WC52 Rear brake lines with shut off valves
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Re: WC52 Rear brake lines with shut off valves
Good Afternoon Gary:
When Bagley and Berman initially developed the Air Transportable Jimmy they did so to meet the immediate need of an engineering company, that was tasked to build a secret airfield, effectively behind enemy lines on the Island of New Guinea. Remember, effectively there were no roads in the interior of the island. There is a much longer story that an Air Force Historian, Joe Mason, is writing about the original development and deployment of the Air Transportable trucks. I expect that Joe will publish the final story within the next 12 - 18 months. The very short cliff notes version goes something like this:
The Japanese held the north western half of the island of New Guinea. The allies held the south eastern half. Like Europe, the fighters did not have sufficient range to escort the heavy bombers to and from the Japanese airfields and other targets. BG Enos Whitehead, Deputy CC of 5th Air Force, set in motion a top secret operation to locate, build and operate suitable advanced fighter refueling bases for the New Guinea campaign. One of them was located near the native village of Tsali-Tasli. There was a former rubber plantation located on a mountain top that had a primitive airstrip on it, which the planation owner used to fly a Ford Trimotor in and out of. You could get a C-47 into it loaded but could not get a fighter in or out of it, when fully loaded. Tsali-Tsali was located in a flat valley below that had sufficient approach and potential runway lengths to service the fighters.
Once Bagley and Berman proved the concept and the Tsali-Tsali location had been identified and determined, the Air Force began flying 55 gallon barrels of avgas into the mountain plantation air strip. They then used the Air Transportable trucks to haul the fuel down the mountain and stock pile in the jungle near the fighter strip, then under construction.
The concept of cutting equipment into pieces to fit inside a C-47 was then applied to all sorts of equipment, especially construction equipment. So It would be a safe bet that some of them would have been used by various engineering units. It was developed by a couple of Quartermaster types, and originally deployed to preform a base support function. So it would also be a safe bet to assume that they were used by quartermaster and other base support units.
I believe, but do not have any direct documentation to support this, but as I understand it, the planned invasion of the home islands of Japan utilized a number of airborne units. We all know who the 82nd and 101st were. But there were an number of other Air Borne Divisions that were active by the end of the war and were intended to be used in that invasion. Ten to fifteen years ago, I restored a jeep for one of the younger members of one of those other divisions. He has since passed. While he never mentioned Air Transportable trucks per sae, what I gathered was that in addition to the typical seaborne landings the air born units were going to be used to secure various Japanese airfields. If this was in fact part of the actual strategy, Air Transportable trucks, WC's and Jimmys, would likely have been included in those units list of equipment While you may need to do further research to confirm this, it is at least a starting point as to where you might look.
Finally at some point by the end of the war, I believe these trucks were issued to regular units that had no intention of using their special Air Transportable features. This is especially true after the end of the war as a number of them wound up in Europe. Hope this helps.
Regards,
Walter
When Bagley and Berman initially developed the Air Transportable Jimmy they did so to meet the immediate need of an engineering company, that was tasked to build a secret airfield, effectively behind enemy lines on the Island of New Guinea. Remember, effectively there were no roads in the interior of the island. There is a much longer story that an Air Force Historian, Joe Mason, is writing about the original development and deployment of the Air Transportable trucks. I expect that Joe will publish the final story within the next 12 - 18 months. The very short cliff notes version goes something like this:
The Japanese held the north western half of the island of New Guinea. The allies held the south eastern half. Like Europe, the fighters did not have sufficient range to escort the heavy bombers to and from the Japanese airfields and other targets. BG Enos Whitehead, Deputy CC of 5th Air Force, set in motion a top secret operation to locate, build and operate suitable advanced fighter refueling bases for the New Guinea campaign. One of them was located near the native village of Tsali-Tasli. There was a former rubber plantation located on a mountain top that had a primitive airstrip on it, which the planation owner used to fly a Ford Trimotor in and out of. You could get a C-47 into it loaded but could not get a fighter in or out of it, when fully loaded. Tsali-Tsali was located in a flat valley below that had sufficient approach and potential runway lengths to service the fighters.
Once Bagley and Berman proved the concept and the Tsali-Tsali location had been identified and determined, the Air Force began flying 55 gallon barrels of avgas into the mountain plantation air strip. They then used the Air Transportable trucks to haul the fuel down the mountain and stock pile in the jungle near the fighter strip, then under construction.
The concept of cutting equipment into pieces to fit inside a C-47 was then applied to all sorts of equipment, especially construction equipment. So It would be a safe bet that some of them would have been used by various engineering units. It was developed by a couple of Quartermaster types, and originally deployed to preform a base support function. So it would also be a safe bet to assume that they were used by quartermaster and other base support units.
