AEC Militant MkIII Recovery User Manual V1

Issued June 1970
ARMY
CODE
No. 22214
RECOVERY VEHICLE
WHEELED MEDIUM
6x6 AEC Mk 3
Vehicle Code No: 1335.0032
USER HANDBOOK
AMENDMENTS
It is' essential that this book be kept up to date with all
amendments. Immediately an amendment is inserted, particulars
will be entered hereunder.
Amendment
Date Signature
Amendment
Date Signature
No. No.
3
NOTES TO READERS
The subject matter of this publication may be affected by Defence Council
Instructions. If possible, amendments are issued to correct this publication
accordingly. When an instruction contradicts any portion of this publication the
instruction is to be taken as the overriding authority.
ASSOCIATED PUBLICATIONS
Servicing Schedules
Complete Equipment Schedule
Parts List
Technical Handbook
5
Code No.
60608
34144
Notes to Readers ..
Associated Publications ..
CONTENTS
SECTION 1 - DESCRIPTION
ROLE
CHASSIS ..
ENGINE .. . .
Engine lubrication
Fuel system
Air cleaner
Cooling system
CLUTCH
GEARBOXES ..
Power take-off drives
PROPELLER SHAFTS ..
FRONT AXLE
REAR AXLES
SUSPENSION
STEERING
BRAKES .. . .
Air pressure system
WHEELS & TYRES
ELECTRICAL SYSTEM
CAB
WINCH
HYDRAULIC SYSTEM
CRANE
TOWING EQUIPMENT
DATA
SECTION 2 - DATA
SECTION 3 - OPERATION
CONTROLS & INSTRUMENTS
Driving controls
Winching controls ..
Capstan winch controls
Craning controls
OPERATING INSTRUCTIONS
Starting the engine
Stopping the engine
Moving off
Gear changing
Third differential lock
Front wheel drive
Braking
Handbrake . . ..
Paying out the winch cable
Using the capstan winch
Winching in . .
Compound winching
Forward winching . .
Resetting the overload trip ..
Completion of winching
Preparing to use the crane . .
Craning ..
Suspended towing . .
Crane operator's canopy . . . . . . . .
Connecting air pressure brakes on towed vehicle
Connecting electrical system on towed vehicle
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CONTENTS (Continued)
OPERATING INSTRUCTIONS-Continued
Using the rear towing hook
Towed equipment
Inflating the tyres
Battery isolation switch
Draining the reservoirs
Use of jacks
Fording
Frost precau.tions
Fire extinguishers
To recharge a C02 dry chemical fire extinguisher
Stowage of loose equipment
Mounting for vice
Running in
SECTION 4-USER MAINTENANCE & ADJUSTMENTS
ENGINE
To check oil level
To change the engine oil and service the filters
To lubricate accelerator linkage
To tighten cylinder head and rocker gear nuts . .
To adjust the valve clearances
To tighten the manifold nuts and bolts
To clean the crankcase breather filter
To check engine mounting nuts and bolts
FUEL SYSTEM
To top up or change oil in injection pump and governor
To check fuel injection components
To service the fuel injectors
To service the primary fuel filter
To service the main fuel filters
To vent the fuel system
To service the air cleaner
COOLING SYSTEM
Lubrication
To check the coolant level ..
To adjust the fan belt tension
CLUTCH
Lubrication
To top up the clutch master cylinder reservoir ..
To check and adjust clutch pedal free movement
GEARBOXES
Lubrication
Check
PROPELLER SHAFTS
Lubrication
Check
REAR AXLES & SUSPENSION
To top up or change the oil in the differentials
To top up the articulated bogie pivot ends
Lubrication
Check
FRONT AXLE & SUSPENSION
To top up or change the oil in the differential
Lubrication
Check
To check the front wheel alignment
STEERING
To top up the steering box .. . .
To top up the steering assistance hydraulic reservoir . .
Lubrication
Check
BRAKES & AIR PRESSURE SYSTEM
Lubrication . . . . . . . .
To drain condensate from the air reservoirs
To drain and refill the antifreezer
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CONTENTS (Continued)
BRAKES & AIR PRESSURE SYSTEM-Continued
To check tightness of compressor cylinder head bolts
To check tightness of air pressure components and connections
To check the brakes ..
To adjust the brakes .. . . . .
To check the air pressure build-up rate
WHEELS & TYRES
To change a wheel
ELECTRICAL SYSTEM
To check electrolyte level in batteries and to top up
To clean and protect battery connections
To renew a fuse
Headlights, to adjust alignment
Headlights, to change a lamp
Side lights, to change a lamp
Front turn indicator lights, to change a lamp
Number plate light, to change a lamp
Convoy light, to change a lamp
Stop/tail lights, to change a lamp
Rear turn indicator lights, to change a lamp
Crane floodlights and spot light, to change a lamp
Beacon light, to change a lamp
CAB
Lubrication
To top up the windscreen washer reservoir
WINCH
To top up or change the oil in the winch drive gearbox
To top up the rope serving mechanism drive gearbox ..
To top up or change the oil in the capstan winch gearbox
Lubrication
To lubricate the main and capstan winch ropes
To check winch assembly and associated gear
To check and adjust the winch brake
To fit a new winch rope
HYDRAULIC SYSTEM
To check and top up the hydraulic reservoir
To change the oil in the hydraulic reservoir and clean the filter
To service the main hydraulic filters
Lubrication . . . . . . . . . .
To check hydraulic system components and hose connections
CRANE
Lubrication
To lubricate the hoist rope . .
To fit a new hoist rope
SECTION 5 - BACK-ACTER
This Section will be inserted at a later date by Amendment action
SECTION 6 - DESTRUCTION OF EQUIPMENT TO PREVENT
ENEMY USE
GENERAL
Destruction
Degree of damage
Priorities for destruction
Equipment installed in vehicles
Spare parts
Authority
Reporting
METHODS FOR DESTRUCTION
Mechanical
Burning
Gunfire ..
APPENDIX 1
CROSS REFERENCE TO SERVICING OPERATIONS
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LIST OF ILLUSTRATIONS
Fig. No.
1 Three-quarter front view of vehicle
2 Three-quarter rear view of vehicle
3 Suspended tow
4 View of engine
5 Main air pressure system-diagram
6 RH air reservoir and air pressure components
7 Air pressure system for winch control-diagram
8 Schematic wiring diagram
9 Block wiring diagram
10 Electrical distribution panel and fuses . .
11 Winch and drive
12 Hydraulic system diagram
13 Hydraulic fluid tank
14 Rear view of vehicle
15 Vehicle dimensions
16 Driver's controls
17 Winch controls
18 Capstan winch controls
19 Crane controls
20 Fuel injection pump and governor
21 Pulley for capstan winch cable on jib
22 Winch rope arranged for forward winching
23 Diagram of crane safe working loads and radii
24 Rear suspension lock
25 Outrigger jack
26 Positions for frame distance towing
27 Third line short coupling hose in position
28 Third line brake hose coupling
29 Electrical sockets for towed vehicle connection
30 Generator panel and isolation switch
31 Components behind cab on LH side
32 Jacking a rear wheel
33 C02 dry chemical fire extinguisher
34 Stowage diagram
35 Engine oil filler and dipstick
36 Engine oil filter
37 Sequence of tightening cylinder head nuts
38 Front engine mounting
39 Rear engine mounting
40 Primary fuel filter
41 Main fuel filters
42 Air cleaner
43 Alternator mounting
44 Air/hydraulic clutch unit . .
45 Clutch setting adjustment
46 Gearboxes oil fillers, level plugs and drains
47 A propeller shaft, showing lubricators
48 Leading bogie axle oil filler and level plugs
49 A bogie pivot end oil filler
50 Front axle oil filler and drain plug
51 Power steering system oil reservoir
52 Front axle brake adjustment
53 Rear axle brake adjustment
54 Sequence of tightening wheel nuts
55 Renewing a fuse wire
56 A headlight ..
57 Grouped lubricators for winch overload trip ..
58 Access to lubricators on winch and crane slewing chain drive
59 Fitting a new winch rope .
60 Main hydraulic oil filters . .
61 Fitting anchor block and tail cone to new hoist rope
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U 4250/1 .
FIG. 7 THREE-QUARTER FRONT VIEW OF VEHICLE
U4250/2
FIG. 2 THREE-QUARTER REAR VIEW OF VEHICLE
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FIG. 3 SUSPENDED TOW
12
SECTION 1 - DESCRIPTION
ROLE
1. The primary role of the vehicle is the recovery of wheeled 'A' and '8' vehicles up to and including
the 10 ton class, but not exceeding 23 tons gross weight.
2. It is capable of rear suspended towing of any '8' vehicles which can be unloaded sufficiently
that the hook load does not exceed 5.25 tons (Fig. 3).
3. A secondary role of the vehicle is for use as a mobile crane for general workshop use.
CHASSIS
4. The chassis is the AEC Militant 6 x 6 with minor modifications to make it suitable for the role.
FIG. 4 VIEW OF ENGINE
1. Thermostat 7. Accelerator cross shaft 13. Front engine mounting
2. Oil filler 8. Rear engine mounting 14. Tachometer drive
3. Injectors 9. Governor 15. Water pump
4. Air intake manifold 10. Lift pump 16. Alternator
5. Injector dribble gallery pipe 11. Injection pump
6. Dipstick 12. Compressor
ENGINE (Fig 4)
5. The engine is AEC type AV760, six cylinder vertical, direct injection compression ignition. The
crankcase and cylinder block are of monobloc construction incorporating renewable dry cylinder
liners. The crankcase is divided from the sump along the centre line of the crankshaft. The crankshaft
is carried in seven precision type main bearings. Two identical cylinder heads, each covering three
cylinders, carry the push rod operated overhead valves, valve rocker gear and injectors.
Engine lubrication
6. Wet sump lubrication is maintained by a gear type oil pump housed in the crankshaft front main
bearing cap. The pump draws oil through a gauze strainer in the sump, feeding it at high pressure to
the crankshaft bearings and connecting rod big-end bearings, the oil draining back to the sump. Oil
is cooled by being drawn from the sump by a second, circulating, pump which passes it through the
oil cooler and back to the sump. The oil cooler is an oil/water heat exchanger. The rocker shaft
assemblies are lubricated by a low pressure oil supply and the connecting rod small-ends by oi l
splash.
13
SECTION 1 - Continued
Fuel system
7. The fuel tank is mounted on the RH side of the chassis frame. Fuel is drawn from it by a lift
pump fitted on the side of the injection pump, through a primary filter. From the lift pump fuel
passes through the twin main filter, which is mounted under the LH front wheel arch, to the injection
pump. The preliminary fuel filter is of the " metal edge" type and incorporates a relief valve to permit
fuel to flow even if the filter becomes choked. The main filter has two paper type elements, the
metal cases of the elements being clamped between the filter head and their respective bases
which retain any dirt and water. An air release valve is fitted to the top of the main filter which
allows any air bubbles to escape back to the tank.
8. The injection pump is the " in-line" type. It meters fuel under very high pressure to the six injectors
Fuel leak off from the injectors is piped down and spilled to waste.
9. A direct reading fuel contents gauge of the magnetic type is fitted on the side of the tank. A
distant reading gauge is fitted on the driver' s instrument panel with the electrical transmitter on the
top of the tank. Provision is made for padlocking the tank filler cap. The filler neck contains a
gauze filter.
Air cleaner
10. A 2-stage air cleaner is fitted to the back of the cab on the LH side and is connected to the
engine air intake manifold by a flexible pipe. The first stage of the cleaner is the top portion of the
assembly and comprises a centrifuge and oil bath to retain the larger dirt particles. Air passes from
the first stage down the central tube in the second stage to the oil bath at the base and then upwards
through the gauze element and out through a side outlet.
Cooling system
11 . Coolant circulation through the system is maintained by an impeller type pump mounted at the
front of the engine casing. The radiator is a one-piece, tube block type, with oval gilled tubes
sweated into the top and bottom tanks. The radiator is resiliently mounted. An oil cooler is fitted
in the pipe between the radiator bottom tank and the pump. A thermostat, in the pipe to the radiator
top tank, prevents coolant circulating through the radiator until a predetermined temperature is
reached. Pressure in the cooling system is regulated by a spring loaded pressure relief valve incor-
porated in the radiator filler cap. Three drain cocks are fitted : for the radiator, oil cooler, and cylinder
block.
CLUTCH
12. The clutch is a conventional single dry plate type. The drive from the cover plate is transmitted
by steel straps to the pressure plate. Withdrawal is by four adjustable release levers operated by an
enclosed bearing of the ball thrust type.
13. The clutch pedal operates an hydraulic master cylinder which creates hydraulic pressure to
actuate a slave cylinder connected to the clutch withdrawal lever. The hydraulic line is connected
through an air-hydraulic unit which provides air pressure assistance to increase the hydraulic pressure
and lessen the effort needed on the pedal. The system is hydrostatic and self-adjusting to compensate
for wear of the friction facings.
14. A diaphragm type air chamber is also connected to the withdrawal shaft. This functions in the
event of an overload on the winch, to disengage the clutch; it has no effect on normal clutch
operation.
GEARBOXES
15. The two gearboxes are unit-mounted with the engine. The main gearbox provides six forward
ratios and one reverse; the fifth ratio is direct and sixth is an overdrive. Except for first and reverse,
all gears are constant mesh. The transfer gearbox provides two ratios, and incorporates the transfer
drive to the front axle which is engaged by means of an air operated control from the driver's
position. Engagement of gears in the transfer gearbox is by sliding mesh.
Power take-off drives
16. A power take-off is fitted on the LH side of the main gearbox casing, which drives, by means
of a short shaft with universal joints, an hydraulic pump which powers the crane motions, the
auxiliary capstan winch, and the spade. Engagement of the power drive is by mechanical linkage
from the driver's position.
17. The transfer gearbox is fitted on top with a power take-off capable of transmitting full engine
torque. The drive from this power take-off is transmitted through a universally-jointed shaft and
chain and sprockets, to the winch.
PROPELLER SHAFTS
18. There are three propeller shafts : gearbox to leading bogie axle, leading to trailing bogie axle,
gearbox to front axle. Each has two universal joints and a sliding spline joint.
14
FRONT AXLE
19. The front axle is of the driving and steering type fitted with double reduction gearing. The
primary reduction is by bevel pinion and crown wheel; secondary reduction is by double helical
pinion and wheel mounted in the differential casing.
20. Drive is transmitted to the road wheels through constant velocity universal joints of the
"Tracta" type. Hollow axle swivels house the opposed taper roller bearings on which the hubs are
mounted. The swivel pins are also carried on opposed taper roller bearings.
21. The hub bearings are adjusted by means of shims. Lubricant is retained in the hub by twin lip
type seals. Adjustable steering lock stops are fitted behind the swivels.
REAR AXLES
22. The axles are of the double-reduction spiral-bevel type incorporatmg double helicsl gearing.
The primary reduction is by bevel pinion and crown wheel; secondary reduction is by double helical
pinion and wheel mounted in the differential casing.
23. Drive is transmitted to the road wheels through fully floating axle shafts having splined inner
ends and flanged outer ends which are attached to the wheel hubs. Each hub is mounted on two
taper roller bearings which are adjusted by means of shims and distance pieces.
24. Lubricant is retained in the hubs by a lip type seal and in the brake operating shafts by rubber
"0" rings. The brake shoes are kept clear of surplus lubricant by a deflector riveted to the hub.
25. A third differential is fitted to the leading axle to equalize the drive to the two axles. This can be
locked by means of a sliding dog which, when operated, couples the drive of both axles and renders
the third differential inoperative. The control is by means of air pressure from a valve mounted
at the driver's position.
SUSPENSION
26. Suspension is by semi-elliptic laminated steel springs mounted between the axles and the
chassis frame.
27. The front springs are mounted above the axle and have resilient bumper pads fitted on top of
them to restrict upward movement. Telescopic hydraulic dampers are fitted between the front axle
and frame side members. Hollow rubber buffers are fitted to the frame above the front springs to
provide a progressive suspension.
28. For the rear axles, two inverted semi-elliptic springs are clamped to a spring carrier, which is
pivoted on bushes on a transverse bogie pivot tube mounted in brackets bolted to the chassis frame.
The ends of the springs slide freely in brackets which are bolted to the upper side of the axle casings;
the spring brackets provide sideways location for the axle only.
29. Each axle is located fore and aft of the transverse bogie pivot tube by one upper and two
lower link rods. The upper rods are fitted between a frame cross member and the tops of the reduction
casings, whilst the lower rods connect the bogie pivot brackets to the lower side of the axle
casings. All torque rods are fitted with rubber bushed bearings which compensate for deflections
during articulation of the axles.
STEERING
30. The steering gear is of the worm and nut type in which the rocker shaft carries a bronze nut
swivelling on two trunnions and is operated by a worm formed on the lower end of the steering
shaft. The upper end of the steering shaft is supported in a ball bearing which takes the axial thrust.
This bearing is supported in resilient rings which absorb shock and permit movement of the steering
shaft while the nut passes through its working arc. The steering drop arm is fitted on taper serrations
on the rocker shaft. Motion is transmitted from the drop arm by a drag link connected to the front
axle steering arm. Ball sockets are fitted at each end of the drag link.
31. Power assistance is provided by a direct-coupled hydraulic system consisting of a combined
ram and control valve and an,engine-mounted roller type pump incorporating flow regulating and
pressure relief valves. The double-acting ram is attached at its rear end to the frame side member and
at the front to the drag link and drop arm. The control valve has a spool which is operated by the
reactive force between the drop arm and drag link; movement of the spool admits oil under pressure
to the appropriate side of the ram piston, thus providing the power assistance. The valve spool is
centred by springs which have to be overcome before power becomes available; this provides
the driver with steering "feel". Should the pump fail, oil is admitted to both sides of the ram, per-
mitting normal manual steering. An oil supply tank for the system is mounted on top of the hydraulic
pump.
