ADDITIONAL HANDBOOKS ON THE PARTS AND USE OF THE T-54 TANK

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A028600550001-4
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 89
• Document Creation Date: December 27, 2016
• Document Release Date: February 26, 2013
• Sequence Number: 1
• Publication Date: October 21, 1960
• Content Type: REPORT

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CIA-RDP80T00246A028600550001-4
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CIA-RDP80T00246A028600550001-4
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INFORMATION REPORT INFORMATION REPORT
CENTRAL \ INTELLIGENCE AGENCY
This material contains information affecting the National Defense of the United States within the meaning of the Espionage Laws, Title
18, U.S.C. Secs. 793 and 794, the transmission or revelation of which in any manner to an unauthorized person is prohibited by law.
S-E-C-R-E-T
50X1-HUM
COUNTRY
USSR
REPORT
SUBJECT
Additional Handbooks on the Parts and
DATE DISTR.
9/ Oc,74e, L
r
IC( 1, 0
Use of the T-54 Tank
NO. PAGES 1
50X1-HUM
REFERENCES RD
DATE OF
INFO.
PLACE &
DATE ACQ.
from the Russian)
English-lanauape doeumpntR (17ra1c1a+,..A
50X1-HUM
Att. No. 1 Chapters 1, 2, 6, and 10 of a document entitled'Handbook of
the Component Parts and Employment-of the T-54 ,Tank -
(Document The titles of the available chapters are
as follows:
Chapter 1, "General Description of the Tank and its
Characteristics", with six drawings.
Chapter 2, "Armored Hull and Turret", with 16 drawings.
Chapter 6, "Running Gear", with 10 drawings; and
Chapter 10, "Particulars Regarding the Use of Tanks in
Summer and Winter."
Att. No. 2 A document entitled "Incomplete Russian Handbook - Title Unknown-
Subjects: - repairs to (T-5)+) tank gun - Document This
provides mainly information on the repair of the breech nm-1
the elevating and compensating mechanisms. 50X1-HUM
Distribution of Attachments:
Arm
Retention 1
100 0 . 0H-fi
S-E-C-R-E-T
50X1-HUM
50X1-HUM
STATE X BMY j
X '01 AVY
X AIR
FBI
AEC
x NIC
NSA x
(Note: Washington distribution indicated by "X"; Field distribution by "#".)
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sEICRET
HANDBOOK
OF
THE ODMPOITENT PARTS AND EMPLOYMENT
OF THE T 54 TANK
(DOCUMENT 'IA")
c!i7p,plET
50X1 -HUM
SECRET
50X1 -HUM
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50X1-HUM
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PAWL LI
Chapter 1
SrP,RFT
50X1-HUM
General Description of the Tank anti 11414 I.Ualdtberl6I1C8
The medium tank T 54 (figs 1, 2 & 3) is a fully tracked battle vehicle
Possessing a powerful armament, reliable armour protection and a high degree of
manoeuvreability. The tank's armament consists of a 100 mm gun and three 140s,
including two SGMT.machine-guns of 7.62 mm calibre and one anti-aircraft heavy
machine-gun DShK of 12.7 mm calibre.
In ease of necessity the tank could be equipped with mine clearing blades.
The tank crew consists of four men.
Its main parts are: the armoured hull and turret, armament, power plant and
transmission, running gear, electrical system, signals equipment and fire-fighting
equipment. The tank contains a maintenance kit of spare parts, instruments and
accessories (ZIP).
The tank's hull consists of three sectionn: the driving compartment,
fighting compartment and engine compartment. The driving compartment (fig. 4)
is situated in the fore part of the hull. ' It contains a.gear lever and steering
clutch controls, linkage, control handles of exhaust louvres, starter button, oil
and air pump buttons, instrument panel, battery switch, signal panel of the fire-
fighting equipment, portable lamp socket, tank intercommunication system, relay
regulator warning lamps to show the barrel of the gun is clear of the tank width,
MO, SORT, driver-mechanic seat, part of maintenance kit, medical chest. The
driver's hatch is situated in the bull roof plate over the seat. Two indirect
vision devices are fitted in front of the hatch. Torsion bars are situated along
the hull floor of the driving compartment and control cables run aleng the left
side. Fuel tanks are fitted to the right of the driving compartment in the fore
part of the tank, tank batteries and the basic part of the individual ammunition
supply.
The fighting compartment (fig 5) is in the middle of the hull and in the
turret. The turret contains the 100 in gun and the co-axial MG, SORT, the
telescopic sight TSh2-22, vision devices, turret traverse mechanism, wireless-set,
three intercommunication devices, part of the ammunition supply and maintenance
kit.
The commander's place is in the turret, the roof of which contains his hatch.
Theloadere hatch is also situated in the turret roof. The anti-aircraft ND is
mounted on the turret of the loader's hatch. The fighting compartment contains the
following seats.: the loader's on the right and the gunner's on the left side of
the gun with the commander's behind it. The preheater and the emergency exit
hatch are located on the left hand aide floor of the tank; extinguishers are
situated in the right hand rear corner. On the walla of the turret recess and on
the floor of the fighting compartment is part of the ammunition supply. Torsion
bare are under the floor of the fighting compartment, and the driving control
cables are along the left side walk of the hull.
The engine compartment (fig. 6) is in the rear of the hull and is divided by
a partition from the fighting compartment. It contains the engine with air
cleaner, gear train housing, main clutch, the gear box, epicyclio steering gear,
final drive, fan, middle fuel tanks and lubricating oil tank. An electric starter
is mounted on the housing of the gear-train. Water and oil radiators are fitted
above the gear box and the steering mechanism. There are louvres in the hull roof
plate over the engine, the air cleaner and fan.
In the hull bottom there are a number of hatches for the maintenance of
components. Beyond the detachable partition in the engine compartment are
situated the fuel supply tap, the fuel pump, lubricating oil pump and a cock to
drain fluid from the engine cooling system. Along the bottom are torsion bars.
Attached to the outside of the hull are three fuel tanks, the oil tank, the
refueling pump, the maintenance kit, wire cables, a log for recovery, smoke pots,
OrftlICT 50X1-HUM
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headlights, lamps, tarpaulin and driver-mechanic's
Battle and Technical Characteristics
Type
Battle weight
Crew
Power rating
Average tank pressure
Dimensions in mm
Length, gun pointing forward
Length, gun pointing rearward
Length of the hull
Width
Height. without DShK (anti-aircraft machine gun)
With the DShE
Height with DShK in battle position (with maximum
angle of elevation)
Width (measureihtmeiddle of tracks)
Length of bearing surface
Ground clearance
Diameter of turret race
Speed - Km. per hour
Calculated on 1800 engine revolutions per minute:
In
If
ft
ft
gear I
" II
IV
TI
V
ft
In reverse gear
Average speed:
on dirt road
on metalled road
Maximum speed on metalled road
PUsl consumption per 100 km. in litres:
on dist road
on metalled road
Lubricating Oil =gumption per 100 km, in litres:
on dirt road
on metalled road
protective hood.
medium
35.5 - 36 'Wm
4 men
14.4 - 14.6
0.8 - 0.81 Kg per on2
9000
8485
6040
3270
2400
2750
3830
2640
3840
425
1800
6.78
14.5
20.0
28.5
45.0
6.78
20 - 25 km.
30 - 33 km.
48 - 50 km.
280-- 300
i80 - 190
7-11
6-8
Rated cruising range (according to quality of fuel) Km.:
on dirt road 240 - 260
on metalled road 360 - 400'
Obetacles to be Overcome
Maximum slope
Maximum angle of tilt
Width of ditch (metres)
Depth. of ford (metres)
. Step (metres)
300
30?
2.7
1.4
0.8
/Armament.
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OrriDET 50X1-HUM
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0
Armament. The Gun.
Caliber, in mm
Type
Initial velocity, Weep.
using armour - piercing tracer shell
using anti-personnel fragmentation shell:
full Charge
reduced charge
Weight in Kg. of:
an armour-piercing tracer shell
an anti-personnel fragmentation shell
a complete projectile (fixed round)
tipping parts of the gun without armour
Height of trajectory
Maximum range of firs in at.:
using telescopic sight
using clinometer sight
Loading
Entire length of barrel, in am.
Breech mechanism
Gun elevating gear
Normal recoil in mm.
Maximum admitted recoil
Amount of fluid in recuperators
Initial pressure in recuperators
.Amount of fluid in buffer
Machine Guns
Co-axial and fixed
Number
Make
Calibre mm.
Initial velocity m/per sec;
light bullet
heavy bullet
Maximum range of co-axial MG with the help
of sight TM 2-22, metres
Firing rate, rounds per minute
Maximum (practical) rate'
Feed
Number of rounds in belt
Anti-Aircraft MG
Number
Make
Calibre it
Bullets initial velocity m/per sec.
Maximum range using sight, at.
Maximum range of bullet
Rate, rounds per minute
Battle rate, rounds per minute
Feed
Number of rounds in belt
too
D10 - T
895
900
600
15.88
15.60
30
1950
1750 mm.
6903
15600
fixed ammunition
5608 (56 calibers)
eliding block, semi-automatic,
horizontal.
sector (rack) type.
490 - 550
570 mu.
4.4 - 4.6 litres
Kg/cm. 53 - 57
6.4 litres.
2
SGUT
7.62
865
800
2200
600 - 700
200 - 250
belt fed
250
1
DShK
12.7
?830 - 850
3500
up to 7000
560 - 600
loo
belt fed
50
cirTIRET
50X1-HUM
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0
SMG KALASHNIKOV (AK)
Nunber
Make
Caliber, mm
Bullet initial velocity m/per See.
Range, using sight, in.
Rate of fire, rounds p.m.
Battle rate, rounds p.m.
of single shot
Automatic
Feed
Weight with loaded magazine, Kg
Signal Pistol
Umber
Caliber, mm
Fire Characteristic of Gun and Co-Axial MG
Traverse
Elevation
Depression
Dead Ground, in
for gun
for MG
Fire Characteristic of Co-Axial MG
Traverse
Elevation
Depression
Ammunition Battle Supply
for 100 mm gun, rounds
for the two SGMT MGe
for the DShK MG
KA1ASHNIKOV automatic
Hand grenades F-1
Units of Very cartridges
Sights and Vision Devioes
Gun and Co-Axial MG sight
Maks
Magnification
Field Of view ,
Anti-aireraft MG sight
Maks
Longitudinal level
Azimuth scale on turret race
Vision. devices:
Tank commander's
Gunnel%
Driver-mechanic%
Loadex%
1
AK 47
7.62
700
up to 800
600
approx 40
90 - 100
magazine fed
A.79
26
, 360:
+ 17
-
20
21
360?
+ 82?
- 4.50
34
3000
500
300
20
2
Telescopic, hinged with
interchangeable magnification
TSh 2 - 22
x 3.5 and ax 7
18? and 9w
Collimating
K - 10T
1
1
TPK-1 and 4 periscopes
1 periscope
2 periscopes
1 periscope.
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Power Pliant
Engine
Type
Make
Maximum powor at 2000 revolutions
per min in h.p.
Maximum torque at 1200-1300 rev/mm.
Number of cylinders
Position of cylinders
Firing order (1 indicates left,
r indicates right)
Cylinder diameter in Ian
Piston Stoke in m:
Left group
Right group
Fuel Supply System
Four cycle, single stage, high
speed oompression, ignition liquid
cooled.
C-54
520
Kg 230 + 10
12
60? V-engine
11 - 6r - 51 - ar - 31 - 4r - 61
- lr - 21 - 5r - 41 - 3r
150
Fuel used
Capacity of main fuel tanks, litres
made up thus
front tanks
middle tanks
Capacity of external fuel tanks litres
hual filters
Manual fuel pun):
Air Supply System
Air filter
Means of removing dust from dust
collectors
Lubrication System
Oil used
(Priming) capacity of lubrication system,
litres
(Priming) " oil tank
litres
Capacity of additional oil tank litres
Oil radiator
Cooling surface, sq. m.
Oil pump
Output of pump at 1600 rpm
litres/min .
Oil filter
of crankshaft
180
186.7
Diesel fuel DL, DZ and DA
532
217
315
250
For rough cleaning:
felt, double
Diaphragm mark RNM-1
gauze: fine:
3-stage with autonatit removal of
dust
Ejectors using exhaust gas energy
MT-16p
82
60
35
Tubular
9
Pinion, 3-section, (one section
force pimp, two sections evacuating)
62.5
Kimaf Si'-) with two cleardng
stages: wire-slit section and
cardboard element.
Oil circulation pump (?:MASLOZAXACHIVAYUSECHY)Pinion MI-2 with electric drive
Cooling System
Type
(Priming) capacity litres
Radiator
Cooling surface sq. in.
Water pump
Fan
ccnEI
Liquid, closed with forced
circulation
about 70
Tubular
60.5
Centrifugal
If
50X1-H UM
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Heating System
Type
Heater
Engine Starting System
Main starting system
Additional starting system
Number and capacity of cylinders
Checking Instruments
Cooling liquid thermometers
Oil thermometers
" manometers
It Tachometers
Engine Working Conditions
Temperature of cooling liquid, oC
recommended
permissible for short
p8riods
Oil temperature C recommended
permissible for short
perods
pressure kg/cm working conditions
minimum idling speed
rpm of engine crankshaft working
maximum
It
Power Transmission
Swinging Arm (GITAR)
Transmiseion ratio
Oil used
Amount of oil in housing, litres
Main clutch
Method of rubbing surfaces
No. of driving discs
" " driven "
Drive controlling clutch
Gearbox
No. of speeds
Transmission ratios: on I gear
" II It
" III"
" IV "
" V "
reverse
Oil used
Amount of oil in housing, litres
Drive to fan
Radio rpm of crankihaft to rpm of fan
Mechanism for turning tank
Transmission ratio
with clutch engaged
with clutch disengaged and turning
break engaged
Interlocking clutches
No: of discs with external tooth
Ii ii
Brake
internal
Liquid with forced circulation
Force pump with hot tube boiler
Electric starter ST-16M
Compressed air
2 cylinders, 5 litres each
2
70-90
105
70-90
110
6-9
not less than 2
1600-1800
2000
Pinion step-up gear
0.7
17T-16p
6-7
Multi-disc, dry friction
Steel to steel
9
8
mechanical
Constant meshing of pinion teeth
with synchro mesh on II, III, IV
and V gears
5 forward, 1 reverse
60
2.8
2.0
1.43
0.9
6.0
17T-16p
15
Pinion step up gear with clutch
1:1.3
Planetary two stage reduction gear.
1
1.42
Multi disc, dry friction steel-on-
steel
7
6
Strip, floating with cast iron
shoes.
/Drives
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Drives for control of mechanisms of
turning and stopping brakes
Oil used
Amount of oil in each reduction gear,
litres
Slide transmissions
cent'
Transmission ratio
Oil used
Amount of grease in each reduction gear, Kg
Undercarriage
Engine
Caterpillar
No of track links in each caterpillar
(new)
Track joints
Width of track mm
Pitch of caterpillar mm
Weight of one caterpillar
Driving wheels
No, of teeth
Weight of driving wheel
Idlers
Bogies
No. of bogies
Weight of bogie, Kg
Suspension
Elastic element
Shock absorbers
Shock absorber liquid
Kg
Kg
Quantity of liquid in shock absorber, Kg
Electrical Equipment
System
Supply network voltage, v with engine not
uorking:
with engine
working:
Sources of Electric Supply
Accumulator batteries
Type
Mark
Voltage of one battery.,
Capacity " It
Battery connection
.Total capacity of batteries, ah
Weight of battery with electrolyte Kg
ah
Electrical Generator
*Pe
Mark
Power, Ir
Normal voltage
Maximum current, a
Direction of relation of armature
Ratio of rpm of crankshaft to rpm of
armature cEPSSi
50X1-HUM
Mechanical
Mixture 30% oil UT & 70% oil MT-16p
2.5
Single stage etepdown reduction
gears
6.78
TSIATIM -208 or mixture 30% UT +
70% MT-16p
4.5
Caterpillar with driving wheels in
rear position
Metal, small link, mangle gear
90
with steel Piss
580
137
about 1300
with removable toothed crown wheels
13
126
Cast with metal rims
Double with rubber tyres
10 (5 on each side)
265
Individual, torsion
Torsion bar
Hydraulic, connected with balance
arms of front and rear rollers
Alcohol-glycerine mixture (80/10)in
accordance with VTU-55 or liquid
A21-170
1.3-1.5
Single wire (except duty lighting)
24
27-29
4
Starter, acid
6 SWI-140M
12
140
Mixed (parallel
280
62
groups in series)
DC with parallel excitation.
G-731
1500
28
51-59
Right, looking from direction of
drive
?1 lc
50X1-HUM
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0
Relay Regulator
Mark
Relay
Regulator (two)
Current limiter (two)
Electrical Power Consumers
Starter
Typo
Mark
Power, h.p.
Voltage, v
Working current, a
Rpm corresponding to maximum power
Drive relay
Mark
Ratio of No. of teeth of starter
pinion and crown wheel of main clutch
Weight of starter, Kg
Electrical drive for turret
Mark
Voltage converter
Generator voltage, v
Power, w
Rpm of armature
Motor for rotating turret
Mark
Power (on shaft), w
Voltage, v
Current required (maximum) a
Methods of controlling electric drive:
by gunner:
by tank commander
Speed of rotation of turret, degrees per
sec: when controlled by gunner
it commander
Electric motors
Combat section fans
Force spray burner
Oil circulating pump
Power, w
Voltage, v
Current required, a
Electric triggering
Guns
Machine guns
Auxiliary instruments
Revolving contact device
Battery switch
External starting socket
External charging terminals
Electric filters
Volt-ammeter
1
RRT -30
Back current
Vibration type
1
Electrical, DC with series
excitation
ST-16M
15
24
700-800
1100
Electro magnetic
RST-15A
1:9.5
45
Regulated by system generator-motor
EPB -4
AB-64
Regulated from 0.8 to 18
3000
3300
With independent excitation
NYB -54
2000
24
250
by controller KB-4
Command control system with switch
button on observation instrument
TPK-1
Regulated: minimum 0.1, maximum 10
Constant 10
Two, MV -42
One, MV -42
ei
175
24
not more than 18
Remote, with relay RT-9
with special relay
.VKU-27
VB -404
One for starting engine from
external current supply'
Two for charging batteries as above
Two FG-51A and FG 57 AB
One, magneto electric, VA-240 for
measuring voltages 0-304 and
currents 20-0-60 A.
