Tiger: A Modern Study of Fgst. NR. 250031

Citation preview

THE RESEARCH SQUAD

t i g e r

1

A

MODERN

STUDY

OF

F g s t. N R.

250031

Lee Lloyd, Brian Balkwill & Alasdair Johnson

THE WHEATCROFT COLLECTION

Tiger

A modern study of Fgst.Nr. 250031

By

THE RESEARCH SQUAD LEE LLOYD BRIAN BALKWILL ALASDAIR JOHNSTON

The Research Squad

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THE RESEARCH SQUAD Tiger A modern study of Fgst.Nr. 250031 Text and Layout: Lee Lloyd Editing: Lee Lloyd, Brian Balkwill & Alasdair Johnston Special Guest Technical Editors: Rob Veenendaal & Liejon Schoot Logistics and Multimedia: Brian Balkwill Photography: Lee Lloyd, Brian Balkwill & Alasdair Johnston Translations: Rob Veenendaal & Mario Sitte Acknowledgments: ● The authors would like to express their deepest thanks to Kevin Wheatcroft and all his staff for the complete and the unreserved access granted to us for the production of this book. ● Unless specified all photographs presented in this book are of the APG Tiger 1 tank. ● Thadeusch Vogel for allowing us to use his technical illustrations and translations of manuals from German into English. ● Rob Veenendaal and Liejon Schoot for taking the time to review the manuscript and for their numerous technical corrections. ● Mike Hayton (Bovington Tank Museum Workshop Manager) for his information on fuel pump and smoke discharger equipment. ● David Byrden for technical clarifications and help on identification of equipment ● Mark Neville for his cover designs and Paris Lloyd for his numerous reviews of the draft layouts. ● Mario Sitte for his translations of interviews from German to English. THE RESEARCH SQUAD would like to invite interested parties to get in touch with respect to information available for publication that relates to any aspect of the Wheatcroft Collection. Full credit will be given for all materials used.

ISBN 978-0-9556422-1-0

Further information regarding THE RESEARCH SQUAD can be found at: www.wheatcroftcollection.com www.theresearchsquad.com

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A number of the illustrations presented in this book that were originally supplied by the Bovington Tank Museum or by Thadeusch Vogel have been redrawn or significantly edited by THE RESEARCH SQUAD to enhance clarity of purpose, to aid better technical understandings or to correct for features unique to Tiger 250031. The copyright of all such images is held by THE RESEARCH SQUAD. All rights reserved by THE RESEARCH SQUAD. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording or by any information storage retrieval system, without permission in writing from THE RESEARCH SQUAD.

The Research Squad

Pz.Kpfw VI Ausf.H1 (Fgst.Nr.250031)

1 Title page 2 Acknowledgements 3 Contents 4 Introduction 5 A Tigers Tale 6-7 A Tigers Journey 8-9 Heinrich Meisen - Panzer Crewman 10-11 Panzerkampfwagen Tiger D 656/21a+ 12 Thadeusch Vogl - Technical Illustrator

Exterior 13-16 External Walkaround 17-22 The Front End 23-24 The Right Hand Side 25-30 The Rear Plate 31 The Left Hand Side 32-37 The Running Gear 38-39 The Turret Sides 40-42 The Turret Roof 43-44 The Commanders Cupola 45-48 The Mantlet and Main Gun 49-51 The Radio Operators Hatch 52 The Hull Deck - Overview 53-63 The Hull Deck 64 The Removal of the Engine Deck Hatch

Interior 65-69 The Engine Compartment - Overview 70-95 The Engine Compartment 96-97 The Fighting Compartment - Overview 98-116 The Fighting Compartment 117-118 The Fighting Compartment Bulkhead 119-127 The Radio Operators Station 128-138 The Drivers Station 139-140 The Turret Basket 141-165 The Turret Interior

© The Wheatcroft Collection

Tiger 1 Sd.Kfz. 181 ..with technical illustrations derived from the original D656/22 Manual

Ancillary Material 166-175 Maybach HL 210 P 45 176-177 Vorpanzer Investigation 178-206 Technical Illustrations 207 References 208 Coming Publications © The Wheatcroft Collection

The Research Squad

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Introduction

by Brian Balkwill

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can clearly remember my first sight of the Tiger on my initial visit to the collection. Although only the 88mm gun and some front glacis were exposed, the air of quiet, compact menace imparted was quite palpable. I had never seen such a vehicle other than in images and was surprised at how small it was in reality.

