AFV Track Safety/Maintenance

#1
I've been asked/instructed to write some safety regulations with regards to track changes and maintenance on AFVs (specifically BMP3 at the moment). After 24 years in Para Regt the amount I know about AFV maintenance could be written on a postage stamp so I'm appealing to you more technical types to give me a little guidance.

Does anyone have any examples of the above that I could bastardise to suit. I fully intend to visit the workshops and watch them undertaking the task but it would be nice to have a few guidelines to allow me approach it from the right angle. We have official access to UK doctrine, the BAEBB etc but it's not a great deal of help for this.

Any assistance would be massively appreciated.
 
#3
AESP's are all Restricted so copying/transmitting to FGO's is a no-no. Besides which, the ASM will go schizoid if uncontrolled copies are floating about all over the place being useful instead of locked away in the tech library.
 
#4
Track changes were always done by own crews on Centurions,no workshops involved.Track links and pins stretched over a period of time,depending on usage,so you had to remove one link.Forget what the exact number was,but when you reached a certain number of links in a track,you had to change the track completely and start afresh.Think rear sprocket rings had to changed as well.
 

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#5
Swap tasks with the RTR bloke who is writing the method statement on parachute packing.
 
#6
Tracks are heavy. If you drop it on your foot it will sting a little.
Tracks control the vehicle via the sprocket, which is off the ground. If you take both off at the same time there is nothing stopping the vehicle rolling away*.
Track tension is important. If the track is too loose it will fall off.
Track tension is important. If the track is too tight it will snap.

* unless of course you put something in place to stop this happening.
 
#7
Saw that happen once - 4 Fd Rgt RA, Munsterlager - I was in the G troop bay on the tank park, working on one of the radars when the shouting started. I looked up to see a trackless 432 heading slowly towards me, luckily stopped by itself a few yards away.

Quote of the day- "But I had the tillers locked on" ...
 
#8
Not a REME task unless its on a REME wagon. Try the RAC as they have the Army lead on all things tracked including maint.
 
#9
Saw that happen once - 4 Fd Rgt RA, Munsterlager - I was in the G troop bay on the tank park, working on one of the radars when the shouting started. I looked up to see a trackless 432 heading slowly towards me, luckily stopped by itself a few yards away.

Quote of the day- "But I had the tillers locked on" ...
Both tracks off at once? Bad drills
 
#10
Wot I said.
 
#11
CET tracks.

When pulling the tracks back on, use the final drive to wind it on instead of pulling manually.

When splitting the tracks use a big guy with atleast one good eye on the sledge hammer.
We had competions to see who could knock the pin out with the least blows, I think 3 won it.
 
#12
CET tracks.

When pulling the tracks back on, use the final drive to wind it on instead of pulling manually.

When splitting the tracks use a big guy with atleast one good eye on the sledge hammer.
We had competions to see who could knock the pin out with the least blows, I think 3 won it.
You found a CET with anything working on it ? They were held together by layers of paint and broke down if they moved more than 100 metres in a day
 
#16
Don't forget to let all the grease out of the tensioning ram before fitting new track or you'll never get the pin back in :frustrated:

Been there, got T shirt. :)
 
#17
Okay here we go
Once a month whilst carrying out Commanders function test carry out rollback inspection looking for dead links, diffy pads,cracks etc. (MAKE SURE SAME AMMOUNT ON BOTH SIDES AND TRACK IS GOING THE RIGHT WAY)
Six monthly carried out by REME. Track off inspection again looking for above. Maximum of seven links changed accumulative and track is condemned change both tracks. New mileage filled in AB413/JAMES(FOOKING SHITE) and record every month mileage and links changed. In a nut shell.
 

JINGO

War Hero
Book Reviewer
#18
Sorry to be all sensible and that mate but its difficult for any of us to give you any great detail for your lecture mainly because I doubt many of us have much if any experience on the BMP3. As I'm sure you appreciate each type of track is different and require a different set of unique tools and procedures.
A quick glance shows that drive sprocket is at the rear and the idler at the front so it would be best to break it at the rear between the drive sprocket and the next roadwheel. Without a close look at the track construction it's difficult to say how you will need to do it.
You would only need to break it to remove or replace a link. Again the track stretches over time and goes slack, it is generally tightened by moving the idler either by pumping grease into a cylinder or mechanically by turning a huge ******* nut.
As you can see its hard to advise you without seeing the beast and the tools. Sorry there arnt any easy answers I know the Ruskies like to make things simple but that ain't much help to you!


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#19
Thanks for all the answers guys. I wasn't actually looking for the technical 'hows and wheres' etc, more for the general dos & don'ts but some of the answers gave me food for thought. In particular pointing me more towards the RAC etc and indeed I got the answers I was looking for from one of their course folders on the BAEBB.

Thanks again.
 

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