/Communications
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Communicationg.Apparatus
Radio Set
eJ.PP,E1
1,31...t311
Mark
Range on RT using 4 metre rod aerial, km
Summer: day
night
Winter: day
night
with no external interference (on
selected wave lengths)
Supply
Voltage, v
Current required A: on reception
on transmitting
Tank intercom
Location of apparatus: commander
gunner
driver mechanic
loader
Fire Fighting Equipaent
Type of installation
No. of cylinders of carbon dioxide
Weight of carbon dioxide in each
cylinder 4
Warning of fire to driver mechanic
No. of thermo electric warning devices
Method of bringing installation into
aotion
Hand fire extinguisher OV-2
Smoke Release Apparatus
Smoke cartridges
Receiver-Transmitter, simplex
W/T
1ORT-26E
Stationery Travelling
Up to 14. Up to 11
Up to 01 Up to 7
-50X1-HUM
Up to 20 Up to 15
u
Up to 9 Up to 7
35-40 23-25
From tank network
26
Up to 4
Up to 9.5
ITU-4-47
Apparatus No.
No.
No.
2
1
3
3
Semi automatic, carbon dioxide
3
R/T-
1-8-2
Signal lamps and sound signal
6
Push buttons (two: one for driver-
mechanic one for loader)
1
Two BDSh-5
50X1-HUM
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CT
50X1-HUMI
RCA
50X1 -HUM
1. T-5I4. Tank (3enera1 view)
50X1 -HUM
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ger
SECRET
50X1 -HUM
5.
r. (111[1
MIPS
50X1 -HUM
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4 7 8 9 10 11 12 13 14 15
-
111(11[IiIMMINIANIR111,!
Fig. 4. Drivers compartment.
SFCRET
1. Air starting (?) tap.
2. Handle of the closing
mechanism of the driver-
mechanic's hatch cover.
). Air tank.
4. Control handle of the
outlets of the louvres.
Tachometer.
6. Handle of the hand gear/
drive (?) of the NK-10
pump.
7. Signal lamp shewing when
the gun barrel protudes
beyond the limit of the
width of the tank.
9. Driver-mechanic's hatch
cover.
9. Driver-mechanic's observation
fixtures.
10. Signal lamp shewing when
the gun barrel protudes
beyond the limit of the
width of the tank.
11. Button of the lubricating
oil pump
12. PPO (?) signal
13. Starter button
14. Control ins
dashboard.
dashboard.
ri +a
15. No. 3 set tank intercom
apparatus (driver-mechanic' s)
16. Machine gun.
17. Battery switch.
18. Medical chest.
19. Gear lever.
20. Steering and braking
control levers.
21. Control pedal of the
NY-10 pump.
22. Headlamp terminal switches.
23. Brake pedal.
24. Handle of the brake
pedal lock.
25. PPO signal.
26. Main clutch pedal.
27. Steering and braking
control levers.
28. Driver-mechanic's seat.
ET
50X1-HUM
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50X1-HUM
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Fig.
Fighting Jompartment.
1. Turret stop.
2. Turret turning mechanism.
Tank. intercom transformer.
No. 2 set tank intercom
apparatus. (Commander).
No. 1 set tank intercom
apparatus (Conner).
6. 1'PR-1 observation instrument.
7. Gunner's observation
instrument.
3. T5h2-22 sight. 21.
9. Switch of the electrical trigg ,50X1-HUM
22.
23.
24.
25.
5.
1', .
15.
16.
17.
19.
19.
20.
of the gun and co-axial machine
gun.
Gun locked position stop.
11. Gun.
12. Fighting compartment
ventilator.
13, Co-axial machine gun,
p-rknE7
50X1-HUM
Drinking water canister
Loader's observation
instrument.
No. 3 set tank intercom .
apparatus (Loader's).
Submachine gun.
Main stowage of gun
ammunition.
Loader's seat.
Handle of the controller.
Handla of the gum
elevating mechanism.
Longitudinal level.
Gunner's seat.
La nip.
Tank commander's seat.
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50X1 -HUM
?
r .
? .'entr fael
v'e.ntilator drive.
filter. "fenti..1.ator.
Strtf-rlea..1.- box.
11. TIArriirirr. !!!ecl land.
-
50X1 -HUM
50X1 -HUM
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vr
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c,zF.MIU
Chs,pter Six (Doc "A")
Running gear
50X1 -HUM
50X1 -HUM
The running gear (Fig 156) of the tank consists of the caterpillar drive and
suspension.
Caterpillar Drive
The caterpillar drive consists of two caterpillars, two driving wheels, two
idler wheels with mechanisme for tightening the caterpillars and ten bogies.
The caterpillar drive provides for longitudinal motion of the tank. It
ensures good performance in difficult terrain and good positional manoeuverability.
Caterpillars
The caterpillars are metallic with small links and bobbin meshing. Each
caterpillar consists of 90 tracks and an equal number of pins.
The Track (Fig 157) takes the form of a shaped steel casting with two openings
for engaging with the teeth of the driving wheel, and a comb preventing the
caterpillar from coming off when turning and heeling which also directs the
movement of the caterpillar over the bogies and idler.
On the outer surface of the track in contact with the ground are treads which
increase the strength of the track and improve the grip of the caterpillar on the
ground. The inner surface of the track is smooth on both sides of the comb and
forms the track in which the bogies run.
Holes are made in the lugs of the tracks for the pins which link the tracks.
The Pins of the caterpillars have a head at the end nearest the tank body.
The head prevents the pin from coming out of the lug outwards. If a pin should
come out on the side next the body it is knocked back into position as the
caterpillar revolves by the strikers on the cover of the side transmission and on
the side plate of the body.
To put on one caterpillar when the other is already in position it is necessary
to proceed as follows:
1. Spread out the caterpillar in front of the first supporting roller (the pins
should have their heads on the body side and the tracks with 4 lugs ahead.
2. With the first transmission drive the tank on to the caterpillar, guiding the
caterpillar with a crowbar till the rear bogie reaches the second last track.
3. By means of the tension mechanism move the idler as far as possible to the
rear.
4. Fix a cable to the friont track; the other end is passed upwards between the
rims of the idler and the bogies winding it on the hub of the driving wheel and
making three turns. Brake the tank by placing the control lever on the side with
the caterpillar on in the second position.
5. Engage the drive for reverse travel and pull the upper branch of the
caterpillar till the front track engages with the driving wheel. The free end of
the cable should be pulled to set up the necessary force of friction between the
cable and the driving wheel.
6. Disengage the transmission and remove the cable detaching it from the driving
Wheel and caterpillar.
7. Engage the reverse gear and having pulled the upper branch br "- A-iving
wheel having set the control lever in the second position. 50X1 -HUM
8. Align the eyelets of the tracks and by means of a conical pin join up the
track subatitut
? I ?
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9. By means of the tension mechanism regulate the tension of the caterpillar.
If it is necessary to put 2n both tracks, haul the tank by towing it on to the
tracks laid out on the ground and put them on in succession as described above.
Driving Wheel
The driving wheels are located at the rear. A driving Wheel (Fig 158)
consists of a hub 1 with two toothed crowns (4). On the outer side of the hub
there are openings to. prevent the accumulation of mud or snow between the
caterpillars and the driving wheel on the side next to the body of the tank the
labyrinth packing wheel (2) is pressed into the body of the hub and welded at six
points.
The toothed crowns are fixed to the flanges of the hub of the driving wheel by
the bolts (3), the crown nuts of these being cottered. The driving wheel is set
on splines on the driving shaft of the side drive and is prevented from moving
axially by a plug screwed into the buttend of the shaft. This plug is prevented
from coming loose by a toothed washer set on the splints of the driving shaft
between the hub of the driving wheel and the plug.
Into openings in the toothed washer pass the ends of stop bolts which are
screwed into the plug. One of the bolts is locked with a bent washer and the
other with wire together with the plug which covers the opening for lubricating the
side transmission.
Bogies
The tank has five bogies on each side. The bogies on the left side are set
105 mm further back than those on the right hand side. This non?aerial distri.blAdnn
of the bogies is due to the disposition of the torsion shafts of the suspension.
A bogie (Fig 159) is doubled, with rubber tyres. The disc (8) of the bogie
is of steel. Two metal bands (10) with rubber tyres (9) are pressed on axa
welded to the disc of the bogie.
The bodenare set on the axis on ball and roller bearings. The outer rings
of the bearings are pressed into the hub of the disc and the inner rings are freely
fitted an the axis of the roller.learings have an inset shoulder made with the
object of improving the reliability of the bearing under the action of axial '
loading. Between the internal rings of the bearings is placed the thrust cellar
(11). The nut (3) prevents axial displacement of the bogie: it is screwed on to
the axis and cottered.
On the inner side of the bogie the hub of the disc is closed by the cover (13)
of the labyrinth packing. The cover is fixed with bolts with spring washers and
packed with an interlayer with red lead.
On the neck of the axle of the bogie two rubber self adjusting packings (i4)
are fitted these being held in position on the axis by a retaining ring. The
rubber cuffs of the packings are permanently pressed against the cover of the
labyrinth packing by spring rings. (the rings may be of circular cross section or
laminated). The labyrinth ring (15) is pressed against the axis of the bogie and
welded to the rocker.
On tips outside the hub of the bogie is covered with an armoured cap (2). Under
the cap is a cardboard packing (6) with white or red lead. Two of the six threaded
holes under the bolts fixing the cap pass into the internal cavity of the hub. They
are used for lubricating the bearings. The heads of the belts (5) screwed into the
hole (7) are painted red and the hub is thickened at these holes.
Idler wheel
The idler wheel (Fig 160) is of steel cast and reinforced with ribs for
strength. Its function is to guide the caterpillar when running and along with the
tension mechanism, to change the tension in the caterpillars.
/The
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The idler wheels are at the front. The right and left idler wheels with the
tension mechanism are interchangeable.
The idler wheel is mounted on the
a ball bearing and a double-row roller
have a mobile (free) fit in the hub of
to the axis.. Between the inner rings
(6) and the floating washer (8). The
by the nut (5) which is cottered.
short axle of the crank (4) on two bearines,
bearing. The outer rings of the bearings
the *heel while the inner ring is pressed on
of the bearings are fitted the thrust ring
idler Wheel is prevented fre- axially
50X1 -HUM
On the inner side the hub is covered by the cover (11) of the labyrinth
packing. The cover is fixed by bolts (27) with sertagemekameand packed, with an
interlayer with red lead. Inside the cover the felt gland (12) and self adjusting
rubber gland (10) are placed in annular grooves. Between the cover of fhe
labyrinth packing and the roller bearing is mounted the floating washer (26). The
labyrinth ring (13) is pressed on to the axle and is welded to the body of the
crank.
On the outside the armoured cap (3) is fixed to the hub of the disc with bolts,
and under it is a cardboard interlayer with red lead. If necessary lubricant can
be filled into the armoured cap.
Caterpillar Tension Mechanism
The mechanism consists of the crank (4) and two worm pairs.
The axle of the crank is mounted on the bracket (24) which is welded to the
body of the tank-within the bracket is located the orifice (25) which is one of the
supports of the axis of the crank. The second support of the crank is the bracket
itself. To reduce friction, between the axis of the crank and the supports two
threaded brass bushes (17 and 21) are fitted, the ends of these being rolled out
(expended) to prevent movement.
In order to prevent water and mud getting into the tension mechanism, a rubber
packing ring (16) is fixed in the orifice.
The rear worm (23) and the worm pinion (18) are used for rotating the crank
round its axis this altering the tension of the caterpillar.
The worm pinion (18) is freely fitted on the axle of the crank with splines,
enabling the crank to be moved in relation to the pinion.
To hold the crank with the idler wheel in the rear position and take the load
off the worm pair on the face of the cheek of the crank, triangular teeth have been
made which engage with teeth on the bracket of the body. The hood (14) protects
the teeth from mud.
The crank is disengaged by means of the front worm (19) and the worm pinion
(22) and for this purpose the latter is fitted on the axle of the crank on a thread.
A floating ring (20) is mounted between the worm pinions (18 and 22).
Each worm rotates in two bushes: lower cast-iron bushes (28) pressed into
openings in the bracket and upper bronze bushes (30) screwed into the bracket and
locked by bolts (29).
The tail-ends of the worms terminate in square heads. Access to the heads is
obtained through openings closed by plugs (32). Under the plugs are fitted copper
gaskets on the head of the front worm is slipped a stop washer which prevents random
rotation of the worm.
50X1 -HUM
To tighten or loosen the caterpillar it is necessary:
1. To release the turnscrew of the front mud shield from the bracket and
raise the cover on its hinges.
2. Unscrew the olug by means of a twist-key and remove the ston waeher from the
front worm.
3. By relating the front worm disengage the teeth an the crank from those on the
/bracket.
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bracket. Rotate the worm on the right hand guise wheel anticlockwise and that on
the left hand guide wheel clockwise.
4. By rotating the rear worm tighten or loosen the caterpillar.
5. By rotating the front worm engage the teeth on the crank with those of the
bracket.
6. Loosen the rear worm having turned it slightly in either direction.
7. Replace the stop washer and copper gasket and screw up the plug.
Suspension
The suspension softens impacts and jolts acting on the body of the tank When
moving. To damp out rapidly vibrations of the body of the tank caused by passage
over irregularities of the terrain or roads and also after surmounting an obstacle,
the suspension is equipped with shock absorbers.
The suspension of the tank (Fig 161) is individual and torsional. It includes
components connecting the body to the bogies: the torsion shaft (10) the balance
arm(2) the balance arm support (11) the stop (9) and the hydraulic shock?absorber
(6).
Torsion shaft
The elastic element of the suspension is the torsion shaft (6) (Fig 162) Which
takes the form of a circular steel rod with a small and a large splined head.
At the end of the torsion shaft with the large head there is a smooth
cylindrical surface under a roller bearing. The small head of the torsion shaft
is mounted in a splined opening in tho,bracket (13) welded to the body. The
ground part of the large head is connected partly with the balance arm and the
smooth cylindrical rests on the roller bearing (7) mounted on the support of the
balance arm. The torsion shaft is prevented from movingbythestop ring (5) and t'a
cover (17).
In the end face of the torsion shaft on the side nearest to the large head there
is a threaded aperture for removing the dkaft.
Since one end of the torsion shaft is rigidly fixed to the body of the tank and
the other to the balance arm, when the roller passes over an obstacle the balance
arm rotates and twists the torsi'm shaft. Owing to the twisting of the torsion
Shaft, jolts and impacts picked up by the bbdy of the tank are softened.
The torsion shafts of all the three balance arms are identical in dimensions
but the shafts of the 1st, 2nd, 3rd and 4th left hand balance arms and the 5th right
hand balance arm are not interchangeable with the shafts of the 1st, 2nd, 3rd and
4th right hand balance arms and the 5th left hand balance arm.
The cause of the non?interchangeability of the torsion shafts is due to the
fact that the shafts have different direction in twisting and they are subjected to
twisting in this same direction in the preliminary tests carried out at the factory.
On the face of the heads of the torsion shafts of the 1st, 2nd 3rd and 4th
balance arms on the left and the 5th balance arm on the right there is marked the
letter "L", and on the remaining shafts the mark "AL".
In order to seal the body of the tank hermetically, the splined heads of the
torsion shafts are smeared with a sealing lubricant before mounting (the lubricant
consists of 27% kaolin, 27% wax, 12% rosin, 17% gun grease, 12% red ochre and 5%
turpentine)
Balance arm and Supports
The balance arm 1 is of stamped steel made in one piece with the axle of the
bogie and the axle of the balance arm. It is mounted on two supports. One support
/is
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?
is the bracket (13) with a bronze bush (14) pressed into a hole in it, the?ar
-upport being the roller bearing (7) placed in the support (8). The balance arm
is prevented from moviseg longitudinally by a support with a projection which roes
into a groove in the limiters (2) screwed by bolts to the balance arm. 50X1-HUM
Between the limit and the balance arm are placed gaskets (3) and by means of
these the position of the bogiee (tracks) are adjusted in relation to the driving
and idler wheels.
The bush (14) in the bracket is lubricated througt .an opening covered by the
plug (15). To prevent Contamination or leakage of the oil glands (10) and (11)
are fitted.
The let and 5th balance arms differ from the others in having eyelets for
connection with the arm of the shock absorber.
The 1st, 2nd, 3rd and 4th balance arms on each side are set in the direction
of travel of the tank and the 5th in the reverse direction.
To limit the maximum angle of twist of the torsion shaft, stop (21) is fitted.
To cushion the impact of the balance arm against the stop a buffer is placed in the
body of the balance arm. This consiets of two rubber rings (18) a washer (19) and
nut and bolt, (20)(on the let and 5th balance arms)
On the outside of each stop a cross is marked for setting the balance arm in
relation to the stop with normal angle of twist of the torsion shaft.
To protect the first balance arms from bending under the action of axial loads
on the supporting rollers, limiters (8) are welded to the sides of the tank (Fig 11)
Stop (8) (Fig 162) of the balance ann is fixed to the bracket with bolts. In
the base of the supeort fifteen rollers are fitted. Cn the outer side the rollers
are covered by a cover fixed with bolts. The felt packing (4) protects the roller
bearing from contamination and the lubricant from running outtthe latter being it
in during assembly.
Opening (16) in the support is for knocking out the torsion shaft in case of its
fracture in use.
Hydraulic shock absorbers
Four hyraulic shock absorbers are fitted on the tank. They are connected with
the balance arms of the front and rear supporting rollers.
The hydraulic shock absorbers (Fig 163) consist of a body (1) partition (4)
shaft (7) with vanes, a cover (6) crank (5).
The body of the shock absorber is of pressed steel. Within the body a
cylindrical bore is made for fitting the partition and the shaft carrying the vanes.
In the end wall of the body is a recess which serves as a support for the shaft
carryine the vanes. In the upper part of the hody there are two openings. One
opening, closed with a plug (15) is used for pouring the fluid into the shock
absorber and the opening with the plug 16 is for letting the air out of the shock
absorber during filling with fluid. The plug 15 is coloured red.
