M113 Lynx photos needed for book project

[rob love]

Originally Posted by maple_leaf_eh

What is a TFR?

It is a technical failure report. They are like a Unsatisfactory Condition Report (UCR), but for the technical end. I had to fill out a number of TFRs over my military career, and even did one as a civilian contractor. The good thing with them is that they let a Life Cycle Material Manager know when there are repeated failures in a fleet that will demand their attention. As well, it can be a way for the mechanic in the field to get a higher level of technical expertise and investigation to result in solutions to technical problems.

While they are often replaced these days with an email query, those do not end up on a TFR summary. The summaries came out every quarter and listed all the TFRs submitted in that quarter along with the solutions if they were already found. By reading the TFR summary, a mechanic could occasionally quickly solve some of life's mysteries.

An example of this was when I worked in 2PPCLI tool crib. A fellow mechanic came to me asking for the front axle engagement (air) switch on the MLVW dash because it was leaking oil on the driver's foot. I told him that instead of the switch, what he needed to do was change the breather on top of the transfer case. He did that and it worked. I then had his MCpl at my counter asking how come I knew this crap. It was in the TFR summary for that quarter. Apparently, the main gaskets on the transfer cases were de-composing and plugging up the breather (vent) valve, causing pressure to build up in the transfer case. This in turn caused oil to run out the change switch on the dash. A new switch would do nothing.

How I do ramble on......I must be getting old.

[Ed Storey]

Rob, it was not rambling but an excellent example that highlighted the reasoning for all of the reporting and the various levels of reporting.

[rob love]

Well then I'll ramble a little more.

TFRs are now submitted electronically, and the summaries are also shown electronically.

On the one I submitted in theater, we had a preliminary answer a month or so later. I had observed a very dangerous condition of unusual failure on several pieces of a new type equipment. We would repair the problem, but did not know the cause, nor if the problem was going to re-appear. So when I brought it up at the weekly production meeting, I was directed to submit the TFR. A month later we emailed to find if there was a preliminary finding. The LCMM had Petawawa check for the same condition on their vehicles, and the same problem was there, although yet undetected. There was a powder around the worn area. The powder was submitted to a lab along with the failed parts. It turned out the manufacturer of the vehicles had done something that did not have a purpose, and it was causing the failure. The solution given was to remove the part, clean the area of an epoxy, and install new parts.

So this example shows the importance of the TFR. A fleetwide problem was found early, a solution was found using a lab instead of guesswork, and a solution was fielded in less than a month.

Two years later I returned on my third contract to theater, and out of the blue one day I received an email that the solution to my TFR had been found and the case was to be considered closed. So apparently the need to "tidy up" was not as pressing as the need to find the solution.

We normally had the direct ear of the LCMMs when in theater, so the TFR chain was not always followed. Often, solutions to smaller problems were found in hours if not days. However the problem with that was that the same problems could likely be at units on Canada, so the distribution of information was not quite as simple. These days, with DRMIS, it appears the LCMMs open work orders for special inspections for each vehicle in a fleet of vehicles with results posted to the work order. The LCMMs can then review the work orders and poll for their answers.

Am I rambling now Ed?

[Ed Storey]

No not at all, but if you have time and if there is one in your area can you crack open a Lynx and take a photo of the data plate?

[rob love]

I'm at the shop right now, and we have one out back, but it's -25 right now so no promises. I take it the 113-1/2 is the query?

[Ed Storey]

Only -25C, I have heard that is T shirt weather out west... Yes, I am curious as to what is on a Lynx data plate.

[rob love]

Well that was cold. Any colder and I would have had to put on a hat or gloves.

Here are some shots Ed. No M113-1/2 anywhere. They do include CR-2 in the serial number so perhaps that is more the model number? Command Recce 2nd model? That is assuming the Dutch models were first. I note when I look up the NSN for a lynx it gives the reference number to model CR2C1.

[Ed Storey]

Rob, thank you for taking the time to photograph the data plates. Yes, the Canadian Lynx are all CR-2-## with the last number or numbers indicating the individual vehicle in the production sequence. Like you, I believe the CR-1s were the Dutch vehicles although I have not confirmed this.

So much for M113 1/2.

[maple_leaf_eh]

Originally Posted by rob love

Well that was cold. Any colder and I would have had to put on a hat or gloves. ...

We can only assume there was nothing good on TV to keep you indoors.