Do you remember the childhood agony of looking at your presents under the tree in the weeks leading up to Christmas? Imagine walking past a shrouded Tiger for a year. While working on our previous book, as the shroud deteriorated prior to replacement, more parts of the Tiger became visible and we always stopped for quick peek. On the day we got the go-ahead to start this book we had the cover off in record time. Over the next nine months many trips were made to examine and photograph all accessible areas of the vehicle. For myself, having Lee and Alasdair there to explain the functions of each item was a boon and I learned much about the inner workings of the tank. There were discoveries made that were new to all of us – you would think after sixty four years there was nothing unknown about this Tiger - but when we examined the inside of a small engine fuse box and found an original emergency bridging plate still stored in its original place, and in immaculate condition, we felt like we had struck gold. In the days spent in and around the Tiger I developed a very healthy respect for the men who lived and fought in them on a daily basis. Even without its turret basket in place, the interior is severely cramped. There is not a single soft surface and every movement causes a painful collision with some sharp, hard All images this page © The Wheatcroft Collection item. Many days I went home with a new collection of bruises and severe backache. How the crews coped for extended periods in extreme heat or cold is beyond me. While I do not suffer from claustrophobia, the limited view of the outside world during combat would have been a particular form of torture. All the poor driver could see was a 70x240mm view through a 90mm thick glass vision port. The vehicle is in remarkable condition given its travels over the years. Bits and pieces have been removed but by and large it remains significantly intact. Much is often made (negatively) of the holes cut into the armour whilst at APG but it must be remembered that these removed armour sections were taken for testing and assessment. It is safe to say that in respect of our study these open areas made our job a lot easier giving us extra light and camera angles we would otherwise not have had. In publishing this book we are not only documenting the current state of the vehicle but are also providing new information on items and functionality that was not previously known or well understood. In this we have been aided by the generous donation of help, information and images from a wide variety of people, both researchers and enthusiasts alike. Above all we would like to thank the Army Ordnance Museum and the Wheatcroft Collection for the permission and opportunity to extensively document this historically important vehicle. We hope that this book brings you the reader as much pleasure as it did for us in the making of it.

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The Research Squad

A Tigers Tale

© Air Force Flight Test Center History Office On May 13th 1943 hostilities ceased in Tunisia. As late as May 4th only one Tiger was still operational, yet the first mention of 712 is on June 9th by Lt Sewell of the 104th Tank Workshop REM [1]. From that point onwards the history of 712 has been exhaustively documented. What has never been clear was how and where 712 came into Allied hands. The two images on this page may provide some clues. Both images are taken from the Glenn Edwards scrapbook at the Air Force Flight Test Center History Office and are captioned by Glenn as follows “The Germans lost a lot of equipment - all they had - in Africa. Here are some pictures of the “Aftermath”. Seemed like every olive grove was full of wrecked tanks, trucks, airplanes....…Near Tunis June 1943”. In the lower image we can see a U.S. soldier which establishes that the images here were taken while the area was under Allied control. While the tank in the foreground appears to have been blown up in situ, 712 has all the appearance of a hasty abandonment – ammunition strewed around, engine access cover removed and the starter handle dropped at the rear. It appears that an aspect of engine trouble was being addressed and an attempt was being made to make 712 serviceable but then rapidly changing circumstances caused the tank to be abandoned in a hurry. Given the date of the images it now seems likely that 712 was abandoned before 4th May and languished undiscovered until late May early June. This would confirm, (to the best of our knowledge), the fact of no heavy tanks appearing in II Corps final account of captured materiel dated 15th May, or in periodic lists of the same turned in to the Ordnance Collection Point at Mateur. We would like to thank Archives Specialist Freida Johnson for her help in supplying the images and the Glen Edwards diary entries for the period Feb-Jun 1943.

© Air Force Flight Test Center History Office

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A Tigers Journey As a photographic record of Tiger Fgst.Nr. 250031 this book presents a record of the current condition of this vehicle. As this is the earliest Tiger in existence, coming from the initial production batch, we are fortunate to be able to study from an early standpoint this fine example of German weapons technology. The purpose of this book is not to tell the operational history of the vehicle. Our aim instead is to allow the reader to study the physical vehicle itself and examine the changes that have occurred since it has been in the possession of the Allies. History is vague on the exact date on which Tiger 712 fell into Allied hands. The first recorded mention of Tiger 712 was 9th June 1943 where one Lt. Sewel, 104th Tank Workshop REME, recorded the capture of a number of Tigers found abandoned by a German workshop company’s forward repair/ re-stock area.

© Air Force Flight Test Center History Offic

© US Army Ordinance Museum

After various units moved through the area the vehicle was temporarily repaired at the olive grove site and moved to a collection point for enemy ordinance just outside of Mateur. At some point in this journey the Tiger may have needed more repairs as it is seen roadside with its radiator covers raised. More work was carried out at the collection point to ready the Tiger for shipment to the USA. This is evidenced by the replacement of missing forward road wheels and the removal of the rear jerrycan frame, the repair/replacement of side track guards and the application of shipping stencils. The next stage of the journey involved shipping by sea and Tiger 712 underwent further preparation work. The turret was removed and the hull opening boarded over with planking. The turret and hull were sealed for ship deck transport. All tracks and wheels were left attached. Arrival in the USA required the onward movement to the Aberdeen Proving Grounds by rail. As in Germany, the Tiger exceeded the width limits of the US rail networks and so resulted in the new owners also having to remove tracks, outer wheels and track guards for the journey. Additional rail loading and destination shipping stencils were also applied to the tank at this stage.