On the outside of the body of the shock absorber are two flanges with six holes
for fixing the Shock absorber to the body ofthe tank.
The partition (1) (Fig 164) takes the form of a steel disc in which there is a
recess and a flange with holes on the side next the cover of the shock absorber and
on the other side two projections. In each of these projections on the partition
there is a dead?end hole, made to increase the capacity of the reservoir chamber which
is formed by an annular recess in the partition and cover. In the body of the
projections are mounted the spherical valves (3) (Fig 163) which allow fluid to pass
from the resevoir chamber to the working chamber. The balls of the valves are
prevented from falling out by stop pins (2).
50X1-HUM
Or, Prtcli
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The internal bore of the partition serves as the second support for the shaft
carrying the vanes. Two annular grooves in the inner bore of the partition collect
the liquid drawn through from the working chambers of the shock absorber through the
gaps. To draw offthe liquid from the grooves to the reserve chamber slanking holes
are drilled in the oody of the Partition opposite each of the annular grooves.
On the cylindrical part of the partition there are milled: a groove a forming
a chord and a groove to parallel to the axis of the partition. Channel (a)
terminates in a radial piercing hole when the partition is fitted in the body of the
shock absorber the grooves coincide with two openings in the upper part of the body
of the shock absorber.
Grooveis for communication between the reserve chamber and the filling hole
and groove(b)for communication between the working chambers and the air?outlet hole.
For sealing the working chambers of the shock absorber, a rubber ting (12) is
fitted in the body of the partition; it rests in a circular groove on the outer
cylindrical surface of the partition. The partition with the cover (b) is fixed
to the body of the shock absorber by bolts (14) which are cottered in pairs with
wire. Between the flange of the partition and the body of the shock absorber is
placed a pile of cardboard regulating washers with white or red lead. Under the
cover is placed a cardboard packing gasket (10).
The shaft (7) is made in one piece with the vanes. In each vane is fitted the
working valve (13) which covers two holes drilled in the vane. The flap of the
valve is pressed to the vane with a spring. The spring is held on the valve by a
locking nut. On the splined end of the shaft carrying the vanes is pressed the
lever (5). Hair lines are cut on the end of the shaft and the lever to indicate
the position of the lever in relation to the shaft. To remove the lever from the
shaft, -the!e are two projections on the lever for gripping with the stripper.
To prevent leakage of the fluid from the shock absorbers and to protect them
from dirt, a self adjusting rubber packing (11) and a felt packing (8) are fitted.
The shock absorber works as follows. The blades on the shaft and the
projections on the partition divide the' volume within the body of the Shock absorber
into four workingchambers (Fig 165).
If the supporting roller is raised in relation to the body, the balance arm
rotates the lever of the shock absorber and with it the shaft carrying the vanes.
Under the pressure so set up in the chambers A the working valves open and fluid
passes through the holes into chambers B (Fig 165a).
If the supporting roller moves downwards relative to the body the vanes rotate
in the direction opposite to that described above and pressure is set up in the
chambers B. Under the action of this pressure the valves close and the fluid is
forced into chambers A through the radial and face gaps between the vanes and the
body of the shock absorber (Fig 165b).
The friction of the fluid as it flows through the holes in the working valves
and through the gaps between the vanes and the body of the shock absorber sets up a
force of resistance under the influence of which the vibrations of the body are
damped out.
To reduce the force of shocks acting on the hull when moving i.e. to reduce
the jolting of the hull the resistance of the shock absorber when the bogie rises
will be less than when it moves downwards since the working valves in the blades let
fluid through the holes only when the balance eTM is raised.
The first shock absorber on the left is interchangeable with the fifth shock
absorbers on the right and the first on the right with the fifth on the left.
When the amount of fluid in the working chambers is reduced, it is made up from
the reserve chamber through the holes in the fixed partition, these being closed
with ball valves.
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db
The shock absorber is fixed with bolts to a bracket welded to the body of the
tank. Between the flanges on the body of the shock absorber and the bracket a
cardboard packing smeared with red lead is placed.
The levers of the shock absorbers are connected with eyelets in the ends of the
balance as by links and two pins which are prevented from falling out by other
pins.
To increase reliability chilled steel bushes with rubber packing rings are
pressed into the eyelets of the links.
Maintenance of the running gear
At checking examination (at short halts):
? Check the tension of the caterpillars and if necessary correct the tension
? See that there is no leakage from the bogies idler wheels and hydraulic
shock absorbers
In technical maintenance '4).1
? Clean the running gear of mud (from snow in winter)
? Check by external inspection the state of the parts of the running gear and
the correctness of the track:3 of the caterpillar
? See that there is no leakage from the bogies idlers and hydraulic shock
absorbers;, if leakage is occurring, dismantle the shock absorber, replace defective
parts assemble and replace it
? Check that there are :Jugs in the lubrication holes
? Check the tension of the caterpillars and correct it if necessary
In using the tank on sandy terrain or in snow the catereillars should be
loosened so that the upper branch touches the four rear or all five bogies. When
surmounting anti?tank obstacles, for travelling on cobbles or roads with hard
surfaces or in mountainous country and on activities, the ceteroillars should be
adjusted so that the upper branch touches the three centre rollers. In use in
marshy country the caterpillar tension should be such that the upper branch touch the
middle roller only. With user and slackening of the tension of the caterpillars
When it becomes impossible to tighten them by the tension mechanism, one track?link
should be removed from each caterpillar. After three or four track?links have been
taken out of each caterpillar it is recommended that the rieht driving wheel should
be put on the left side and the left wheel on the right and that the caterpillar
pins should be replaced by new ones. Running can be continued until three more
tracks have been discarded. After removal of 6-7 tracks from each caterpillar and
it is no longer possible to tighten the caterpillars they may be replaced.
In technical maintenance No.2 all the work in technical maintenance No.1 should
be done and in addition check:-
- the tightness of the bolts on the idler wheels, balance arm supports, bogies,
driving wheels and hydraulic shock absorbers, the check is carried out by striking
the nuts (bolts) with a hammer and by means of a key check.
? that the nuts (plugs) fixing the driving wheels to the driving shafts of the
side transmissions are tight
? the state of the rubber tyres on the bogies.
In technical maintenance No.3 carry out all the work in technical maintenance No.2 and
in addition
50X1 -HUM
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- top up the bogies with lubricant US. Before topping up unscrew the plugs in
both holes in the high (wide) booms of the hubs of the bogies after which top up
through the holes which will be found in the lower position till oil runs out from
the opposite hole.
- check by external inspection the state of the labyrinth packing of the bogies
and idler wheels and also the state of the tension mechanisms; if any fault is found
which necessitates dismantling an assembly the bogies, idler wheel or tension
mechanism should be dismantled and the defective parts and old lubricant replaced;
in re-assembling wash all pass in diesel oil; before replacing bearings they Should
be liberally smeared witl, Us liftbri.csxri; topping up the lubricant in the bogies
(idlers) should be carrieu out after re-assembly.
- check the state of the balance arms, the fizini; of the supports of the balance
arms and the buffer device (by external inspection)
- lubricate with US lubricant the bush of the balance rod axles (through the
holes in the balance arm brackets)
- check the fixing of the hydraulic shock absorbers the state of the connecting
pins and bushes of the levers of the shock absorbers and see that there is no
leakage of fluid. If the badly-worn replace the pins and bush and where there is
leakage of fluid, remove the shock absorber and correct the defect.
Changing of the oil in the bogies, idler wheels and tension mechanisms and of
the oil in rollers in the supports of the balance rods takes place after 4000 km or
when these assemblies are dismantled.
ToppingLup the shock absorbers The shock absoeftere are topped up with fluid
AZU 170 or a mixture (90/10) of alcohol and glycerine (VTU-56) consisting of 90%
distilled glycerine of high or first grade (COST 6824-54) diluted with boiled or
distilled water to a concentration of 88% and 10% rectified EthAalcohol (COST 5962-
51) with strength 95%. This mixture is supplied made up to units.
To top up the shock absorbers it is necessary to
- desconnect and remove the upper branch of the caterpillar from the rollers.
- take off the link connecting the lever of the hydraulic shock absorber to the
balance arm
- remove dirt and unscrew plugs (15 and 16) (Fig 163)
- rocking the lever from one extreme Position to the other, top up through the
topping-up hole by means of a shock absorber syringe; the liquid should be added
till it appears from the opening for the escape of air
- screw up the plugs firmly and cotter them
- connect the link on the lever of the hydraulic shock absorber with the balance
arm; put back and join up the caterpillars and stretch them.
Possible faults in the running rear
Fault Indications of fault
Breakage of
bearings; oil
leakage
? Strong heating of hubs of
bogies and idler wheels
Cause
Excessive wear
on packing;
absence of oil
and dirt
Procedure for dstedWng
and means of remedy
Remove supporting
rollers or guide
Wheels, check state
of packing and
bearings; replace
defective parts
/Leakage
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Fault
Leakage of
fluid from
shock
absorbers
(315) Fracture
torsion
shaft
Indications oAtt.
fault
After long running
shock absorbers do
not get hot
of Sharp blows of
balance rods against
stop
to Caliie , 6 45
No liquid in
shock absorbers
Incorrect setting
out. Defect in
manufacture of
shaft; result of
prolonged use.
,324Procedure for detecting
and means of remedy
Remove and dismantle shock
absorbers, replace defective
parts; top up shock absohers
By raising the bogies in tarn
with a crowbar find which
torsion shaft is broken.
Replace torsion shaft and
check setting of roller.
50X1-HUM
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SEC
5UX1 -HUM
?
? ? ,:7)
r-
50X1 -HUM
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50X1-HUM
Fig. 157. Track and
1. Traok sprocket hole; 2. Track eyelet; 3. Ground
grip; 4. Crest; 5. Running track; 6. Pin.
50X1 -HUM
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50X1-HUM
SECRET
158. Driving iheel (Rack).
1. Hub; 2. ?king ring; 3. Bolt rixing Growl;
L. Toothe?rown.
cREI
50X1-HUM
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50X1-HUM
Rig. 159. Bogie.
1. Axis of bogie; 2. Armoured sap; 3. Nut; 4. Ball-bearing;
5. Bolt; 6. Packing; 7. Lubrication hole; 8. Disc of bogie;
9? Tyre; 10. Rim; 11. Distance bush; 12. Roller-bearing;
13. Labyrinth psokinf cover; 14. Self-adjusting packing;
15. Labyrinth ring.
50X1 -HUM
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50X1-HUM
c
SECRET
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'wig. 160. Idler Wheel,
1. Idler wheel; 2. Roller-bearing; 3. Armoured cap;
4. Crank; 5. Nut; 6. Distance ring; 7. Roller-bearing;
8. T,'loatinz, washer; 9. Packing; 10. 3e14'-adjusting packing;
11. Cover or labyrinth packing; 12. 7elt packing; 13. Labyrinth
ring; 14. Visor; 15. Bolt; 16. Packing ring; 17. Split bush;
16. Worm pinion; 19. ?P'ront worm; 20. 71loating ring; 21. Split
bush; 22. worm pinion; 23. Rear worm; 24. Bracket; 15. Throat;
26. /71oating washer. 27. Bolt; 28. Lower bush; 29. Stop bolt;
Upper bush; 31. Stop washer; 32. Plug.
50X1-HUM
qpiatT
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50X1-HUM
SECRET
Ba noe ?rm o4"' irst Boe
.1 1:x vemeut "1-.;?!.,i ter oP bala i,ce z.,-1.11; 2. :-3alanoe
B4.11J,,uf.: : Linic; .5. Shock 1:1'isorber
, ; 7. 3'noc I: i-..sorber
Pill in E.Ina Hr nole plugs; Limiter; 9. Stop;
50X1-HUM
SECRET
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50X1-HUM
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50X1 -HUM
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50X1-HUM
"CRFT
Pig. 163. Shook Absorber.
1. Body; 2. stop pin; 3. Ball valve; 4. Partition; 5. Lever; 6. Cover; 7. Shaft
wjth vanes; b. Pelt packing; 9. Selr-adjusting packing; 10. Sealing packing;
11. Regulating packing; 12. Packing ring; 13. Working valve; 14. Bolt; 15. Plug
ror topl4ng-up hole; 16. Plug or aor outlet hole; 0 & b. Grooves in partition.
164. Parts of Shock .lbsorber.
Partition; 2. Shaft with vanes.
FCRETVwx.
50X1 -HUM
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50X1-HUM
6
rig. 165. Working o-0 shock absorber.
1. Partition; 2. Shaft with vanes; 5. Lever; A dc B. 50X1-HUM
a. Balance arm rising; b. Balance arip dropping.
-0.11CT
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The armoured hull and turret are intended for dispersal of and 50X1-HUM
protection from damage by enemy fire of the crew, armament, ammunition and
mechanism of the tank. In addition to this the arnoured hull is the skeleton
joining in a single whole all the units ana mechanisms of the tank, taking
all the loads arising from movement, surmounting obstacles and conducting fire
from the tank. On the roof of the hull the armoured turret is set on a ball
race. The form of the hull and turret provides for the most efficient
utilisation of the interior space and for high armour-resistance.
Armoured Hull
The hull of the tank takes the form of a rigid box constructed by welding
together armoured sheets. It consists of a forward part, sides, rear, bottom,
roof and partitions.
The forward part of the hull (Fig 7) consists of an upper (1) and lower (7)
inclined armour plate. On the lower edge of the lower inclined plate a
longitudinal cut is made by means of which the plate abuts against the bottom.
The plates are welded together and to the bottom, sides and the plate under
the turret respectively.
Two towing hooks (6) with spring catches (17) two stands (4) for fixing
the board protecting the observation instruments for the driver-mechanic from
mud and snow thrown up when the tank is moving and the bracket (16) for fixing
lamps, are welded to the upper inclined plate. An aperture (3) is drilled
through the central part of this plate for the fire from the hull machine gun.
On the left of the upper inclined plate at the point where it joins the
plate under the turret a cut is made into which is welded the base of the
driversMechanic observation instrument. Brackets are welded to the inner
side of the upper inclined plate and the main-clutch and brake pedals are fixed
to these and also other small components. In some tank hulls two brackets
are welded to the upper part of the upper inclined plate and 8 strips with
threaded holes to the lower inclined plate
The eyelets of the cables supporting the two frames are slipped on to the
brackets and the brackets of the taw frame are bolted to the strips.
The sides of the hull are vertical armour plates welded to the upper and
lower inclined plates of the forward part, the plate supporting the turret,
the 'bottom and stern plates respectively.
In the front part of the hull on the outside of the side plates, the
inclined plates of the forward part and the inclined part of the bottom the
brackets for the cranks of the bogies are welded. Below five supports (12)
of the balance beans of the bogies are welded to each side plate; these limit
rotation of the balance beams. Behind each side plate is welded a recoil
hammer (13) for driving in the pins of the back when the tank is moving.
TO the upper part of the side plates are welded the racks (14) projecting
above the tracks and protecting the body and turret from spattering with mud
when the tank is moving. On these racks are fixed the external fuel tanks,
the oil tank, the ZIP boxes and the toying cables, digging tool and two spare
tracks are also stowed there. Above the idlers and driving wheels are
arranged hinged mud-guards. In the lowered position the mud-guards are held
by torsion springs. TO prevent breaking in overcoming obstacles the rear
mud-guards are raised and fixed by wing nuts 3 (Fig 8) to the irciddla rear pa-ate.
A semi-circular hole is made in the lower part of the rear mud-guard which is
used in laying a towing cable on the rack.
There is also a hole cut in the upper part of the left side plate. Prom
inside a flange is welded to the side plate with openings for fixinn an ejector.
50X1-HUM
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Dll
. For directing exhaust gases the exhaust pipe (13) is welded to the rack
above the tracks and the side plate. A flange is welded to the end of the
pipe and to this is fixed the attachment for providing for the tank running
under water.
R_esoreporticatot-hu11(Fisi_8): This consists of three armour plates: the
upper, (1) middle (2) and lower (10). TO armour plates 2 and 10 and to
the sides are welded the housings of the side transmissions. The outer part of
the housing is protected by additional armour welded to the middle and lower
rear plates and to the housings.
In the middle plate there is an opening for access to the bolts fixing
the fan axle. The Opening is closed by the cover (9) which has a rubber
seating. On the outside at the side plates the upper and lower brackets k4)
are welded to the plate. These are for the straps for fixing a block under
the lower brackets and round the spring catches of the towing hooks are welded
two strips (11) with openings into which fit the axes of the brackets for fixing
smoke dischargers. On the upper part of the sheet are welded at each side two
brackets with threaded holes for fixing the brackets of smoke dischargers. In
the upper rear plate there are two openings (17) in which are mounted catches
holding smoke dischargers.
At the point where the middle and lower rear plates abut two towing hooks
are mounted. TO the middle plate catches (8) are melded above the towing
hooks.
On the lower rear plate (Fig 9) are placed two oval openings closed by
covers (3) for access to the stretching release springs of the brake bands of
the steering mechanism and for draining off oil from their housings, and also
a rectangular aperture Closed with a cover (1) under the oil tank for draining
off the oil and getting to the filter and draining valve of the oil tank.
Bottom of the body (Fig 9): in cross section this is trough shaped and
consists of three armour plates welded together (on some machines the bottom is
a single stamping). The front plate of the bottom is welded to the lower
inclined plate of the forward part of the body and the rear plate of the
bottom to the lower rear plate. The sides of the bottom are welded to the
side plates of the body to increase rigidity there are ribs on the bottom.
Along the side plates of the body and to the bottom are welded five
brackets (9) (Fig 7) of the balance beam axes and two flanges (11) for fixing
shock absorbers.
Under the support of the balsncingarm of the first supporting roller a
limiter (10) is welded on each side. This is intended to protect the axes
of the balancing arms of the first supporting rollers from bending. Below
the driver-mechanic's seat there is. a hatch in the bottom for an emergency exit
for the tank crew. Behind the emergency exit hatch is a hole in the bottom
for the escape of the products of combustion of the heating system. This
opening is closed by a cover (11).
On the left hand side of .the bottom under the engine there is an aperture
for access to the oil and water pumps and to the manual fuel pump.