BRAKES
32. The brakes are of the cam-expanding, single leading shoe type, air operated and acting on all
wheels. The parking brake (hand brake) is of the single pull type operating a direct mechanical
linkage to the rear bogie wheels; air operated power assistance is provided by a valve mounted
on the handbrake assembly and two diaphragm chambers adjacent to the axles.
15
BRAKES-Continued
33. Footbrake operation is by means of diaphragm brake air chambers ; the front axle chambers
are mounted vertically above the swivels and the rear axle chambers are mounted on brackets on the
axle beams. The chambers on the front and trailing bogie axles have twin diaphragms to provide a
secondary (auxiliary) brake operated by a hand control valve on the steering column; this hand
control valve is also used as a ' hillholder' to facilitate restarting on a gradient.
34. On the front wheels, the brake shoes are returned to the "off' position by coil springs, and on
the rear wheels by horse-shoe shaped double leaf springs.
35. Brake lining wear is taken up on the front axle by quadrant type adjusters and on the rear axles
by worm wheel type adjusters.
Air pressure system
36. Clean air is drawn by the compressor from the engine intake manifold (Fig 5 (1) ),and through
an anti-freezer (2) which, when in use, prevents freezing of any moisture in the air, by mixing with it
a small amount of methyl alcohol. The twin cylinder compressor (3) is mounted on and driven by the
engine, and is air cooled. The air under pressure passes to an unloader valve (4) which controls the
pressure in the whole system ; when the maximum pressure is reached the unloader valve cuts out
and permits air being delivered by the compressor to be passed back to the inlet side so that it is
then being pumped in a closed circuit at atmospheric pressure. When the pressure falls to a pre-
determined amount the unloader valve cuts in and allows the reservoirs to be charged again to
maximum pressure. The unloader valve incorporates a safety valve to prevent excessive pressure
should a fault occur. The right hand reservoir (5) supplies one side of the dual footbrake valve (8)
to operate the brakes on the front and trailing bogie axles (Fig. 6) . The leh hand reservoir is divided
1. Clutch airl hydraulic unit
2. Pressure regulating valve
3. Reservoir drain cock
4. Low pressure switch
FIG. 6 RH AIR RESERVOIR AND AIR PRESSURE COMPONENTS
internally into separate compartments, one of which (Fig. 5 (6 serves the handbrake valve (9),
the clutch and winch operating systems and the other side of the dual footbrake valve for the
leading bogie axle brakes. The other compartment (7) serves the auxiliary (secondary) system ;
this system is used as a hill holder and also for emergency use in the event of failure of the footbrake
system; it operates the brakes on the front and trailing bogie axles and on a towed vehicle if coupled.
37. The footbrake valve comprises two separate valves so that if air pressure is lost from one side
due to leakage the other remains operative. It regulates the air pressure in the brake chambers
according to the effort applied to the driver' s brake pedal.
38. The handbrake valve passes air pressure to the handbrake chambers (13) when effort is
applied to the hand brake lever; the air pressure is released once the hand brake is set so that air
pressure is not necessary to maintain the parking brake on.
39. Pressure regulating valves (15) are fitted at several points. These close if the pressure drops
below 5.3 kg/sq. cm (75 p.s.i.) thus isolating the various parts of the system if a leak develops in one
of them. The change-over valves (16) permit air to be supplied from alternative sources without
passing from one source to the other. Quick release valves (17) are fitted to prevent delay in release
of the brakes, by permitting the escape of air adjacent to the brake chambers. Relay valves (18)
prevent delay in application of the brakes.
16
22
C D ~ ~ = =
1. Engine air intake manifold
2. Anti-freezer
3. Compressor
4. Unloader valve
5. Reservoir-1st and 3rd axle brakes
6. Reservoir-2nd axle and trailer brakes
7. Reservoir-secondary system and 3rd line to trailer
B. Dual footbrake valve
9. Handbrake valve
10. Front axle brake chambers (twin diaphragm)
34
A B c D
F G H J
TR600
FIG. 5 MAIN AIR PRESSUlE SYSTEM-DIAGRAM
11. Leading bogie axle brake chambers
12. Trailing bogie axle brake chambers (twin diaphragn)
13. Handbrake chambers
14. Hand valve for secondary system
15. Pressure regulating valves
16. Change-over valves
17. Quick release valves
1B. Relay valves
19. Pressure gauges
20. Palm coupling-service line
21. Palm coupling-emergency line
22. Push- in coupling-3rd line
23. Auxiliary coupling
24. Filters
25. Tyre inflator
26. Clutch air-hydraulic unit
27. Stop light switches
2B. Low pressure switches
29. Control valves
30. Warning light swi tch
.,
E
K
A. Supply-atmospheric when unloader cut out
B. Reservoir (5) pressure
Controlled supply from reservoir (5)
Reservoir (6) pressure
Reservoir (7) pressure
Pressure from front 3rd line coupling
Pressure from front service coupling
Controlled supply from handbrake valve
31. Operating cylinder-front wheel drive
32. Operating cylinder-third diff. lock
33. Connections to windscreen wipers and washer
34. Connection to winch control system (see Fig. 11)
Air pressure system-Continued
40. Air pressure couplings are provided at the front and rear of the vehicle to connect the braking
system of another vehicle or trailer equipped with a 2- line or 3-line air braking system. The 3rd line
at the rear is pressurized by operation of the handvalve (14) controlling the vehicle's auxiliary
braking system. When two or more vehicles are coupled the driver of the front one controls the
brakes of all vehicles connected behind ; there is no control of vehicles connected in front.
41. Low pressure switches (28) are connected to each of the three reservoirs and control a single
warning light on the driver's panel and a warning buzzer in the cab. Low pressure in anyone wi ll
cause the light to come on and the buzzer to sound.
13
II
~ ~ i l
6&=J
FIG. 7 AIR PRESSURE SYSTEM FOR WINCH CONTROL-D/AGRAM
1. Supply from main air pressure system 8. Hand valve-winch brake
2. Pressure reducing valve 9. Operating chamber-winch brake
3. Change-over cock 10. Hand valve-vehicle clutch
4. On/off control valve-winch clutch 11. Operating chamber-vehicle clutch
5. Operating cylinder-winch clutch 12. Clutch air valve
6. On/off control valve-rope tensioner 13. Change-over valve
7 ~ Operating chamber-rope tensioner 14. Quick release valve
42. The winch is controlled by air pressure (Fig. 7). On/off control valves (4 & 6) are used for the
winch dog clutch and rope tensioner, and hand valves (8 & 10) giving progressive control of
pressure are used for the wi nch brake and vehicle olutch. In the event of an overload on the winch,
the clutch air valve (12) is actuated to release air pressure to the vehicle clutch chamber (11) and
disengage the clutch. See also paras. 54--57
WHEELS & TYRES
43. Single wheels and tyres are fitted on all axles and are. interchangeable in all positions. The
wheels are flat base, 4-piece type. The tyres are cross country tread pattern, the type fitted initially
being radial ply Michelin XL. A spare wheel and tyre is carried on top of the crane sub-frame and is
handled by the crane.
ELECTRICAL SYSTEM
44. The electrical system (Figs. 8 and 9) operates at 24 volts nominal with negative earth reference.
All wiring is double pole. Two 12-volt batteries, connected in series, are carried in the cab centrally
at the rear. Electrical power is provided by an engi ne driven alternator with in-built rectification ;
control of the output is by a generator panel in the cab. A double pole battery isolation switch is
fitted adjacent to the generator panel.
45. The axial starter motor incorporates a solenoid switch and is mounted on the RH side of the
engine, its pinio!) engaging with a gear ring on the engine flywheel. The solenoid switch cannot be
energised until the driver's master switch is turned on.
17
ELECTRICAL SYSTEM-Continued
46. Lighting equipment comprises two double-filament headlights, two side lights, two combined
stop and tail lights, and one rear convoy light fitted on the crane sub-frame. Provision is made for
fitting of infra-red headlights. Reflectors are fitted front, rear and on the sides. Turn indicators are
fitted at the front and rear; a relay is employed so that the indicators on a towed vehicle can be
operated simultaneously. The various circuits are protected by fuses fitted in a distribution panel
in front of the driver (Fig. 10) .
FIG. 10
ELECTRICAL
DISTRIBUTION PANEL
AND FUSES
47. An amber beacon light is fitted on top of the cab. This is given the effect of a flashing light by
means of a rotating reflector which is driven by an electric motor.
48. There is an interior light in the cab; an inspection light with flexible lead is carried as loose
equipment.
49. Warning lights are fitted in the cab for alternator charging, low air pressure, front wheel drive
engagement, third diff. lock engagement, turn indicators and headlights main beam. A buzzer is
fitted to give additional warning of low air pressure. The speedometer, tachometer and fuel contents
gauge are electrically operated. An electric horn is fitted. An engine hourmeter is fitted at the driver's
position and is energised by the master switch.
50. Two sockets are fitted at the rear, to suit either type connection on a towed vehicle. The 4-pin
socket provides tailor convoy lights. The. 12-pin socket provides also for turn indicators, stop lights
and an auxiliary supply.
51. An inter-vehicle socket is fitted outside the cab at the left rear. This permits the interconnection
of the batteries of two vehicles to assist the starting of one.
52. Two floodlights are fitted on the crane jib. The position of these can be altered in a vertical
plane by a mechanical control from the crane operator's position. A spotlight, with flexible lead, is
carried in a universal mounting on the crane operator's console; the light is easily removable and
can be hand held in use; electrical sockets are fitted on the console.
CAB
53. The cab is of the forward control type, steel construction, flexibly mounted, and provides
seating for three persons including the driver. The roof and back are double skinned with the cavity
packed with insulating material. An observation hatch is fitted in the roof over the forward passenger's
seat and the seat back hinges down to form a platform. The two doors are hinged at the front; a stay
is fitted at the top of each door, which can be engaged in the open position. A cylinder type lock is
fitted to the driver's door adjacent to the handle; the passenger's door can be bolted from the inside;
the drop windows in the doors can be locked in the closed position. The RH side rear window is of
the sliding type but other windows are fixed. The driver's seat is adjustable vertically and horizontally;
the back is movable to form a rearward facing seat for winch operation. Inertia reel type seat belts
are fitted for the driver and frontr,passenger and a lap and diagonal type for the rear passenger. Two
air operated windscreen wipers and windscreen washing equipment are fitted.
18
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1
FIG. 11 WINCH AND DRIVE
1. Dog clutch
2. Air cylinder for dog clutch
3. Serving gear rollers
4. Serving gear reduction drive
5. Driving gear case
5. Oil filler and level plug
7. Brake band
8. Brake operating lever
WINCH
54. The winch (Fig. 11) has a large diameter rope drum mounted with its axis vertical beneath the
crane deck and is driven by a power take-off (PTO) on top of the transfer gearbox. Control of
engagement of the PTO is by cable from the operator's position in the cab. From the PTO the drive
is by sprockets and chain to a worm shaft which engages with a worm wheel keyed to the vertical
drive shaft. This shaft passes up through the winch drum driving gear and the drive from the shaft
to the driving gear is engaged by means of a dog clutch which is liplined to the top of the vertical
shaft and engages with holes in a clutchplate attached to the driving gear. The dog clutch is con-
trolled by air pressure, the air cylinder being connected to a cross shaft linked to the dog. The driving
gear engages with a gear ring bolted to the perimeter of the winch rope drum.
55. Three serving gear rollers are carried as an assembly on a cranked shaft. The cranked shaft is
driven by triple reduction gearing from the ring gear, and gives the serving gear rollers a vertical
oscillating movement to lay the rope on the drum during winching. The narrow driven gear can be
disengaged from the ring gear so that the serving gear movement can be altered to suit the r.ope
position on the drum.
56. The winch brake is air pressure released and is of the external contracting band type operating'
on a brake drum beneath the clutch plate. The drum has a ratchet mechanism which allows
winching in with brake applied, but holds the load should the overload device work or the drive
otherwise be disengaged.
57. A winch overload device is incorporated. The winch is mounted in a frame and the frame is
permitted a small movement about a fixing bracket on the left hand side. This movement is resisted
by a system of levers and a pre-loaded compression spring. When the load in the winch cable
reaches a predetermined amount the spring is further compressed, the winch frame moves, the
movement being multiplied by the levers to trip a mechanism with over-centre spring loading. This
operates a clutch air valve and engages a pawl in a quadrant rack; the air valve releases pressure air
into a clutch chamber which acts through a relay lever and tension rod onto the clutch withdrawal
lever to disengage the main vehicle clutch; it is held in the disengaged position by the pawl and rack.
After the overload on the winch rope has been released, the mechanism is reset by the winch
operator by a cable control in the vehicle cab which releases the pawl allowing the mechanism to
return to its normal position by action of springs.
19
WINCH-Continued
58. Three rollers on spring loaded arms, arranged around the main winch drum, bear on the turns
of rope and prevent it springing away from the drum. There is also a rope tensioner to maintain
tension on the rope when winding in with no load; this is air pressure controlled from the operator's
position and works by means of pinch pulleys.
59. The winch rope passes over a swivelling fairlead at the rear of the chassis frame. It swivels
around a longitudinal axis, the rope passing through the hollow swivel stub. This permits rear
winching up to 90 either side of the centre line.
60. For forward winching the rope is led over a fixed fairlead pulley at the rear and forward along
the left hand side of the chassis frame, to which are fixed rollers and pulleys. Beneath the front
bumper is a rope fairlead.
61. A wide spade is fitted under the rear of the chassis frame, to react the load when taking heavy
rear winch pulls. The spade is lowered and raised hydraulically, the control valve being fitted at the
rear of the vehicle. See also paras. 63-67.
62. A capstan winch is fitted on the side of the crane structure and is driven hydraulically. The
cable for this winch is stored on a hand-wound drum beside the capstan. This is primarily intended
for pulling out the main winch rope, by taking the capstan winch cable round a snatch block on
the load and securing it to the end of the main winch rope. The capstan winch cable is led over a
pulley mounted high on the side of the jib, and can be used for forward or rearward pulls.
HYDRAULIC SYSTEM
9
10
2
13
FIG. 12 HYDRAULIC SYSTEM DIAGRAM
1. Hydraulic pump
2. Tank
3. Spade control valve
4. Crane centre post
5. Selector valve for capstan winch
6. Crane control valves
7. Motor for capstan winch
8. Twin micronic filters
9. Jib extension ram
10. Hoist ram
11. Luffing rams
12. Slewing rams
13 Spade ram
63. An hydraulic system (Fig. 12) is incorporated to provide power for the capstan winch, spade
and crane motions.
20
HYDRAULIC SYSTEM-Continued
64. The system is of the free flow type in which there is no restriction to the flow of fluid round
the system until one of the services is put into operation. Movement of a control valve from the
neutral position closes the free return circuit and causes the pressure to increase.
65. Power is derived from an hydraulic pump (1) mounted beneath the chassis frame on the left
hand side of the transfer gearbox. It is driven from a power take-off on the side of the main gearbox.
The engagement control for the power take-off is beside the driver.
L'
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3
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FIG. 13
HYDRAULIC FLUID TANK
1. Breather pipe
2. Bolts holding cover for cloth bag filter
3_ Dipsti ck and cap
66. The pump draws fluid from a tank (2) mounted on top of the sub-frame behind the cab on the
right, and delivers it to the control valve (3) for the spade which is at the rear of the vehicle
beneath the decking on the RH side. In the free flow condition the fluid passes straight through
this valve, forward and up through the centre post of the crane (4) . Swivel joints and flexible hoses
at this point allow movement of the crane. The fluid then flows to the selector valve (5) for the
capstan winch; in the normal position of this valve, the fluid passes through and thence to the bank
of crane control valves (6) , straight through and back to the centre post and the tank. If the capstan
winch selector valve is moved to the other position, instead of passing to the crane control valves
the fluid flows to the capstan winch motor (7) which will immediately revolve and drive the cap-
stan. All fluid returning to the tank first passes through a twin- bowl micronic filter (8) beneath
the decking.
67. The spade control valve and the bank of crane control valves each incorporate a pressure
relief valve, which will open if mechanical overload occurs or a control valve is held open with the
ram at its limit of movement. All rams are double acting, and each control valve can be moved in
either direction from neutral to power the ram in either direction. Single rams are used for spade
operation and for crane motions of hoisting and extending ; twin rams are used for luffing and
slewing. Since the hoist ram is mounted in the extending part of the crane jib, long braided hoses
are used, running over two pairs of pulleys, which move against springs to maintain a tension in
the hoses.
21
CRANE
68. The recovery crane is hydraulically operated and incorporates a two-section telescopic single
boom jib. The jib can be luffed, extended or retracted and slewed. The crane hook can be raised or
lowered. The controls are operated from a control console and seat mounted on the crane turntable.
The crane is designed for suspended towing of other vehicles and for use as a workshop crane.
69. Slewing motion is obtained from a pair of hydraulic rams mounted beneath the crane deck.
They are coupled to an endless chain which runs round a sprocket at the base of the turntable and
an idler sprocket at the rear. The turntable is carried on twelve rollers spaced around the outside.
Hydraulic connections are taken through the centre post, with swivelling couplings.
70. Luffing motion is by a pair of rams mounted vertically, one each side of the jib.
71 . Jib extension and retraction is by a single ram fitted within the jib at the lower end. The centre
part of the jib moves and is carried on guide rollers.
72. Hoisting is by a ram fitted in the extending inner part of the jib. The hoist rope is attached at
the outer end of the inner jib, passes over a sheave on the end of the ram rod and then out over the
sheave at the end of the jib. There is a swivelling hook on the end of the rope.
73. Two telescopic support legs (Fig. 14 (1)) are provided to support the jib to the frame. These
increase the load capacity of the jib and must be used for suspended towing. They fit into hemi-
spherical sockets on top of the deck and pivot at their attachment to the jib outer section. When not
in use they are swung back and clamped to the jib. Adjustment for length is by removal of a pin
through the two tubular sections, one of which has a series of holes.
74. The controls located in front of the operator comprise four lever operated valves for the four
motions. A safe-load indicator is fitted immediately below and is operated by hydraulic pressure in
the luffing rams. It has three sectors indicating the safe load for the three conditions: suspension
locks only, outrigger jacks and suspended tow with jib support legs in use. A removable canopy
to protect the operator is carried as loose equipment; it comprises a canvas cover and a tubular frame.