© USAF Recognition Unit

Journey over and finally delivered to the Aberdeen rail head, Tiger 712 was then photographed prior to the refitting of the turret and other items. Shortly thereafter the Tiger underwent its first limited assessment where it was photographed being tested in an “as arrived” condition alongside a Sherman M4-76E8.

© US Army Ordinance Museum

© US Army Ordinance Museum

These tests were likely limited in scope as the Tiger soon had a number of armour sections removed from the tank for metallurgical analysis. These sections were soon plated over and the Tiger once again was partially reassembled to working condition with a few additions made, such as lifting hoops being added to the mantlet.

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© US Army Ordinance Museum

The Research Squad

A Tigers Journey A second set of tests were now completed which were mainly focused on the operational capabilities of the overall vehicle design. These “Mud Tests” were reasonably well recorded and can be identified in photographs as the Tiger appears with mud spread over the original markings and the shipping stencils.

© US Army Ordinance Museum

Missing parts and service materials were replaced from captured stocks shipped over to keep the Tiger running at least until 1945. There is plenty of evidence showing the conversion over to certain US types of equipment, i.e. the headlight mounts were fitted with US headlamps for example. © 1956 David Hansen

© 1956 David Hansen

In March 1945 testing ceased and Tiger 712 was “retired” to the study of its technology, design and crew ergonomics. To enable this the turret and hull sides had sections removed to allow for internal viewing. Brackets were added and plexi glass sheets used to cover the open hull and turret. At this point Tiger 712 was parked in the display area, initially directly on the ground where she is observed in many period photographs by visitors. Later in the mid 1980’s she was moved onto a concrete plinth. Slowly over the years the Tiger lost items from the interior and exterior. Thin metal items rusted and alloys corroded despite cosmetic repaintings over the years.

© 1968 John J Lucas

© 1968 John J Lucas

Tiger 712 now became part of a transfer agreement with the German Auto & Technik Museum in Sinsheim and was shipped there for display in 1989 to be ready for the Tigers 50th birthday. Further venues for display were the Wehrtechnische Studiensammlung in Koblenz in late 1994 and later to the Panzer Museum in Munster. Under agreement with the USA, Tiger 712 was next to travel to the UK. Arrangements were made to ship it to the storage facility of The Wheatcroft Collection in England. Our study takes place at this point in the Tigers continuing journey. At this time of print the Tiger now resides in a storage facility in the USA. Tiger 712 is certainly the most travelled Tiger in the world.

© The Research Squad

© The Wheatcroft Collection

The Research Squad

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Heinrich Meisen - Panzer Crewman

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n the 27th February 2011 Rob Veenendaal was lucky enough to take part in an interview with Heinrich Meisen, an ex-serviceman of the s.Pz.Abt. 501. Present at this interview were Frau Bongers, Herr Meisen’s caretaker and Frau Bongers son Dirk. It was Dirk who was responsible for arranging our initial contact with Herr Meisen. What follows next is a summary compiled by Rob of Herr Meisen’s initial service career and explaining how he ended up serving in a heavy Tiger battalion: The history of Herr Meisen’s involvement with Tiger tanks starts with his wounding in the Russia campaign at Tauroggen while serving in Panzer Regiment 1. Herr Meisen had already participated in many combat operations. He was in the initial attack on Poland and was also part of the campaign in France. There he demonstrated how skilled he was at driving a tank in an engagement to encircle a unit of French cavalry that there was an after action article written for a newspaper. For his actions he was awarded the Iron Cross. Rob also related that Herr Meisen had additional training in First Aid, Radio Operator duties and as an auxiliary military driving instructor. How or why were you chosen to serve in a heavy Tiger unit? To recover from his wounds that occurred in Russia Herr Meisen was sent to serve a high-ranking commander. There he did a few little jobs in the house until his physical health was restored (the wounds had been serious and life threatening). When the s.Pz.Abt. 501 was being raised, they wanted, because of prestige reasons, excellent staff. As Herr Meisen was an owner of an Iron Cross he joined 501 at the personal request of Major Lüder, eventually becoming his driver in Tunisia. He was also driving the day Major Lüder was wounded and described the event in detail. Before being actually posted to North Africa Herr Meisen relates his experiences he had whilst at the Hermann Goeringwerke (HGW) in Austria working with Dr. Porsche. While he had no details regarding the work being carried out at HKW he related though an interesting © Heinrich Meisen tale regarding the test driving of a tank fitted with aircraft turbines Porsche had been experimenting with two aircraft engines in his tank - 2 x 350hp engines = 700hp in total. They were tested in drives through a mud quarry without any trouble, where all others got stuck - they did not bother getting a stuck KV1 out. With the Porsche Tiger he had performed speed tests up to 70 km/h. Herr Meisen also related a story in which he carried out underwater tank driving. A special demonstration for generals was performed and he was granted 10 days leave for being brave enough to carry out this task. How much training did you have on the Tiger in contrast to the roles of the other tank crew members? Herr Meisen related several times that there were proper competitions in all sections of the crew. He pointed out that the tank drivers had the most live-firing practice during training with moving targets and that the tank drivers scored most hits on moving targets. In moving the conversation to North Africa: How reliable were the early Tigers? What caused the most problems? The engines? The running gear? In some situations Herr Meisen repeatedly mentioned that a rubber gasket easy fell into the metal pipe from the transmission (gearbox or final drives?) but beside that the tank was pretty reliable according to his information. How good was the cannon? During the war the 88mm was known as the best weapon on the battlefield Herr Meisen talked about the superiority of the 88. It was very feared. It was so accurate that they could trust it. How good was the support of the platoons? When the tanks needed repair, how effective were the mechanics? The workshop services were well organised. All mechanics could do everything. Major Rodt arranged all repairs. Other support from the company was not as good. They regularly cannibalized left behind and destroyed enemy vehicles. Did the crews paint or camouflage the tanks No - no practical training was given on how to camouflage a tank. As to painting - the tanks were all grey. Herr Meisen said they should have been yellow but he never saw any... Did the crews change tanks a lot of times? Herr Meisen said he served in the 1.Kompanie of the 501 and that he was the personal driver of Major Lüder. However the Major was not always in his own vehicle [8], just for certain missions or orders. At other times someone else was commander. All the other crew members did not change but he himself did move quite often since he was good at map reading and was therefore employed in reconnaissance missions.