The opening under the engine is closed by a cover (13) on hinges welded to
the bottom. The cover of the opening is fixed to the bottom with bolts.
An opening is cut in the bottom below the main clutch. This opening is
closed by the cover (14). Its purpose is for access to the abets of the drive
of the main clutch. In the rear plate Of the bottom under the gearbox there is
an opening for draining the oil from the gearbox. The opening is closed by
the plug 2. In the bottom near the opening under the engine there is an
opening (12) for draining off coolant.
In the front plate of the bottom under the front group of fuel tanks there
is an opening for draining off fuel. This opening is closed by the plug (6).
In the same plate there is an opening (9) for removing water, oil and fuel from
the driving compartment.
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( 7 )
Declassified in Part - Sanitized Copy Approved for Release 2013/02/27: CIA-RDP80T00246A028600550001-4
DR
C
In the rear part of the body two blocks are welded to the lower rear
plate and the brackets of the gear box are fixed to these with bolts. To the
rear sheet of the bottom is welded the base 4 (Fig JO) for fixing the engine
together with the front bracket 3 for fixing the gear box and brackets 9 for
fixing the swinging arm. 50X1-HUM
The floor of the combat compartment covers components welded to the bottom
and the torsion bars. It consists of six steel plates to which rubber mats
are rivetted. The plates are bolted to brackets welded to the bottom. The
torsion bars of the first and second bogies are covered by the plates. They also
are fitted to supports welded to the bottom of the body.
The cover of the body (Fig 11) consists of the plate below the turret 4,
the removable cover over the engine, the folding cover over the radiator, output
regulatibleleurres and folding-back covers over the ventilator.
The turret plate is welded to the sides and the upper inclined plate of the
forward section of the body. It has a large circular opening with a groove in
which the shoulder of the turret is set. - Boles are drilled for fixing the
shoulder in the groove.
In the front portion of the turret plate on the left above the driver-
mechanic's seat is an opening with a cover (18) and on the right an opening for
fitting the front group of fuel tanks. The opening has a cover (2).
The four openings (3) with bolted covers in the front part of the turret
plate are intended for fixing the attachment used in mounting and dismounting
the gun.
At the front the turret plate projects beyond the side of the body. The
projecting part of the turret plate is protected on both sides with cast or
rolled strips welded to the sides and turret plate.
The removable cover over the engine is fixed with bolts to the transverse
girder welded to the turret plate, to a longitudinal strip welded to the right
side and to two blocks welded to the left side respectively.
To prevent the cover moving stopping strips are welded to the sides of the
body. Two large openings in the cover over the engine closed by covers (6 and
15) give access to the engine and air filter. Covers 6 and 15 are fixed on.
hinges to the cover (16) above the engine.
In the front part of the cover above the enFine on the right is an opening
for filling the central group of tanks with fuel. The opening is closed by
cover 5.
Cover 10 over the radiator rests on the upper edge of the sides of the
body and folds back on three hinges welded to the cover above the engine. In
the open position the radiator cover is retained by the stop (7). To facilitate
opening of the cover two torsiea springs (8 are fixed on brackets welded to
the cover. The springs are bolted te the brackets.
In the central part of the cover above the radiator are fixed adjustable
louvres for letting out heated air. A grill (9) is placed over the louvres.
The cover over the radiator is fixed by five bolts to strips welded to the
rear transverse girder. In the centre of this girder is mounted a catch
strengthening the fixing of the cover (10, over the radiator. To open the
cover it is necessary to open the catch and unscrew the five bolts. In
disias.ntling, the radiator cover is removed with the engine cover.
The rear part of the cover of the hull is pla(led above the fan and oil-tank.
It takes the form of a transverse welded girder fixed with bolts to the side
plates and the upper rear plate. Adjustable outlet louvres are fixed at the
left of the girder.
/Above
50X1-HUM
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DH
Above the fan on hinges welded to the upper rear plate are fixed twa
folding covers 18 (Fig 8). In the closed position they rest on the transverse
girder and in the open position they rest on the support (19) welded to the
upper rear plate. When the tank is moving the open covers are fixed by bolts
to the rack. The louvres and covers above the fan are covered by grilles
12 and 14 (Fig 11) on hinges. These grilles prevent foreign bodies from falling
into the tank. In the closed position the grilles are fixed by the spring
catch (13).
At the joint of the radiator cover (10) and the transverse girder is an
opening covered with a cover (11) for filling the cooling system.
There are a number of partitions within the body. The combat compartment
is separated by a partition from the power unit (Fig 12). The sections of the
partition can be removed. Above they are fixed with catches (2) to the
transverse girder welded to the turret plate and below they engage with a support
welded to the bottom. On the left of the partition a niche is made. In the
upper part of the niche the fan of the combat compartment is fixed on a
removable bracket. The lower part of the niche is covered with a removable
partition (5) fixed, like the other removable plates by grips and catc4es.
In the bottom left-hand corner of this plate an opening is cut for access to the
pump of the heater covered with a sheath.
Through the lower part of the niche access is obtained to the fuel
distributor cock, fuel pump, handle of the draining cock of the cooling system
and the fuel filter for rough cleaning.
The fan of the cooling system is separated from the units of power
transmission by the partition (17 Fig 10) and owing to this the flow of cooling
air travels from the inlet louvres through the radiator to the outlet opening.
The upper part of the partition and a plate pressed into contact with the
oil tank can be removed. For better sealing, rubber gaskets are fitted to the
edges of the partition plates which fit round the band of the fan. In addition
to direct a current of cooling air between the ventilator and the rear section
an additional partition (18) is fitted.
VC
Retches
Driver-mechanics hatoU (fig 13) enables the drivermechanic
to 'board and leave the tank and to &beery? the ground ahead.
When the tank is on the move with the hatch open &rove the
head of the driver mechanic a special cover may 4e fitted,
equipped with a sight glass with an electric heater, ad a wind-
screen wiper with hand drive.
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arlinr
Driver Mechanic's Sea
The driver mechanic's seat is on the whole floor in the driving compartment.
It is adjustable to high and low positions. The seat is in low position when the
tank moves with closed hatch and the high position when the hatch is open.
Main parts of the seat are: (15)
the base (10)
frames ( 9 and 11)
frame of seat
frame of back (13
cushion ( 3)
back ( 1)
50X1-HUM
The cushion and the back are detachable and are fastened by straps. There are
two longitude notches on each side of the seats base; these are intended for
bolts which fix the bottom of the seat to the base of the hull. At the same time
these notches allow regulation of the seat position by moving it backward and
forward. Frames 9 and 11 are so placed as to have their cleats cross . on the
right and left side of the seat. The lower ends of frames 9 and 11 are hinged to
the base* The top end of frame 9 is joined by a hinge to the lower part of frame
13; the top axis (7) fits into the notches of the seat frame. A handle (6) is
fixed at the end which serves to bring the seat into the high or the low position.
The top axis of frames 9 and 11 are connected by two springs (12). These springs
serve to bring the seat into high position. When lowering the seat the top axis
(7) moves forward into the notches of the seat frame. In order to fix the seat
in its lower position one must lower it and turn the handle (6) towards the rear of
the tank. In order to bring it into the higher position the handle is turned
vertically, the springs contract and lift the seat. To keep the seat fixed in a
high position the handle must be turned forward. The inclination of the seat back
may be regulated by the notches in the frame and the arc of the handle. Two
positions can be obtained. The inclination can also be regulated by fixing the
handle into one of the three existing boles in the seat's frame (4). Should one
wish to have the driver mechanic seated in a lower position when driving at night
and using the vision device the cushion (3) is taken off the seat and fastened to
the maintenance kit box behind the seat.
Maintenance of Tank's Hull
When effecting a maintenance inspection the following should be checked: -
make sure that hatch covers and axis plate plugs are in their place and well
fastened.-ent maintenance kit and tank are secure.
When Carrying out Technical Maintenance No. 1:-
Clean and wash hull from outside (remove snow in winter). - Clean inside of
dust and dirt. - Check tightness of hatch covers and plugs and also the bolts of
the emergency exit hatch* - Check (by way of external inspection) the condition
and security of binding of the maintenance kit and tanks. - Check whether the
driver mechanic's hatch cover opens easily and whether it is secure when the hatch
is open or closed. - Take the driver mechanic's visual devices out of their
apertures, clean the apertures of dirt and dust and cover with a thin layer of
lubricant. - If necessary clear driver mechanic's periscopes of dust and dirt
(and of snow in winter).
When Carrying out Technical Maintenance No. 2:-
Carry out all parts of Technical Maintenance No. 1 and also check:-
Maintenance kit and how secure it is inside the tank. - Check the bolts of
detachable decking over the engin*. Technical Maintenance No. 3 comprises
taskslaid down in Technical Maintenance No. 2, additionally examine and, if
necessary, clean and grease the catches of towing hook, locks and hinges of all
hatch covers.
all
?
50X1-HUM
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The Turret
The turret is a shaped steel casting. , In its fore part there is an
edbregurefbrthe mounting of the gun. A frame (16, No: 3) with brackets for
fastening the trunnions of the gun cradle is welded to the inside walls of the
embrasure and the bottom plate of the turret. From the outside along the walls
of the embrasure on the left and right sides protective plates No. 4 are welded
these have threaded holes to fasten the canvas cover of the gum. On the right of
the embrasure there is an oval slit No. 5 for the do-axial MG and on the left a
slit No. 2 for sight. Along the perimeter of these slits a piece which serves to
fasten the canvas covers is welded. On the fore and the rear parts of the
turret two hooks are welded these are for lifting the turret, by ropes, for repair
purposes the roof consisting of two halves welded together is welded to the top of
the turret. The right half No. 9 has three round apertures, into one of these
the fan is welded, the second has the loader's hatch with the ring mounting and the
loader's periscope is fixed in the third. A piece is welded around the fan which
serves to fasten the canvas cover. There are also three apertures in the left
half of the roof No. 14 these are intended for the commander's turret, the gunner's
periscope and the aerial lead of the wireless set. Four hand rails (No. 13) are
welded to the turret. Brackets, intended for the-anti-aircraft MG, for fitting
the searchlight sind for use in strapping down tile folded tarpaulin are welded at
the back of the turret. Behind the loader's hatch there is a securing lock for
fixing the anti-aircraft MG. In the lower part of the turret there is a recess to
which the bottom plate if welded. In this plate there are apertures for the
attachment of the turret race. The turret is set on a ball raoe in a recess on
the hull. On the left interior side of the turret the body of the turret locking
device is welded to the bottom plate. Two handles, one for the commander and the
other for the gunner are welded to the turret wall. There are also brackets for
the stowage of the radio set, the intercommunication system, electric wiring and
other tank equipment welded to the walls, roof and bottom plate of the turret.
The ball race (NO. 17) is aro/Mill thrust ball bearing its rings forming the turret
race. This ball bearing race consists of the lower (9) and upper (6) races, balls
(7) and separator (8) consisting of separate sections.
?
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The mechanism /or rotating the turret is fixed to the upper fhihner (FOGON)
of the turret to the left of the gun and is used for rotating the turret by means
of an electric motor or by hand. With the object of protecting it from damage
the mechanism for rotating the turret is provided with a friction clutch.
50X1 -HUM
Construction of the mechanism for rotating the turret
The mechanism for rotating the turret (Fig 18) consists of the housing with
two covers and a,recess for the electric drive, a flywheel with the handle for
manual operation, a switching device, a worm and a worm pinion, vertical shaft with
reverse pinion, the friction clutch and the electric motor.
The housing (39) takes the form of a shaped (FIGURNY) casting within which are
mounted all the main parts of the mechanism. Outside the housing there are feet
with holes for fixing the mechanism to the turret. By means of tension bands the
electric motor (2) is fixed to the housing. From above the housing is closed with
two covers, the lower (54) and the upper (56). On the upper cover is a bracket
with holes for fixing it to the body of the turret. On the side of the housing is
fixed the recess (GORLINA) 36 for the drive with the cover (6). In the recess is
an annular channel in which is fitted the packing (37) which prevents dust entering
the recess.
The electrical drive is mounted in the recess. It serves to transmit the
rotatory motion of the electric motor to the worm. The drive consists of two
cylindrical pinions (7 and 38) the small pinion (7) is fixed on the shaft of the
electric motor. The pinion is prevented from rotating on the shaft by a spline.
The large pinion (38) is set on the shaft (58) carrying the worm, and can rotate
freely on it. The large pinion (38) carries internal teeth which engage with the
toothed clutch (26) of the switching apparatus.
The flywheel with its handle are mounted in the drive recess. It consists
of a disc (34),.handle (18) and cover (20) with counterweight (28) to the handle.
Diso (34) is set on a ball bearing on the end of the worm shaft. To the disc is
fixed the contact ring (33) of the electric trigger of the pair of machine guns and
the axle (15) of the handle. The handle (18) for manned operation is set on the
ball bearings (16) of the axle. On the axle carrying the handle there is mounted
the press button apparatus for electrical firing of the pair of machine guns. It
consiets of the push button (19) rod (13) and spring (17). The flywheel rotates
freely on the end of the worm shaft.
The switching device is for selection
mounted on the handle (11) and on the disc
the key (21) set on the handle by means of
(10) stop (11.) springs (14) crank (31) and
shaft carrying the worm (58) and joined to
of manual or electrical drive. It is
(34) of the flywheel and consists of
lugs, the ':!nrsor (9) the cursor ring
toothed clutch 26) which sides on the
the latteL- by a spline.
The worm (58) with the worm pinion (52) are mounted with the housing (39).
The worm is set on two ball bearings and the worm pinion on slots in the upper end
of the vertical shaft (57). The worm and worm pinion transmit the rotatory motion
to the vertical shaft with pinion (40).
The vertical shaft (57) is set in the housing on two ball bearings. On the
ends of the vertical shaft are slots for connecting with the worm pinion (52) and
the driving discs of the friction clutch. At the lower end of the vertical shaft
is set a pinion (40) which engages with the shaft by means of a frictional clutch.
The ends of the vertical shaft are threaded and clamped on both sides with nuts to
the housing.
The friction clutch consists of driving and driven discs (46), the spring
(48) of the friction plate and a stop collar (50). The driving discs engage by
means of internal teeth with the internal slots of the pinion (40). In the lower
part of the discs are supported through centreing rings (45 and 47) and the ball
bearing on the ring (44). The pinion (40) engages with the teeth of the lower
runner of the turret.
P '17
50X1 -HUM
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Declassified
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lo rotate the turret by hand it is necessary to depress the key on the handle
When the ring with the cursor and stop move in the direction of the recess and
turn the crank (31). The crank in rotating disengages the toothed clutch(26) frot
the large pinion (38) of the drive and engages it with the disc (34) of the fly-
wheel, 50X1-HUM
On rotation of the flywheel with the handle the worm will rotate and
transmit rotation through the worm pinion and the vertical shaft (57) to the
pinion (40) of the turret runners. Pinion (40) running round the teeth of the
lower runner will cause the turret to rotate.
If the electric motor (2) is switched on when working by manual drive, the
motor shaft and the pinions of the electrical drive will run idle.
To rotate the turret by means of the electric motor (2) the key of the
flywheel handle must be released when the stop (11) of the handle with all the
parts will return to their original position under the action of the spring (14)
and the toothed clutch (26) will again engage with the large pinion (38) of the
drive. On switching on the electric motor rotation will be transmitted through
the pinions (7 and 38) to the worm and from it through the worm pinion and the
vertical shaft to the friction clutch and the runner pinion.
The electric motor is switched on by the sighter by means of the control panel
or by the tank commander by means of the command control apparatus.
Turret Stop
The turret stop is located on the bottom plate of the turret to the left of
the sighter's seat.
.The purpose of the stop is to fix the turret reliably in the proper position
tddrgthe load of the turret rotating mechanism.
The stop (Fig 19) consists of the body (1), the stop rod (2), the eyelet (5)
lever (10), axles (4 and 5), the roller (9), the lever and the stop fixer. The
body of the stopper is welded to the turret plate (22). The eyelet is fixed to
the body of the stop by the axis (6) and by pearls of the axle (4) it is connected
to the stop (??). The handle (10), joined to eyelet (5) by means of the roller
(9) can occupy two positions, along the eyelet and perpendicular to it. These
positions of the lever are fixed by means of the fixer (8) the spring (7) and the
openings (11) in the lever.
The fixer of the stop is intended to hold (stop)the rod of the stop in the
upper or lower position.
The fixer of the stop consists of the fixer (12) the spring (14) the body (16)
nut (13) and handle (15). The body of the fixer is screwed into the body of the
stop and locked with nut (13). To protect the stop from dust and grease it is
covered with a sheathing (3).
The turret is stopped in two positions: with the gun pointing ahead or
pointing astern.
Before setting the turret on the stop it is necessary to turn lever (10)
setting it along eyelet (5) and to free the stop rod from the fixer by rotating
the handle (15) of the fixer in a clockwise direction into a horizontal position.
To stop the turret it is necessary to raise the lever of the stop mechanism:
in this connection for optimum engagement of the bolt of the stop into the recess
on the plate under the turret with manual drive of the rotating mechanism, it is
easy to rotate the turret to one side Or the other (in relation to the divisions
of the degree scale 30-00 or 60-00). the stop bolt should then be held by the
fixing mechanism for which the handle of the latter is turned upwards. After this
the lever (10) by rotating backwards becomes perpendicular to the eyelet (5).
50X1-HUM
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To release the turret from the stop it is necessary to rotate the haiine
"'C1
of the fixing mechanism into the horizontal position, set the lever (10) along the
eyelet (5) and press it downwards. After release of the turret it is necessary
to fix the stop bolt with refixer in the upper position and the lever (10) is
placed perpendicular to the eyelet (5). 50X1 -HUM
Command Turret
The command turret (Fig 20) is mounted in the left hand half of the cover of
the turret. The command turret consists of the base (2) the block (3) with runner
(11), the cover (9) of the dome for the tank commander, the ball (bearings ?) (17)
and the cage (16). The base is fixed by bolts to the cover of the turret. The
block is united to the base by the ball bearing which are placed in the races of
the runner and base. The balls are placed in the thrust cage through a hole in
the runner which is closed by the plug (24).