75. Four outrigger jacks are fitted to increase stability when craning. When not in use they are
hinged up and pushed into stowage tubes. The posts are screwed to provide adjustment. Micro
switches are fitted to control a warning light on the control console; the light is extinguished when
all four legs are in the stowed position.
76. Locks are fitted to the rear suspension of the vehicle for use when craning. Each lock consists
of left and right hand screwed eyes fitted into a bottle-nut. The lock is fitted between the ends of
two bell-crank levers, the other ends of which are linked to each rear axle. This prevents deflection
of the road spring but permits articulation to equalize the load on the two axles.
TOWING EQUIPMENT
77. At the front of the vehicle is a fixed towing hook and at the rear a swivelling hook; it swivels
about a longitudinal axis and can be locked in the upright position.
78. An 'A' frame is carried for use with suspended tows. There are three pairs of mounting eyes
for it at the rear of the vehicle to enable it to be fitted at different heights. It is fitted to the eyes with
pins with drilled ends for locking clips. The towing eye on the 'A' frame can be moved to either
side to facilitate coupling, and relocks automatically in the central position.
22
12
11
TP ISS7S
FIG. 14 REAR VIEW OF VEHICLE
1. Jib support legs
8. Spade
2. Adjusting pins for 1 9. Retaining pins for spade in travelling position
3. Locking pins for 1 10. Towing hook
4. Attachment pins for 14 11. Fairlead pulley for forward winching
5. Spade operating control 12. Swivelling fairlead
6. Locking pin for swivelling fairlead 13. End of winch cable-secured for travelling
7. Outrigger jack 14. Frame distance towing-in mid mounting position
23
10
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FIG. 15 VEHICLE DIMENSIONS
24
SECTION 2 - DATA
DIMENSIONS {Fig. 15)
Overall length
Overall width
Overall height . . . . . .
Ground clearance (under axle bowl) . .
Whee.1 track, front, at ground
Wheel track, rear .. . . . .
Wheelbase, front axle to bogie centre . .
Bogie centres
WEIGHTS
8.23 m
2.50 m
3.10 m
0.40 m
2.00 m
1.92 m
3.92 m
1.40 m
(27 ft 0 in)
(8 ft 2! in)
(10 ft 2 in)
(1 ft 3i in)
(6 ft 6ft in)
(6 ft ~ in)
(12 ft 10! in)
(4ft7in)
Complete vehicle with full fuel tank, fully equipped, less crew:
Front axle 6,540 kg (6 tons 8! cwt : 14,390 Ib)
(14 tons 5 ~ cwt : 31,950Ib)
(20 tons 13i cwt: 46,340 Ib)
Rear bogie .. 14,500 kg
Total .. 21,040 kg
BRIDGE CLASSIFICATION Class 20
FORDING DEPTH
Without preparation
SHIPPING TONNAGE
PERFORMANCE
Maximum speed-normal road (max. revs)
Maximum gradient-with stop and restart
Minimum turning circle diameter
Fuel consumption . . . . . .
Nett power/gross weight ratio .. . .
Maximum tractive effort, top gear (85% eff.) . .
Maximum tractive effort, lowest gear (85% eff.)
Road speeds km/h (m.p.h.) at 2200 rev/min . . .
Main 1st
2nd
3rd
4th
5th
6th
CAPACITIES
Engine oil including filters . .
Air cleaner, main bowl and pre-cleaner . .
Fuel injection pump, cam-box and governor . .
Main gearbox . .
Aux. (transfer) gearbox
Front axle differential ..
Rear axles differentials, each
Capstan winch drive
Winch gear casing ..
Winch serving gear drive casing
Steering box
Bogie spring pivot
Coolant
Fuel tank
Anti-freezer . . . .
Hydraulic system, reservoir
Hydraulic system, total
ENGINE
Type. . .. ..
Number of cylinders
Bore ..
Stroke . .
Cubic capacity ..
B.H.P. (nett at clutch)
Maximum torque . . . .
Maximum governed speed
Firing order .. . .
Compression ratio ..
Valves .. .. . . .. .. ..
Valve tappet clearance, inlet and exhaust,
engine HOT ..
Timing gear drive . .
0.76 m
56 tons
78 km/h
1 in 1.46
23.8 m
2.8 km/litre
9.84
700 kg
12,500 kg
Aux. high
l! (4!)
12 (l!)
21! (13!)
35! (22)
54 (33!)
72! (45)
26.7 litre;
6.5litres
0.4 litres
12.5litres
6.3 litres
9.1 litres
31 .3 litres
1.1 litre
12.0litres
Top up only
Top up only
Top up only
36.5litres
2181itres
1.6 litres
91 litres
205 litres
(2 ft 6 in)
10 cu ft .
(48! m.p.h.)
(78 ft)
(7.8 m.p.g.)
(1 ,543 Ib)
(27,550Ib)
Aux. low
4 (2!)
6! (4)
11! (7)
19! (12)
29 (18)
38! (24)
(5i gal)
(11! pints)
(i pint)
(2i gal)
(1 ~ gal)
(2 gal)
(6i gal)
(2 pints)
(2i gal)
(8 gal)
(48 gal) -
(2i pints)
(20 gal)
(45 gal)
AEC AV760 compression ignition
6
136 mm (5.37 in)
142 mm (5.59 in)
12.473 litres (761 cu. in)
204 at 2200 rev/min
560 Ibf ft at 1500 rev/min
2200 rev/min
153624
16 :1
Overhead poppet, masked i n l ~ t
0.25-0.30 mm 0.010-0.012 in
Helical gears
25
ENGINE LUBRICATION
Type of system
Oil pressure
FUEL SYSTEM
Preliminary filter
Main filter
Lift pump
Injection pump
Injectors ..
Injector setting
Injection pump timing
COOLING SYSTEM
Type of system
Radiator
Fan
Thermostat starts opening
fully open
Pressure relief valve
CLUTCH
Make and Model
Type ..
Diam. of driven plate
Friction area
Pedal free movement
MAIN GEARBOX
Type ..
Number of ratios
Ratios
TRANSFER (AUX.) GEARBOX
Type . .
Number of ratios
Ratios
POWER DRIVES
For hydraulic pump drive
Ratio ..
For winch drive
Ratio ..
PROPELLER SHAFTS
Type ..
FRONT AXLE
Type ..
Ratio ..
REAR AXLES
Type . .
Ratio ..
Wet sump, gear type pump
2.1 kg/sq. cm (30 Ib/sq. in) minimum at 1800
rev/min engine hot
Metal element type
Twin, paper element type
Diaphragm type on injection pump
In-line, with mechanical governor
Multi-hole type
175 atmos
27 B.T.D.C.
Liquid cooled, pump circulation, pressurized to
0.7 kg/sq cm (10 Ib/sq. in)
Flat tube and gill type
9 blades, 558 mm (22 in) diam.
79.4/85C
87.8/93.3C
In filler cap
Borg and Beck 17 AS
Single dry plate, air-assisted hydraulic operation
432 mm (17 in)
2,064 sq cm (320 sq in)
50 mm (2 in)
Constant mesh, except for sliding mesh first and
reverse
Six and reverse
1 st 7.17 :1
2nd 4.45 :1
3rd 2.54 :1
4th 1.53 :1
5th Direct
6th 0.75 :1
Rev. 7.49 :1
Sliding mesh for ratios and front drive engagement
Two
Low 1.87 :1
High 1.0:1
On LH side of main gearbox
1.23 x engine speed
On top of aux. gearbox
1 :1 (main gearbox in 5th)
Hardy Spicer tubular, with needle roller universal
joints
Driving and steering ; double reduction, spiral
bevel and double helical; "Tracta" constant
velocity joints in driving shafts
9.06:1
Double reduction, spi ral bevel and double
helical. Lockable inter-axle differential on leading
axle
9.06 :1
26
SUSPENSION
Type . .
Front Centres
Width . .
No. of leaves
Rear Centres
Width ..
No. of leaves
Shock absorbers, type
STEERING
Type ..
Ratio ..
Power assistance ..
Hydraulic pump
Power ram ..
Reaction valve
BRAKES
Type ..
Parking brake
Drum diameter
Lining width
Lining thickness
Air pressure
Compressor
Inter-vehicle connections
WHEELS & TYRES
Wheel type . .
Wheel size ..
Wheel fixing
Tyre type
Tyre size
ELECTRICAL EQUIPMENT
Voltage
Wiring
Generator
Generator panel
Battery ..
Battery capacity
Starter . .
Fuses: All 5 amp, mounted as follows
l.H. Convoy lights R.H.
Lamps
Taillights
Side lights
Crane lights; aux.
Headlights, crane spot and flood lights
Side, convoy, registration plate and cab lights
Stop and tail lights
Turn indicators
Beacon light
Warning lights
Leaf springs
1,397 mm (4 ft 7 in)
89 mm (3! in)
15
1,397 mm (4 ft 7 in)
89 mm 3 ~ in)
8
On front axle only ; direct acting telescopic
hydraulic
AEC worm and nut
40 :1 or 6k turns lock to lock
Hydraulic
Roller type with integral supply tank
Double acting cylinder linked to drop arm
Unit with ram
Pedal controlled direct air pressure operated on all
wheels. Auxiliary braking through hand control
valve operating on 1 st and 3rd axles and towed
vehicle.
Mechanical to rear wheels, with air pressure
assisted application
432 mm (Front 17 in)
394 mm (Rear 15!- in)
102 mm (Front 4 in)
197 mm (Rear 71 in)
19 mm (i in)
Cut in 7.8 kg/sq cm (110 Ib/sq in)
Cut out 8.4 kg/sq cm (120 Ib/sq in)
Twin cylinder, air cooled, engine mounted
Front and rear; 2- or 3-line system
4-piece disc
285.7 mm x 508 mm (11 ~ in x 20 in)
Ten studs, 1 in diam. on 335 mm PCD
Radial ply, cross country tread
1600 x 20
24
Double pole, negative earthed
Alternator AC7/90 No.1 0 Mk 2
No.9, Mk 3
Two 12 volt in series, type UK6TN
100 amp hour
No.5 Mk 1, 6 in diam, waterproof
Stop lights
Head lights
Tacho., speedo., fuel gauge
Buzzer, air warning light, heater
Volts/Watts Cap Nato No.
26V 50/50W BPFC 6240-99-995-4308
26V 6W SCC 6240-99-995-2236
26V 7/30W SBC 6240-99-995-3296
24V 24W SCC
24V 35W SCC
24V 2.8W MES 6240-99-995-1297
27
WINCH
Main winch
Max. winch pull Top layer
Bottom layer
Max. compound pull using spade
Overload trip setting
Max. winching speed
Winch rope diameter
total length . .
useful length ..
min. braking stregnth
Winching angles, rearwards
forwards
Capstan winch
Capstan diameter
Capstan drive ratio
Rope diameter
length
min. breaking strength
HYDRAULIC SYSTEM
Designed working pressure
Relief valve setting
12,500 kg (12.3 tons)
15,250 kg (15 tons)
22,300 kg (22 tons)
15,300 kg (15 tons)
30.5 m/min (100 ft/min)
22 mm (i in)
137 mm (450 ft)
119 m (390 ft)
26,900 kg (26.5 tons)
90 either side
15 above horizontal
40 below horizontal
20 either side
15 above horizontal
40 below horizontal
102 mm
6 :1
6.3 mm
213 m
1,930 kg
(4 in)
(-k in)
(700 ft)
(1.9 tons)
70.3 kg/sq cm (1,000 Ib/sq in)
87.8 kg/sq cm (1,250 Ib/sq. in)
Pump delivery 114 litres/min (25 gal/min at 1,500 r.p.m.)
Ram dimensions :
Spade (one)
Slewing (two)
Luffing (two)
Jib extending (one)
Hoisting (one) ..
CRANE
Bore:
Bore:
Bore:
Bore :
Bore :
82.5 mm (3-k in)
152 mm (6 in)
177 mm (7 in)
101 mm (4 in)
152 mm (6 in)
Lifting capacity See Fig. 23
Slewing movement 120 either side
Stroke:
Stroke:
Stroke:
Stroke:
Stroke :
Luffing movement Horizontal to 51 elevation
Jib extension movement 2.44 m (8 ft 0 in)
260 mm
735mm
735 mm
2,440 mm
1,520 mm
Hoisting movement 3.05 m (10ft 0 in) of free rope
. Max. slewing speed See Operating Instructions
Max. luffing speed Full movement in 20 secs.
Max. extension speed Full movement in 10 sec
Max. hoist speed . . 9.1 m/min (30 ft/min)
Note: Max. speeds reduced if two motions used simultaneously
Hoist rope diam. .. 22 mm (i in)
construction 6 x 36
min. breaking strength 28,900 kg (28.5 tons)
28
(101 in)
(29 in)
(29 in)
(96 in)
(60 in)
SECTION 3
OPERATION
29
FIG. 16 DRIVER'S CONTROLS-for key refer to para 79
30
SECTION 3 - OPERATION
CONTROLS & INSTRUMENTS
Driving Controls
79. Refer to Fig. 16
1. Warning light (blue). Illuminates when headlights are on main beam.
2. Warning light (amber) . Illuminates when third diff. lock is engaged.
3. Warning light (green). Flashes when the turn indicators are operating in either direction.
4. Warning light (red) . Illuminates when the master switch (13) is turned on and extinguishes
when the generator is charging the battery.
5. Warning light (green). Illuminates when front wheel drive is engaged.
6. Warning light (red) . Illuminates when the air pressure falls to a dangerously low level in any
of the air reservoirs. A buzzer will operate simultaneously.
7. Dual air pressure gauge. Two hands show the pressures in the secondary system reservoir
(left gauge) and the 1st and 3rd axles brake reservoir (right gauge).
8. Speedometer and odometer. Shows road speed and total miles travelled.
9. Panel light switch. Controls instrument panel illumination. Only operative when the side lights
are on. Turn clockwise; the panel lights come on fully and further movement progressively
dims them. Turn anticlockwise for 'off.
10. Tachometer. Shows engine speed.
11 . Engine oil pressure gauge.
12. Starter push button. Operates the starter motor. Only operative when the master switch (13)
is on.
13. Combined master and lighting switches. The master switch is operated by a key inserted in the
centre. Until this is turned the starter motor, warning lights, horn, speedometer, tachometer,
inspection lamp sockets and fuel contents gauge are inoperative. It must not be turned off
when the engine is running-only after the engine has been stopped. Road lights are con-
trolled by turning the outer portion of the switch; there are six positions including 'Off :
Anticlockwise from 'Off: 1 st position: tail lights only
2nd tail and side lights
3rd tail side and head lights
Clockwise from ' Off : 1 st position: convoy lights only
2nd convoy and side lights
14. Engine coolant temperature gauge.
15. Air pressure gauge. Shows pressure in the 2nd axle and trailer brakes reservoir.
16. Fuel contents gauge. Shows amount of fuel in tank as proportion of full , e.g.'T' means tank is
three-quarters full. Only operative when the master switch (13) is on.
17. Inspection lamp socket. The inspection light, carried as loose equipment, can be plugged in
here. Only live when the master switch (13) is on.
18. Cab interior light switch.
19. Cab heater switch. Only used on vehicles fitted with heaters.
20. Infra-red headlights switch. Two switches mechanically linked. Only used on vehicles so
equipped for which special instructions are issued.
21. Turn indicator switch. Operates the flashing turn indicators on the front and rear of the
vehicle, and on a towed vehicle if connected and suitably equipped. Push lever forwards to
operate LH lights and rearwards for RH lights.
22. Horn push button. Operates the electric horn if the master switch (13) is on.
23. Headlight dip switch. Selects main or dip filaments of the headlamps; up for main and down
for dip.
24. Handvalve for hillholder/auxiliary braking system. Movement of the control lever clockwise
applies the brakes progressively by means of the auxiliary (secondary) braking syste'Tl; thi"
is provided for emergency use in the event of failure of the main braking system. It also applies
the brakes on a towed vehicle if it is equipped with either a two-line or three-line system.
The control is also used for starting from rest on an up gradient; it is preferable to the use of
the handbrake because it is easier to release and operates the towed vehicle's brakes in
addition to those on the towing vehicle.
25. Engine hourmeter. Records hours run by the engine and is used for determining servicing
periods. It is operated electrically through the master switch (13) and an oil pressure switch
on the engine.
26. Winsdcreen wiper control valve. Turn anti-clockwise to start both air operated windscreen
wipers. The further it is turned the faster the speed of the wipers. Stop them by turning
clockwise but do not use excessive force. Park each blade by the use of the lever (39) on
each motor.
27. Windscreen washer control. Push to obtain a jet of water or cleaning fluid onto the windscreen.
28. Engine stop control. Fitted on top of the engine cowling. Pull up to stop the engine.
31
2
2087
FIG. 17 WINCH CONTROLS-for key refer to para 80
32
Driving Controls-Continued
29. Handbrake lever. --
30. Hydraulic pump engagement lever. Move forward to engage and back to disengage.
31. Main gear selector lever.
32. Auxiliary gear selector lever. Three positions: High, Neutral and Low. Move forward for high.
33. Clutch pedal.
34. Brake pedal.
35. Accelerator pedal.
36. Front wheel drive control. Move lever back to engage front wheel drive and forward to
disengage.
37. Third differential lock control. Move lever back to lock and forward to release.
38. Beacon light switch. Fitted above the RH top corner of the windscreen. Controls the flashing
yellow light on the cab roof.
39.
40.
Windscreen wiper hand lever. Used for parking the blade to one side. See item 26.
Battery isolation switch. Situated in the rear LH corner of the cab. Isolates both sides of the
battery from the rest of the electrical system.
It must not be turned off when the engine is running.
Winching controls
80. Refer to Fig. 17
1. Winch brake control. Move the lever clockwise (towards the operator) to apply the brake
progressively. Only operative when the change-over cock (4) is 'On' ; at all other times the
brake is applied fully.
