe any dust and dirt off your servos.
Every pre-flight, for sure, and it isn't too much to wipe 'em every flight if you're
operating under dusty conditions.
LOOK OUT: Don't try to wipe these servos while the engine cooling fan is
turning-the hamburger that used to be your hand makes such a mess on the

Static Grounds rL-
It sounds silly, but it happened. A F- R -eM .
mechanic is currently nursing a broken 1- T NS-
arm because he tripped over a static
ground wire which was rigged about a *
foot off the hangar floor.
About as slick a way of preventing
this as has come along yet is to rig the /"
static grounds overhead. Several han- .. *. \
gars at Simmons AAF, Ft Bragg, are set
up like this, and are having no troubles
at all.
You stretch a cable across the hangar above each of your parking lines, being
sure that it is well grounded to the steel structure of the hangar. (If you should
happen to have a wood framed hangar, continue the cable to a good ground,
water pipe or driven ground rod.)
On this cable you set about one six or eight inch length of /4-in pipe or tubing
for each aircraft you have room to park under that cable, and perhaps a couple
of extras. To these pipes are attached drop cables long enough to reach the hangar
floor, with perhaps just a little slack. Naturally these drop cables end in ground-
ing plugs to fit the grounding jacks on your aircraft.


And for the odd ship or other equipment that may be located under these
cables which does not have a grounding jack, a short adapter can be made, with
a jack on one end and a battery clip on the other. Also, of course, a few exten-
sion cables, jack on one end, plug on the other, will let you reach out to ships you
can't conveniently locate directly under the overhead wire.
Such a system will take you a little time to rig, but then you won't have a bird's
nest of grounding wires on the floor to flip you on your face.

Chock It, Jock!

T -C-UC- -T ,--I^,

--- ^ r p

The only disadvantage in having brakes on an airplane seems to be that they
tempt people to run up the engine without using chocks. Sure, sure, the brakes
will hold it-most times!
Only, now and then something else enters the picture. Figure how the guy
felt when he was running up an L-20 and she moved ahead about five feet when
he did his full power check. The brakes were on, the wheels were not turning-
and fortunately, he ran off the oily spot before he hit anything-and without
nosing over when the wheels hit the dry surface!
So, check the surface of your run-up area and put the chocks under your wheels
any time you're running up an engine anywhere except immediately before take
off. It only takes a minute and may save the aircraft, complete w/you, from a
nasty smash.

Kill The Acid

We thought everybody knew how
important it is to neutralize any spilled
battery acid immediately, particularly
around aircraft.
But, sad to say, a couple of ships had
to go back to depot for extensive sheet
metal work because of spilled battery
OK, so you spill some acid, or some
electrolyte, when checking a battery-
What next?

Well, one of the best things you can do, if you have a hose handy, is to liberally
flush the spill with plain water, gallons and gallons of it.
Or, if you have no water, or for any reason can't sluice it around liberally,
dry sodium bicarbonate (baking soda) or sodium carbonate (washing soda) will
kill the acid before it can bite into the metal of your ship. Just pour the soda
onto the spilled acid, stir it around with a stick until the foaming stops and then
wash the area with water.

rlr rcr~~
~t :I.

c ij

Sometimes you can't follow the acid spill with dry soda, like when it drips
down a crack or runs under the battery. A solution of one pound of dry soda in
two gallons of water will run right down the same cracks and follow the acid.
Of course, a diluted solution won't neutralize as fast, but if you keep pouring it
on until the foaming is all done, you'll be pretty right. Then rinse, of course.
FSN 6810-264-6618 will get you a pound of Sodium Bicarbonate, technical,
from the Chemical people. Or a dime's worth of baking soda from the super-
market is the same stuff. Pay you to keep some right with your battery jar, just
in case.

H-19 Hidden Fitting
Just a brief reminder to Chickasaw
people: Don't overlook that forward-
facing grease fitting on the input splined
coupling at your tail rotor gearbox
input. GREASE
People have been known to forget FITTING
this one, since it is a little out-of-the-
way. But a grease-starved coupling won't make your bird fly any better, not a bit.
As you can see, you need a flexible-nozzle type grease gun to get at this one.
And, like any other shaft coupling, you don't want to pump it so full of grease
that you lose the flexibility.

A Little Extra, Please


You Sioux Chieftains (H-13), please to be a little bit eager, like when lubri-
cating your aircraft, particularly when they are flying in very dusty conditions.
The manuals give you the minimums, of course, but a real sharp crew chief
goes a little farther-and his aircraft goes farther for him.
This doesn't mean that you stand there and pump so much grease into your
tail rotor drive shaft couplings that you grease lock 'em, or anything as silly as that.
But it does mean that you get out and do a little extra greasing and a lot of
extra wiping, so that you aren't using a mixture of sand and grease to grind the
bejabers out of your moving parts.