Annular grooves are made on both sides of the ball back in the runner and
in these are placed the packing rings (25). In the block the cover (9) of the
dome is mounted on hinges and has a lock. The lock can be opened from outside by
a special key and from inside by a handle. The lock_consiets of the handle (1)
(Fig 21), the fastener (3) a spring (2) and a limiting bolt (5). The handle of
the threaded part is screwed into a recess placed in the cover of the dome. A cut
is made in the runner into which the tooth tongue of the lock projects. When the
cover of the dome is in the closed position the face of the tooth of the handle
rests in the face of the recess in the runner. The lock handle in the closed
position of the dome cover is held fast by a fixing device. Rotation of the
handle is limited by the bolt (5) which is screwed into the washer (4).
To facilitate closing of the lock of the dome a handle is welded to the cover
(9) (Fig 20) of the dome.
For the same purpose a handle is also welded to the cover of the loader's
dome.
To facilitate opening the cover of the dome a ("bundle torsion") (7) is
provided made from plates. For signalling a small dome is made in the dome cover
and this is closed by the cover (15). The cover of this small dome can be opened
and closed from within the tank.
The TPK-1 observation instrument (14) is located in the command turret, also
4 prismatic appertures (12). The TPK.,-1 instrument has an armoured cover made in
one piece with the block (3).
In front of the inlet window of the instrument is the protective glass (5)
and wiper (4). The prisms of the instrument are protected from the outside by
the armoured visors (10).
For locking ("stopping") the rotatirg portion of the command turret the stop
(13) is located on the commander's right. To release the turret it is necessary
to pull out the stop ring (20) remove it from the slot (19) in the body and turn
it at right angles to the slot.
Loader's Cupola
The loader's cupola (Fig 22) is located in the right hand half of the cover of
the turret. The base (4) of the cupola is fixed to the cover of the turret by
bolts (6). The gun ring of the zenith machine gun is mounted in the base on a
ball bearing ("thrust ")
The runner (1) of the gun ring is connected with the base by balls placed in
the tracks of the base and runner. The balls (3) of the runner of the gun ring
are placed in the cage (14) through an opening made in the right hand side of the
runner. The opening is closed by the plug (15). In the runner of the gun ring
annular grooves are made on both sides of the back and packing rings (2) are placed
in these. In the gun ring the cover (9) of the cupola is mounted on hinges. The
cover is provided with rubber packing (12) and a lock (8) of the same design as in
50X1 -HUM .
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the cover of the tank commanders dome. From the outside the lock can be opened
and closed by the same key as the lock in the cover of the tank commander's cupola.
From inside the lock of the cover of the cupola is opened and closed by means of a
handle. 50X1 -HUM
The bracket for fixing the zenith machine gun in the fore part is oast in one
piece with the gun ring runner; in its rear part are two cast brackets with
machined apertures. In these apertures are placed a (bnnale torsion) (10) joined
to the cover of the dome with hinges. The (torsion) facilitates opening and
closing of the cover of the cupola. Rubber buffers (11) are fixed to the same
bracket by means of bolts, these absorbing the impact of the cover when opened. In
opening and moving the cover to the stop it is stopped automatically by catches
located on the hinges of the cover.
. Stop (15) located to the left of the fixing bracket of the zenith machine gun
locks the gun ring in two positions: when the machine gun is pointing forwards
and in the advancing combat position with the stop out of action the gun ring
together with the cover can be rotated without meeting any obstacle to any position.
Ventilation Apparatus
To remove from the combat compartment of the tank the powder?gases which
accumulate during firing, two ventilators are installed. One of these (an
extractor fan) is placed on the partition of the engine compartment on a removable
bracket and the second (a blower) is mounted on the body welded to the cover of
the turret. The fixing of the electric motor (2) (Fig 23) with a winged (blade)
and is carried out by means of the collars (5). The ventilators are covered with
protective fabrics. In the marching eoeition to reduce the amount of dust getting
in the combat station the ventilators are covered by sheaths.
Seats in the Turret
There are three seats in the turret of the tank (Fig 26). . The tank
commander's seat and that of the sighter are located on the left of the gun while
that of the loader is on the right of the gun.
The tank commander's seat is fixed to the bracket (4) which is fixed to the
upper runner of the turret. There are 3 holes in each cheek of the bracket and
by means of these the height of the seat is regulated. A pin projects into the
hole by which the upper end of the tube (5) is fixed to the bracket, on the lower
end of the tube is fixed the cushion (6) of the seat. The position of the cushion
of the seat is fixed by means of triangular teeth located on the crown of the
tube and on the frame of the seat.
The cushion is fixed by a stop screw (8) screwed into the lower end of the
tube. In tightening up the stop screw the teeth on the crown of the tube mesh
with those of the base of the cushion. For convenience in maintenance of the
combat compartment, the cushion of the seat can be fixed in the lowered position.
By means of the cord the seat and the tube can be kept in the raised position.
Gunner's seat. This is placed on the bracket (20) made of tube and fixed by
bolts to the bracket (21) of the raising meceanism of the gun. The base (1)2 of
the cushion of the seat is joined by means of the axis (17) to the bracket (4)
which is bolted to the bracket (20). In the bracket (14) there are 6 holes giving
two horizontal and three vertical positiors of the seat.
In the raised position the cushion of the seat is fixed by spring catches
(16). By withdrawing the catches from the base (15) the seat folds downwards.
At the end of the gunner's seat the bracket is a footrest (12) on which the tank
commander rests his foot. In front of the gunner's seat the footrest (19) is
fixed to the bracket (20) on which the gunner rests his foot. Footrests (12)
and (18) are always kept in the raised position by springs (they stand vertical).
The loader's seat can be removed and is held in grips (22) welded to the
partitions of the runners of the turret. It can be set under the loader's cupola
or under the loader's observation instrument. The cushion (23) of the seat is
50X1-HUM
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kept in the rais4 .j =1,4.J.1446e ketandaxe vertical). When the gun is being
fired the loader's seat is removed from the gripe and fixed by means of the same
grips and catches to the fixed gun screen. 50X1 -HUM
There are three holes in the cheeks of the bracket (25) arranged vertically
and these are required for adjusting the height of the seat. Spring catches go
into these holes and are fixed to a runner to which the cushion of the seat is
hinged by means of an axle.
Care of the Turret
In check examinations the presence and fixing of the protective shields
covering the instruments and parts in the turret are verified, the shields should
be in place and only removed in case of necessity and placed inside the tank or in
bores on the ledges (in the free space).
In technical maintenance No. 1 ? clean the turret inside and outside from
dust and mud (and from snow in winter).
? Check the ease of opening and closing and the fit of the covers of the
commander's and loader's cupolas and that the locks on the covers are in order; the
cupolas should be closed firmly and reliably by the strength of single men and the
locks of the covers of the domes should work without sticking.
? Clean for dust (and mud) the contact device of the Pomander's dome and the
mechanism for rotating the turret.
? Check the working of the ventilator (by switching it on)
In technical maintenance No. 2 ? carry out all operations of technical
maintenance No. 1 and in addition check:
? the correctness and ease of rotation of the commander's turret on the
ball bearing and of the dome cover on its hinges; if rotation is stiff wash and
lubricate the ball bearing.
In technical maintenance No. 3 ? carry out all operations of technical
maintenance No. 2 and in addition:
? txamine and if necessary clean and lubricate hinges and locks of cupola
covers;
? check reliability of fixing of upper and lower runners of turret and
partition.
Washing and Lubrication of Ball Bearings of the Turret, Commander's
Cupola and locks of Cupola Covers
For washing and lubricating the ball bearings of the turret it is necessary to:
? unscrew on the upper and lower runners from 4 to 6 bolts diametrically
opposite to each other;
? set under the lower openings a vessel to catch the diesel fuel or paraffin
required for washing;
? wash the ball bearing by squirting diesel oil or paraffin through the
upper opening;
? set the balls of the lower runner;
? lubricate the ball bearing with TSIANTIM ?201 oil to the amount of 0.5 Kg;
50X1 -HUM
? set the bolts of the upper runner and ("split?pair them")
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50X1-HUM
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LI
For washing and
ring it is necessary:
M.A.A.
- to unscrew the plug of the lubrication hole
- put a vessel under the runner or cover the radio apparatus and other parts
of the machine with rags to prevent diesel fuel or paraffin on to them.
- wash the ball bearing squirting diesel oil or paraffin through the
lubricating aperture.
- let the residual washing liquid drain off and rub the lower part of the
cupola dry.
- lubricate ball bearing with lubricant TSIATIM-201 to an amount 0.3 Kg.
- replace the plug.
For cleaning and lubricating the locks it is necessary to:
- dismantle the lock, for which purpose the upper clamping screw is unscrewed
after which the lock is unscrewed by the handle.
- wash the parts in diesel fuel and dry with rag.
- wipe the lock recess with rag moistened in the washing liquid after which
it is dried.
lock.
- lightly grease the parts of the lock with lubricant US and reassemble the
- fill the upper cavity of the lock with lubricant US, through the upper hole.
Possible faults in the body and turret
Fault Cause of fault
Faults in the body
Protective visor of the
dome cover or caster of
clamping ring bent
Cover of driver-mechanic's
dome does not catch (does
not seat)
Cover of driver-mechanic's
dome cannot be raised in
released position.
Water and dust getting
into tank.
r".
Spring of covering
mechanism of dome cover
weakened.
1. bolts fixing dome
covers at bottom loose.
Method of cure
Correct bending of
protective visor or
collar of clamping rircE
Change spring of
covering mechanism of
dome cover.
Tighten bolt fixing
covers.
50X1-HUM
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Defect
Cause of defect
?
Men a nf rgmair
50X1 -HUM
Difficulty in opening cover
over radiator.
Turret does not turn.
Strong resistance on the
traverse hand wheel.
Creep of more than 100
When on the move, tilting
or turning the tank and
also when stationary after
switching off the electric
power traverse.
The turret hatch covers
open with great difficulty.
Commander's cupola or the
AAMG mounting turns
stiffly.
Commander's hatch oover
does not lock in open
position.
Looks of the hatch
covers open by themselves.
2. Damage to rubber packing
covers of access plates.
Cover torsion springs weak.
Defects of the turret
1. The turret is locked.
2. The gun or turret is
fouling on objects located
on the hull of the tank or
inside, in the fighting
compartment.
Dirt or thick grease (in
the fixed ring of the
turret races.
Friction coupling of the
traverse mechanism has
slipped above the setting.
Torsion (spring) is broken
or weak.
Dirt in the ball bearing
race.
The catch is either broken
loose or dirty.
Spring of the lock stop is
either weak or dirty.
,?
Replace access plate
packing?.
Replace torsion springs
cover over radiator.
1. Unlock the turret
2. Remove objects that
prevent turning of turret.
Clean and grease the fixed
ring and gear of the turret
races.
Press the spring of the
friction coupling discs.
Should this not help, strip
it and wash discs. Faulty
discs should be replaced.
Change the torsion spring.
Clean and lubricate the ball
bearing race.
Replace spring clean and
lubricate catch.
Replace stop spring clean
stop parts.
50X1 -HUM
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e
Cr,
.1 0
?..
?
P.111
50X1 -HUM
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50X1-HUM
1: liprer 'ea..r plate; 2: Liddle rear plate; 3: wine nut;
::rackets ft)r riflons for fix-in;!. sprin4; of rear m-c.d,:_:u1r-:1; !=2::-rar
. ;lard; 7: wving ho.; 8: twin' catch; 9: coverin4; of ouening;
. lower rear 1;Late; 11: st-...-Los; 12: fA_rmoured houing of &ile trans:Dissions;
- exhaust pipe; armo:or ,rotectic:t; 15: bracket for fiinE rear light;
pins; 17: hired cover; 19:
50X1 -HUM
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Tlig, 9. Hull ( Bottom)
1: cover of hole for running oil from oil tank; 2: plug of openinc
for draining oil from gearbox: 3: covers for holes for access to the springs of
the brake bands and draining of the oil from the steering mechanism; 4: plugs of
openings for draining oil from side transmissions; 5: plug of opening for
lubricating axis of balance arm; 6: plug of opening for draining oil from
swinging arm; 7: plug of opening for draining fuel from the tanks of the central
J.-;roup; 8: plug for draining fuel from the tanks of the forward group; 50X1-HUM
9: opening for removing water oil and fuel from the ftriving compartment;
10: cover of opening of emergency unit; 11: ocve. ;)pening for removal of
products of combue from beating system; 12
lifor draining off codent;
ecoot 15: cover of oper,-;' ---.1,,w, ,11,., -P, 114.. cnver of c7 -.w. for access to pull rods
.".A f drt.v of mni,.
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50X1-HUM
77ig. 10. Hull (Engine Compartment)
1: Body of TPU rosetts; 2: block for fitting cover
over engine; 3 & 5: brackets for fixing gear box; 4: seating for fixing
motor; 6: opening for draining fuel from central group of tanks; 7: opening
for draining oil from swinging arm; 8: opening for fitting shock absorbers;
9: brackets for fixing swinging arm; 10: blocks for fixing air filter;
11: longitudimal strip for fixing engine cover; 12: stop strips; 13: housing
of side transmission; 14: block for fixing brackets for brake bands;
15: blocks for fixing brackets for tension springs of brake bands; 16: hinges
for fixing hinged covers; 17 and 18: ventelation partitions; 19: upper rear
,iate.
50X1 -HUM
1Th
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c'r-TRET
50X1-HUM
'Wig. 12. Partition or Power Compartment.
1: right hand part of partition; 2: catch;
3: left-hand part of partition; 4: partition niche plate; 5: renovable
partition.
rintl
50X1-HUM
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1*
agysAL1A.- Emergency Exit Hatch
Plate with cover.
2. Release catch.
3* Hatch cover.
4. Clamp.
The emergency exit hatch is behind the driver mechanic's
seat in the bottom of the hull. Its 00ver (3) opens inward on
hingen. It ie closed by means of four release catches (2) which
fit i/Ao clamps (). The clamps are welded to the bottom on
either side of the hatch. To seal tightly, the cover ig fitted
with rubber packing. The hatch cover has a plate covered with
rubbcr. To open the hatch one lifts the plate and turns the
catche to release them from the clamps.
50X1-HUM
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-..
I4
Fig.
xaizbtgmaiiiieAib
, .
6
II -
iO
. Driver Mechanic's seat.
1. Back rest; 2. Arm rest;
3. Cushion; 4. Seat frame; 5. Frame
adjusting slits; 6. Locking lever;
7. Frame axis; 8. Hinge; 9. Frame;
10. Base. 11. Frame; 12. Adjusting
spring; 13. Back rest frame;
14. Belt.
50X1-HUM
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(-)xi -Hi IM
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Ar-N
Fig. 16. The Turret.
1. Hook; 2. Sight aperture; 3. Trunnion frame;
4. Protective plate; 5. MG slit; 6. Threaded hole
for mantlet cover; 7. Fan seating; 8. Loader's hatoh
cover; 9. Right half of roof; 10. Commander's
turret; 11. Aerial mount; 12. Aperture for fixing
anti-aircraft MG; 13. Hand rail; 14. Left half of
roof; 15. Aperture for fixing loader's periscope.
50X1 -HUM
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50X1-HUM
PlgTZ* In*
-Jaf-AlitY -
Fig. 17. The ball bearing race.
1. Bolt; 2. Cramps for traverse indicator; 3. Traverse mechanism;
4. Electric motoy; 5. Limiting stop; 6. Upper raoe; 7. Ball bearing;
B. Separator; 9. Lower race; 10. Fixed ring of turret raoe; 11. Pelt
belt; 12. Ring; 13. Plug; 14. Ring.
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'4)
erm
rri
=:21
r4%
50X1-HUM
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Aft.=
$5
'1E1
57
?
13
'10
' t9
46
07
46
45
3e -
44
*3
3,1
4
41
Fig. 13. Turret rotating mechlnism.
Tension bolts.
L. Electric moto::.
Insulation 1-look.
3.
?
5.
Brush of interlocking circuit of
electric drive of turret.
Erush frkachine Gun electric
triqer circuit.
Cover.
moto!.-.
F1,,,wh.-,1 stop.
ring
o.1 of 1:Na';hi.ne gun
eleoritriucr.
14, stop speig.
?_. Axq,=! of hlrdie.
Bans,
1'. Push -,.:.utton sr,ri-co
13. Handle for :aanueti drive.
Ilachine gun electric trigger
buttDn.
Flywheel housing.
21. Key.
22. Flywheel cover.
23. Stop ring.
24.. Spline.
25. 'lottei hush.
26. Toothed clutch of switchinr,
device.
Turret c]er7tric drive interlocking
rod.
23. Counterweight.
Bush.
30. Contact screw.
7?
31.
52.
33.
34.
35.
36.
37.
33.
41.
- ?
43,
L5.
L6.
47.
43.
49.
)0.
51.
52.
53.
)4,
57.
57.
53.
59.
60.
Crank lever.
Textolit ring.
Contact ring for machine gun
electric trigger.
Disc.
Interlocking contact ring of
electric drive of turret.
e.
Packing.
Large driving pinion.
Housing.
Turret runner pinion.
Centering ring.
Lock washer.
lioodo
Ring of lower bearing of
vertical shaft.
Centering ring. ,
Driving and driven discs.
Centering ring.
Friction clutch spring.
Bush of lower stuffing box.
Stop ring.
Stuffing boxes ring.
Worm pinion.
Washer.
Lower cover of housing.
Plate.
Upper housing cover.
Vertical shaft.
Worm.
Pin.
Tension strip.
50X1-HUM
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50X1 -HUM
Fig.
1,
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
19, Turret Stop.
Body of stop.
Stop.
Cover.
Axle of stop.
Eyelet,
Eyelet axle.
Spring of lever detent.
Lever detent.
Rorer.
Lever,
Opening for detent.
Stop for detent.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
Washer.
Detent spring.
Detent handle.
Body of detente
Opening for detent.
Upper runner.
Lower runner.
Bottom plate of turret.
Recess for stop.
Plate under turret.
Turret.
50X1 -HUM
t';?'
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1.
Fig. 20.
Bolt.
Commander's Turret
TPK-1 observation instrument.
2.
Base.
15.
Cover of dome for signalling.
3.
Block of turret.
16.
Cage.
4.
Glass wiper.
17.
Ball.
5.
Protecting glass.
18,
Stop spring.