NOTE. The On and Off markings on top of the control valve must be ignored; the control
operates in another sense, the application of air pressure releasing the brake.
2. Engine clutch control. Move lever clockwise (towards the operator) to disengage the mail)
vehicle clutch. Only operative when the change-over cock (4) is 'On'. It must be left in the
engaged position at all times except when the winch is being used.
3. Engine accelerator control. Enables the engine speed to be adjusted as required for winching
or craning duties. At all other times the control must be in the slow position with the handle
vertical.
4. Change-over cock. Turn the handle forwards horizontally for 'On' ; this permits the use of air
pressure winch controls for : engine clutch (2), winch brake (1), winch dog clutch (6) and
rope tensioner (7) .
5. Warning light (amber) . Illuminates when winch dog clutch is engaged.
6. Winch dog clutch control. Move lever to the left to engage the clutch.
7. Rope tensioner. Move the lever to the left to operate the tensioner.
8. Power take-off engagement lever. Move the lever down to engage.
9. Engine clutch reset control. Pull the knob to reset the winch overload device after is has tripped.
The vehicle clutch cannot be engaged until this has been done.
10. Winch oil temperature gauge.
Capstan winch controls
81 . Refer to Fig. 18.
1. Brake for cable storage drum. To release, pull and turn. Used to prevent the drum over-running
the cable when paying out.
2. Handle for serving gear. Movement of the handle from side to side when winching in lays the
cable evenly on the drum and prevents jamming.
3. Storage drum handle.
4. Capstan.
5. Method of coiling cable on capstan.
6. Selector valve. Pull up for capstan operation and down for craning. It should be left down.
Craning controls
82. Refer to Fig. 19.
1. Floodlight position control. Alters the angle of depression of the two floodlights on the end
of the jib. Push forward to increase depression ; lift and pull back to elevate.
2. Light to illuminate safe load indicator (7).
3. Jib slewing control. Push forward to slew left and vice versa.
4. Jib telescoping control. Push forward to extend and back to retract.
5. Hoist control. Push forward to lower and back to raise.
6. Jib luffing control. Push forward to lower the jib and vice versa.
33
2092
FIG. 18 CAPSTAN WINCH CONTROLS-for key refer to para 81
34
Craning controls-Continued
FIG. 19 CRANE CONTROLS-for key refer to para 82
7. Safe load indicator. The dial has three segments ; the outer is applicable when craning with the
suspension locks only in use; the second when the outrigger jacks are in use ; the inner when
the jib support legs are used for suspended towing operations. Each segment has a red and a
black section. When the pointer is on the black section the load is within the safe working
limit at that working radius ; if the needle moves to the red section the load is too large and
operations must be stopped or the working radius reduced. Note that the safe load indicator
does not work when the jib is luffed down on the stops nor when the jib support legs are in
use ; the weight must be taken by the luffing rams.
8. Warning light. Illuminates when anyone of the outrigger jacks is not correctly stowed. It does
not indicate that the jacks are positioned for craning.
9. Switch for floodlights on end of jib.
10. Switch for illumination of safe load indicator.
11 . Electrical scokets (two pairs). The inspection light and spotlight (13) can be plugged in here.
12. Mounting points for crane operator' s canopy. The canopy, comprising tubular steel frame and
canvas cover, is carried as loose equipment. The legs of the frame fit into the three mounting
points and are secured by pins through holes in the mounting blocks.
13. Spotlight. This is fitted with a flexible lead and can be plugged into the sockets (11) on the
console or on the driver's instrument panel. The spotl ight can either be hand held or on its
mounting on the crane control console; loosen the butterfly nuts, point it in the required
direction and retighten the nuts.
14. Needle valve. Fitted in the hoist control line to prevent creep during suspended towing
operations. At all other times it should be left open.
35
OPERATING INSTRUCTIONS
1. Excess fuel button
2. Governor oil filler plug
3. Governor oil level plug
4. Injection pump oil overflow
pipe
5. Hand priming lever
6. Injection pump oil drain plug
7. Injection pump oil level plug
8. Injection pump oil filler
and breather
9. Air venting screw
FIG. 20 FUEL INJECTION PUMP AND GOVERNOR
Starting the engine
83. a. Check that the winch operating controls are set as follows: engine clutch engaged; engine
accelerator in slow position (handle vertical) ; change-over cock off.
b. If the air temperature is below freezing point and the engine is cold, raise the bonnet cover and
press in the excess fuel button (Fig. 20) on the side of the injection pump governor. It will
return to its normal position when the engine starts.
c. Check that the handbrake is on.
d. Check that the main gear selector lever (Fig. 16 (31)) is in neutral.
e. Insert the key in the master switch and turn it on.
f . Check that the red generator warning light (4) comes on and that the fuel contents gauge
registers.
g. Check that the engine stop control (28) is fully down.
h. Depress the accelerator pedal fully.
I . Press the starter button. Release it as soon as the engine starts. If the engine does not pick up
in a few seconds do not keep the starter running; with the engine at rest wait 10 seconds
and try again.
j . When the engine starts it may be necessary to keep the accelerator fully depressed for several
seconds, but as soon as the engine is firing evenly raise the pedal sufficiently to give a fast
idling for warming up.
k. Check that engine oil pressure is shown on the gauge (11). The pressure should not be
below 30 Ib/sq in at 1800 r.p.m. with the engine hot.
I. Check that the generator charging light is out with the engine running.
m. Check the air pressure gauges (7 & 15). The pressures should gradually rise to at least 85 Ib/
sq in and the handbrake should not be released until there is this pressure in all three reservoirs.
Stopping the engine
84. a. Pull up the stop control (Fig 16 (28)) . Do not release it until the engine is completely stopped.
b. Turn off the master switch (13). The master switch must be left on at all times when the
engine is running.
CAUTION. Damage will be caused to the generator if the battery isolation switch (40) is turned
off when the engine is running.
36
Moving off
85. a. Check that there is at least 85 Ib/sq in in all three reservoirs. It is not sufficient that the red
warning light (Fig 16 (6 is out; this goes out at a lower pressure.
b. For normal road conditions, the auxiliary gear selector should be in high.
c. Use 2nd gear in the main gearbox. 1 st gear is required only on steep gradients or with a
heavy towed load.
d. When starting on an up gradient with a towed load it will be found easier to control the
vehicle with the 'hillholder' (auxiliary brake) rather than the handbrake. Put the handvalve (24)
fully on, release the handbrake and start in the normal manner releasing the handvalve
slowly as the clutch takes up the drive.
Gear changing
86. a. Double declutch when changing to a higher or lower ratio. When changing down, speed up
the engine momentarily while in neutral and with clutch engaged, before depressing the
clutch pedal and selecting the lower gear.
b. Do not allow the engine to labour in too high a gear; change to a lower gear before this
stage is reached.
c. 6th ratio is an overdrive gear and should not be used below 20 m.p.h. nor when in auxiliary
low.
d. Do not attempt to engage 1 st gear unless the vehicle is stopped.
e. Auxiliary low should only be used on very steep gradients and off the road. If rough ground
is to be driven over it is advisable to select auxiliary low before moving off, but the change
can be made in motion using the clutch as for a normal gear change.
Third differential lock
87. With the third differential lock (Fig. 16 (37 out, the drive to the two rear axles is equalized
and if one of the four wheels loses its grip all traction is lost. If the lock is in, there is positive drive
to both axles. Engage the lock before driving over rough or slippery ground. Disengage it as soon as
conditions permit. N EVER put the lock in when a wheel is slipping; release the accelerator pedal
or stop the vehicle first.
Front wheel drive
88. Front wheel drive may be engaged while the vehicle is in motion, but NEVER engage it when
the rear wheels are slipping; release the accelerator pedal or stop the vehicle first.
89. It is best to engage front wheel drive before soft ground is encountered so that traction can be
maintained. Disengage it as soon as firm conditions are reached.
Braking
90. The footbrake operates the brakes on all wheels including those of the towed vehicle it if is
correctly connected and in correct working order. The system is divided in two so that in event of
an air leak partial braking will be preserved.
91. The auxiliary system is provided for emergency use in the event of a failure in the main foot-
brake system. It is controlled by the handvalve (Fig. 16 (24 and operates on the first and third
axle brakes and on the towed vehicle's brakes. It may also be used for starting on a gradient-
see para 85.
92. When driving there should normally be at least 85 Ib/sq in in all three reservoirs as shown on
the gauges (7 and 15). After several brake applications it may fall below this for a short time but
should quickly rise again. If the pressure falls dangerously low in any reservoir, the warning light (6)
will come on and a buzzer will sound; if this occurs when driving, stop immediately and investigate
the cause.
NOTE: On no account should the 'hillholder' be used as a parking brake.
Handbrake
93. The handbrake operates by mechanical linkage to the rear wheels, but the effort applied to the
lever is augmented by air pressure. Once the lever is set the air pressure is released, so that sub-
sequent loss of air pressure will not lessen the degree of braking, which is mechanically maintained.
If pressure is low difficulty will be experienced in releasing the handbrake pawl ; wait until the
pressure has reached normal level.
Paying out the winch rope
94. This may be done in three ways; by driving the winch in reverse and pulling out the cable by
hand; by attaching the end of the rope to the load and driving the vehicle away from it; by using
the capstan winch.
1M PORTANT. There must always be at least six coils on the drum before load is taken on the rope.
The last 60 ft of rope is painted red and this part must not be withdrawn beyond the rear guide
sheave. If it is, winch in again without load, but with rope tensioner on, until the end of the red
portion is at the rear guide sheave.
37
Paying out the winch rope-Continued
95. To drive the winch in reverse, engage the drive in the normal way but with the main gearbox
in reverse. Release the winch brake before driving the winch. Release the rope tensioner.
Sufficient pull must be exerted on the rope to ensure that slack coils do not jam in the chassis
members beneath the crane deck. Since main gearbox reverse is used this method is slow and is
only useful when a short length of cable is required.
96. To use the second method, attach the end of the cable to the load and proceed as follows :
a. Set the change-over cock (Fig. 17 (4 to ' On' .
b. Disengage winch dog clutch (6) ; ensure that the warning light (5) goes out.
c. Move power take-off lever (8) to 'Out' . The auxiliary gearbox cannot be engaged unless this
is done.
d. Set winch brake (1) to 'Off'.
e. Set the rope tensioner to 'Off'.
f . Set engine clutch control (2) to Engage.
g. Using main 1 st gear and Auxiliary Low, drive the vehicle slowly forwards. Take care that no
loose coils of rope form due to overrun of the winch drum. Apply the winch brake lightly as
the vehicle stops but do not attempt to check the vehicle's momentum with the winch brake.
h. Apply the vehicle handbrake, auxiliary gearbox in neutral, and set the winch brake fully on.
Using the capstan winch
97. The capstan winch is driven hydraulically so it is first necessary to engage the drive to the
hydraulic pump.
a. With the main gearbox in neutral, start the engine.
b. Depress the clutch pedal and push the hydraulic pump engagement lever (Fi!J. 16 (30
into engagement.
c. Slowly release the clutch pedal.
d. Release the brake (Fig. 18 (1 on the cable storage drum.
e. Take the end of the cable over the pulley (if fitted) on the side of the jib near the top (Fig. 21)
and pull it out as far as the casualty, which may be located to front or rear of the vehicle.
(0)
(a) arranged for rear winching (b) arranged for forward winching
FIG. 21 PULLEY FOR CAPSTAN WINCH CABLE ON JIB
f . Secure the light pulley block to the casualty and take the cable round this and back to the
vehicle. Fit the skid box to the main winch rope end and secure the capstan cable to the main
rope.
g. Take one or more turns of the cable round the capstan (Fig. 18).
h. Release the main winch rope tensioner, and disengage the dog clutch.
i. Set the engine speed to approx. 900 revs/min using the accelerator control (Fig. 17 (3 in
the winch operator's position.
j. Pull up the knob of the selector valve (Fig. 18 (6 to set the capstan in motion.
k. Tighten the cable onto the capstan by turni ng the cable storage drum, maintaining sufficient
tension for the cable to grip. As the cable comes in ensure that it lays evenly on the drum by
manipulating the serving gear handle (2).
I. To stop winching, release the load on the drum and push down the selector valve to stop the
capstan. Disengage the pump drive.
38
Winching in
98. a. Start the engine (para 83).
b. Put the auxiliary gear lever in Neutral, depress the clutch pedal and select 3rd gear with tha
main gear lever. Engage the clutch slowly to ensure that the auxiliary gearbox is in neutral.
c. Swing the backrest of the driver' s seat forward and sit facing the rear.
d. Move the change-over cock (Fig. 17 (4) to (On)).
e. Disengage the engine clutch using the control valve (2).
f. Engage the winch dog clutch (6) .
g. Engage the power take-off (8) .
h. Set the rope tensioner (7) to (On) . It should be released when the slack has been taken up in
the cable and the load is on.
i. Slowly engage the vehicle clutch (2) to take up the drive and the cable will start coming in.
j . Do not release the winch brake : this operates through a ratchet in one direction only, to
prevent the cable paying out when the drive is stopped.
k. Adjust the engine speed as required.
I. During long winch hauls observe the winch oil temperature gauge (10) frequently. If the
needle enters the red segment on the dial, stop winching and wait for the oil to cool before
proceeding again.
m. To stop winching, disengage the vehicle clutch.
Compound winching
99. A single line continuous direct pull of 12496 kg (12.3 tons) is possible. If this is insufficient for a
particular operation, the effective pull can be increased to 19958 kg (22 tons) with two-fall reeving.
The use of the spade is essential to resist this load and the vehicle must be positioned for an
approximately straight rearward pull on ground into which the spade can penetrate.
a. Position the vehicle correctly.
b. With the engine running, depress the clutch pedal and engage the hydraulic pump drive
(Fig. 16 (30)). Set the hand accelerator control (Fig. 17 (3)) to give approx. 900 revs/min.
c. At the rear of the vehicle, operate the spade control (Fig. 14 (5)) to raise the spade, and take
out the retaining pins (9) . Lower the spade to the ground by the control (5). Note that the
spade will gradually descend with the control in the neutral position; this is to permit the
spade to penetrate the ground when winching commences.
d. Attach a suitable snatch-block to the load.
e. Payout the winch rope; take it round the snatch block and back to the vehicle. Secure the
end to the attachment in the centre of the spade.
CAUTION. The rope must not be attached to any part of the chassis or crane nor to the
towing hook. This would put undue strain onto the spade mounting.
Winch in normally. At the commencement of the pull assist the penetration of the spade into
the ground by operating the spade control. On no account attempt to penetrate the spade
by driving the vehicle backwards; this may result in damage to the front axle or transmission.
g. To restore the spade to the stowed position, drive the vehicle slowly forward and then operate
the hydraulic control (5) . Hold it in the fully raised position and insert the pins (9) . Disengage
the hydraulic drive.
39
Tl'tsstA
Forward winching
1 OO.a.Pay out approx. 30 ft of rope.
b. Set the swivelling fairlead (Fig. 14 (12)) in line with the fixed fairlead (11) and secure in this
position with the locking pin (6) .
c. Lay the rope into the pulley (11) and retain with the removable pin.
- .
----.
FIG. 22 WINCH ROPE ARRANGED FOR FORWARD WINCHING
d. Lead the rope forwards along the LH side of the chassis frame as in Fig. 22. Ensure that it is
correctly positioned in the fairlead beneath the front bumper.
e. Pull out further rope as necessary using the capstan (para. 97).
Resetting the overload trip
101 . In the event of an overload in the winch rope, the overload protection device will operate.
This disengages the vehicle clutch and thus stops the drive to the winch. The load will be held
by the winch brake but it is necessary to relieve the overload before the vehicle clutch can again
be operated. Proceed as follows :
a. Secure the casualty with chocks or other means to prevent it running back.
b. Set the rope tensioner control to Off.
c. Disengage the winch dog clutch.
d. Relieve tension on the winch rope by easing off the winch brake.
NOTE. Easing of the winch brake is only intended to relieve the tension. If the rope is to be
payed out, e.g. lowering the casualty down a slope this must not be carried out by slipping the
winch brake. Payout under power with the main gearbox in reverse and the rope tensioner off.
e. Reset the overload cut-out by pulling the handle (Fig 17 (9)) and releasing.
Completion of winching
1 02. When the winch is no longer required, place the eye on the end of the winch cable over the
fixed pin (Fig. 14 (13) and take up any slack in the cable by carefully winding in. Set the controls
as follows:
a. Set the hand accelerator (Fig. 17 (3)) to 'Slow'.
b. Disengage winch dog clutch (6) .
c. Disengage power take-off (8).
d. Set winch brake (1) to 'On'.
e. Engage engine clutch (2).
f. Turn change-over cock to 'Off'.
40
Preparing to use the crane
1 03.a.Position the vehicle on level ground whenever possible. If craning must be carried out on a
gradient, the vehicle must be facing up or down the hill , preferably facing down, i.e. the
crane facing up.
CRANE CAPACITIES
SAFE WORKING LOAD
WORKING RADIUS
FREE JACKED JIB SUPPORTED
FEET METRES TONS KGS TONS

TONS KGS
10.25 3.1 2.95 3007 4.75 4826 5.25 5334
12.25 3.7 2.4 2438 4.0 4064
14.25 4.3 2.0 2032 3.5 3555
16.25 4.9 1.45 1676 3.0 3048
18.25 5.5 1.4 1422 2.6 2642
NOTES : 1. Loads listed in long Tons (2240 Ib) .
2. Spring locks must be in position on rear axles for crane duties.
3. For maximum height of lift at various radii follow slewing arc and read height
on graph.
4. 3.05 m (10ft.) of free hoist rope available at all jib positions.