It seems that even those aircraft mechanics who are pretty good about check-
ing the electrolyte level and the specific gravity of their batteries sometimes tend
to get a little lax about the battery capacity checks.
OK, so you know it's a field maintenance test, and it can be a nuisance running
your battery over to be tested.
But, the thing is, a battery that checks out fine on specific gravity-in fact it can
be fully charged-still may not be able to do its job.
The only way you can find out is by-- r:
way of the battery capacity test. This is c '.
sort of a physical fitness test for the bat-
tery and measures its actual capacity for
As you know, these tests are due every
four months. It'll pay you to have one
made any time your PE falls in the
fourth month since the last one, because you can best spare the battery while the
ship is down for inspection. (Like section 5 of your -6 handbook tells you.)
But, in addition to that, have a special capacity check any time you are having
persistent or unexplained electrical troubles. Particularly if your generator checks
out for proper output but you still have starting troubles or low battery.

And He Doesn't Live Here Anymore
Or anywhere else for that matter. Can I KNO.
you imagine how silly an instructor ', How. N'
pilot must have felt when he rode into rd VO-
a recent fatal accident sitting in the rear ---
of a Bird Dog (L-19) with the rear stick f : -'.
not in place? -S ,. --
There's never any reason for an IP, to ride the rear seat of a Bird Dog when
performing IP duties without installing and checking the rear control stick.
You may have the most competent pilot in the world flying in front of you-but

you never know when something may SPRING
incapacitate him at the most unhandy LOADED PAINT
So it's simple life insurance to be sure IN ONE INCHRED
the rear stick is in the slot, properly BAND
seated, with the spring loaded locking
pin in place.
And as a handy safety check, take the
rear stick out, paint a red band one inch .
wide on the end, so that the lower edge
of the band is one and three eights of an inch from the bottom of the stick. Then
when the stick is properly seated, the lower edge of the band will be flush with
the top of the socket.
And at the same time check the locking pin for freedom of action and freedom
from corrosion, distortion, etc. In short, make sure that it is fully ready and able
to lock the stick into the socket.
Then when you put the stick back, make sure that it does properly bottom in
the socket, and that the lock pin does in fact lock it right.


Dear Half \i, I 1
Why don't we use high detergent oils in aircraft engines?
SP5 J. F. B.
Dear SP5 J.F.B.,
On account of the high cylinder-head temperatures and high oil consumption
of air cooled aircraft engines compared to vehicles. The detergent compounds in
oils are metallic, and in an air cooled engine they build up ash deposits in the
combustion chambers.
Like carbon flakes, these deposits get hot and cause .
detonation and pre-ignition. H l

You've probably been pretty well filled in on
how to handle that Radioactive Source Set M3,
but what do you do when your through with it?
As you know, the radioactive cobalt source
gives off gamma rays which are dangerous.
When you absorb them, they could do you harm.
You've gotta treat it like a hot potato all the time
-even in storage.
Your M3 sets should be stored in a permanent-
type building, such as brick or concrete, in an
unoccupied and isolated area.
Here are some things to keep under your
thinking cap when it comes to storage.
In the first place you can store up to 10 sets
safely in one area if the men that are in the area
for more than eight hours are at least eight feet
When there are from 10 to 20 sets stored in an
area, keep at least eight feet from stored sets and
don't stay in the area for more than eight hours.
HOLD IT! Warning signs have to be posted
so you can see them no matter which way you
enter the area. Go into the storage area only if
you're authorized to, and stay there for as short
a time as possible.
When you do go into the storage area, make
sure you're wearing that Signal Corps film badge.

Dear Editor,
Here's a sketch of one of the bent wire clamps I have made up to hold small
parts for sweat-soldering, silver-soldering or brazing at my welding bench.
You can see that these are made sorta
like a battery clip, except that I like one
ring jaw and one point. I've found that
putting the larger of two parts next to
the ring, and holding the smaller part
with the point leaves me plenty of room to get the torch and solder in around
the job.
There are half a dozen odd clamps on my bench, made in different sizes so there's
always one about right for the job at hand. My largest one was bent up out of
/-in steel welding rod (Gas rod, naturally) and the smaller ones were wire coat
hangers. These clamps make otherwise tricky soldering jobs real simple.
OCMT Harry R. McNeal
Ft Wayne, Michigan

Dear Editor, "9 SENT A
I7-; TO M-\H FAM. N'
I saw that tool in PS 77 you had for E C T kED -IS
pushing down the rod in the T-track so ;.T- N& UP.
the Nike-Ajax launcher can be raised
minus the missile..
It certainly is better than using a
screwdriver. But we've come up with a
tool that even gets rid of the nail that is used to hold down the rod. And it's a one-
handed operation.