6.
Buffer,
19.
Body of stop.
Pundle torsion.
20.
Stop ring.
Glass wiper handle.
21.
Contact ring of command control.
9.
Cover of commander's dome.
22.
Shield.
10,
Visor of observation
23.
Packing ring.
11.
instrument.
Runner.
24.
25.
Plug.
Packing ring. 50X1 -HUM
12.
Prismatic observation
instruments.
26.
Stop rod.
cAr
CIA:nC
13.
Turret stop.
04:..Usitt"
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4
a
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Fig. 21. Lock of covers of turret doors.
1. Handle. 3. Detent.
2. Detent spring. 4. Washer.
5. Limiting bolt.
SEMI
50X1-HUM
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Q17 L
:111+Z.I 50X1-HUM
LO
Fig 22. Loaders cupola.
1.
Runner. 10.
Bundle torsion.
2.
Pabking ring. 11.
Buffer.
3.
Ball. 12.
Rubber packing.
4.
Base. ? 13.
Plug.
5.
Cover of turret. 14.
Cage.
6.
Bolt. 15.
Stop.
7.
Bracket. 16.
Stop spring.
B.
Lock. 17.
Roller.
9.
Cover of cupola. 18.
Knob.
19. Stop cylinder.
50X1-HUM
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50X1-HUM
415
Fig 23. Force Fan.
1.
Ventilator body.
5.
Shell. ?
2.
Electric motor.
6.
Turret cover.
3.
Motor fixing collar.
7.
Grille.
4.
Fan vanes.
8.
Collar.
50X1 -HUM
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;=-
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Fig 24. Seats in the Turret.
1. Gun shield.
2. Back of tank commander's
seat.
3. Holes for adjusting
height of seat.
4. Bracket.
5. Tube,
6. Cushion of tank
commander's seat.
7. Frame of seat.
9. Clamping screw.
9. Back of sighter's
seat.
10. Bracket.
11. Cushion of sighter's
seat.
12. Tank commander's
-foot rest.
13. Holes for adjusting in
vertical and horizontal
position.
114. Detent bracket.
15. Base of cushion.
16. Spring catch.
17. Seat Axis,
18. Bracket for stowing beck
of sighter's seat.
19. Sighter's foot rest.
20. Bracket of sighter's
seat.
21. Bracket of gun raising
mechanism.
22. Grips for loader's
seat.
23. Cushion of loader's
seat.
24-. Runner.
25. Housing of
runners.
tur rc60X1 -HUM
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INCOMPLETE RUSSIAN EANDBOOIC ? TITLE UNETOTTET
tibject:? repairs to (T754) tank un
50X1 -HUM
50X1 -HUM
Document %I,
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VC
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Ntiait
DETECTION OF DEFECTS AND REPAIR OF THE BREECH
Breech not openin h hand
50X1-HUM
Press upwards on the 02-27 handle knob and turn the handle Sb 02-2 to open the
breech into the extreme rear position. Then the 02-21 handle stop Should engage
behind the shoulder. of the 0232 closing mechanism. Turning the Sb 02-2 handle
forward, try to open the breech.
Reasons for the fault.
Jamming of the breech wedge as a result of bulging of the shell case
Press upwards on the 02-27 handle knob
breech into the extreme rear position, then
simultaneously striking with a hammer along
tray, open the breech.
? Extract the jammed shell case using the
of the discharger from the muzzle part.
and turn the handle Sb 02-2 to open the
turning the handle forward and
the wooden arm, set onto the leading
Si 41-302 extractor or eject by means
Check the clearance between the breech face of the tube of the barrel and the
front face of the slide, to do which insert into the chamber a shell case which
has been checked for defects, and which has a flange of 6.5 mm thickness, and close
the breech; the breech wedge should not reach the 02-11 sear of the wedge stop.
If no shell case which has been checked for defects is available insert into
the chamber a spent case (with a non-protruding case), having first of all measured
the thickness of its flange, then close the breech and using a clearance gauge,
measure the clearance between the breech face of the tube of the barrel and the
surface of the shell case flange.
The total dimension of the thickness of the shell case flange and the
clearance, measured with the ctearance gauge, Should not be greater than 6.5 mm.
If the breech closes with the checked shell case inserted into the chamber
(the clearance between the breech face of the barrel tube and the front face of the
slide greater than 6.5 mm), set the face on to the wedge (chart 3).
Fracture or settling of the A51230-10 spring (diagram 1)
Press upwards on the 02-27 handle knob and turn the Sb 02-2 handle to open the
breech to the extreme rear position. When this is done the 02-21 handle catch
Should, under the influence of the spring, engage the 02-32 lever stop of the
closing mechanism and clamp tightly with its top to the surface of the lever step.
If the 02-21 catch does not engage the lever stop and does not clamp tightly
with its lip to the surface of the lever stop, replace the spring with one prepared
according to chart 4.
Jamming of the 02-18 piston in the seat of the 02-21 handle catch as a result
of bending of the piston rod (with guns of the first isuue, diagram 1)
Knock out the 02-90 catch axis from the 02-25 handle, take off the 02-21 catch
and extract 02-18 piston.
Check whether the piston rod is curved.
If there is bending straighten the piston. If after this the piston is
jammed, replace the piston with one prepared accordino to Appendix 1, sketch 131 or
in the case of bending of the rod replace the piston (Appendix 1, sketch 131) and
press the hush into the 02-21 handle catch (sketeh 5). 50X1-HUM
Contortion.or chipping of the tip of the 02-21 handle cat4, 11 on diarram 1)
Knock out the 02-90 catch axis from the 02-25 handle and take off the catch.
-
L L
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r:Pr;
u
Weld on to the catch tip a layer of metal 3-4 mm thick with an EWA 4 mm
electrOde and process (sketch 6).
Put the catch in place, press the 02-90 axis into the handle and punch the
axis in three places from both sides.
Assemble the breech and check how it opens.
50X1 -HUM
When turning the SI 02-2 handle forward up to the moment when the handle is
stopped on the breech ring by the 02-28 rod the 02-21 catch Should withdraw freely
out of the coupling with the 02-32 lever stop of the closing mechanism.
If the 02-21 catch does not withdraw freely from the coupling with the lever
step, it is permissable to file the surface A of the lip of the catch, retaining
the Shape of the lip (cp. sketch t).
Prelection of the 02-13 climp beyond the surface of the breech recess of the
breech ring as a result of a fracture or settling of the A51230 spring of the clamp
(diagram 1J
Withdraw the breech block wedge from the recess in the breech ring.
Clamp some sort of rod on to the end of the 02-60 firing lever and release.
Under the influence of the spring the firing lever should return sharply to
its initial position; when this is done the end of the 026-13 clamp should not
project beyond the surface of the breech recess in the breech ring.
If the firing lever does not return to its initial position and the end of
the clamp projects beyond the surface of the breech recess in the breech ring, then
replace the spring (Appendix 1).
Breech opened by hand with difficulty
Press upwards an the 02-27 handle knob and turn the Sb 02-2 handle to open the
breech to the extreme rear position, then turn the Sb 02-2 handle sharply forward
to its limit, open the breech.
Reasons for defect:
Fracture of the 02-30 crankshaft roller (diagram 1)
Replace the 02-30 crankshaft roller ani the 02-31 roller stop (chart 5).
Dents or holes in the 02-33 socket (diagram 1). Smooth the dents without
heating
Drill or punch out the dents and round off the edge of the hole, if dismantling
of the mechanism is impossible.
Weld apertures in the socket with a EVA 4 mm electrode and trim.
Projection of the heads of the 02-10 screws beyond the surface of the breech
block wedge as a result of working loose spontaneously
Tighten the screws to the limit, punch each screw in two places and trim it
flush with the surface of the wedge.
Cuts and scratches on the bearing surfaces of the breech block wedge and the
recess for the wedge in the breech ring
Withdraw the wedge and with a scraper or amooth-cut file remove the raised
metal on the wedge and in the recess of the breech ring for the wedge.
/Scratches
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Soratches on the bearing surfaces of the U2-29 cranxstart ana thO recess
for the crankshaft in the breech ring (2 on diagram 1) 50X1 -HUM
Withdraw the crankshaft and with a scraper or smooth-cut file remove the
raised metal on the crankshaft and in the recess of the breech ring for the trunks
shaft.
;!412-2 handle for opening the breech net retained by the 02-28 red_
With one hand raise the 02-25 handles to the limit and, supporting it in this
position, with the other hand try to turn the S602-2 handle hack without pressing
upwards on the 02-27 handle knob; the handle should not turn.
Reasons for defect:
Practury or settling of the 02-23 knob spring (diagram 1)
Turn the $h02-2 handle to open the breech into the rear position. Press
upwards on the 02-27 handle knob and release. Under the influence of the spring
the knob should return sharply to its initial position.
If the knob does not return to its initial position, replace it with one
prepared according to chart 4.
Presence of a 2.5 mm chamfer en the lower end of the 02-28 rod (on guns of
the firat issues 3 on diagram 1Y
Knock out the A51041-13 pin and withdraw the 02-28 rod.
Weld a layer of metal on to the lower end of the red using the E50A 0 3 us
electrode and trim (sketch 7). ?
? Place the rod in place, press in the A51041 pin and punch it from both sides,
then trim the ends of the pin.
Ckampfering on the breech ring milled under an angle of 30? (on guns of the
first issue; 4 on diagram 1i
Weld a layer of metal on to he champfer with a E501 0 4 mm elootrede and trim
the champfer under an angle of 35 (sketch 8).
Breech block wedge not retained in the extreme left position
Open the breech by hand and check Whether the extractor hooks retain the
breech clock wedge in the extreme left position.
Reasons for defect:
Fracture of the hooks of the 02-87 upper and 02-88 extractors (5 on diagram 1)
Replace the extractors (Appendix 1).
ettltL._Ioft1/L_z_zsteO2-srisoftheeFractureorsx_tj_sdisc_ltractoraa1
Press upwards on the 02-27 handle knob and turn the Sb J2-2 to open the inset&
into the extrema rear position. Then turn the handle forward se that between the
02-80 step and the surface to the rear part of the 02-21 catch there is a clearance
of 3-4 ma, and, retaining the handle in this position, press en the clamp of the
02-87 upper extractor with some kind of rod and turn release. Then press on the
clomp of the lower 02-88 extractor and release. The 02-77 springs should press the
extractors sharply against the 02-9 extractor cams.
If the extractors to not press against the cams replace the 02-77 springs with
some prepared according to chart 4.
/Centortien
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Centortion of the adjoining surfaces of the shoulders of the upper 02-8 and
the lager 02-A extractors and the stops of the 0-9 came (if the extractors on
diagrak 1) 50X1-HUM
Replace the extractors and the extractor cams (Appendix 1). Fit the 02-9
cams in pairs so that the difference in measurement A on the right and the left is
no more than 0.1 mm.
Adjustment of the cam in the measurement A is permissahle with the preservation
of the lower part of the cam (sketch 9).
Cavities on the surface of the Shoulder of the 02-,2 lever of the opening
mechanise:17 on diagram 1)
Weld on to the surface of the shoulder of the lever a layer of metal, using
the E70 04 mm electrode, and trim it (sketch 10).
Contortion or shipping of the tip of the 02-21 catch of the handle (8 on
diagram 1)
Cp. "Breech note otlening by hand".
inadequate tightenlac by the 02-77 wings of the extractors against the
extr,cter cams as a remit 3f increased depth of the P- 11 ma aperture in the
02-76 sleeves in guns of- the first issue; diagram 1)
The depth of the 16 11 me aperture in the 02-76 sleeve in guns of the first
issue equals 24 ma, and in guns of the last issue the depth of the aperture is
decreased to 22 mm.
If after eliminating defects 1-5 the breech block wedge will not stay in the
extreme left position, replace the 02-76 sleeve with one prepared according to
Appendix 1, sketch 132.
Breech does net close after Loading
Put a good shell-case in the chamber of the barrel. Then the breech block
wedge should open; i.e. up to the 02-11 catch stop.
The shell-case (on leading the opening of the breech is checked) should have no
wicks in the flange, or hollows and protuberance of the primer cap beyond the shear
of the flange of the shell-case.
Causes of defect:
Settling or fracture of the 02-35 closing sprint.: (.iagram 1)
Adjust the tightened closing spring by means of the 02-69 adjusting nut.
If after adjustment the breech does not close (the wedoe does not go up to the
02-11 catch stop) or the spring its broken, change the spring (Appendix 1).
The normal height of the spring in its free position is 361 ! 15 mm.
Hollows or holes in the 02-33 socket diagram 1)
Cp. "Breech opening by hand with difficulty", part 2.
02-10 screw heads orolecting above the surface of the breech block wedge as a
result of coming loose Tdiagram t)
Cp. "Breech opening by hand with difficulty",
Para 3.
Breech not opening Automatically
Check the opening of the breech by firing or artifical recoil of the barrel.
/On
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(-)xi _HI Inn
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"ILIAC
On the run out of the barrel the breech should open and the wedge should he in
the extreme left position.
When producing an artificial recoil it is essential:
Att. 'to CS'S ,..-1,645,324
- to elevate the tipping parts of the gun 2-3 ;
- to unscrew the 08-38 plug (diagram 3) from the recoil brake cylinder and in
its place screw in a connecting pipe, prepared according to sketch 11; to
the other end of the connecting pipe join the hose of the air cylinder.
- te gently turn on the tap of the cylinder; then the barrel will start to
recoil;
- tp turn off the tap of the cylinder, when the barrel has recoiled 300-310 mm;
- to secure the recoiled barrel by a wooden rod A 50 mm, length 300-310 mm,
placed between the face of the lower end of the recuperator and the face of
the coupling of the barrel; iron ferrules with rounded edges are fitted to
the ends of the rod;
- to disconnect the cylinder hlse from the connecting pipe;
- to gently knock out the rod, at which the barrel should recoil; when
knocking out the rod, take care not to injure the hand when the barrel recoil
- unscrew the connecting pipe from the cylinder of the recoil brake;
- after the air is forced from the brake cylinder, check the amount of fluid
in the recoil 'brake and replace the 08-38 plug.
Causes of defect:
(Detection of defects, after having recoiled the barrel).
Fracture or settling of the 0-5 spring (diagram 4)
Press on the 30-51 catch from below and release. Under the influence of the
spring the catch should return sharply to its original position.
If the catch does net return to its original position replace the spring by
one prepared according to chart 4.
Contortion of edgs of the tooth of the 30-51 catch and the 30-52 stop, as a
result of which the O-58 plunrer does not detain the catch (9 on diagram 4)
Trim the dents on the edge of the tooth of the catch and on the edge of the
stop (sketch 12), taking off the minimum layer of metal.
If there are deep dents on the edge of the tooth of the catch removed the
welded joint, connecting the 30-26 pin to the 30-51 catch, knock out the pin and
remove the 30-27 roller.
Remove the bevel edge on the 30-26 pin (sketch 13).
Weld on to the edge of the tooth of the catch a layer of metal with an E70 A
4 mm electrodge and then trim (sketch 14).
Assemble the opening mechanism (without the 30-26 pin and 30-27 roller) and,
producing an artificial recoil, with the aid of a clearance gauge check on the
assembled gun how the surfaces of the tooth of the catch and the stop adjoin at
height to (cp. diagram 4); it should he impossible to insert a 0.05 mm clearance
gauge.
To ensure that the surfaces adjoin it is,psrmissable to file the tooth of the
catch down to MAO* zji_ 4
50X1 -HUM
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VC 50X1 -HUM
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After fina, aujuovmwilu ubtl.A.v ull Laicauagu prytAllsu -me -cawm eoevaollt.,
thermally - the temperature fir hardening is 850 C
cooling in oil. Then put the roller in position,
catch with an E42 /3 5 mm electrode (sketch 15) and
and for tempering 50-500C4 with
press in the pin, weld it to the
assemble the opening mechanism.
Jamming of the,30-6 socket in the aperture of the 09.170 arm of the catch
(diagram 4)
Trim the dents on the socket.
Dente in the surface of the 30-58 Plunger and in the semi-automatic 30-61 cam
as a result of which the breech block does not open completely and closes straight-
away. (10 en diagram 4).
Trim the dents in the surface of the plunger.
Weld a layer of metal with an E70 A if mm electrode on to one 30-61 semi-automati
cam and trim (sketch 16).
Adjust the semi-automatic cam so that clearance "a" (cf. diagram 1) between the
cam and the surface of the plunger when the breech is closed is no less than 1.5 mm,
and clearance "111" between the cam and the side surface of the plunger when the breech
'block wedge is in the extreme left position, and when the extractor cams press
against the extractor shoulders as far as possihle, is within the limits 0.5-1.5 ma.
Measure clearance "a" un to recoil, and clearance "h" on run-out of the 'barrel,
when the 'breech is closed and the 30.58 plunger is in an extreme rear position.
To measure clearance no" it is essential to:
- press upwards on the 02-27 knoh (diagram 1) of the handle and turn hack the
SI 02-2 handle so far that the 02-21 catch of the handle engages the shoulder
of the 02-32 lever of the closing mechanism;
- turn the Sb 02-2 handle forward so far that the breech block wedge is
transposed into the extreme left position and, holding back the handle,
measure clearance "h".
Measure clearances "a" and "b" with a clearance gauge.
After adjusting the cam check the opening of the 'breech at the counter-recoil
of the 'barrel and aecute local thermal processing of the cm with a hardening
temperature of 850?C and a tempering temperature of 450-500 C with cooling in oil.
0 R ET
50X1 -HUM
a.
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30-58 Plunger Returns Sluggishly to its initial
2as.L...tion after automatic opening of the breech
Reasons for fault:
C
*.
gFeRF
50X1 -HUM
a
.f ?
guns of the first issue: diag. 4).
With a clearance gauge measure clearance "e" between the lower surface of
the breech ring and the coils of the spring; the clearance should be not less
than 0.5mm.
If clearance "e" is less than 0.5mm trim the lower surface of the breech
ring in the place Where it meets the spring with a scraper or file.
Fracture or settling of the 30-55 spring (diag. 4).
the spring in the free position is 244 t 10mm.
Change the unserviceable spring (Appendix 1).
Firing pin not cocking
Open and close the breech. Using a metal rule Check Whether the firing pin
protrudes beyond the face of the breech block wedge; the firing pin should not
protrude beyond the face of the wedge.