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Heinrich Meisen - Panzer Crewman Herr Meisen relates two stories in a follow up to the question of crews in a tank. Once they had along with them an infantryman who was part of a propaganda company and who shot some film with his crew. The second story relates to once having picked up some retreating German infantrymen. Herr Meisen said you would not believe how many people you could get into a tank when it came to life and death situations. The Tiger was a heavy tank. Did you fully trust it in combat? He knew all about the tank due to his extra training in Ents, which is why they were going into battle very confident that it would not let them down, also maintenance was done very carefully beforehand. Did you have any personal experiences with the enemy? Did you see any prisoners of war? If yes, what impression did they make on you? Herr Meisen said yes he took prisoners of war. One group he thought were probably free Frenchmen or from the Foreign Legion. One Frenchmen spoke fluent German and the contact was friendly. In another incident when driving “peak” (point) they met some Englishmen who immediately surrendered when they saw the Tiger tank. The pure numerical superiority of the English soldiers could have overtaken the crew - but one look at the Tiger made them “friendly”. Herr Meisen also related an anecdote, in retrospect funny, to this incident. When he got out of the tank and disarmed the soldiers way too late he noticed that he had no ammunition in his gun - but the Englishmen did not notice either… It took a long time until the following German forces arrived on the scene but during that time they switched cigarettes and played cards with the enemy. It was tense but peaceful. How did the other tanks react to the appearance of the Tiger? Did they fight For answering this question Herr Meisen remembered just one situation. Maybe he © Heinrich understated it a little bit. He spoke of one tank vs. tank fight where they came up on a Meisen dune in line where they thought the enemy was. Through radio transmissions within their unit they organised their targets, which Tiger was to shoot at which enemy tank. Because of the huge range of the 88 the enemy tanks could not fight back and fled. Herr Meisen related his tank alone in this engagement destroyed four enemy tanks. The crew which destroyed a tank could exploit it. (bragging rights). He made seven kills with his tank during the entire campaign. Dirk mentions at this point that his tank could be recognised for not having kill rings. Herr Meisen said he did not want that because in case of capture the Allies would not be so friendly if they saw them. When the campaign in North Africa ended and no Tiger tanks were left, what did you do? Did you work as infantry? Herr Meisen said no. At that time his vehicle was in the workshop and he then stayed on in the workshop or in the office. When did you leave North Africa? He drove the last tank during the retreat from Africa, the turret was pointing the opposite way because the enemy was advancing so fast towards them. Herr Meisen said after that command task he was allowed to sleep in a real bed for one night after the retreat from Tunisia and he got a whole box of “dextro energen” as recognition for his work. Can you describe your experiences after you were captured? Herr Meisen said they were first shipped to an interim camp. There the Americans treated them badly but the Englishmen were much better. He eventually arrived at a prisoner of war camp in America travelling through the Panama Canal (on a prison ship named the Pasteur?). As the barrack oldest veteran he did not have to do hard work while other soldiers had to work in a quarry and on farms. There the treatment by the American Heinrich people was very good. His remaining years Meisen in captivity were spent in a friendly farmer’s family in England as farm worker.

© Heinrich Meisen

At the end of this interview Rob informed us that Herr Meisen had a lot more experiences he wanted to share; for example he described of once getting lost during the night-time in the desert after a successful mission... Rob states as well that once Herr Meisen got back home to Germany he gifted away all his medals and rejected offerings from the “Bundeswehr” (the new German Army). It has only been in the last five years of his life has be begun to discuss the war and his experiences within it.