REFER TO FIG. 23
b. Ascertain or estimate the weight of the load to be lifted. Estimate the maximum radius at
which it will be necessary to lift. In conjunction with the Diagram of Safe Working loads
(Fig. 23), decide whether the load can be lifted with the vehicle free on wheels ; if not can it
be lifted with the vehicle blocked, i.e. outrigger jacks in position. If the load is too much for
this condition, either the working radius must be reduced to bring the load within limits,
or the lift is not possible except with the jib supported straight over the back of the vehicle
and at minimum working radius.
c. Fit the rear suspension locks (Fig. 24) . Take each lock from its stowed position, fit it between
the ends of the bell -crank levers and insert the two pins. If necessary adjust the length of the
lock by slackening both locknuts and turning the bottle nut. Retighten the locknuts after
the pins have been fitted. Secure the pins with the clips through holes in the ends of the pins.
d. If it has been decided that the use of outrigger jacks is necessary, position each in turn as
follows. Pull out the retaining pin (Fig. 25 (1)) and pull the jack horizontally out of its housing
and swing it down. If the ground is soft place a wood block under the pad to increase the
bearing area. Screw down the jack as far as possible using a bar in the holes (4). Position
the other three jacks similarly.
NOTE. The warning light on the crane console (Fig. 19 (8)) will illuminate when anyone
of the jacks is not correctly stowed. It does not necessarily indicate that the jacks are correctly
positioned for craning.
e. With the main gearbox in neutral start the engine. Depress the clutch pedal and push the
power drive lever (Fig. 16 (30)) into engagement. Slowly release the clutch pedal. Set the
engine speed to 900 revs/min using the hand control (Fig. 17 (3)) in the winch operator's
position. Open the rear cab window so that this control can be reached from outside.
f . Unless the jib support legs are to remain in use, take out the pins which pass through the ball
and socket at the bottom of each leg. Raise the jib slightly using the luffing control and secure
the legs to the side of the jib with the clamps.
g. Operate all the crane motions to check for correct functioning before taking any load.
41
Craning
104.a.When using the crane for the first time, the operator should familiarise himself with all the
controls before handling a load.
b. The four motion controls move easily and should be operated gently. Snatching at them
produces shock loads and makes precise control of the crane difficult.
c. Make frequent checks of the safe load indicator, referring to the appropriate segment on the
dial. Note that if the jib is extended or luffed down with a load on, the pointer will move up
the scale and may approach the safety limit. Do not operate with the pointer even slightly
into the red segment.
CAUTION. The safe load indicator is operated by hydraulic pressure in the luffing rams; if
the rams are fully down or the jib is supported by the legs, there will be no pressure and the
safe load indicator does not function.
d. There are two methods of raising the load, either by luffing up or by the hoist rope. In general
it is better to use the hoist rope since the outreach remains the same.
e. Similarly there are two methods of varying the outreach, either by luffing or by telescoping
the jib.
f . Two or more motions may be used simultaneously but the speed of movement will be less
since the hydraulic fluid output from the pump is shared between the motions.
g. Do not lower the jib or the hoist rope unless the hydraulic system is operating and the selector
valve (Fig. 18 (6)) is set for crane operation.
h. At the completion of craning, screw up the outrigger jacks and push them back into their
stowages ; check that the warning light (Fig. 19 (8)) has gone out. Remove and stow the
suspensior) locks. Reposition the jib support legs at thei r shortest adjustment. Disengage the
hydraulic pump drive. Refit the canvas cover over the control console and secure it with the
three ~ t u clips.
Suspended towing
1 05.a.lnflate the tyres to the correct pressure for suspended towing-see Servicing Schedule.
b. Position the vehicle so that, with the jib retracted, the crane hook is over the front towing
hook of the casualty.
c. With the engine running engage the hydraulic drive.
d. If it is necessary to adjust the position of the supported jib for the particular load, take out
the pins (Fig. 14 (2)), raise or lower the jib as required and refit the pins in different holes in
the inner members.
e. Lower the hook and using a 2-leg wire rope sling, attach it to the two eyes on the front of the
casualty (Fig. 3) .
f . Unless it is known thatthe weight to be suspended is within the safe working load for suspended
tow, the load must be "weighed" by means of the safe load indicator. The indicator does not
function with the jib supported, therefore proceed as follows. Take out the pins which
secure the bottoms of the legs in their sockets. Using the hoist control raise the load just off
the ground. Very gently operate the luffing control only, just sufficiently to lift the bottoms of
the legs out of their sockets but no more. Observe the safe load indicator ; if the pointer is in
the red zone of the inner scale suspended towing is not permissible. Lower the load to the
ground and insert the pin at the bottom of each leg.
g. Fit the frame distance towing to one of the three pairs of mounting eyes, appropriate to the
vehicle to be towed. With the ' A' frame horizontal , the wheels of the casualty should be
approx. 450 cm (18 in) off the ground.
h. Using the hoist control, raise the front of the casualty until the towing eye of the frame
distance towing can be placed over the hook on the front of the casualty. If necessary the eye
on the frame can be moved to either side to facilitate coupling, by pulling back the catch on
one side (Fig. 26) ; once towing commences the eye will centralise and lock in that position.
Adjust the crane hook so that the frame is horizontal. Lock the eye of the frame into the hook
on the casualty by any available means. Close the needle valve (Fig. 19 (14)).
Disengage the drive to the hydraulic pump. The crane controls must not now be operated,
unless the hydraulic pump is again engaged and driven.
j . Connect the air pressure braking system of the casualty if it is so equipped-see para 107.
k. Release the brakes on the casualty.
I. On completion of the suspended towing operation, the jib should be set back to its lowest
position, supported by the legs, so as not to increase the overall height of the vehicle. Ensure
that the shut-off cocks at the air pressure coupling heads are turned off. Open the needle
valve (Fig. 19 (14)) . Replace the canvas cover over the control console, and secure it by the
three stud clips.
42

N
C"
/
/
/
SUSPfNSIOH LOCK
IN STOWED POSITIOH
FIG. 24 REAR SUSPENSION LOCK FIG.25 OUTRIGGER JACK
1. Retaining pin for jack in stowed position 3. Screwed jack
2. Micro switch 4. Barring holes
TPUst e
FIG. 26 POSITIONS FOR FRAME DISTANCE TOWING
A. A vailable movement of frame towing eye
B. Locking handles for towing eye
C. Top mounting for frame
D. Mid mounting o ~ frame
E. Bottom mounting for frame
42c
Crane operator's canopy
106. A canopy, comprising a tubular metal frame and a canvas cover, is carried as loose equipment.
Three mountings (Fig. 19 (12 are provided, into which the legs of the frame fit and are secured
with thumb screws, which pass through holes in the legs.
Connecting air pressure brakes on towed vehicle
1 07. When another vehicle is towed, either by suspended tow or by rigid towbar, the air pressure
systems of the two vehicles should if possible be connected. A check should be made, particularly
in the case of the recovery of a damaged vehicle, that the air pressure system of the towed vehicle
is funct ioning satisfactorily and is not likely to cause loss of air pressure in the recovery vehicle.
108. The recovery vehicle is equipped with a 3-line system and can be connected to a towed
vehicle with either a 2- or 3-line system. When the towed vehicle has a 2-line system, the service
(yellow) and emergency (red) couplings are used ; these are palm type and to connect the hose to a
coupling head, the two parts of the coupling are placed together at right angles and then the hose
part is turned until they are in line and locked together. When both are connected, open the shut-off
cocks at each coupling head. Note that red must be connected to red and yellow to yellow. The
two hoses must be crossed on top of the drawbar or frame, and if necessary secured so that they
cannot trail on the ground. The short hose connecting the 3rd-line coupling to the auxil iary coupling
on the rear of the recovery vehicle (Fig. 27) must be left in position.
FIG. 27
THIRD LINE SHORT COUPLING
HOSE IN POSIT/ON
109. When the towed vehicle has a 3-line system, the third-line (blue) couplings must be connected
in addition to the service and emergency lines. The short hose (Fig. 27) must be removed and stowed
in a clean place on the vehicle. The third-line couplings are of the self sealing push in type; to
uncouple, f irst note the position of the peg which engages in a notch in the outer sleeve ; in order
to separate or unite the two parts of the coupling, the sleeve must be turned so that notch and peg
align and the sleeve pushed up to the peg ; after coupling the sleeve should be turned either way so
that notch and peg are out of alignment (Fig. 28).

\ -
FIG. 28 THIRD LINE BRAKE HOSE COUPLING
Left: Locked in position Right: Released
43
Connecting air pressure brakes on towed vehicle - Continued
110. Before disconnecting the hoses, close the shut -off cocks at the emergency and service
couplings. Replace the short hose for the third-line, otherwise the secondary braking system is not
fully effective.
Connecting electrical system on towed vehicle
111. Two sockets are provided at the rear of the recovery vehicle, either of which is used, to suit
the towed equipment. The 4-pin socket (Fig. 29 (2)) is protected by a screwed cover when not in
use. It provides connections for convoy or tail lights only. The 12-pin socket is protected by a hinged
cover. It provides connections for convoy, tail and stop lights, turn indicator lights and an auxiliary
electrical supply.
1
3
2067
FIG. 29
ELECTRICAL SOCKETS
FOR TOWED VEHICLE
CONNECTIONS
1. 12-pin socket
2. 4-pin socket
3. Carrier for screwed cover
112. When towing a casualty on which the lights are not functioning, suitable rear lighting must
be arranged supplied from one of the sockets on the rear of the recovery vehicle.
Using the rear towing hook
113. The rear towing hook is of the swivelling type. It can be locked to prevent it from swivelling
by removing a locking pin and swinging up the forked locking lever to engage the bottom of the
hook. It should be locked when coupled to a swivelling drawbar but unlocked when coupled to a
solid drawbar.
Towed equipment
114. Before commencing to tow, the driver of the towing vehicle and the Officer i/c must refer to
the User Handbook/Servicing Schedule of the towed equipment or plant to familiarize themselves
with :
a. Special checks which may be required before starting and during the journey.
b. Types of lubricant required for road wheel bearings, etc. and method of application.
c. Speed restriction and bridge classification imposed by the nature of the towed equipment or
plant.
NOTE. When a vehicle tows an equipment or plant except in the case of a standard train
where the dual classification is usually given, the classif ication of the train should normally
be taken as the SU M of the separate classification of the prime mover and the towed equipment
or plant.
Inflating the tyres
115. The tyre inflator is supplied from the air reservoirs, but it is advisable to have the engine
running to recharge the air pressure system, particularly if the tyres are to be i nflated to high pressure
as for suspended towing.
a. Start the engine and set to run at approx. 800 revs/min with the hand accelerator control
in the winch operator's position.
b. Remove the cover from the connector on the side of the tyre inflator, and connect the inflator
hose to it and to the tyre valve.
c. The gauge on the inflator will show the pressure in that tyre. Move the handle to the left to
inflate and right to deflate.
44
Battery isolation switch
116. The battery isolation switch is fitted in the cab, behind the passenger's seat on the left (Fig 30).
It breaks both battery connections and isolates it from the rest of the vehicle's electrical system. The
switch should be turned off only when the vehicle will be out of use for a considerable period or
when maintenance work is being carried out to any part of the electrical system. Damage may be
caused to the alternator if it is turned off when the engine is running.
FIG. 30 GENERATOR PANEL AND ISOLATION SWITCH
Draining the air reservoirs
117. When the vehicle is parked after the last parade, the three air reservoir drain taps must be
opened in turn for a few seconds to expel any water which may have accumulated. One drain tap is
fitted under the LH reservoir (Fig. 31) ; the other two are accessible from the RH side of the vehicle,
one on the bottom of the reservoir (Fig. 6 (3 and the other below that one ; the latter is piped to
the other compartment of LH tank.
FIG. 31 COMPONENTS BEHIND CAB ON LH SIDE
1. Inter-vehicle socket 4. Tyre inflator
2. Anti-freezer filler 5. Reservoir drain cock
3. Anti-freezer drain plug
45
Use of Jacks
118. Always ensure that the handbrake is fully
applied. In addition, if the vehicle is on a gradient
both wheels on one of the axles not to be jacked
must be scotched.
a. To raise a front wheel, position the jack
under the axle casing immediately under the
road spring; there is a recess to locate the
top of the jack.
b. To raise a rear wheel , position the jack under
the bracket fitted for this purpose, to each
torque arm attachment bracket in front of
the leading bogie axle and behind the trailing
axle (Fig. 32) . Some vehicles do not have
these jacking brackets, in which case locate
the jack under the torque arm attachment
bracket.
Fording
119. The vehicle is capable of fording to a depth
of 75 cm (30 in) without preparation. For deep
fordi ng refer to the relevant EM ER.
After fording the brakes will be damp and must
be dried by repeated application and release while
the vehicle is in motion, until braking efficiency
is restored.
Frost precautions
FIG. 32 JACKING A REAR WHEEL
120. The anti-freezer prevents the formation of ice in pipes, valves, etc. of the air pressure system.
It should be brought into use when conditions require it, in accordance with instructions in the
Servicing Schedule.
121 . Anti-freeze should be used in the cooling system in accordance with Defence Council
Instructions.
122. To drain the cooling system :
a . If the engine is hot allow it to cool. The system is pressurized and b9iling water may be
expelled if the system is opened to atmosphere before it has cooled for some time. Slowly
unscrew the filler cap-do not proceed while steam escapes under pressure. Remove the cap.
b. Open and leave open, three drains taps : one above and behind the silencer connected to the
radiator bottom tank, one just behind the oil filters connected to the oil cooler, and one
behind the injection pump accessible from within the cab with the bonnet raised.
Fire extinguishers
123. A hand held extinguisher is carried in the cab, and two C02 dry chemical extinguishers are
carried in brackets, one on each side of the vehicle at the front .
124. The hand held extinguisher is operated by holding it with the nozzle downwards and striking
the knob on a hard surface.
125. To operate a C02 dry chemical extinguisher :
a. Pull off the spring collar (Fig 33 (4 from the striker head.
b. Detach the nozzle from its holder (2) .
c. Strike down the striker knob (5) .
d. Squeeze the discharge lever (1) and direct the discharge at the base of the flames with a
fast sweeping motion.
46
To recharge a C02 dry chemical fire extinguisher
126. Two spare charges for the dry chemical extinguishers are carried on the vehicle. To recharge
an extinguisher after it has been used :
a. Invert the extinguisher and squeeze the
b.
c.
d.
e.
f.
g.
h.
discharge lever (Fig. 33 (1 to release all
pressure.
Unscrew and remove the top cap (6) and
inner shell (10) .
Refill the extinguisher with not more than
251b of dry chemical powder, making allow-
ance for any remaining inside.
Ensure thatthe spring collar (4) is in position
on the striker knob (5).
Unscrew and remove the used C02 cylinder
(8) .
Screw the new C02 cylinder, complete with
lock-washer, into place and bend up the
lock-washer tabs to prevent rotation of the
cylinder.
Replace the inner shell and screw the top
cap firmly onto the cylinder.
Clear the hose and nozzle of dry chemical by
shaking the nozzle while the discharge lever
(1) is held in the open position.
FIG. 33
C02 DRY
CHEMICAL FIRE
EXTINGUISHER
1. Discharge lever
2. Discharge nozzle
holder
3. Piercing pin
4. Spring collar
5. Striker knob
6. Top cap
7. Siphon tube-
C02 cylinder
8. C02 gas cylinder
9. Rubber sealing
ring
10. Inner shell
NOTE. A periodic check as above should be made to ensure that there is no dry chemical
in the hose or nozzle
Stowage of loose equipment
127. Lockers and stowage fastenings are provided on the vehicle for all items of loose equipment.
The locations are given in the list below which should be read in conjunction with Fig. 34. All
loose equipment should be returned to its correct stowage after use.
Location
A
B
C
o
E
F
Description
Two bar rigid
Skids 3 ft x 6 in x 3 in
Skids 3 ft x 9 in x 6 in
Hoses, Air brake (Service, emergency, auxiliary)
Slings Cordage endless 4t in x 6 ft
Rope sisal 3 strand 1 in
Rope sisal 3 strand 4 in
Canopy and frame for crane operator
Boxes ration 3 man 1 day
Saws hand 26 in
Covers Bivouac c/w tent pins
Poles tent
Cooker portable No. 2 Mk 2
Frame hacksaw
Light inspection S.C.C. No.2 Mk. 1
Lantern electric
Marlin spike 12 in . .
Matchete 15 in blade
Matchete sheath
Radiator blanking plate
Cutters Wire folding Mk. 1
Clothing foul weather
Bush tail cone socketing
Tail cone socketing
Charges-extinguisher fire P.D.U. 25
Nets Camouflage
Overhanging load light
Cans gasoline military
Containers water plastic 5 gallon
Machine welding and cutting oxy-acetylene
Acetylene bottle (spare) c/w bracket
Extinguishers tire P.D.U. 25
47
Quantity
1
2
2
3
2
5 fathoms
5 fathoms
1
2
1
1
3
1
1
1
1
1
1
1
3
1
3 sets
1
1
2
1
1
1
2
1
1
2
Location
G
H
J
K
L
M
N
o
P
Q
R
S
T
W
x
Description
Map case
Vehicle record book ..
User handbook
Servicing schedule
Rifles
Extinguisher fire hand held
Helmets steel
Sterling m/c gun
Sleeping bags
Tool kit vehicle mechanics
Set radio C 13 Mk. II
Anchors earth holdfast spikes
First aid kit . .
C.E.S. Service edition
Oiler hand
Jack lifting handles
Spanner wheel nuts
Spanner wheel nuts tommy bar ..
Hose tyre inflator
Oil can holder
Gun grease hand
Gauge tyre pressure
Tool roll c/w vehicle tools
Block tackle capstan winch
Blocks pulley snatch 15 ton S.W.L.
Skid box winch rope end
Spreader bar
Sling wire rope 2 leg (2 ft 9 in long)
Sling wire rope 2 leg ( 6 ft long)
Bar crow forked
100 ft tow rope
Shackle bow 20 tons S.W.L.
Shovel G.S.
Hammer sledge
Pick head digging 4! Ib head
Handle mattock or pick
Axe felling
Bars crow 4 ft x 1 in
Plate assembly shackle 30 ton S.W.L.
Shackle large D 1! ton S.W.L.
Shackle small bow 3 ton S.W.L.
Gloves protective
Tools recovery mechanics
Double links 15 ton S.W.L.