The normal weight of
Reasons for fault:
Fracture or settling of the A51230-13 spring (diag. 1).
Withdraw the breech block wedge from the recess of the breech ting. Cock
the A51605 firing pins by a turn of the lever of the 02-5 axis of the sear;
then the 02-3 catch of the sear should shift sharply into the extreme position.
If the sear catch does not move into its extreme position replace the spring
(Appendix 1).
. Contortion of the adjoining edges of the 02.4 sear of the firinAyin and
the 02-3 stop of the sear. (if or diag 1).
Using an E70 Apnm electrode weld a layer of metal 3-1m thick on to the
edge of the firing pin sear and the edge of the sear stop and trimming
(sketches 17 and 18).
After welding and trimming execute local thermal treatment with a hardening
temperature of 850 C and a tempering temperature of 4500 - 500?C with coati:4in
oil.
? Dents on the side surfaces of the end of the 02-3 stop of the sear and
grooves in the breech block wedge (12 on diag. 1).
Trim the raised metal.
Spontaneous Release of the Firing Pia
Perform a check in the following order:-
- open the breech;
- close the breech, bring the 10-207 handle (disg.2) sharply back into the
extreme left position;
- check whether the firing pin is released. To do this insert a metal streidat
edge (a ruler will do) into the gap between the face of the wedge and
the shear of the tube and ensure that the striker pin does not protrude
beyond the face of the breech. 50X1 -HUM
- effect a release of the firing pin, at which the characteristic click of
the release should be heard.
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Perform the above-mentioned check no less than five times.
50X1 -HUM
Spontaneous release of the firing pin when the breech is closing
is not permissible.
Reasns for rA11/1".?
Q"ET
Fracture or seztiing or me A,14)0 -1) boring unag. 1).
Cf "Firing pin not cocking", para.1.
Contortion of the adjoining edges of the 02-4 sear of the firing pin and
the 02-3 catch of the sear (13 on diag,1).
Cf. "Firing pin not cocking", para. 2.
Firing Pin not being released
Open and close the breech.
Effect a release of the firing pin using the electrical or the mechanical
trigger and determine from the sound whether the firing pin has been released.
After this check, using a metal rule whether the striking pin protrudas beyond
the face of the breech block: the striking pin should protrude beyond the face
of the wedge.
Reasons for fault:
Cf. "Detecting defects and repair of the trigger mechanism, safety device
and cradle," faults -
"Electrical trigger not working" paras. 15 and "Mechanical trigger not
working; paras.1-2 and in addition:
Fracture of 02-7 firing pin spring (A51230-103, diag.1)
Replace spring (Appendix 1).
NOTE. With guns of the latter issue the dimensions of the A51230-103 firing
pin spring are modified. The new spring is given the number 02-7. When
replacing unserviceable springs in guns of the first and latter issues use
an 02-7 spring.
Shell Case not Extracted
Reasons for fault:
Fracture of the hooks of the upper 02-87 and lower 02-88 extractors
(14 orTaiail)
Replace the extractors (Appendix 1).
Dilation of the shell case
Extract the shell case from the chamber of the barrel using an Sh41 -302
hand extractor or force it from the muzzle end using a bell ramner.
Contortion of the adjoining surfaces of the shoulders of the upper 02.87and
lower 02,88 extractors and of the catches of the 02-9 cams of the extractors
(15 on diag. 1)t
Cf. "Breech block wedge not retained in the extreme left position", para.3.
Misfires
Reasons for fault:
Primer cup an r eyed in too deeply or incorrectly.
If the primer cup is screwed in too deeply, unscrew it so far that it is
flush with the bottom of the shellcase. If after this there is a misfire with
50X1 -HUM
/4410,
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SECRET
depth of the depression in the primer cup greater than 0.6=4 replace the primer
cup.
In the firing mechanism.
Fracture, bending or settling of the A51605 striker pia (diag. 1).50X1-HUM
Withdraw the breech block wedge from the recess of the breech ring,
inspect the striker pin and measure, using the official A52415-1 gauge, how
far it COMAS out beyond in the face of the wedge.
The normal distance should be from 2 to 2.3amm.
Replace the unserviceable firing pin by the spare or by one prepared
according to Appendix 1, sketch 133.
Fracture or settling of the 027 firin.R spring
If no fracture can be detected, fit a serviceable spring in place of the
one being checked and check whether the primer cup fractures.
Fracture of the primer cup when the newly fitted serviceable spring has
been fitted indicates settling of the spring being tested.
If there is no serviceable spring available settling of the spring is
determined by its height.
The height in the free position should be:
02-7 springs - not less than 69nm, A51230-103 - not less than 71umu
In the event of fracture or settling replace the 02-7 (A51230-103) spring
with an 02-7 spring (Appendix 1).
In the operating mechanism
Eccentricity of the impact of the A51604-3 firing pin (diag.1).
Check the position of the firing pin dent on the primer cup, for which:
- unscrew the detonated primer cup from the shell case;
- unscrew the anvil and bush from the primer cup;
- correct the dent on the primer cup by blows along the knock-out rod,
fitted into the recess of the primer cup, after which trim the end of
the cup;
- screw the primer cup into the aperture of the shell ease;
- place the shell case in the chamber of the barrel and close the
breech;
- applying power of the arm to shell tray of the breech block wedge,
move the wedge as far as possible to the left and effect the release
of the firing pin;
^ open the breech, turn the shell case through 1800 and close the breech;
again applying the power of the arm to the shell tray of the breech
block wedge, move the wedge as far to the left as possible and effect
the release of the firing pin;
- withdraw the shell case from the chamber and measure distance A between
the contours of the dents of the striker pin (sketch 150K1 -HUM
Distance A should be not greater than 6.5mm.
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RcP.PST
If dis ance A is greater than 6.5 mm replace the 02-30 roller of the
crank and the 02-31 stop of the roller (chart 5) and clear the roller groove
in the wedge, taking off the minimum layer of metal.
The maximum permissible breadth of the groove is 35 mm.
In the closing mechanism
Fracture or settling of the 02735 closing spring (diag.1.)
Open and close the breech. Mark the position of the breech block wedge
by a line, which is drawn on the lower guiding surface of the wedge recess
of the breech ring along the end of the breech block wedge (on the shell tray
side). Then, turning the S 02-2 handle to open the breech into the extreme
rear position, trg to move the breech block wedge to the closing side.
After this draw a second line on the lower grinding surface of the
wedge recess.
Deviation of the lines indicates settling of the closing spring.
If there is a deviation of the lines adjust the tightening of the spring
by the C2-89 adjusting nut. If even after this adjustment the breech block
wedge does not reach the second line on closing, replace the spring (Appendix 1).
If there is fracturing of the spring, replace it also.
Catch of
bloc wedge ntecos position
Reasons for fault:
Fracture or settling of the A51230-16 spring (diAg.1).
Open the breech, press upwards on the 02-11 catch ofthe stop and release.
The catch should spring sharply back into its initial position under the
influence of the spring.
If the catch does not return to its initial position, replace the spring
by one prepared according to chart 4.
Jamming of the 02-11 catch of the stop in the recess of the breech ring.
caused by dents on the surface of the catch or behding of the shaft (I(on
diag. 1).
If there are any dents on the surface of the catch trim the raised metal.
Check by the paint if the surface of the stop catch and the surface of the groove
of the wedge adjoin.
Straighten the catch if the shaft of the stop catch is bent.
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y
V91 ET
Holes and Gaps in the Outer el_lialalee
The Recueerator
Small holes in the outer cylinder of the recuperator are permissible 11 LI
there are no splits and if the holes do not interfere with the assembly
of the recuperator, or the withdrawal and installation or the recuperator in
the recesses of the cradle.
Weld up gaps up to 15 mm, and those greater than 15 mm but not greater
than 80 x 80 mm seal with a plate.
Holes which interfere with the assembly of the recuperator and also the
withdrawal and installaten of the recuperator in the nuesses of the cradle
should be eliminated by cutting out the damaged parts and sealing them with
plates.
If the dimensions of the gaps are greater than those shewn above, replace
the recuperator (Appendix 1).
Detection of Defects and Repair of the Elevating and comeensatina
Mechanism.
The sealing of holes in cylinders is only permitted in wartime.
Stiff movement of the Elevating Mechanism
Set the hinged shield in the action position and suspend a u05 Kg weight
on the rear side of the shield.
Check the working of the elevating mechanism, adding angles of elevation
to the tipping part of the gun from - 50 to + 18?.
The mechanism should work smoothly. The pull on the handle of the hand-
wheel to set it in motion should be not greater than 6 Kg.
After measuring the pull take off the weight hung on the rear side of the
shield.
Reasons for fault:
In the engagement of the teeth of the rack and the spindle from the elevating
mechanism cog wheel.
Scratcnes, nicks and dents on the teeth of the 21 - 416 spindle from
the cog wheel and on the teeth of the 09- 175 rack of the elevating mechanism
(diagram 51.
Trim the raised metal.
In the mechanism of the worm gear
21 - 209 worm clammed tightly by the 21 - 421 nut (diagram 5).
Take off the 21 - 422 stop vire and unscrew the A51066 - 7 screw
(A51066 - 136).
Test the turning of the hand-wheel, at the same time unscrewing and
screwing up the 21 - 421 nut.
By means of the 21 - 421 nut adjuet the turning of the worm so that the
hand-wheel turns lightly and the wormnas no axial looseness.
-t
'i
ET
/After
J
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..);.
After finishing this adjustment stop the 21 - 421 plug with the A51000 - 7
screw (A51066 - 136) and the 21 - 422 wire.
Clamping of the 113 - 12 string not adjusted on the compensating mechanism
which is being adiusted.
50X1-HUM
Unscrew the 113 - 15 lock nut up to the stop into the end of the 113 -11
shaft.
gy slackening or tightening the 113 - 14 claming nut, adjust one
tightness of the 113 - 12 spring so that when the angle of elevation of the
barrel is increased or dacreased the elevating nechaniam works smoothly, and
the pull exerted on the fly-wheel of the mechanism to set it in motion is
not more than 0 Kg.
After adjustment screw the 113 - 15 locking nut fully into the clamping
nut and measure the distance "a" between the fall of the locking nut and the
fall of the end of the rod; the distance "a" should be between the limits
0 - 35 um.
If adjustment of the compensating mechanism is not successful (in the
absence of faults 1, 2, 5 and 6), and also if the 113- 12 spring is fractured,
replace the spring (Appendix 1).
Fracture or settling of the 113 - 19 (113 - 10) spring in the unadjusted
compensating mechanism (diagram 6).
The normal height of the spring in its free position is as follows:
+8
113 ? 19 springs in guns of the latter issue 347- J. mm and
springs (113 - 10) in guns of the first issue - 414? 24 mm.
Replace the unserviceable spring (Appendix 1).
In the coupling of the cradle with the trunnions.
Fracture of the 17 - 71 needle of the trunnions (diagram 5).
With the trunnions from the bracket of the turret of the tank. Dismantle
the trunnions; when doing this ensure that the needle bearings are not scattered.
If there are any fractures or splits on the needles replace the needles
(Appendix 1).
Dents from the 17 - 71 needles on the 17 - 71 needles on the 17 - 80 or
17 - 84 left trunnion collar and the ri ht 1 82 or 17 - 85 collar in
guns of the last issue or 1 80 in ns of the first issue and on the
internal surface of the 17 - 70 sleeve 20 on diagram 5 .
ET
50X1-HUM
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If after eliminating the defects, shewn in paragraphs 1-4 the power exerted
on the handle of the hand-wheel of the elevating mechanism to set it in motion
is greater than 6 kg replace the left St 17-47 and the right Sb 17-18 trunnions
in guns of the last issue or Sb 17-15 trunnions in guns of th
E5uX1-HOM5ue
(Appendix 1).
Increased Full Vertical Unsteadiness of the Tipping Part
of the Gun
Manipulating the elevating mechanism of the weapon, bring the barrel to
the horizontal.
Press upwards from below on the muzzle end of the barrel employing a
pressure of about 25 kg and supporting the barrel in this position, using the
handle of the 10-65 worm of the spirit level bring the bubble of the spirit
level to the middle and note the reading of the level. Then press down on
the muzzle end of the barrel from above with the sane pressure and supporting
the barrel in this position once again bring the spirit level bubble to the middle
and note the reading.
The difference between the readings of spirit level shows the size of
the full vertical unsteadiness in units.
Make this checx every 50 mils up to the maximum angle of elevation.
A full vertical unsteadiness greater than 6 Eils is not permitted.
Reasons for fault:-
Increased clearance _(greater than 1.2 mm) between the adjoining teeth of
the 09.1.7rack of the elevating mechanism and the teeth of the 21.416 shaft
from the cog wheel 6diag. 5).
Measure the clearance between the teeth of the rack and the teeth of the
shaft from the cog-wheel at several angles of elevating for winch:-
insert between the teeth (along the length of the tooth) a lead plate of
gauge 2 x 6 alm and length 60 rrm,
- turning the flywheel of the elevating mechanism, compress the plate and
withdraw it;
measure the m:LniMum thickness of the plate at both ends: the thickness
of the plate she the size of the clearance between the teeth.
The clearance shouid be unitorm along the whole length of the tooth and
should be no greater than 1.2 mm.
An unequal clearance between the teeth indicates bending of the bracket
of the tank.
In the cast ofregligible bending of the bracket of the tank and a
Aearance between the teeth no greater than 1.2 mm eliminate the benaing of the
teeth when they engage the cogwheel with the rack by fixing a strip of any
kind of steel up to 1.5 mm thick between the housing of the elevating
mechanism and the bracket of the tank, held in place by bolts. The strip
should be held by not less than two bolts.
After fixing the strip check how the teeth of the cog-wheel engage the
teeth of the rack by taking impressions of the teeth on a r4-4- ^e aper
5
passed between the teeth. 0X1-HUM
rj: g ET
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pH
&
Nor'
A clearance up to 1.4 mm may be allowed if the clearance where the
teeth of the 21r118 rim of the worm gear meet the thread of the 21-209
worm is no greater than 2.0 mm and the clearances in the remaining couplings,
affecting the vertical unsteadiness of the tipping part of the gun, are
normal. 50X1 -HUM
The total length of the impressions of each tooth on the paper should be
not less than 42 mm.
If the total length of the impresions is iess than 42 mm scrape the
teeth of the rack and the shaft.
If fixing the strip does not succeed in eliminating the bending in the
engaging of the teeth, and also if the clearance is greater than 1.2 mm do as
follows.
In the case of unequal clearance in the engaging of the gears straighten
the bracket of the tank when it has been heated.
To eliminate possible bending of the teeth after straightening the bracket
of the tank it is permissable to fix under the housing of the elevating
mechanism a strip of any kind of steel up to 1.:) mm thick.
After fixing the strip check how the teeth engage by taking impressions
on a piece of i.)aper, as shewn above, and also check the deviation of the
end of the tooth of the shaft from the cog-wheel in relation to the tooth of
the rack; a deviation greater than 8 mm is not permissable.
In the case of a uniform clearance in the engaging of the gears greater
than 1.2 mm adjust the engaging of the teeth using an old cam sleeve or using a
new cam sleeve (chart 16), or by moving the rack of the elevating mechanism
(chart 17).
Axial unsteadiness of the 21-209 worm (diag 5)
Check whether there is any axial unsteadiness of the worm. No
unsteadiness is permissable.
If there is any unsteadiness tighten the 21-421 nut so that the worm
has no axial unsteadiness and the hand-wheel turns easily.
After adjusting stop the 21-421 nut by the A 51066-7 (A51066-136) screw.
Heat using a gas torch,: and 21-422 wire.
Wear of the apertures of the 21-35 and the 21-410 sleeves, of the journal
of the 21-416 shaft from the cog-wheel and of the external cylindrical
surface of the 21-412 clamping sleeve (diag 5).
Dismantle the elevating mechanism.
Measure the diameters of the apertures of the sleeves, the diameter of
the journal of the shaft from the cog-wheel and external diameter of the
clamping sleeve.
The difference in diameters in each junction should be not greater than
0.5 mm. 50X1 -HUM
If the difference is greater t*WFT replace the sleeves (chart 18).
/dear
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50X1-HUM
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artionir
Wear of the ievei'surraces or -me
21-418 rim of the worm gear (ding 5).
Dismantle the elevating mechanism
Remove the lubricating oil from the level surfaces of the friction
cone and the worm gear rim and rub them dry.
Check by paint how the level surfaces adjoin; the adjoining should be
not less than 70, and the imprint of the paint should be spread evenly along
the whole surface.
If the level surfaces adjoin less than 70, and the imprint of the paint
is spread unevenly, then rub the friction cone with 001 paste along the
rim of the worm gear.
After abrasion assemble the elevating mechanism without the 21.413 cap
and check the moment of the friction apparatus on to the 21-416 shaft from
the cog-wheel.
The moment on to the shaft from the cog-wheel should be M = 34000 + + 2000
kg/cm2.
In order tocheck the moment:-
- fix the elevating mechanism on the stand (Appendix 12):
- put on to the teeth of the 21-416 shaft from the cog-wheel the special
key (Appendix 13) in such a way that the handle of the key is in the
horizontal position;
put on to the handle of the key a pipe, and on to the end part of the
pipe at distance "1" from the centre of the 21,416 shaft; from the
cog-wheel suspend a weight "Q", creating moment M1=Q1+Mo = 34000
kg/cm2, where No = moment from the weight of the key handle and the
pipe.
Under the influence of the moment M, the shaft from the cog-wheel should
not turn. If the shaft from the cog-wheel turns tighten the friction cone,
screwing up the 21-409 nut sufficiently, so that at moment M, the shaft from
the cog-wheel does not turn.
Then once again set the key with the pipe in the horizontal position and
create moment M2=Q11410 = 36000 kg/cm2 (or M27"4,4-MO = 3600 kg/cm').
Nbment M2 may be created at the expence of a variation of weight Ce; or
distance L.
Under the influence of moment M2 the shaft from the cog-,wheel should
turn.
If the shaft does not turn, slacken the clamping of the friction cone,
unscrewing the 21-409 nut sufficiently so that at moment M2 the shaft turns.