The Research Squad

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Panzerkampfwagen Tiger D 656/21a+

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ne day at the collection Kevin Wheatcroft told us there was a interesting manual waiting on a table in his office. This manual had the same beige cover as all other German manuals we had seen and was marked Geheim! like so many of the others. Imagine the delight when we opened it to find twelve double sided clear acetate pages. On the first page was what looked like a detailed, painted and almost photorealistic isometric view of a Tiger gearbox casing. On turning the page we received another surprise - the next page not only removed that layer of the gearbox, but the next layer of the internal machinery was revealed on the subsequent page. It was like a Russian Matryoshka doll set on acetate! Even more astounding was that the correct rear view of each layer was painted onto the reverse of each page. This meant that book could be read from front to back and back to front. As you turned over page one, which removed the outside case of the gearbox, and revealed the gears on page three, page two showed the painted rear view of page one. In this way, as you turned the pages stripping the gearbox on the right hand side of the manual, on the left hand side you were rebuilding it again from a different perspective. All views were beautifully rendered and perfectly aligned. A real find and a quite remarkable document. These two pages contain a selection of the best of those wonderful images and we have tried to align them in such a way as to show how they would be configured in relation to each othe . The Gearbox The gearbox in the Tiger tank was originally designed by Maybach and was assembled by the Adlerwerke in Frankfurt. The initial designation of this gearbox was the Olvar 40 12 16 and was produced as two variants over the complete development period, labelled as type A & B. From early 1944 the subsequent production of these gearboxes was carried out by Zahnradfabrik Friedrichshafen A.G. in the Passau works [2]. This gearbox was semi-automatic and had a built in wet-plate type clutch. A claw shifting mechanism was used for the available eight speeds. There was a total of eight forward and four reverse gears that could be selected using the hand control mounted at the forward left hand side of the box casing. Gears were chosen using a pre-selector and channels within the gear selector shafts were opened and closed as required through oil pressure which then engaged the gears as required. This meant that all de-clutching, shifting and re-clutching were fully automatic.

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Panzerkampfwagen Tiger D 656/21a+ The Steering Gear Henschel, in Kassel, were the designers and sole producers of the Lenkgetreibe L 600 C, the double radius steering unit used on the gearbox. The reduction of the drive from the gearbox was 1:16 and the whole unit was bolted transversely onto the front of the main box.

For the steering of the tank a steering wheel was attached to the steering gear. The radius for each steering gear could be changed by selecting another gear on the main gearbox and/or by changing the engine rpm. In the possible case of an emergency, when the steering gear unit of the tank might have failed, two steering levers connected to the tank brakes could be used. From the steering gear assembly, drive was passed out of each side of this unit through drive shafts connected to the final drive mechanisms at the front of the tank. These final drives had another step down ratio of gearing, 1:10.75, that was transmitted by a spur gear wheel and central disk wheel and then out to two planet wheels connected to the annulus in the drive sprocket hub.

The main tank brakes were disc brakes of a design that increased the total braking effect the harder they were applied. The friction material used in the brake discs was supplied by Jurid Werke AG. The Tiger tank only used a mechanical brake system as a hydraulically operated version was never fully developed [3].

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Thadeusch Vogl

(technical illustrator) F

rom the outset of this project on the Tiger tank we knew we wanted to include external contributions in an effort to create the best work possible by working with the best expertise available. Over the past few years there are many people who have dedicated much time and energy to furthering our knowledge of this iconic vehicle, and chief amongst them was Thadeusch Vogl, who now is sadly no longer with us. This from his online obituary: Tad was an experienced mechanical engineer, graphic artist and technical illustrator, being employed for many years in the aerospace and automotive industry in Europe and Canada. After leaving the industry in the early 80’s he opened up his own company, which provided mechanical design and animatronics for international trade shows. Whenever time permitted he would turn to his interest of German armour, especially the enigmatic Tiger I. © Thadeusch Vogl

Being aware of the lack of technical and accurate information available to modellers he took up the challenge of accumulating data to produce manuals that he has published onto CDs. Collecting the information has certainly not proven an easy task but has resulted in contacts with other Panzer followers throughout the world. Tad was a fanatic for detail and accuracy which resulted in many weeks of researching, and sometimes months, before he was entirely satisfied that his information was accurate and valid. He would never publish any information unless he could confirm its accuracy and authenticity. Since his retirement he became a dedicated Panzer follower and was working on further publications dedicated to German armour. Tad spent several decades researching and generating a collection of drawings on both the Tiger and Panther. On first seeing them we immediately knew they would add a welcome dimension to the book that otherwise would be lacking. From our first contact Tad was very happy to supply them to us for this purpose. Like ourselves, Tad saw his work fitting perfectly into the vision we had for the book, and the experience we intended for the reader. It was only when we visited him in Vancouver to chat that we discovered just what an achievement his work was. Without access to actual vehicles, and with the Internet being in its infancy, Tad’s only access to references were multi-generational poor photocopies of Bundesarchiv (http://www.bild.bundesarchiv.de/) documents, and occasional photographs. Today we take for granted the ease and speed with which we can access information, but Tad sometimes would spend months researching which document to order, then wait for 3-4 months to receive a photocopy of a drawing, only to discover it was too poor to use, or worse, incorrect. Latterly, with the explosion of the Internet he was of course able to update his information and to this end we also supplied him with images of components that previously he had no records of. His work is more remarkable when you consider that in order to build his drawings Tad taught himself Corel - all his drawings are 2D with each line being drawn individually. Tad’s work on the Tiger was based on an accumulation of information on Early, Mid and Late variant vehicles. His drawings reflect this, illustrating components and features from all three types. As Fgst.Nr. 250031 was one of the first built initial production chassis, of which he had few records, there were obviously discrepancies between our presented photographs and Tad’s illustrations. Where technical errors in the drawings existed they were purely the result of Tad’s limited access to research and resources. At this point we had a quandary – should we include the drawings as is, or correct them to accurately reflect Fgst.Nr. 250031? We approached Tad and he insisted that if we were able to correct the drawings to present the most accurate record possible, then by all means we should go ahead. Consequently all drawings were corrected based on examinations and photos of the vehicle. Tad’s dedication to this subject was such that he was still working on his beloved drawings, whilst suffering from cancer, only weeks before his sad passing away. He will be sorely missed. We did not include Tad’s illustrations because they are drawn to scale, or accurate to last millimetre, or even 100% correct in every detail. We included them because they are stunning drawings representing decades of work by someone dedicated to producing the most accurate result with limited resources. There are many drawings we would love to have added but lacked the space and we feel greatly honoured that Tad allowed us to include his work. Should you wish to see all of Tad’s work on the Tiger, Panther and other vehicles please visit his website (http://www.tigertank-h-e-181.com/ index.html). The Research Squad