I believe, but do not have any direct documentation to support this, but as I understand it, the planned invasion of the home islands of Japan utilized a number of airborne units. We all know who the 82nd and 101st were. But there were an number of other Air Borne Divisions that were active by the end of the war and were intended to be used in that invasion. Ten to fifteen years ago, I restored a jeep for one of the younger members of one of those other divisions. He has since passed. While he never mentioned Air Transportable trucks per sae, what I gathered was that in addition to the typical seaborne landings the air born units were going to be used to secure various Japanese airfields. If this was in fact part of the actual strategy, Air Transportable trucks, WC's and Jimmys, would likely have been included in those units list of equipment While you may need to do further research to confirm this, it is at least a starting point as to where you might look.
Finally at some point by the end of the war, I believe these trucks were issued to regular units that had no intention of using their special Air Transportable features. This is especially true after the end of the war as a number of them wound up in Europe. Hope this helps.
Regards,
Walter
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Re: WC52 Rear brake lines with shut off valves
Good Evening Gary:
On the 922825 number, I do not know exactly what that number is. I do know that the WC's that were done in Australia marked the individual parts that were removed from each individual vehicle in preparation for air shipment so that they could be put back on the same vehicle that they came off of when disassembled. When they air lifted these trucks, often there would be multiple trucks sent to the same location. The crews that flew them there did not reassemble them. They simply unloaded them and piled the parts in the same area. When the guys that were to reassemble them showed up they found a pile of parts. Just imagine the confusion this could cause!
While the factory built trucks would have been more consistent in the parts fit between trucks, not so much for the trucks that were modified individually.
What we dont know is how or what marking numbers Bagley and Berman actually used -- A discreet Number? The Vin Number? The Hood Number? My question Gary is whether this number (922825) appears on several parts, especially if it was one of the ones that would have been removed? If the same number appears on multiple parts, it is probably a safe bet that it was there to tie the parts to a particular vehicle.
I figured out how to reduce the size of the file in order to post them. Here are some pictures of one that was rebuilt as they did in Australia As Found When Done Bed Seperation Half Fender and Running Board Removal Minor Cab Modification and Frame Gusset Detail Inner Frame Detail and Electrical Plug Detail The Front Frame Dolly Rear Frame Detail Front Frame With Dolly
Regards,
Walter
On the 922825 number, I do not know exactly what that number is. I do know that the WC's that were done in Australia marked the individual parts that were removed from each individual vehicle in preparation for air shipment so that they could be put back on the same vehicle that they came off of when disassembled. When they air lifted these trucks, often there would be multiple trucks sent to the same location. The crews that flew them there did not reassemble them. They simply unloaded them and piled the parts in the same area. When the guys that were to reassemble them showed up they found a pile of parts. Just imagine the confusion this could cause!
While the factory built trucks would have been more consistent in the parts fit between trucks, not so much for the trucks that were modified individually.
What we dont know is how or what marking numbers Bagley and Berman actually used -- A discreet Number? The Vin Number? The Hood Number? My question Gary is whether this number (922825) appears on several parts, especially if it was one of the ones that would have been removed? If the same number appears on multiple parts, it is probably a safe bet that it was there to tie the parts to a particular vehicle.
I figured out how to reduce the size of the file in order to post them. Here are some pictures of one that was rebuilt as they did in Australia As Found When Done Bed Seperation Half Fender and Running Board Removal Minor Cab Modification and Frame Gusset Detail Inner Frame Detail and Electrical Plug Detail The Front Frame Dolly Rear Frame Detail Front Frame With Dolly
Regards,
Walter
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Re: WC52 Rear brake lines with shut off valves
That number is on drivers side frame rail in front of rear spring front hanger bracket.Thanks for the information anything is very helpful.The only place I have seen that number is on frame rail.The frame or vin number is in the usual place.When I decided to get back on this and get it done the week before Christmas I did a walk by the frame to order parts.The front diff is late and a welded on cover I glanced at the back and seen a bolted on cover so I ordered a late seal for large ring and a seal for an early small ring.After sand blast and paint I pulled the yokes and they had a groove and were pitted so I made sleeves and turned them down and pressed on sleeves.Put in the front seal and yoke still not paying much attention and went to the back to put the seal in and the hole swallowed the seal.The parts guy said the only way it would be that way is if it had a spacer between the axle and the cover.No spacer and I went thru the trouble to measure it and the front.Measured the same done a bunch of research and found that during the change from small ring to large ring they stamped out an unknown number of bolt on covers for large ring and they are rare I guess.I have never seen one till now.It is a different truck for sure.
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Re: WC52 Rear brake lines with shut off valves
Good Evening Again Gary:
With this last piece of information that it is only on the frame rail, my guess is that it was probably an internal part number that was for inventory control by the manufacturer. I do not know whether Dodge did all their frame stamping or whether they used an outside source as Willys did with ACM for their bodys.
Good luck on your project. It is certainly worth your time and efforts!
Regards,
Walter
With this last piece of information that it is only on the frame rail, my guess is that it was probably an internal part number that was for inventory control by the manufacturer. I do not know whether Dodge did all their frame stamping or whether they used an outside source as Willys did with ACM for their bodys.
Good luck on your project. It is certainly worth your time and efforts!