Planks moving gun 6 ft x 12 in x 3 in
Rollers ground
Scotches large
Lever 7 ft
Rope towing Mk. IVA 30 ft
Spare wheel c/w tyre
'A' Frame
Canvas cover-crane console
Lamp spotlight
Vice
Jack lifting 20 ton
Sling Chain reevable
Anchors earth holdfast bars
Mounting for vice
Quantity
1
1
1
1
2
1
3
1
3
1
1
48
1
1
1
2
1
1
1
1
1
1
1
1
2
1
1
2
1
1
1
2
2
2
1
1
1
2
2
2
2
3 pairs
2
2
2
2
2
1
1
1
1
2
2
6
128. A vice is carried as loose equipment. On later vehicles a mounting is provided for it at the
rear of the vehicle, beside the lower RH mounting eye for the frame distance towing.
Running in
129. During the running-in period of a new vehicle or a vehicle fitted with a new or reconditioned
engine or transmission unit, the engine must not be allowed to labour nor must a high engine speed
be maintained for a long period.
48
FIG. 34 S
t
P
ara 127
for key refer 0
TOWAGE DIAGRAM-
49
FIG. 36 ENGINE OIL FIL TER
5
IS 9 "
19
50
FIG. 35
ENGINE OIL FILLER
AND DIPSTICK
1. Filler cap
2. Dipstick
FIG. 37
SEQUENCE OF TIGHTENING
CYLINDER HEAD NUTS
SECTION 4 - SERVICING
ENGINE
NOTE : Before commencing engine servicing always secure the bonnet by means of the webbing
strap provided on the cab roof.
To check the oil level
130. The dipstick is accessible after raising the bonnet cover in the cab (Fig. 35). To check the
oil level, the vehicle should be on level ground. The level should be at the " Full" mark on the
dipstick. If necessary add oil through the filler; allow time for the oil to drain down into the sump
before checking the level again.
To change the engine oil and service the filters (Vehicle Mechanic)
131.a.Draining the oil is best done when the engine is warm and the oil will flow freely.
b. Arrange a suitable receptacle (6 gallons) and remove the two drain plugs from the bottom of
the sump.
c. Remove both filter bowls (Fig. 36) by unscrewing the setbolt at the bottom of each in turn.
Keep the setbolt in position in the bowl to minimise spillage of oil. Check that the rubber
seating rings in the head are in place and in good condition.
d. Take out the element from each bowl and carefully tip out the oil. Collect the element seating
plate, sealing washer, steel washer and spring from the setbolt within the bowl.
e. Reassemble each filter using new elements. Renew the seating rings in the head if necessary.
Ensure that the loose parts are fitted to the setbolt within the bowl in the correct order :
spring, steel washer, sealing washer and element seating plate.
f. Refit the sump drain plugs and lock with wire as before.
g. Refill the engine with new oil to the "Full" mark on the dipstick.
To lubricate accelerator linkage
132. With an oil can lubricate all bearings and clevis pins in the linkage from the pedal bearing,
which is accessible beneath the R H front mudguard, through to the injection pump governor ;
there is a relay linkage also accessible beneath the mudguard and a cross-shaft behind the cylinder
block.
133. Lubricate the hand accelerator control behind the driver' s seat, paying particular attention
to the inner cable which is exposed with the control in the 'fast' position. Lubricate the other end
of the inner cable where it emerges at the relay linkage.
To tighten cylinder head and rocker gear nuts (Vehicle Mechanic)
134.a.Remove two set bolts securing the intake manifold to the tops of the rocker covers. Swing
the manifold aside.
b. Take outten setbolts holding the front cover and loosen the hoseclip on the hose interconnecting
the two covers on the RH side. Take off the cover, disengaging it from the hose.
c. Take off the rear cover similarly, but complete with hose.
d. Using a torque wrench, tighten the twenty nuts holding each head, in the sequence shown in
Fig. 37, also tighten the three nuts on each head, which hold the rocker gear. The nuts shou Id
be tightened to the torque settings quoted in the Servicing Schedule.
e. Adjust the valve clearances (para 135).
f. Check t hat the gasket between each cover and cylinder head is in good order and replace
the covers.
To adjust the valve clearances (Vehicle Mechanic)
135.a.Unless the engine is already warm, start it and allow it to warm up. Stop the engine.
b. Remove the cylinder covers (para 134) .
c. Start the engine and allow it to idle.
d. Starting at the front using feeler gauges check the clearance between the thimble on the
valve stem and the face on the rocker. The correct setting is 0.010/0.012 in. If necessary
adjust by slackening the locknut on t he other end of the rocker and turning the screw, then
retightening the nut. Repeat for each valve in turn.
e. Stop the engine and refit the covers.
To tighten the manifold nuts and bolts (Vehicle Mechanic)
136. With a spanner check the tightness of the following nuts and setbolts, but do not use
excessive force.
a. Eight nuts securing t he exhaust manifold to each cylinder head-sixteen in all.
b. Three nuts and bolts connect ing the exhaust manifold to the pipe at the rear of the engine.
c. Two setbolts securing the inlet manifold to the cylinder head covers.
51
To clean the crankcase breather filter
137. This is -located on the RH side of the engine cylinder block, towards the rear. To clean,
loosen the clamp screw and remove the filter. Wash it thoroughly in clean kerosene and allow to
drain. With an oil can, re-oil the wire gauze liberally but not so that excess oil will run out. Refit.
To check engine mounting nuts and bolts (Vehicle Mechanic)
138. The front engine mountings comprise sandwich type, bonded rubber units, mounted at an
angle, one each side of the engine, level with the belt drive pulley on the crankshaft (Fig. 38).
Check the tightness of four nuts each side of the engine.
The rear engine mountings are of the bonded rubber bush type, one each side of the flywheel
housing (Fig. 39) . Check the tightness of the following on each mounting:
a. The nut on top of the centre bolt.
b. Four nuts and bolts around the rubber. bush.
c. Four nuts holding the bracket to the flywheel housing.
d. Five nuts and bolts securing the frame bracket to the frame member.
FUEL SYSTEM
To top up or change the lubricating oil in the injection pump and governor
139. The injection pump cam box and the governor have independent supplies and both must
be serviced separately. Filler, level and drain plugs for each are identified in Fig. 20. The correct oil
is to the bottom of the level plug hole.
To check fuel injection components (Vehicle Mechanic)
140. With a torque wrench check the tightness of the unions on the six injection pipes: six unions
on top of the injection pump and one on each of the six injectors. The torque wrench setting is
quoted in the Servicing Schedule.
With a torque wrench, check tightness of the injector mounting nuts, two to each injector. The torque
wrench setting is quoted in the Servicing Schedule.
Check tightness of injection pump mounting nuts and bolts but take care not to overtighten : three
horizontal setbolts securing the mounting bracket to the engine; four nuts and bolts holding the
pump to the bracket.
Inspect all fuel pipes for leaks, and check tightness of union nuts.
To service the fuel injectors (Vehicle Mechanic)
141 . Remove the injectors by disconnecting the pressure pipes and leak-off pipes and removing
two mounting nuts from each.
Service the injectors in accordance with normal procedure. The nozzle holes are 0.4 mm diameter.
The operating pressure should be set to 175 atmospheres.
When refitting the injectors, tighten the mounting nuts progressively to the torque setting quoted
in the Servicing Schedule
To service the primary fuel filter (Fig. 40)
142. The primary filter is located on the RH frame sidemember, adjacent to the rear end of the
fuel tank.
a. Hold a suitable receptacle under the filter into which to drain the fuel.
b. Loosen the centre bolt at the bottom of the filter and withdraw the casing.
c. Remove the element and clean it by swilling in clean kerosene. Remove any remaining dirt
with a compressed air line if available.
d. Wash out the filter casing.
e. Check that the sealing rings at each end of the element and in the filter head are in good
condition; if necessary renew them.
f . Reassemble and vent the system (para 144) .
To service the main fuel filters (Driver Class I/Standard I)
143. The main fuel filters are accessible under the LH front mudguard (Fig. 41).
a. Hold a suitable receptacle under the filters into which to drain the fuel.
b. Unscrew the retaining bolts in the filter head and detach each element and filter base.
c. Remove the inner and outer sealing rings located in the filter head and the sealing ring in
each filter base.
d. Wash the two filter bases and see that they are free from sludge.
e. Renew the elements and sealing rings.
f . Fit the sealing rings ensuring that they are properly located, and assemble each element to
the filter head with the strengthened ring of the element uppermost. Attach each filter base
to its element and secure with the retaining bolt.
g. Vent the system (para 144) .
52
FIG. 38
FRONT ENGINE MOUNTING
1. Combined housing and
engine support bracket
2. Distance piece
3. Bonded rubber
4. Front cross-member bracket
FIG. 39
REAR ENGINE MOUNTING
1. Mounting bracket on flywheel housing
2. Bonded rubber unit
3. Shim
4. Bottom shim
5. Frame bracket
6. Rebound plate
7. Packing washer
8. Locating dowel
right: FIG. 41 MAIN FUEL FILTERS
below: FIG. 40 PRIMARY FUEL FILTER
53
To vent (or bleed air from) the fuel system
144.a.Operate the hand priming lever on the side of the fuel lift pump and at the same time loosen
the air vent plug on top of the main filter head; this plug is in the centre of the head between
the two bowl retaining bolts. Continue until air bubbles cease to appear ; tighten the plug.
b. If the fuel system has accidentally been allowed to run dry, repeat the above operation but
venting by loosening the vent screw on top of the injection pump at the front; retighten the
screw and then loosen slightly the union nuts on the injection pipes at each injector; operate
the starter motor for about 10 seconds to eliminate air from the injection pipes.
c. Start the engine and allow it to idle.
d. Again vent at the main filters and then at the injection pump.
e. Check the running ofthe engine ; if itdoes not accelerate rapidly and without hesitation, slacken
off each union nut I N TURN as in operation b, for about 5 seconds. The nuts must be slackened
only enough for fuel to escape; if t hey are loosened air will be drawn in between injections.
FIG. 42
AIR CLEANER
1. Cover
2. Primary centrifuge and oil bath
3 3. Main cleaner
4. Main oil bath
To service the air cleaner (Fig. 42)
145.a.Release the clamps and remove the domed top cover (1).
b. Slacken the clip of the support tube and lift off the primary cleaner (2) , taking care not to
spill the oil.
c. Empty out the oil and wash the body thoroughly in clean kerosene.
d. Refit the primary cleaner, and add clean oil up to the level mark which is a ridge around the
inside of the body. Refit the domed cover.
e. Release the clamps holding the main oil bath (4) at the bottom of the assembly and remove it.
f . Empty out the oil and wash the oil bath thoroughly in clean kerosene.
g. Pour in clean oil to the level mark and refit the oil bath to the main cleaner (3).
COOLING SYSTEM
lubrication
146. A lubricator nipple for the fan and water pump spindle is fitted on top of the engine, just
behind the top water pipe, and is connected to the water pump by a pipe.
54
To check the coolant level
147. Take care as the cooling system is pressurized and the radiator cap is spring loaded. Never
attempt to open.the filler cap when the engine is hot, as the coolant will immediately boil when the
pressure is released and be expelled with considerable force.
The correct coolant level is 9 in (23 cm) below the filler neck lip. _
If ethylene-glycol anti-freeze mixture is in the system, the specific gravity must be checked after
topping up, and if necessary adjusted to the specified value.
To adjust the fan belt tension (Vehicle Mechanic)
148.a. Lift the bonnet cover and remove the panel beside the alternator, which is secured by five
captive screws.
b. The belt tension is adjusted by moving the swing-mounted alternator (Fig. 43), which is
driven by the same belts as the fan.
c. Loosen the nut (1) on the pivot bolt, the nut (2) on the locking bolt and the nut (3) on the
anchor bolt.
d. By means of the hexagon (4) at its lower end, turn the adjusting screw clockwise to tighten
the belts. The tension is correct when there is approx 1 in (25 mm) total sideways movement
of the belts when tested by hand midway between the crankshaft and alternator pulleys.
e. Retighten the three clamping nuts.
CLUTCH
Lubrication
149. A lubricator nipple is fitted on the LH side of the clutch housing accessible from beneath,
for lubrication of the clutch withdrawal bearing. Over-lubrication can cause damage and a limiting
device is fitted in the lubricator connection. A hand operated grease gun only must be used at this
point.
The clutch air hydraulic unit (Fig. 7 (1)) requires the periodic addition of oil. It is situated behind the
cab on the RH side. Remove the plug (Fig. 44 (7)) and inject one fluid oz of oil (approx one dessert-
spoonful) into the hole; replace the plug.
To top up the clutch master cylinder reservoir
150. The reservoir is located under the driver' s seat. The correct level is with the tank three quarters
full; do not over-fill. Check that the vent hole in the cap of the reservoir is not obstructed. If there
has been a considerable fall in level it indicates a leak in the system which must be investigated. To
check for leaks, depress and release the clutch pedal several times and then hold down firmly,
while a second man examines all pipes and connections for leaks.
FIG. 43 ALTERNATOR MOUNTING FIG. 44 AIR/HYDRAULIC CLUTCH UNIT
1. Pivot bolt nut 1. Bleed screw 6. Power cylinder
2. Locking bolt nut 2. Hydraulically operated 7. Lubrication plug
3. Anchor bolt nut
air valve
8. Hydraulic inlet
4. Adjusting screw
3. Air vent tube connection
4. Bleed screw 9. Connection-not used
5. Air connection to power 10. Hydraulic outlet
cylinder connection
55
To check and adjust clutch pedal free movement (Vehicle Mechanic)
151 .a.By hand gently depress the clutch pedal until increased resistance is felt, indicating that the
free movement has been taken up. This free movement should be 50 mm (2 in), but will
decrease as the clutch facings wear and must be maintained at this dimension by adjustment
as follows.
b. Adjustment is carried out at the slave cylinder which is located on the RH side of the clutch
housing accessible from beneath the vehicle.
c. Refer to Fig. 45. Pull the clutch withdrawal lever (7) back towards the gearbox and push the
adaptor rod (1) back into the slave cylinder. By means of the hexagon on its end, screw the
operating rod (5) out to restore the dimension 'A' to 5 mm (ft in), with the lever and adaptor
still held apart. The operating rod is self locking.
GEARBOXES
Lubrication
FIG. 45 CLUTCH SETTING
ADJUSTMENT
1. Push rod adaptor
2. Gearbox casing (bellhousing)
3. Hydraulic slave cylinder
4. Return spring
5. Clutch operating rod
6. Nylon locking insert
7. Clutch withdrawal lever
152. The main and auxiliary gearboxes have independent oil supplies and must be dealt with
separately. The fillers, level plugs and drain plugs for each are shown in Fig. 46. Maintain the oil
level up to the level plug holes. The drain plugs are fitted with magnets to retain any ferrous particles.
At oil changes, the drain plugs should be inspected before cleaning them in kerosene and if there are
any unduly large particles on them, the matter should be reported for investigation.
153. The relay box for the main gearbox change control requires lubrication. To obtain access,
remove the floorplate in the cab around the main change speed lever. Unscrew the level plug in the
side; slide the rubber gaiter up the lever; remove the nuts securing the change speed seating cap
to the box; raise the seating cap and associated shims sufficiently to be able to add lubricant up to
the level plug. On some vehicles the change speed relay box is fitted with a lubricator nipple and in
these cases removal of the change speed lever and level plug is unnecessary.
154. A lubricator nipple, accessible from within the cab, is fitted on the cross-shaft carrying the
auxiliary change speed lever. Lubricate all other pivots and clevis pins in the linkage to the auxiliary
gearbox with an oil can.
2
FIG. 46
GEARBOX OIL FILLER,
LEVEL PLUGS AND DRAINS
1. Main gearbox oil filler
2. Aux. gearbox oil filler
3. Main gearbox oil level plug
4. Aux. gearbox oil level plug
5. Aux. gearbox drain plug
6. Main gearbox drain plug
56
Check
155. A U-shaped breather tube is fitted on the top of each of the two gearboxes. Check that there
is no accumulation of mud or dirt which might obstruct the ends of the tubes.
PROPELLER SHAFTS
Lubrication
156. There are three propeller shafts, auxiliary gearbox to front axle, auxiliary gearbox to second
axle, second axle to trailing axle. Each has three lubricators, one in the centre of each universal
joint spider and one on the sliding spline joint (Fig. 47).
Check
157. Check the tightness of all nuts and bolts around the drive flanges at the ends of each of the
three propeller shafts.
FIG. 47 A PROPELLER SHAFT, SHOWING LUBRICATORS
REAR AXLES & SUSPENSION
To top up or change the oil in the differential (Fig. 48)
158. Add oil periodically through the filler plug hole of each axle to maintain the level up to the
bottom of the level plug hole.
The drain plug is in the centre bottom of each differential casing, and is fitted with a magnet to
retain any ferrous particles. At oil changes inspect the drain plugs before cleaning them, and if there
are any unduly large particles on them, the matter should be reported for investigation. To refill an
axle that has been drained, remove the breather from the top of the casing and add the first half
gallon (2 litres) of oil through the breather aperture ; the remaining oil should be added in the normal
way through the filler.
57
FIG. 48
LEADING BOGIE
AXLE OIL FILLER
AND LEVEL PLUGS
1. Breather filter
2. Axle oil filler
3. Level plug
To top up the articulated bogie pivot ends
159. Each road spring pivots at its centre on bearings in a housing (Fig. 49) . The housings contain
oil which must be replenished periodically, for which purpose there is a filler plug. Periodic draining
of the oil is not required.
Lubrication
160. There are two lubricators at each end of each spring, eight i n all, to lubricate the face of the
lowest leaf of the spring where it rests on the axle bracket (Fig. 53) . Jack up each side of the vehicle
in turn, placing the jack under the centre of the spring, before lubricating the ends of that spring ;
this relieves the load on the spring and allows the lubricant to spread across the rubbing surface.
There are two lubricators each side, accessible from beside the vehicle, for the pivots for the
suspension locking devices ; each lubricator is fitted in the angle of t ~ cranked lever.