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The Research Squad

External Walkaround

Here we begin an external walkaround of 250031 highlighting a few of the unique identifying elements of this vehicle. We can see a field repaired patch on the turret and the museum repaired slices in the turret and hull.

The Research Squad

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External Walkaround

In these two images we can study the rear end of the Tiger. Most of the original fittings have either rusted away or have been lost over the course of time. Evident though are the massive armoured exhaust stack covers.

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External Walkaround

Moving to the forward left hand side we see the museum opened hull and turret sections. This action, while detrimental to the overall look of the tank, gives us a superb glimpse into the Tiger’s interior.

The Research Squad

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External Walkaround

The most dreaded angle to view a Tiger from. After all these decades the menace and strength posed by this tank still creates that heart stopping moment when a Tiger is first seen.

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The Front End 1

2 2

1

1: A view of the upper front hull plate at the RHS of the tank. This almost vertical section of armour plate is 101mm thick and was impenetrable to the vast majority of allied weaponry that was available in Tunisia in 1942/43.

3

2: The interlock of the foremost vertical armour plate with the RHS hull plate. We can see the machined hole, at 1, where a towing shackle could be mounted. Note the plugged hole, at 2, that would have been the location for the upper pivot arm for the Vorpanzer spaced armour mechanism that was only fitted to prototype Tiger tank V1.

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3: The Kugelblende 100. This armoured mount held an M.G.34 mit Panzermantel (model 34 machine gun with an armoured sleeve). A Kugelzielfernrohr 2 (KFZ2) gunsight was attached to the rear of the ball.

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4: A close up view of the armoured sleeve of the hull machine gun. We can see the sighting port for the machine gunner/radio operator. Note the damaged ball mount.

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5: Wing nut and screw to the RHS of the Kugelblende. These were used to tighten down a waterproof cover that fitted over the machine gun port to prevent the ingress of water and debris.

6: The retaining bar between the Kugelblende and the drivers vision port held spare track links from either a PzKpfw. III or IV. This was a modification unique to Tigers of 2.Kp./s.Pz.Abt.504.

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The Front End 7

8

1 2 8: The apertures for the KFF2 (drivers twin periscope). The stepped machining of the vision ports was designed to deflect the direct ingress of projectiles. 7: The drivers vision port had two armoured blocks, 1 & 2, opened by an interior hand wheel. When open the driver looked through a laminated glass block (70mm x 240mm x 94mm in size), when closed he looked through the KFF2 twin periscope device.

232 9

10

1

10: The bottom of the lower visor block was essentially a shot trap. The large cast armoured block located in front of the drivers visor was designed to prevent projectiles from entering that shot trap. Note the keyed slot, at 1, into which this block is located.

11

9: A view of the drivers vision port showing the upper and lower sliding visor and the armoured cheek blocks.

12 1

13 3

2

11, 12 & 13: This Tiger would have carried a shovel on the glacis plate held by two clasps. In 11 the clasp is closed but not locked down. The curved section, at 1, would be under tension and would hold the shovel handle. In 12 the catch has been released but the pins now show the upper clasp closed, see 2. In 13 the clasp is fully open. Note the remains of the rubber cushioning at 3.

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The Front End 20

22

1

1

20: Looking between the RHS hull plate and track we can see a curved section welded to the hull at 1. This strip is designed to protect the exposed area of the final drive housing from both frontal projectile impacts as well as ground based obstacles.

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21 3

21: Looking down on the welded interlock between the vertical hull side and the horizontal armoured plates at the front RHS of the tank. We can see how the side hull plate tennon stands proud with the whole joint being well filled with weld

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24

23: At the right edge of the horizontal armour plate is the number 4,978. We are unsure what this represents but it is possible it is a museum reference applied while the tank was in Germany.

