Warbird Information Exchange

I am looking for a manual for a USAF wing jack, Model 40415. This is about the size that could be used on a T-28, P-51, O-2. It has removable segments on the legs for different heights. Who knows, there maybe a section on this model jack in a aircaft service manual.

Matt, I will look in my manual when I get home.....and let you know if there is any info.

bump

Matt, I could not find anything in the TOs I have for the O-2 except mentioning the main gear jack and the nose jack with drawings of such. The part numbers were not as specific as yours either. Also just told of the process for use. There were no pictures of the wing jacks; however, I know what you are talking about. My IA and I use some as described but think they are newer than 1960-1970s, Not sure I've seen a manual....we just do em......LOL.

thx, just trying to find something that shows how to set it up for hiegth and cross braces.

Matt, Who manufactured the jacks. I recently bought two Meyer Jacks and they are still in business. I got all the info and news seals directly from them

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The more I learn about aircraft, the more I realize I still have to learn.

They are model 40415, built by Joyce & Gridland, 6 ton wing jacks. The legs are tubular aluminum with 2 parallel braces off each leg. the leg segments are about 12 inches tall, except for the main legs, they are about 3 ft tall.

Matt: Those look just like the 10 ton units that I use at work. They are not designed to have any extensions, but to fold up for shipping instead. Remove that bolt and wingnut and you should be able to slip the foot assembly off and fold the jack. The only way you can use them for taller aircraft is using proper cribbing to elevate the entire jack. We had to do the cribbing process when we jacked the A-26 that I used to work on. It's no fun and requires great care to do it all safely. Being as these have been stored outside, you should fully extend them and make sure that the rams are well lubricated. Storing without some sort of cover over the top of the jacks leads to them being full of water and bugs and dirt. That can lead to sticking under load, and the resultant scares that will provide.

BTW...most people do not correctly set these type jack up when they use them. You need to extend the screw section at least a couple of inches prior to using the hydraulic ram. The jam collar should also never be allowed to get more than about 2" from the fixed face of the ram for safety reasons.

they are 6 ton units, as per the data plate. I do keep them covered, they were uncovered to take the pictures. The only thing I am not sure of is the hooking up of the bracing for the legs. As far as operation, I have been using this style of jack for over 25 years, and I have had to tell untold number of mechanics how to use them safely, I just never had to adjust the legs on one.
I have a annual on a 177RG coming up and I need to get the jacks set up for it.

Sorry Matt, wasn't trying to preach....I saw the data plate and was just commenting that they look almost exactly like the 10 ton units the USAF supplies us at work.

I kinda tend to go off on safety and maintenance for equipement and procedures that are used in areas of high danger for personnel around aircraft. I just had a big set-to this week with a supervisor about doing a required weight and balance prior to jacking one of our aircraft. It was within the envelope, but a couple of hundred pounds of fuel and a slight differnece in how it was loaded and it would not have been jackable. They preach safety at us on the job, but want us to bypass procedures and safety steps for expediency, and I won't do it and I really have to get nasty about it on occasion. In all the years I've worked on GA, warbirds and military aircraft, I have had my share of picking up after someone did something dumb, and I'm sure that you have too.

If you have a set of tripod extensions for those jacks and they are factory made, that would be the first set that I've ever seen or even heard of. I have seen extensions for the screw in the ram before, but they were less than a foot long.

Well, no manual, but I figured out the leg extensions and bracing. These are not B-6 jacks. These are WWII, 6 ton wing jacks. I took the seals to a local jack house and was able to get new shaft and pump seals. Resealed them both and they are working fine. I had to make a new key for the shaft guide. Cost for the jacks $100 for the pair, $23 for the seals, $16 for ATF fluid, $20 for misc harware.

Here is the jack with the leg extensions on


and leg extensions removed

Always pays to recycle the old

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The more I learn about aircraft, the more I realize I still have to learn.

With those wide legs, will they interfere with the main gear on the Cardinal? I've had problems in the past with wide legs tangling with the gear legs on the Skymasters gear swings.

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If God had wanted man to fly behind a flat motor, Pratt Whitney would've built one.

it should not be a problem, just place a leg in front of the gear, and the rest should be clear. I have had that problem with 4 legged jacks, have not tried these jacks yet.

Matt,

I used three-legged jacks similar to those on our 172RGs and they worked great. Yours have WWII style though!