Check (Driver I/Standard I)
161 . There are two U-bolts at the centre of each spring, to clamp the spring. Check tightness of all
eight nuts.
162. Check tightness of nuts securing the torque rods (or radius arms) to the axles and to the
bogie pivot brackets and frame crossmember. There are three t orque rods t o each axle; one high on
the vehicle centre line and two beneath the axles each side. The inner ends of the lower ones are
attached to the bogie pivot brackets; the inner ends of the upper ones are attached to brackets
bolted to back on a frame crossmember.
163. Check that the breather filters are not choked by accumulation of mud or dirt.
FRONT AXLE & SUSPENSION
FIG. 49
A BOGIE PIVOT END
OIL FILLER
To top up or change the oil in the differential (Fig. 50)
164. Add oil periodically through the filler neck to maintain the level up t o the bottom thread of
the filler hole. The drain plug is fitted with a magnet and should be checked as for the rear axles-
para 158.
Lubrication
165. There is a lubricator (Fig 52 (-4)) for each upper swivel bearing ; it is reached from behind the
axle and is fitted in the flange of the top cover. Each track rod end has a lubricator for the ball
joint. Each road spring has three lubricators, one at the front end and two at the rear.
Check (Driver I/Standard I)
166. Check tightness of four nuts clamping the front axle casing t o each road spring.
167. Check that the breather filter, which is fitted just beneath the change speeded relay box with a
hose to the axle casi ng, is not choked by accumulation of mud or dirt.
58
FIG. 50
FRONT AXLE OIL FILLER
AND LEVEL PLUG
FIG 52
FRONT AXLE BRAKE
ADJUSTMENT
A Push rod travel
1. Brake operating push rod
2. Brake air chamber
3. Lubricator for drag link
4. Lubricator for upper swivel bearing
5. Quadrant lever
6. Forked lever-camshaft operating
7. Lubricator-brake camshaft
FIG 51
POWER STEERING SYSTEM OIL
RESERVOIR
FIG 53
REAR AXLE BRAKE ADJUSTMENT
1. Brake air chamber
2. Brake operating push rod
3. Brake camshaft lever
4. Brake adjuster
5. Lubricator-camshaft lever
6. Fork end-handbrake rod
7. Lubricator-camshaft bush
8. Camshaft
9. Lubricator-spring rubbing pad
59
To check the front wheel alignment (Vehicle Mechanic)
168. This is best done using special equipment for the purpose, but if this is not available the
following method may be used.
a. Jack each front wheel and check that each wheel runs true.
b. Position the vehicle on a hard level surface with the front wheels straight ahead.
c. Measure the distance between the edges of the wheel rims at wheel centre height behind the
axle. Since it is not possible to take a direct measurement a trammel or similar device must be
used. Mark the rims at the points of measurement.
d. Roll the vehicle until the marks are in front of the axle at wheel centre height and remeasure
the distance between them.The first measurement should be 3.2 mm (i- in) greater than the
second, i.e. toe-in.
e. If adjustment is required, slacken the clamp bolts on the track rod ends and turn the track rod
in the appropriate direction. The track rod has opposite hand threads at its ends. Align the
socket ends, retighten the clamp bolts and recheck the alignment.
STEERING
To top up the steering box
169.a.Detach the floor plates in the cab around the base of the steering column, taking care not to
damage the rubber gaiter.
b. The filler plug is then accessible, in front of the column.
c. Add oil as necessary to bring the level up to the bottom thread of the hole.
d. Reassemble.
To top up the steering assistance hydraulic reservoir
170. The reservoir is located on the RH side of the engine (Fig. 51). Checking the level and topping
must only be done when the front wheels are in the straight ahead position; the level varies as the
steering is moved from one way to the other. The correct level is up to the underside of the filter
mesh which is visible through the filler; do not fill above this level. Take care not to allow dirt to
fall into the reservoir.
Lubrication
171 . Lubricators are fitted for the power ram and drag link as follows.
Access is from beneath the RH front mudguard.
a. Two at the front end of the ram.
b. Two at the rear end of the drag link.
c. One at the rear end of the ram.
Check (Vehicle Mechanic)
172. Check for tightness :
a. Nuts securing the steering box to the frame sidemember.
b. The drop arm on the rocker shaft.
c. Nuts securing the ram anchor bracket to the frame.
BRAKES & AIR PRESSURE SYSTEM
Lubrication
173. Lubricators are fitted as follows :
a. Brake and clutch pedal shaft, accessible from beneath RH front mudguard.
b. Front brake camshafts, one to each brake, in front of the axle swivel.
c. Rear brake camshafts, two to each brake, eight in all, see Fig. 53.
d. Handbrake centre relay pivot. inside the RH frame sidemenber, adjacent the front end of the
gearbox.
e. Handbrake rear relay pivot, inside the RH frame sidemember, just forward of the bogie spring
pivot housing.
f . Oil can lubrication is required for the handbrake lever bearing, the bearings for the short
operating lever at the base of the handbrake lever and the ratchet and pawl , all of which are
in an assembly accessible after removal of the cab floorplate around the base of the lever. In
addition lubricate the trigger bearing and trigger rod guides on the hand brake lever with the cab.
To drain condensate from the air reservoirs
174. Open each of the three draincocks in the bottoms of the reservoirs in turn just sufficiently
for air to escape. Close again as soon as all water is expelled. The drain cock for the RH reservoir
(Fig 6 (3 is accessible from the RH side of the vehicle and immediately below it is the cock for one
compartment of the LH reservoir, connected by a pipe. The other cock is accessible from the LH
side, on the bottom of the LH reservoir.
60
To top up the anti-freezer
175. The antifreezer is mounted behind the cab on the LH side (Fig. 31) . Remove the filler plug
on the side, and add the correct fluid until the level is up to the filler hole.
CAUTION. The fluid used in the antifreezer is both toxic and inflammable and appropriate precautions
should be taken.
To drain and refill the anti-freezer
176. Place a suitable receptacle underneath and remove the drain plug in the bottom. Discard the
drained fluid. Refit the plug and refill-see para 175.
To check tightness of compressor cylinder head bolts (Vehicle Mechanic)
177. Remove the panel on the LH side of the engine cowling for access to the compressor. The
compressor cylinder head is held by six set-bolts. Check the tightness of these using a torque wrench.
The correct torque is 12 Ib ft but do not tighten one bolt to this figure before attending to the rest;
tighten each a little at a time, starting with the centre pair, and progressively increasing the torque
applied to them.
To check tightness of air pressure components and connections (Vehicle Mechanic)
178.a.Check tightness of mounting bolts for all brake air chamber bolts, including those for the two
handbrake chambers mounted one each side, on the centre line of the rear bogie.
b. Make a careful visual check of air pressure unions and hose connections. If there is reason to
think that a union nut might be loose, check with a spanner, but take care as overtightening
can easily cause damage.
To check the brakes (Vehicle Mechanic)
179. Performance testing of the footbrake and auxiliary brake systems should be carried out to
check for general braking efficiency and equal braking each side and on each wheel. It is important
to note, however, that such tests do not show the need for brake adjustment since pedal movement
does not increase with lining wear.
180. To check for the need for brake adjustment, determine the handbrake free movement. With at
least 85 Ib/sq in in the reservoirs, engine stopped, release the handbrake and then apply it very
slowly, notch by notch, until the first release of airto the handbrake chambers can be heard, indicating
that the brake shoe clearance has been taken up and the shoes are in contact with the drums. With
recently adjusted brakes this will occur on the 3rd or 4th notch; if it is after the 7th notch brake
adjustment is required-see para 181 .
To adjust the brakes (Vehicle Mechanic)
181. On no account must any routine adjustment be carried out by adjusting the handbrake
linkage. Normal adjustment at the brake camshafts will restore the handbrake free movement.
182. Jack up each front wheel in turn, remove the connecting bolt from the quadrant lever
(Fig 52 (4, insert a tommy bar in the free hole furthest from the connecting bolt hole and pull the
lever (4) forward until the bolt can be inserted in the next hole towards the rear. Check that the
road wheel can turn freely. When the sixth hole in the quadrant lever is in use, apply the footbrake
to check the movement 'A' of the brake operating push rod; normal movement is 29 mm (1 i- in)
but if it reaches 54 mm (2i- in), the vehicle should be returned to Workshops for packing pieces to be
, fitted to the brake shoes,
183. Chock a front wheel, release the handbrake and deal with each rear wheel in turn as follows.
Jack the wheel. Turn the hexagon headed adjuster (Fig. 53 (4 clockwise until the brake linings
contact the drum; check by turning the wheel. Turn the adjuster anti-clockwise back three clicks;
check that the wheel turns freely. Do not alter the operating push rod (2) .
To check the air pressure build-up rate (Vehicle Mechanic)
184.a.Open the three drain cocks on the reservoirs to exhaust all air pressure. Close them aga;n.
b, Start the engine and set to run at max, speed 2200 rev/min. The buzzer should sound and the
low pressure warning light come on, The time from starting the engine to the buzzer stopping'
and the light g.oj.ng out should not exceed 3 minutes.
c. Keep the engine running and note the pressure at which the unloader valve cuts out; this can
be heard by the changed note of the compressor; the pressure should be between 8,25 kg/
sq cm (117 Ib/sq in) and 8,60 kg/sq cm (122 Ib /sq in) ,
d, Reduce the engine speed to approx. 1000 rev/min. Operate the footbrake. on and off. to
reduce the pressure in the reservoirs and note the pressure at which the unloader valve
cuts in; the pressure should be between 7.5 kg/sq cm (107 Ib/sq in) and 7.95 kg/sq cm
(113 Ib/ sq in ;) the reading is taken from the pressure gauge showing the lowest figure of the
three.
61
.f IG. 55
" RENEWING A FUSE WIRE
62
FIG. 54
SEQUENCE OF TIGHTENING
WHEEL NUTS
FIG. 56
A HEADLIGHT
1. Lens
2. Rim
3 . Reflector
4. Lamp
5. Adapt or. lamp holder
6. Body
7. Sealing gland
8. Clips
WHEELS & TYRES
To change a wheel
185.a.Apply the hand brake.
b. Remove the wing nut holding the spare wheel. Using the crane and a sling through the clamp
in the centre of the spare wheel, lift the wheel off its stowage and lower it to the ground.
Unbolt the clamp from the wheel.
c. Slacken by one quarter turn each, the ten wheel nuts on the wheel to be removed. The nuts
on the LH side of the vehicle have left-hand threads. On no account loosen the outer ring of
nuts which hold the two parts of the wheel together, while the tyre has pressure.
d. Scotch a wheel on one of the other axles, and jack the axle with the wheel to be changed.
e. Remove the wheel nuts and the wheel.
f . Fit the replacement wheel ensuring that the abutting faces of the wheel and brake drum are
clean. Give all the nuts a preliminary light tightening, and then tighten them each a little at a
time progressively in the sequence shown in Fig. 54. Complete the tightening after the wheel
has been lowered to the ground.
g. Fit the spare wheel clamp into the other wheel, so that it will be carried with the tyre valve
uppermost, lift it onto the stowage and clamp it with the wing nut and hook-bolt.
ELECTRICAL SYSTEM
To check electrolyte level in batteries and to top up
186. The two batteries are fitted in the cab, centrally at the rear, and protected by a steel cover.
a. Remove the cover by loosening the two slotted screws in the front flange and lifting up the
front .
b. Check that the clamps and clamping bolts are secure.
c. Check whether there is any corrosion around the terminals ; if so clean them-para 187.
d. Brush any dirt from the tops of the batteries and remove the vent plugs, which are moulded
to a rubber strip.
e. The acid level should be 6 mm G in) above the tops of the separator plates. Add distilled
water to each cell as necessary to bring up to this level.
f. Replace all parts.
To clean and protect battery connections
187a. Remove the battery cover-para 186a.
b. Disconnect the main negative connector from its post.
c. Disconnect and remove the inter-battery connector.
d. Disconnect the main positive connector.
e. Scrape away any corrosion from the four connectors and posts, and clean them with a cloth
moistened with washing soda solution to neutralize the acid.
f . Coat the connectors and posts with the approved protective.
g. Reconnect in order : the main positive connector, then inter-battery connector, and lastly
main negative connector.
To renew a fuse
188. The fuses are located on the distribution panel, which is fitted behind a cover in front of the
driver (Fig. 10) . The circuits served by the eight fuses are identified in Section 2-Data, page 27.
All fuses are 10 amp rating, and spare fuse wire is wound around the fuse bridges ; the wire is 34 swg
tinned copper.
To renew a fuse wire :
a. Pull out the fuse bridge.
b. Remove all pieces of the old fuse wire.
c. Unwind 50-75 mm (2-3 in) of spare wire and, holding it at the ends, slide it into the clips
on the fuse bridge (Fig. 55). Cut off the ends close to the clips.
d. Refit the fuse bridge. If the fuse again fails do not fit another wire ; investigate the cause of the
trouble or report it.
Headlights, to adjust alignment
189.a.Position the vehicle on level ground facing a wall or screen at a distance of at least 7.5 m
(25 ft).
b. Mark on the wall the correct positions of the centres of the light beams, which should be
straight ahead and parallel with the ground. The lights are 0.97 m (3 ft 2 in) above the
ground and 0.30 m (1 ft) In .from the side of the vehicle (aligned with the edge of the crane
structure) .
c. Turn the headlights on main beam and check that the centres of the beams coincide with
the marks.
d. If necessary, slacken the nut on each light stem, move the light as required and retighten the nut.
63
Headlights, to change a lamp (Fig. 56)
190.a.Slacken the screws on the four clips (8), swing the clips aside and withdraw the rim (2) with
lens (1) and reflector (3) .
NOTE. The edge of the reflector is spun over the lens and they must not be separated, nor
must any attempt be made to clean the reflector.
b. Press the adaptor (5) into the reflector and turn anticlockwise to release it. Lift out the lamp.
c. Fit the new lamp locating the notch in the flange with the key in the lamp holder on the
reflector. Refit the adaptor, turning clockwise to secure.
NOTE. No adjustment of focus is possible or necessary.
d. Note the word TOP stamped on the rim and refit the rim to the body.
Side lights, to change a lamp
191. Unscrew the glass. The rim is spun over the glass and permanently attached to it.
Front turn indicator lights, to change a lamp
192. Remove the screw securing the two ends of the rim together. The front and rear glasses are
attached together with a hole in the edge through which the lamp fits. Lift the glasses off the lamp.
Number plate light, to change a lamp
193. Working from under the wheel arch, unscrew the knurled locking ring at the back of the light
an<;J withdraw the lamp-holder complete, with cable attached.
Convoy light, to change a lamp
194. Remove four bolts holding the plate in which the light is fitted, and remove the plate and light
complete. The procedure is then as for the number plate light, para 193.
Stop/tail lights, to change a lamp
195. Unscrew the glass. The rim is spun over the glass and permanently attached to it.
196. If it becomes necessary to remove the complete light, take off the rear reflector which is held
by three screws in tapped holes ; there is a hand hole behind the reflector and also one on the inside
vertical plate forming part of the outrigger jack mounting; access to the nuts on the back of the
lights is then simplified.
Rear turn indicator lights, to change a lamp
197. These are similar to the stop/tail lights, para 195.
Crane floodlights and spot light, to change a lamp
198. These are similar to the headlamps, para 190.
Beacon light, to change a lamp
199. Loosen the three screws holding the guard, turn the guard anti-clockwise and lift it off the
screw heads. Release the screw at the rear of the rim and lift off the rim and glass dome, rear edge
first . Take care not to damage the reflector.
CAB
Lubrication
200. Oil can lubrication is required at the following points :
a. Three hinges on each door, and door locks and catches.
b. Driver's seat mechanism: slides, height control bearing and screw, all pivot points on the
mounting linkage.
c. Pivot points for passenger back rest.
d. Engine stop control plunger.
e. Bonnet hinges.
To top up the windscreen washer reservoir
201. The translucent reservoir is mounted in the cab, at the front on the LH side of the bonnet.
Fill with approved fluid to within 3 in (75 mm) of the cap.
WINCH
To top up or change the oil in the winch drive gearbox
202. The filler is on the rear of the casing (Fig 11) and is accessible without removing any cover
plates, from in front of the crane turntable. Maintain the level up to the top of the filler neck. A plug
is fitted in the centre of the bottom cover for draining purposes; this is more easily accessible from
beneath the vehicle.
64
LIFT LID FOR ACCESS
TO WINCH LUBRICATORS
TPun B
REMOVE THIS PLATE
TO LUBRICATE WINCH
DRUM CENTRE BEARING
REMOVE THIS PLATE
TO LUBRICATE IDLER
SPROCKET FOR CRANE
SLEWING CHAIN
Q
g
FIG. 58 ACCESS TO LUBRICATORS ON WINCH AND CRANE SLEWING CHAIN DRIVE
66
To top up the rope serving mechanism drive gearbox
203. The combined filler and level plug is adjacent to that for the winch drive gearbox. Maintain
the oil level up to the lip of the filler. There is no means of draining this gearbox.
To top up or change the oil in the capstan winch gearbox
204. The combined filler and level plug is fitted in the side cover of the gearbox, adjacent to the
capstan pulley. Maintain the oil level up to the bottom of the hole. Topping up must be performed
with an oil can or syringe, through the same hole. A drain plug is fitted in the bottom of the casing.
Lubrication
FIG. 57
GROUPED LUBRICATORS FOR
WINCH OVERLOAD TRIP
205. Grease gun lubrication is required at the following points :
a. Drive propeller shaft from power take-off on top of the auxiliary gearbox to sprocket on sub-
frame cross-member: 3 points.
b. Overload protection device trip linkage ; 3 lubricators are grouped together beneath the
vehicle (Fig 57) and piped to the linkage fulcrum points.
c. Spade anchor pivots, two points.
d. Spade ram pivots, two at top and two at bottom. For access stand up between the rearmost
axle and the spade, which also gives access to:
e. Pinch rollers, two points, and pinch roller arm, two points, and, forward of these, one point
on a fairlead roller.
f . Serving gear rollers and swivel; three points on RH ends of rollers and two on LH end ;
accessible from on top in front of crane turntable, also :
g. Serving gear wormshaft end bearing, one point, just above the oil filler for the serving drive
gearbox; pinion shaft bearing, one point, on LH side of casing.
h. Open the cover on top of the decking (Fig 58) for access to one lubricator in the centre of the
serving gear drive gear, two for the bearings of the dog clutch operating cross-shaft, and one
on the winch brake linkage which is Iowan the LH side to the left of the brake air chamber.