20

22: RHS hull side plate viewed from the front of the tank. The tow shackle point can be seen at 1 as well as another machined hole below this that has been plugged and welded, 2. This lower hole would have originally been intended as the lower pivot point for the Vorpanzer that was designed for the prototype Tiger tanks. The upper section of the RHS final drive reinforcement plate is partially visible at 3.

24: The armour plate intersection at the front LHS of the hull. Note the double weld seams and the scalloped section at the front of the LHS hull plate.

The Research Squad

The Front End 25

26 2 1

25: Of interest in this view of the lower front hull plate are the markings that are present. In the past a person or persons unknown, using a punch and hammer, has embossed in the metal a series of letters, possibly words. We do not know if these have been official markings or just general graffit

27

27: Punched marking as seen at location 1 in photo 25. These read, as far as we have been able to determine: D.A.D{E?}{F?} and directly underneath that: {G/C/6?}RB

30

26: At 2 in photo 25 there is a small dynotape tag with the number 11109. This is another recent reference number whose origin and meaning we have not been able to identify.

28

28: Another more oblique view of the markings seen in photo 27 in order to enhance the detail seen of the punched lettering.

29

29: The lower front hull armour plate showing the repaired section that was refitted after the vehicle had been cut open for metallurgical studies.

31 1

2

30: Punched markings seen at 1 in photo 31. These read: JIM M={?} followed by: 1031.. hURCH and finally: COLUMAIA

31: The lower front hull armour plate this time looking to the LHS final drive unit. Again we see the punched markings. Note also the tag plate on the armoured cover at 2. We shall examine the numbers stamped here in detail on page 22.

The Research Squad

21

The Front End 32

33

2 1

32: The armoured cheek section that is bolted to the inner side of the RHS hull plate provides extra protection for the final drive unit. Note the size of the weld that attaches the circular guard to the hull.

33: The same armoured plate at the LHS final drive unit. Note the stamped serial numbers that can be seen at 1 and 2. The number at 2 is the serial number of the hull and not as often thought the Fahrgestell (chassis number) of the tank.

34

position 2 in photo 33 34: The number 250058 has caused some controversy over the years as many have assumed that this number is the Fahrgestell number of this tank. Both the Heers Waffenamt and some part manufacturers used the same number ranges for part components. Dortmund-Hoerder Huttenverein (D.H.H.V), who constructed the hull, stamped their number on the outside of the vehicle. The true Fahrgestell, 250031, can be confirmed as that number is followed by Henschel’s ‘dkr’ code and is stamped in the tanks interior.

35

position 1 in photo 33 35: At this time we can only speculate what the second number, 89E04108AV42 refers to. Possibly this is just a manufacturers part number for this particular piece and so extrapolated from that the 42 might mean the year of manufacture, 1942.

22

The Research Squad

The Right Hand Side 36

2

1

3 5

4

6

36: A RHS view of the front of the tank with several points worthy of interest. First is the wartime repairs made by the Germans to the mantlet and turret side, 1 & 2. Second is the hull repair at 3 which is a partial restoration of a hull section removed at APG. Lastly is the two piece type of side mudguard fitted, 4. In photographs taken at the time of capture [1] this mudguard is seen fitted as the foremost unit, at 5, and so has obviously been removed and replaced in a different position at a subsequent time. The mudguards fitted to this Tiger are of an early type as they do not have the triangular fillets welded in place at their ends, see 6 [11].

37

38

1

2

37: The rear RHS corner. We can see the small loop at 1, used for tying down tarpaulins or camouflage. Wartime photographs show on certain vehicles in the s.Pz.Abt.501 equipment carried in the brackets at 2, however we have not been able to positively identify exactly what was located here.

38: The front RHS corner. Close inspection reveals three layers of weld employed in the join of the upper hull RHS plate with the upper front plate.

The Research Squad

23

The Right Hand Side 39

40

39: The hull side join against the sponson floor was reinforced by the addition of the scalloped section seen here. The purpose of the scallops is to allow a larger surface length of weld that in turn increases the overall strength of the joint. The sponson floor is both welded and riveted to the angled support bracket, while the hull side is welded and fixed with Morse conical taper bolts. 40: A view under the mudguards. The welded on threaded block mounts into which the mudguards would be bolted can be seen. Also visible is the triple weld seam that joins the sponson floor plates to the hull side armour.

41

42

41, 42, 43 & 44: A selection of the brackets and mounting points as fixed to the RHS. In 41 we can the same small welded loop as 1 in page 23, photo 37. The tension brackets in 42, and shown individually in greater size in 43 & 44, are used to hold spades or other such long handled equipment.

44

24

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43

The Rear Plate 45: The rear armour plate. This armoured section of the tank was a single plate of 80mm thick hardened steel that was angled at 9° from the vertical. Missing from this tank now are the mudguards and the exhaust pipes, the latter of which have rotted away over the years. We will use this image to highlight a number of interesting elements on this area of the tank over the next few pages. For a key the number in the square represents the numbered photograph in the book followed by the relevant page number.