After this once again perform a check at moment Mi.
After checking and regulating the moment on to the shaft from the
cog-wheel check the position of the line on the 21-409 nut in relation to the
line on the external surface of the 21-412 clamping sleeve. If the lines do
not correspond, then remove the line on the nut and draw a new one of depth
and breadth 0.5mm against the line on the external surface of the clamping
sleeve. Fill in the line with red lacquer.
50X1-HUM
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141
400b,
Replace the 21-413 cap and set the elevating mechanism in p1ac5ox1 -HUM
Fracture of the teeth of the 09-175 Rack of the ElevatinF
Nechaniam and the teeth of the 21-416 shaft from the coR-wheel
In the case of a tooth of the rack fracturing to no more than half the
length of the tooth weld on to the damaged tooth a layer of metal, using an
E50A /S mm electrodel,and trim it according to a template prepared according
to a profile of a serviceable tooth. .
In the case of fractureco
length of the tooth or
th of the rack to more than half the
50X1-HUM
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50X1 -HUM
Increasei Play of the ElevatinK MechanisSECRET 50X1 -HUM
(graLdf than turn
Fix a wire indicator (arrow) on th
mechanism, so that its end is by the rim of
Depress the taxel
the
elevating mechanism hand-wheel.
Pick out the hiay of the elevating mechanism by a turn of the fly-wheel in
the "elevation" directihn, at the came time bringing the top of the central
square of the telescopic ,cinted ::ijit-into the point of the mark.
Mark the positicn of the hahd-wheel according to the indicator by a line on
the external eurface of the rim.
Turning the fly-wheel 3.:.owly Lack in the opposite direction up to the
moment when the top of the central square of the sight moves away from the point
of the mark, once more mhrk by a line according to the indicator the second
position of the hand-wheel.
The angular deviation of the line on the rim of the hand-wheel gives the
size of the play of the mechanism; the play should be not greater than a turn
of the hand-wheel.
Reasons for fault:
Cf. "Increased full vertical unsteadineso of the tipping Fart 6 of the
weapon", paragraphs 1-6 and in addition:-
Unsteadiness of the hand-wheel
Check whether there is any unsteadiness of the hand-wheel on the worm.
Unsteadiness is not permitted.
If the hand-wheel is unsteady trii. the key grooves of the A51910-253 boss
and the worm, taking off the Minimum layer of metal possible; prepare an
A51050-21 dowel according to Appendix 1, sketch 14Y and fit it in so that there
is no unsteadiness of the hand-wheel on the worm.
Elevating Mechanism Yields on Dischahga
This is determined from the documents accompanying the weapon from the
military unit which sent the gun for repair, or from the information given by
the personnel bringing it.
The elevating mechanism should not yield on discharge.
? Any knocking down of the laying after discharge greater than 1 mil is not
permissable.
Reasons for fault:-
21-J~19 friction cone loosely clanjped. by the 21-409 nut (diag 5)
Unscrew the three A51061-8 screws and withdraw the 21-413 cap.
Clamp the friction cone, screwing up the 21-409 nut; in this case a
deviation of the line on the 21-409 nut in relation to the line on the external
surface of the 21-412 clamping sleeve is permitted if it is no greater than 4
of a turn of the nut.
If after clamping the friction cone the elevating mechanism yields on
discharge, dismantle it, examine the 21-420 plate springs and with a depth
gauge measure height A of each spring (sketch 31).
Height A of a spring should be not less than 10.1 mm.
50X1 -HUM
In the case of settling or fracture of a spring replace it (Appendix 1).
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Wear of the apertures of the 21-6 sleeves and the journals of the 21-209
worm (diag 51
Measure the diameters of the apertures of tile sleeves dna tne
of the journals of the worm.
1350X1-HUM
The difference in diameters in each junction should be not greatc- -'--
50X1-HUM
0.6 mm.
If the difference is greater than O.6 mm replace the sleeves (Appendix 1,
sketch 148).
After pressing the 21-6 sleeves into the 21-214- housing and the 21-208 sleeve
cut in the sleeves a groove for lubrication (sketches 27 and 28).
To eliminate possible catching of the worm journals in the sleeves (after
pressing in) it is permissable to scrape the outer surface of the sleeves.
When replacing the 21-6 sleeve in the 21-208 sleeve in guns of the first
issue do as follows:-
- cut a groove on the external surface of the 21-208 sleeve ( Cf. sketch
- press the 21-6 sleeve into the 21-208 sleeve;
- cut a thread R8 x i."5 in the 21-214 housing (sketch 29);
- prepare an A51064-3 screw (appendix 1, sketch 150);
stop the 21-208 sleeve with the A51064-3 screw.
Wear of the yxooves in the junction of the 21-419 friction cone and the
21-417 bearing flange with the 21-416 shaft from the cog-wheel (diag 5).
28);
Measure the breadth of the grooves of the friction cone, the bearing flange
and the shaft from the cog-wheel.
The difference in dimensions in each junction should be not greater than
0.5 mm.
With a difference greater than 0.5mm trim the grooves in the friction cone
and the bearing flange, weld on to all the groove shoulders (on one side) of the
cog-wheel shaft a 2.3 nun layer of metal with an E50A fS 4 mm electrode and trim
them on both sides (sketch 30).
Wear in the joinihg of the teeth of the 21-418 rim of the worm piear with
the thread of the 21-209 worm (diag5).
I,easure the thickness of the teeth of the worm gear rim at a distance of
4.6 mm from the top of the teeth and the thickness of the thread of the worm at a
?distance of 4.5 mm from the top of the-thread.
The difference between the spacing of the 14.13 mm thread and the sum of
the thickness of the tooth of the worm gear rim and the thickness of the thread
of the worm should be not greater than 1.2 mm.
With a difference greater than 1.2 mm replace the Sb 21-55 worm gear.
A clearance of up to 2.0 mm may be permitted, if the clearance in the
linking of the teeth of the 09-175 rack with the teeth of the 21-416 shaft from
the cog-wheel is not greater than 1.4 mm, and the clearances in the remaining
linkings, affecting the vertical unsteadiness of the tipping part of the gun,
are nornel.and the worm (Appendix 1). After asseMbling the elevating
mechanism check the moment of the friction apparatus on to the 21-416 shaft
from the cog-wheel (cf "Elevating mechanism yields on discharge", paragraph 2).
50X1-HUM
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? UR
flY1I-1I IM
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S C RE1
Particulars regarding the use of tank..
Taking into account particulars for the use of tanks under various conditions
following rules are given in this manual to insure keeping the tank in a
proper condition.
Getting tank ready for use in summer.
In order to get tank ready in summer one has to apply technical maintenance
No. 2 or 3 and additionally :-
- clean armament and its mounting, eliminate noticed faults and
replace winter lubricant by summer type.
- fill fuel system with summer fuel.
- drain cooling system of anti-freeze mixture; and flush the system
with hot water; in case the engine has run hot one must flush the
cooling system with a mixture of 1 Kg. of soda and i Kg.of kerosene per
10 litres of water;
- switch off preheater from the cooling system;
- clean preheater cooler from fouling.
lia.y of cleaning, coolirE. system
- fill the cooling system with the mixture as per above; start engine,
let it work for 10 - 15 min, then leave mixture in the system for some
10 - 12 hours.
start engine again, let it warm up, then stop it.
- drain mixture and flash system with clean water.
- fill cooling system with clean sweet water.
It is forbidden to flash the cooling system with caustic soda for it
might damage the bakelite surface.
In case of necessity radiator surface could be cleaned with a brush
then radiator blown through with compressed air.
In order to avoid radiator's surface getting dirty, latter should be
kept dry, no water spilt and any leakages stopped.
Particular rules to be observed when using tank in high temvature and
in air filled with dust.
High air temperature brings up heating of tank components,increased
use of water of the cooling system and of electrolite in the batteries, it
also worsens working conditions of the crew.
Dust (sand) penetrating inside the tank and settling on its pkrts
worsens cooling conditions and stiffens working of traversing and elevating
hand wheels and also of control pedals and levers.
Dusty air lowers considerably visibility through observation devices,
especially when moving in a column.
In order to obtain tanks normal work iA,.b temperatures and in AnAfIr
r 50X1-HUM
air it is essential:-
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I. To watch carefully thermometers, not to allow engine overheating.
In order to prevent overheating the cooling system should be filled
to capacity, radiator surface clean and the sealing of the engine
compartment in good order.
2. At short halts the heating of the running gear and the final drive
Should be checked, in order not to admit engine overheating.
Particular attention should be given to the heating of fourth
and fifth road wheels. In case of an overheating of one of the
road wheels - ascertain its reason and if necessary disassemble
and replace the faulty parts. In case of considerable overheating
of road wheel-rubber rims one should drive at reduced speed.
3. In order to prevent dust getting in, tank should be refuelled With,
the help of a fuel pump. Before removing plugs of fuel tanks and
points of lubrication these should be thoroughly cleaned.
Holes in fuel tank plugs must be cleaned, even washed, to give
access of air to the tanks.
All fuel and lubricants containers must be well closed..
4. All servicing of filters and air-.cleaner should be carried out
indoors. When these are removed, all openings in the body of the
filter and tubes must be well closed to prevent dust penetration.
Air-cleaner magazine should be flushed 2 - 3 times, each time
changing the fluid. For a more thorough cleaning the magazine
should be blown through with compressed air.
5. During the move lubricants should be removed from parts subject
to friction (such as :ear quadrant, race teeth, traversing and
elevating gear, hatch hinges, louvres, hinges etc.) as it collects
dust and this loads to stiffening up of the parts.
6. When there is a considerable increase in the work of control pedals
and levers these hinges and bearings, should be cleaned and washed
with fuel.
7. EVery 5 ? 6 days the level of electrolite in batteries should be
checked, dust and dirt removed, plug holes cleaned, distilled
water added, battery cover rubbed with a clean cloth.
Particular features of using tanks in bad ground conditions
Naturalobstaeles such as rivers, lakes and marshes and also much softer
ground due to rains and spring slush considerably reduce tanks' speed
and manoeuvreability.
The state of roads in early spring and during the period of rains
affect in the first place tank running gear bearings due to penetration
of mater,slush and sand. Dirt and sand wear out the running gear
bearings. It is therefore essential not to admit any defect in
the fastening of labyrinth packing covere, supporting bearings and
adjusting idler wheels.
Negotiating difficult particularly waterlogged sections of roads
leads to considerable overloading of components of the transmission
and of the engine, consequently to their overheating.
The maintenance of a tank during period of bad roads is more difficult
and requires more time.
In order to ensure correct tank use one should ease track tension.
/Preparing
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Preparing tank to negotiate a tora
Before negotiating a ford up to 1.4 in. deep it is essential:
- to check belly access plates.
- to shut driver-mechanic's hatch. Att. to CS B _8,645,324
to put on gun and MG muzzle covers.
- to insert rubber plug in apertures for the hull MG in the upper
glacis plate.
- to check track tension and if necessary adjust.
- check the storage and security of the tow rope; free ends of which
are fastened to the turret.
After the crossing, it is essential to make sure there is no water in the
hull. Should there be any water in it, the tank is put on an inclined
plane and water drained through access plates.
Preparing to use tanks in 'inter.
When acting in cold weather it is essential to carry out technical
servicing No. 2 and No. 3 and additionally:
- to refuel the tanks with minter fuel instead of summer fuel, then
start engine and drain remaining summer fuel from pipes, filters and
feed ramp;
- clean dirt from controlling openings of engine block;
- check heating system;
- connect preheater with the system, turning the handle so as to make
visible inscription "VKC" ("on") looking on it from above;
- check state of radiators;
- drain water from the system, hoses and their connections;
- fill cooling system with anti-freeze:
If cooling system will not be re-filled it is essential to turn the
crankshaft two or three times without fuel;
- to pump in ? - 6 litres of anti-freeze through radiator opening;
- drain thial anti-freeze; leave open drain cock, opening and radiator
opening while the tank is stationary.
- check condition of tarpaulin and "heating carpet".
/Characteristics
50X1-HUM
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Characteristics of using tanks in temperatures below Zero.
It takes a longer time to start tank engine in low temperatures and danger
arises that damage might be done to the engine, (bearings might run, or
engine seize) when starting it, should one not observe rules in preparing it,
this mould also complicate crew's work.
In order to simplify engine starting and creating normal c onditions of
work after having started it, engine should be heated up with the help of a
"forced feed pre-heater", placed in the tank.
To avoid possible damage to csmponents'of the power transmission and
running gear (in temperatures - 30 centigrade or more) one must start on
2nd gear, switching on epicyclic gear train .
Use of pre-heater.
Pro-heater is used to heat engine before starting it when air temperature
is below 5?C.
When using pre-heater tank must be placed on horizontal plane. An
inclination of rmight be admitted. Pre-heater can work on electrical or
hand gear. When working on hand gear the handle should be fitted and then
turned making 60 - 70 revolutions per minute. In order to reduce effort
on the handle the electrical belt drive should be removed.
To start pre-heater
- open bottom access plate intended to let out exhaust gases; in order
to achieve it, unscrew the nut of the plate's cover until it touches
handle, press it as far as possible and turn access plate cover
through 180?.
- replace handle of pre-heater hand gear;
- connect fuel pump with any group of fuel tanks fill pre-heater and
engine fuel pumps by way of hand pump;
? switch on batteries;
switch on spiral heater plug and about 1 minute later begin slowly to
turn hand gear in reverse direction without checking handle's move; .
- after ignition of mixture reverse, immediately direction of turning
of handle, switch on electric pump gear and quickly take off hand
gear handle.
When warmed up and pre-heater works well (that is when fuel in engine
can ignite without heater plug) switch off heater plug andeontinae-systests
warming up. Pre-heater's normal working is characterized by intensive:,_
rise in temperature of cooling fluid and smokeless exhaust gases leaving
pre-heater.
If the resistance on the handle Is greatand turning is difficult or
impossible it is essential to turn shaft of the electric motor and of the
injector pump for several revolutions by hand, using the driving belt.
If this is impossible remove the belt,operate pre-heater by hand and let it
work 10 - 15 minutes after which replace the belt and start electric motor.
In order to reduce resistance in turning the handle one may pour into
the cavity of the pre-heater injector pump 25 - 30 gr. of diesel fuel (in
case air temperature is below- 30 C.).
Should the pre-heater refuse to start or work irregularly all air
should be let out of its fuel pump turning air plug 3 ? 5 times in order
/to
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FcCRET
to make fuel flaw
tightly screwed up.
After pre-heater has stopped workingAtan mourn oe swimcnea on or
1-2 minutes in order to clear air of exhaust gases. Access plate should
then be closed, valves being screwed tightly and axis handle turned upwards.
Order in which engine should be warmed un low temperature
Before starting the engine it is essential to have an inspection of the
tank; any defects should be corrected and the engine warmed up.
0 It is strictly forbidden to start a cold engine in a temperature below
5 C (i.e. without using the pre-heater).
When fitting the cooling system with anti-freeze and the lubricating
system with oil, the engine should be warmed up in the following way:
- batteries should be placed in the tank;
- tarpaulin removed on the left side in order to let exhaust gas
out of pre-heater and engine;
- pre-heater started and engine warmed up to anti-freeze temperature
reaching _ ,00 C. (according to panel tgermomqer); temperature
in system might be allowed to rise up to 90 - 100 C While pre-heater
is working
- the lubricating pump switched on for a short period of 3--5seconds in
order to obtain an oil pressure not less than 3 Kg./1 sq. cm.;
pre-heater switched off and engine started as explained in Chapter 13.
In case the required pressure had not been obtained at first attempt
it should be repeated. The pump might be switched on for up to six tines
with intervals of 15 - 20 sec. Should the required oil pressure not been
obtained even after six attempts, start pre-heater and repeat warming up of
the engine until anti-freeze temperature has reached 95? - 100?C. when
pre-heater should be stopped, oil pressure brought up to 3 Kg./1 sq. cm.
by means of the oil pump and engine started. In ease even this procedure
should not give the required pressure, allow a 10 minute pause and then
switch on pre-heater and repeat the warming up and starting of engine.
If the oil pump's gears refuse to turn due to thick oil it is
forbidden to keep pump switched on for more than 5 seconds as it might
lead to the burning out of the windings of the electric motor.
When the oil pump functions it is not advisable to have it switched
on for more than 10 sec. as it might lead to a large amount of oil being
pumped from the oil tank to the engine crankcase.
When tankcooling system is filled with eater (which is alloyed in
exceptional cases if there is no anti-freeze available) one should prepare
to start engine in the following ways
- batteries should be placed in the tank;
- make sure that anti-freeze drain cock is open;
- pour water of 90? - 95?C through radiator nozzle and as soon as hot
water will flow out of drain cock, close it and pour in another
30 - 50 litres of hot waters
- start pre-heater and fill cooling system up to normal level;
- screw up plugs of radiator opening and of drain cock;
- warm
50X1-HUM
/How to
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How to warm up tank in field conditions
It is with pre-heater's help that the tank is kept ready to move after
prolonged halts (should these be necessary) in wintry weather. In this
case anti-freeze and oil are not drained.
To keep the tank ready to move the following conditions must be observed:
- choose a sheltered horizontal plane to be occupied by the tank;
- close all hatches and louvres;
- cover all louvres with carpets ?
- cover tank with tarpaulin and put some snow on the edges of the tarpaulin
wiz= it touches the ground;
- observe regularly, according to panel thermometer, the temperature of
anti-freeze in the system;
- should its temperature fall to 35 - 40 C. remove tarpaulin on the
left side to allow exhaust gases out of pre-heater and have it started;
- warm up engine up to antifreeze temperature of 950 iocPc.
and switch off pre-heater;
- cover tanks left side with tarpaulin.
For the duration of the halt whenever the anti-freeze temperature falls
to 350 - 400C the warming up of the tank should be carried out as per above.
Temperature should be watched by means of the instrument panel thermometer.
In cases where the cooling system has been filled with water the following
measures must be taken to keep the tank in readiness:
- warm it up as explained earlier;
? switch o8 pre-heater every 30 minutes and bring water temperature
up to 95 - 1000, when this is reached switch it off.
When the engine is being warmed up with the aid of the pre-heater the
hand gear should be used as a precautionary measure against the batteries
going flat.
50X1 -HUM
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