Remove a circular plate on the top decking (Fig. 58) to reveal the lubricator for the rope drum
centre bearing.
j . Winch rope rear main outlet castor pulleys; two points.
k. Forward winching fairlead rollers and pulleys; three points along outside of LH frame
sidemember, one at the rear LH corner of the frame, one level with front of the wheelan the
second axle, one just ahead of the front axle.
Four points on the forward main outlet rollers beneath the front bumper.
m. Winch overload linkage relay; one point adjacent to the tyre inflator on the LH side.
n. One in the centre of the capstan winch cable storage drum.
206. Oil can lubrication is required for the following :
a. Power take-off engagement linkage : the control lever pivot and cable end in the cab, and the
other cable end and pivot points on the top RH side of the gearboxes.
b. The drive chain over its full length: accessible from on top, forward of the crane turntable.
c. Capstan rope guide rollers and roller arm pivot.
67
To lubricate the main and capstan winch ropes
207. Payout the full length of the main winch rope, including the last 50 ft past the red mark, but
take care not to rewind the cable onto the drum in the wrong direction if the winch is being driven
in reverse. With a well oiled rag, thoroughly oil the rope starting at the end attached to the drum,
up to a point about 15 ft beyond the rear of the vehicle. With the rope tensioner on, winch in the
15 ft which have been oiled and oil another 15 ft and repeat until all the rope has been treated.
If any broken strands are found, report the matter before proceeding.
208. Payout all the capstan winch cable, and oil this in the same way starting at the fixed end.
The rope may be wound in at the same time as it is oiled if two men are available to do this.
To check winch assembly and associated gear (Vehicle Mechanic)
209. Remove the floorplates and stowages over the winch to give complete accessibility to it.
Check the tightness of all nuts and bolts, particularly the rope and anchorage clamp bolts. Check also
from beneath the vehicle, including the rope tensioner mechanism.
To check and adjust the winch brake (Vehicle Mechanic)
210. There is no method of checking adjustment except by readjusting, which is very simple.
a. Check that there is normal air pressure in the reservoirs, move the winch change-over cock
to ' On' and set the winch brake to 'Off, i.e. with air pressure applied.
b. Tighten the adjuster nut on the fixed end of the brake band, using a standard spanner without
undue force. The nut has a locating ridge on its face and is adjusted turn at a time.
c. Loosen the nut back between and 1 turn.
d. Release the winch brake and turn the change-over cock to 'Off'.
To fit a new winch rope (Vehicle Mechanic)
211.a.Take off the floorplates and stowages over the winch.
b. Take out the four setbolts and the clamp (Fig. 59 (4 holding the end of the rope. Pull out
the old rope from the rear of the vehicle.
c. Turn the winch drum until the hole (5) is in such a position that the rope can be passed
straight through and round the central boss.
d. The serving gear rollers should now be at the lowest position. If not, loosen the clamp bolt (7)
and turn the assembly to disengage the driven gear (1) from the gear ring (2) . Turn the gear
(1) until the rollers are in the correct position. Re-engage the driven gear with the gear ring
and retighten the clamp bolt (7) but take care not to overtighten as this may split the casing.
e. Check that the new rope is marked with red paint for a distance of 10ft between 50 ft and
60 ft from the end.
f. Thread the end of the new rope through the fairlead at the rear, through the tensioner pulleys,
over a roller, between the serving gear rollers, through the hole (5) in the drum, 1 times
round the central boss of the drum and up through the hole (3) nearest the clamp. The rope
must pass between the twin rollers and the single roller of the serving gear, with the twin
rollers at the top. Clamp the end of the rope as before.
g. With the rope tensioner on, wind the new rope onto the drum.
h. Replace all floorplates etc.
HYDRAULIC SYSTEM
To check and top up the hydraulic reservoir
212.a.The oil level in the reservoir should only be checked with the jib lowered and retracted fully,
and the hoist rope out to full length. If necessary start the crane and set to these positions.
b. Remove the filler cap (Fig. 13), wipe the dipstick, refit the cap, remove again and note the
level on the dipstick, which should be to the notch.
c. Add clean new oil as necessary.
68
FIG. 59 FITTING A NEW WINCH ROPE
1. Driven gear 5. Hole
2. Gear ring 6. Serving gear rollers
3. Hole 7. Clamp bolt
4. Clamp
FIG. 60 MAIN HYDRAULIC OIL FILTERS
69
To change the oil in the hydraulic reservoir and clean the filter (Driver Class I/Standard I)
213.a.Set the crane motions as in Para 212.a.
b. Remove the cover from the bottom of the drain tap which is fitted to the front R H corner of
the tank. Fit a hose to the tap and put the other end in a suitable container, with a capacity
of 20 gall. Open the tap.
c. While the oil is draining, remove the breather pipe (Fig 13 (1 from the top of the tank by
taking out the two central bolts for the banjo connections.
d. Take out six bolts (2) holding the cover and remove the cover and filter.
NOTE. Two types of filter are used. Earlier vehicles have a cloth bag type, in which a removable
bag surrounds a metal former and is tied to it with twine. Later vehicles have a cylindrical filter
element which should be renewed at servicing periods. Note that the purpose of this filter
is to retain any dirt which may be introduced when topping up; the oil does not circulate
through it when operating the system.
e. If a cloth bag type filter is fitted, cut all pieces of twine tied around the bag, taking care not
to cut the bag, and remove the bag. Wash the bag in clean gasoline and inspect it for damage.
If it is satisfactory for further service, dry it and fit it to the former. Using new twine, secure
the bag with a double turn of twine firmly knotted. Repeat at each root diameter of each
convolution in turn finishing at the bottom end with a double turn and knot.
f. If a cylindrical filter element is fitted, it should be replaced with a new one. Check that the
seals at each end are in good condition.
g. Service the main filters, para 214.
h. Reassemble, close the drain tap, and refill with new oil to the mark on the dipstick.
i. Start the engine and put the hydraulic system into operation. Allow to run for 5 minutes before
operating any of the services, to allow all air to be expelled from the pipes.
To service the main hydraulic filters (Driver Class I/Standard I)
214. This is most conveniently done when the reservoir has been drained during oil changing
procedure, to minimise oil flow from the filters. The filters are accessible from beneath the vehicle,
and are located towards the RH side, just forward of the second axle (Fig. 60).
a. Have a suitable container of at least 10 litres (2 gallons) capacity, to catch the oil.
b. Loosen the central bolt at the bottom of one filter bowl and lower the bowl complete with
element. Repeat for the other bowl.
c. Take out the elements and carefully tip out the oil taking care to retain the sealing plate, spring,
etc. from around the centre bolt. Wash out the bowls with clean gasoline.
d. Fit new sealing rings in the filter head.
e. Fit new elements into the bowls and reassemble.
f. Proceed with re-filling the system, para 213.h.
Lubrication
215. Three lubricators are fitted to the universally jointed drive shaft to the hydraulic pump, on
the LH side of the gearboxes. Oil can lubrication is required for the following:
a. Engagement control lever cross-shaft bearings; raise the bonnet-the shaft runs from one
side of the engine cowling to the other with a bearing each end.
b. The inner cable at the LH side of the bonnet including the free end which protrudes at the
bottom of the circular casing.
c. The other end of the inner cable and the linkage on the LH side of the gearbox beneath the
LH air reservoir.
To check hydraulic system components and hose connectors (Vehicle Mechanic)
216a. Make a visual check of all pipes, hoses and connections for leaks. If a leak is suspected at a
connection, check the union for tightness with a spanner but take care not to overtighten.
b. Check for leaks around the ram rods.
c. Check the breather on top of the hydraulic tank for damage but do not dismantle unless
essential.
d. Check the braided hoses where they pass round the tensioner pulleys for chafing or damage.
70
CRANE
Lubrication
217. Lubricators are fitted at the following points :
a. One for each of twelve rollers around the turntable base.
b. One for the turntable centre bearing.
c. Two for slewing chain idler sprocket, accessible after removing cover plate on decking (Fig. 58)
The lubricators are on opposite sides of the sprocket boss at the top. It is necessary to slew
t he crane to make each lubricator accessible in turn.
d. Two for slewing ram rear end anchorages, accessible through two holes in rear face of sub-
frame.
e. Two, one each side, for the j ib pivots.
f. Six, two at the bottom of each luffing ram and one at the top of each.
g. One each side for the internal jib rollers, accessible through holes in the side of the jib, between
the tension springs for the hoses.
h. One for the pulley on the end of the hoist ram, accessible after removal of the plate on the
end of the jib, which is held by two nuts.
i. Twelve for the jib extension rollers on the rear end of the jib.
j . One of the hoist rope pulley spindle on the end of the jib.
218. Oil can lubrication is required for the following :
a. Slewing drive chain, accessible after removing the cover on the decking (Fig. 58) . Ensure
that the entire length of chain is oiled which is facilitated by slewing fully each way.
b. Spindles for the four hose pulleys.
c. The tensioner cable for the hose pulleys, to prevent rusting.
d. Screws threads for the four outrigger jacks. Extend the jacks as far as possible, clean off any
dirt and grit, and re-oil the whole length of thread.
To lubricate the hoist rope
219.a.Pay out the hoist rope to full extent.
b. With a well oiled rag, thoroughly oil as much of the rope as is accessible, including the end
of the rope where it is anchored to the jib.
c. Withdraw the rope as far as it will go, and remove the cover plate on the end of the jib to give
access to the pulley on the end of the hoist ram. Similarly oil as much of the rope as is accessible
from this point.
To fit a new hoist rope (Vehicle Mechanic)
220. This is only possible in the field, if the old rope is not completely broken or is broken at the
hook end with the end still over the pulley on the end of the jib. If it is broken inside the jib it is
necessary to remove the hoist ram before feeding the end of the new rope through the guides in the
jib, and for this operation the vehicle must be returned to the Workshops.
a. Start the hydraulic system and payout the hoist rope to full extent, if necessary pulling on the
end of the rope to ensure that it comes out.
b. Remove the hook from the end shackle by taking out the pin.
c. Unless already parted, cut the rope near the shackle or at the damaged section. Taper t he cut
end of the rope by cutting some of the strands shorter.
d. Weld onto this taper end three or four short lengths of strong wire, 2-3 inches long. Weld
the other ends of these wires to the plain end of the new rope.
e. Remove two bolts holding the anchor block inside the jib on the LH side at the end adjacent
to pulley, thus releasing the end of the old cable.
f. Pull the old cable out from the end of the jib at the same time feeding the new one in over
the pulley. Pull the new cable through as far as possible to facilitate fitting the anchor block
to the new rope. Fit a hose clip around the end of the rope and cut all weld from the end
of the new rope. Remove the clip.
71
2091
FIG. 61 FITTING ANCHOR BLOCK AND TAIL CONE TO NEW HOIST ROPE
72
To fit a new hoist rope (Vehicle Mechanic)-Continued
g. Remove the retaining plate from the anchor block and drive the anchor block down the old
rope and remove it.
h. Fit the anchor block over the end of the new rope (Fig. 61) .
i. Separate the strands at the end of the cable and bring the core out to the side. Measure the
core for a length equal to the new tail and cone unit plus 8 mm (fi in), and cut it off at this
point. Tuck the end of the core back into the centre of the rope.
j. Wind the strands back together again and fit a hose clip round the end of the rope ; tighten it
just enough to keep the strands in position.
k. Fit the tail and cone i nto the end of the rope screwing it in clockwise. Tap it in until the large
end of the cone is flush with the end of the rope.
I. Fit the strands into the grooves in the cone, bending them if necessary, and slide the block
up to hold them in place. Tap the cone and rope into the block and fit the retaining plate
but do not tighten the bolts fully ; washers should be fitted between the block and plate
previously.
m. Refit the anchor block inside the jib and tighten the holding bolts securely. Fit the hook to the
shackle.
n. Start the engine and engage the hydraulic pump. Fit the hook into the eye of the frame
distance towing and take in the slack of the rope. Raise the jib support legs and secure them
to the jib.
o. Move the luffing control to the raise position very slowly until there is a slight sound of oil
passing through the valve and maintain the valve in this position until the safe load indicator
shows the maximum permissible load for the suspended tow condition, then release the
control and luff down. The hoist control must not be used as the safe load indicator would
be inoperative. A fast application of load to the newly formed anchorage can cause the
strands to be drawn through the anchor block leaving the cone behind.
73
SECTION 5 - BACK-ACTER
This Section will be added CIt a later date by Amendment action.
The next paragraph is numbered 240.
75
SECTION 6- DESTRUCTION OF EQUIPMENT TO PREVENT
ENEMY USE
GENERAL
Destruction
240. Destruction of the equipment, when subject to capture or abandonment in the combat zone,
will be undertaken by the using arm.
Degree of damage
241 .a.Methods of destruction should achieve such damage to equipment and essential spare parts
that it will not be possible to restore the equipment to a usable condition in the combat zone
either by repair or by cannibalization.
b. Classified equipment must be destroyed in such degree as to prevent, whenever possible,
duplication by, or revealing means of operation or function to the enemy.
c. Any classified documents, notes, instructions or other written material pertaining to function,
operation, maintenance or employment, including drawings or parts lists, must be destroyed
in a manner to render them useless to the enemy.
Priorities for destruction
242.a.Priority must be given to the destruction of classified equipment and associated documents.
b. When lack of time and/or stores prevents complete destruction of equipment, priority is to be
given to the destruction of essential parts, and the same parts are to be destroyed on all like
equipment.
c. A guide to priorities for destruction of the vehicle, winch and crane is shown below.
Equipment Priority Parts
Vehicle 1 Fuel pump and injectors
2 Engine block and cooling system
3 Tyres and suspensions
4 Braking system
5 Axles
6 Chassis frame
Winch and Crane 1 Hydraulic system
2 Winch mechanism
3 Jib
Equipment installed in vehicles
243. Equipment installed in vehicles should be destroyed in accordance with the priorities for
the equipment itself, taking into account the relative importance of the installed equipment and the
vehicle itself.
Spare parts
244. The same priority, for destruction of component parts of a major item necessary to render
the item inoperable, must be given to the destruction of similar components in spare parts storage
areas.
Authority
245. The authority for ordering the destruction of equipment is vested in the divisional and higher
commanders, who may delegate authority to subordinate commanders when the situation requires.
Reporting
246. The reporting of the destruction of equipment is to be done through command channels.
METHODS OF DESTRUCTION
247. The following information is for guidance only. Of the several means of destruction, those
most generally applicable are as follows.
Mechanical
248. This requires an axe, pick, crowbar, or similar implement . The equipment should be destroyed
in accordance with the priorities given in para 242.
76
Burning
249. This requires gasoline, oil or other flammables.
a. Remove and empty the portable fire extinguishers.
b. Smash all vital components, such as fuel pump, injectors, lights, switches, instruments and
control levers.
c. Smash the engine block, engine cylinders, gearbox, transfer box, PTO, winch and hydraulic
pump.
d. Drain or puncture the fuel tank, Collect the fuel for use as outlined in sub-para e below.
e. With all hatches and windows open to admit air for combustion, pour gasoline and oil in and
over the entire vehicle. Ignite by means of an incendiary grenade fired from a safe distance,
by a burst from a flame thrower, by a combustible train of suitable length, or other appropriat e
means. Take cover immediately.
WARNING : Cover must be taken without delay since an early explosion of the fuel tank
may be caused by the fire. Due consideration should be given to the highly flammable nature
of gasoline and its vapour. Carelessness in its use may result in painful burns.
Gunfire
250.a.Remove and empty the portable fire extinguishers.
b. Smash all vital components such as fuel pump, injectors, lights, switches, instruments and
control levers.
c. Smash the engine block, engine cylinders, gearbox, transfer box, PTO, winch and hydraulic
pump.
d. Drain or puncture the fuel tank.
e. Destroy the vehicle by gunfire, using adjacent gun tanks, self propelled guns, artillery, rifles
using rifles grenades or launchers using anti-tank rockets. Fire on the vehicle, aiming at the
road wheels. engine compartment and transmission. Although one well-placed direct hit
may render the vehicle temporarily useless, several hits are usually required for complete
destruction unless an intense fire is started, in which case the vehicle may be considered
destroyed.
WARNING : Firing artillery at ranges of 500 yards or less should be from cover. Firing rifle
grenades or anti-tank rockets should be from cover.
251 . In general, destruction of essential parts, followed by burning, will usually be sufficient to
render the vehicle, armament, and equipment useless. However, selection of the particular method
of destruction requires imagination and resourcefulness in the utilization of the facilities at hand
under the existing conditions. Time is usually critical.
252. If destruction is ordered, due consideration should be given to :
a. Selection of a point of destruction that will cause greatest obstruction to enemy movement
and also prevent hazard to friendly troops from fragments or ricocheting projectiles which
may occur incidental to the destruction by gunfire.
b. Observation of appropriate safety precautions.
77
APPENDIX 1 - Continued
Op. No. Para No. Fig. No. Op. No. Para No. Fig. No.
110 217j 151 139
111 271h 152 169
153 153
115 150 154 153
155 152 46
120 132 & 133 156 152 46
121 173f 157 164 50
122 154 158 158 48
123 206a 159 202 11
124 206b 160 203
125 218a 58 161 159 49
126 206c 162 204
127 133
130 218 165 143 41
131 200a 166 142 40
132 200b 167 161 , 166
133 215 168 137
169 149 7
136 187
138 1 55, 1 63, 1 67 172 139 20
139 207
173 152 46
140 219
174 152 46
141 207 175 164 50
142 162 176 158 48
143 218d
177 202 11
178 213 13
146 131 36
179 204
147 145 42
183 .. 213 13
79

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Issued June 1970

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