Not everyone knows which condition code letter to use to correctly classify unserviceable wheel assemblies used on tactical wheeled vehicles. Some have given unserviceable assemblies condition code “H – unserviceable, condemned,” when the code should have been “F – unserviceable, reparable.”
Wheel assemblies are repairable items. So you can save money by making sure the correct condition code is applied. Here are a few tips to help you figure out which condition code to use:
If there is serious rim damage, such as rim gashes, major bends or kinks, excessive rust damage, cracks, or lots of wear around lug nut holes, the rim is unusable and the condition code should be “H.”
For basically all other issues that would make the wheel assembly unserviceable, the condition code should be “F.” This includes conditions such as a flat tire, expired shelf life, tread depth that’s past its wear point, tire damage like cracking or holes, and valve or nut damage.
It’s More Than Just the Tire
The condition of the tire itself isn’t the same as the condition of the complete assembly. So don’t use just the tire to determine the condition code for the entire wheel assembly.
Need more help deciding which condition code to use for your unit’s unserviceable wheel assemblies? See if Table C-38 in AR 725-50, Requisitioning, Receipt, and Issue System, (Nov 95), helps you out. Or contact TACOM LCMC’s tire and wheel assembly team at 586-467-6276 or email: email@example.com
There’s confusion when it comes to identifying the 6.2L and 6.5L detuned engines used in basic and A1 HMMWV models. How do we know?
TACOM LCMC says the HMMWV engine repair program is receiving unserviceable 6.2L engines mislabeled as 6.5L detuned engines. So why is that a problem?
All unserviceable 6.2L engines must be sent to DLA Disposition Services (formerly called DRMO), and replaced with the 6.5L detuned engine, NSN 2815-01-439-6664. The 6.5L detuned engine is a drop-in replacement for the 6.2L engine. And all unserviceable 6.5L detuned engines must be sent to the HMMWV engine repair program.
If you can’t tell the difference between the engines, you won’t know where to send them. So here’s some help:
You can identify the 6.2L engine by looking at the rear of the engine block, between the cylinder heads. Locate the oil pump/tachometer drive mount bolt on the top of the engine. If the bolt is on the left-hand side of the oil pump/tachometer drive, and there’s no turbocharger mount casting in front of the oil pump/tachometer drive, you’ve got a 6.2L engine.
And you can identify the 6.5L detuned engine by looking for the mount bolt on the right-hand side of the oil pump/tachometer drive. You’ll see the turbocharger mount casting in front of the oil pump/tachometer drive.
If you still need help identifying your engine, get some help from TACOM’s HMMWV engine maintenance manager at 586- 282-4738.
Remember, your unit’s unserviceable 6.2L engines go to DLA Disposition Services and unserviceable 6.5L detuned engines go to the HMMWV engine repair program. Make sure those unserviceable engines are correctly labeled and sent to the right location.
TACOM’s HMMWV engine item manager can assist you with any disposition issues you may have. He’s at 586-282-4734.
It has been said the aircrew survival and egress knife (ASEK)could only be worn on the inside or outside of either calf. That’s no longer true.
The air warrior headshed recently made a final decision on this matter. A DA Form 2028 has been submitted for TM 1-1680-377-13&P-1 to allow units to attach approved ASEKs to the primary survival gear carrier (PSGC) based on general use safety alert message 13-01.
The warning and note on WP 0077 00-2 will change and two new steps will be added.
The WARNING will read, “Incorrect mounting of the ASEK on the upper front chest of the PSGC may contribute to injury during a crash sequence.”
The NOTE on the same page will read, “The ASEK may be worn on the inside or outside of either calf.”
The change also adds a new Step 5 and Step 6 to the procedures. Step 5 will read, “If leg mounting is deemed undesirable, the ASEK may be worn on the PSGC, and must be positioned to avoid a head strike in case of an accident. Prior to flight, from the upright seated position, flex body full forward and chin down to the full seat and harness restraints limits. If there is interference between the ASEK and the head, adjust the position of the ASEK until it is no longer a strike hazard.”
Step 6 will read, “If ASEK interferes with flight controls or required mission tasks, reposition ASEK.”
ASEK Mounting Guidance
Because the PSGC was not originally designed for the ASEK, where you mount it matters. Crew member body size varies widely, so strikes zones will be different, too. Use the following individual mounting evaluation methods:
Don all appropriate flight and survival gear worn during missions.
Place the ASEK on your PSGC following the info in the new Steps 5 and 6.
Secure the ASEK with the MOLLE straps.
Sit in your aircraft crew station as you would on a normal mission.
Make sure the ASEK isn’t mounted where it can interfere with any controls. That includes interference caused by mission-related movements in the cabin and tasks such as sling loading or hoist operations.
Check to see if the ASEK interferes with the restraint system or emergency egress.
While upright in the seat, flex your body as far forward as the seat and harness restraints allow. If the ASEK touches your head, adjust it to avoid a hazard.
Don’t put yourself in harm’s way. Take the ASEK mounting guidance seriously!