What we do is push down on the
rod and then twist the tool until
the T-track goes into the notches.
To make sure we don't forget the
tool's being used, we attach a big :
red tog through the hole in the

Here are the dimensions SmE BAR e 3n

supportunitknockout two w Ln
tools for each launcher in
jig time. ,I.J PIlT'

CWO Conrad Henken
B Btry, 2d Msl Bn, 65th Arty

Dear Editor,
The sending units on the CD-850 series transmissions are in an unhealthy spot.
During training periods on the tank's power pack it's possible for a student to
accidentally step on the sending unit and i, i ..- ..
break it off.
We've come up with this protector
shield. As you can see all you need is a ,
small piece of scrap metal and a little '
bit of welding work. The beauty of this
protector plate too is that it doesn't in-
volve a modification to the vehicle since '
it can be taken off and used only while ...-. 11'
training green mechanics. ''" .:
Thought I'd pass this idea on to the rest of the troops. It sure has been saving
our outfit a lot of sending units.
Capt Emil Stasi
Ft Knox, Ky.
(Ed Note-Sure looks like a cheap way to keep an expensive item from being
stomped to death.)

Dear Editor,
Here's an idea for a quick fix for a cut water or fuel hose. To remove a piece
of equipment from deadline when a special size hose is not in stock, here's what
I suggest:
1. Remove torn sections of UT HERE

2. Put hock the good sections 7
of the old hose from either end /
of the connection leaving a
space in the center. DISCARD ---- 3

3. Join the two hose sections
by using a metal tube and two
additional clamps.

Of course, when the right replacement comes in, it should be installed.
CWO Otto R. Tice
(Ed Note-It's a good stopgap measure. One thing you want to be careful of when
using this method: Make sure that the metal tube does not come close to any ex-
posed electrical connection.)
Dear Editor,
You know the computer servo bay in the Nike-Hercules BC van? Well there
are some holes on the backside of the parallax pots which I'm told were for light
bulbs for the M33 FCS, but aren't used for Nike.

We had a lot of trouble with dust getting into the parallax pots and making
them hard to read. We figured the dust was getting in through the holes so we
covered each one with a small piece of tape. No dust has got in the pots since.
We use small pieces of masking tape, but any kind of tape will do.
Anton Sarge
(Ed Note-Sounds good. A Nike-Ajax guy can do the same thing.) Ft Bliss, Tex

OcuU ;od'

/a7" spraftesso /ahd Vetour

When either gun of your M42 twin-40 has
been fired for 1500 rounds-replace its flash
suppressor. Make the change even before
this if you notice cracks around the hub of
a flash suppressor or the reinforcing ring. Re-
member, though, each gun tube is good for
about 12,000 rounds.

Two IT
Got the new-type clutch and flywheel in
that 5-ton G744-series truck? If the improved
clutch kit's been installed, there'll be two
yokes-not just one-on the clutch control
linkage. If you find just one yoke, ask your
Ordnance support to install Kit, improved
clutch, FSN 2520-535-6915, described in
MWO 9-2320-211-30/2 (4 Feb 59).

MWO Y4-2-W5 is for you if you work
around the Nike-Ajax acquisition radar high
voltage power supplies. The urgent MWO
does such things as change the shorting bars,
relocate the interlock switches and tells about
putting a protective cover on the acquisition
high voltage power supply. This makes main-
tenance easier 'cause you can work without
wondering when you're going to get knocked
on your backside. Your support unit'll apply
the MWO.

You have oil leaking from the R & E section
of your Nike-Ajax missile? Sounds like your
support unit hasn't been around to apply
MWO Y2-W23 (3 Apr 59). It's a normal
MWO and will be applied only when your
R & E section is removed for maintenance and
repair. So please not to knock down your
support's door to get 'em to apply the MWO.

Str ea e
So you're having trouble with the bolt that
connects the flexible waveguide to the rigid
waveguide on the Nike-Hercules acquisition
antenna. The bolts are stripping 'cause they
don't get a good enough bite once they're
tightened. Right?
The answer is a bolt with more threads be-
tween the head and the threaded end-the
kind your support unit can get for you in TM
9-1430-250-35P/2. It's under FSN 5603-

7e to 7WO T&
Don't let TB Ord 1004 and TB Ord 1005
slip by you if you're in a Nike-Ajax or Cor-
poral outfit. Both TB's give you the low-down
on the field changes that have been converted
to Department of the Army MWO's for each
system. The TB's are dated 12 Nov 1957.

Would You Stake Your Life on

the Condition of Your Equipment?