Regards,
Walter
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Re: WC52 Rear brake lines with shut off valves
922825 is the Dodge part number for a: Frame Assembly, Weapons Carrier/Reconnaissance (with Winch). T-214
52 M38 2X, '52 M37, '44 WC51, '42 WC 56/57, '50 CJ-V35(U), '42 GPW, '44 M3A1 Scout Car, 2010 M-Gator
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Re: WC52 Rear brake lines with shut off valves
922825 is the part number for the frame. Interestingly the WC 52 used the exact same frame as the WC 57.
David
David
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Re: WC52 Rear brake lines with shut off valves
Been doing some more and have a few pictures.
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Re: WC52 Rear brake lines with shut off valves
Some of the work on the bed.
Glue joint I used.
Glue joint I used.
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Re: WC52 Rear brake lines with shut off valves
Almost done.
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Re: WC52 Rear brake lines with shut off valves
Now I have a problem everything works all lights, gauges etc.But it will not charge new old stock regulator rebuilt generator I polorized the generator checked everything has a ground battery is good and charged.I took the belt off and unhooked the generator jumped it and it runs like an electric motor. With it running you take the pos cable off and it dies.You hook up a meter and it stays right at 12.65 at idle and higher rpms.What am I missing or what test do I need to do.Thanks Gary
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Re: WC52 Rear brake lines with shut off valves
Good Afternoon Gary:
I really know just enough to be very dangerous, so I am no where near an expert. However, I had something similar happen to me. There is actually a real good story behind this, butt.... The long and the short of it was there were two ways a generator can be wired. I believe that one is called series wound and the other is called shunt wound. Whatever it was, on a new restoration that I completed, new voltage regulator and a rebuilt generator, I couldn't get it to charge. I knew the generator was charging by itself. When I put it all together -- nothing! A mechanic who knew a lot more than I did, figured it out, ripped it apart, changed the wiring and waloa!!! It charged! Perhaps some of the folks on here who are a bit more technical on shunt vs series windings might be of more assistance, but I would start there.
Regards,
Walter
I really know just enough to be very dangerous, so I am no where near an expert. However, I had something similar happen to me. There is actually a real good story behind this, butt.... The long and the short of it was there were two ways a generator can be wired. I believe that one is called series wound and the other is called shunt wound. Whatever it was, on a new restoration that I completed, new voltage regulator and a rebuilt generator, I couldn't get it to charge. I knew the generator was charging by itself. When I put it all together -- nothing! A mechanic who knew a lot more than I did, figured it out, ripped it apart, changed the wiring and waloa!!! It charged! Perhaps some of the folks on here who are a bit more technical on shunt vs series windings might be of more assistance, but I would start there.
Regards,
Walter
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Re: WC52 Rear brake lines with shut off valves
When some borrowers disconnected a second battery I had in series (Instead of one super large expensive battery...) and left the extra positive cable dangling to short out, I assumed the regulator had bit the dust. I tried a new 'modern' style replacement (60's-70's regulator) and had no luck. Failing to get any results, I hooked my original regulator back up, removed the cover, cleaned the relay tabs, (points) started the engine and gently pushed and pulled the magnetic relay tabs with a wood stick, manually making it work while watching the voltmeter.
Having figured out which one needed to be closed for charging, I then adjusted it with the set screw, revved it up and checked for disconnect as it reached voltage, and disconnected at a low RPM, then buttoned it up. (That was almost 20 years back)
I did learn not to idle the engine forever while waiting for a parade, as that sucked all the battery juice I had in the seldom started vehicle, especially when I decided it would 'look' better and turned the lights on just as we entered the parade behind the color guard (at idle). The engine died, spectators pushed her for a start, no joy, (7800Lbs.+ 3 adults) They pushed again, no joy, then they took turns and pushed it along the rest of the way to the reviewing stand where the Grand Marshall then dismounted and I tucked tail and made myself a very small lump in the seat.
Couple of minutes charging with a jump and she started right up and purred.
Now, if I have ANY doubt about my batteries age I buy a new one before a parade, and don't idle it to death.
V/R W. Winget
Having figured out which one needed to be closed for charging, I then adjusted it with the set screw, revved it up and checked for disconnect as it reached voltage, and disconnected at a low RPM, then buttoned it up. (That was almost 20 years back)
I did learn not to idle the engine forever while waiting for a parade, as that sucked all the battery juice I had in the seldom started vehicle, especially when I decided it would 'look' better and turned the lights on just as we entered the parade behind the color guard (at idle). The engine died, spectators pushed her for a start, no joy, (7800Lbs.+ 3 adults) They pushed again, no joy, then they took turns and pushed it along the rest of the way to the reviewing stand where the Grand Marshall then dismounted and I tucked tail and made myself a very small lump in the seat.
Couple of minutes charging with a jump and she started right up and purred.
Now, if I have ANY doubt about my batteries age I buy a new one before a parade, and don't idle it to death.
V/R W. Winget
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