54

pg 27

66

pg 29

67

pg 29

55

pg 27

53

pg 27

63

pg 28

68

pg 29

71

pg 30

72

pg 30

65

pg 29

45

58

pg 27

69 70

pg 30

61

73

pg 28

74

pg 30

47

46

3

4

1

2

46 & 47: In these two photos we can see the massive armoured housings that protected and covered the ports in the rear plate through which the two exhaust pipes exited. We can see captive nuts welded onto each of these, at 1 & 2, and the lifting lugs, at 3 & 4, that were used to aid in the moving of these heavy objects.

The Research Squad

25

The Rear Plate 49

48

1

49: Looking between the armoured exhaust covers. We can see how they are bolted onto the tank via studs drilled into the rear plate. A lifting lug is missing from the LHS exhaust cover, 1.

50 48: Illustration showing how the exhausts would have been originally configured. A muffler covers the exhaust pipe, the large armoured shroud is bolted over that with the whole structure then being covered by a sheet metal exhaust guard. There were a number of guard types that were fitted to early Tigers. One alternative had a rounded back end as opposed to the squared back seen here. Based on photographic evidence of the guard types of Tigers from the same company that this tank belonged to we show the squared off back end variant above.

1

51

2

3

50: The LHS armoured cover. The captive nuts, 1 & 2, were used to retain the sheet metal exhaust shroud. The notch at 3 covered a hole in the rear armour plate that was used to drain water from the radiator fan compartment.

52

1

1

51: Looking up at the rusted remains of the LHS exhaust pipe as it protrudes through the rear plate. The inner ring seen at 1 is part of a compression joint that connects the down pipe from the exhaust manifold to the inner exhaust pipe that is inside the external muffle .

26

52: Looking down at the remains of the RHS exhaust pipe. The outer ring at 1 is bolted onto 4 studs within a recess milled into the rear plate.

The Research Squad

The Rear Plate 53

54

54: At the top LHS of the rear plate is the number 47E04734AV10 which we assume is a manufacturers part or serial number. The position of this number can be better seen in page 25, photo 45.

1

56

53: The bracket seen here is the remainder of what used to be a tray that held tools for the repair of the tracks. Only the right hand side of this remains now with the hinge of a swing arm latch still visible at 1.

55 2 1

55: The LHS mudguard frame. The convoy light, now fitted to the RHS, was originally fitted to the bracket at 1. This convoy light would have been of the tubular variety. The bracket at 2 holds the mudguard when in the raised position.

57

56: The LHS towing shackle. Note that this towing shackle is an addition that was attached by The Wheatcroft Collection purely in order to be able to move the tank when required.

58

1

57: Looking from the rear plate along the LHS lower hull. Most prominent here is the track pin deflector plate, 1, designed to push track pins back into place if they have began to work loose.

58: The LHS armoured covering over the port in the rear hull that gives access to the track adjusting mechanism on the LHS of the tank.

The Research Squad

27

The Rear Plate 59

60

59: Looking again under the LHS sponson. Here we can see the holes for the mounting bolts of the outermost floor bracket of the LHS radiator. These can be seen at 3 on page 79, illustration 302.

61

1

2

60: The welded interlock at the LHS of the tank between the lower hull side and the rear plate. These are the same in design as the armour interlocks seen at the front of the tank.

62

61: This plate is the engine starter adapter and is usually seen stowed between the exhaust pipes on the mounts as shown in photo 67, page 29. The posts at 1 & 2 were common standard Panzer fittings that connected to an external starter engine

63 1

63: This photo shows the attachment point for the rear reflecting marker, 1, as well as the lower hull armoured section with the multiple weld seams that join all the rear plates together.

28

62: Here we see the rear RHS towing shackle. Note that this towing shackle is another addition that has been made by The Wheatcroft Collection.

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The Rear Plate 64

64: This illustration shows the early production type Feifel air filters. These filter units were mounted as a pair at the upper outer corners of the rear plate. Air was drawn in through flexible hoses fixed to the top of the engine deck, was passed through the filters and back through a second set of hoses into the air intake manifolds

65

66

65: This threaded block is the rightmost location point used to mount the RHS early model Feifel tropical air cleaner. The Feifel air cleaners belonging to this tank have long since disappeared from the inventory of equipment.

67 66: These two brackets were used as the retaining mounts to which the upper section of the sheet metal exhaust shroud would be bolted on to. These brackets are for the LHS exhaust shroud.

68 1

67: As seen in page 28, photo 61. These tubes are the retaining mounts used to store the engine starter attachment plate when not in use.

68: The tank jack was stored above the RHS mudguard. This bracket is the leftmost support used to hold that jack. The welded on retaining catch for the jack, 1, has long since been removed.

The Research Squad

29

The Rear Plate 69

70

69: The rear towing attachment point as seen at the rear of the tank. This tow point should have a corresponding locking pin that also has disappeared over the course of time.

71

70: Underside of the rear tow point. The mounting studs for this are inserted into holes drilled completely through these two plates. Eight castellated nuts, four inside and four outside are screwed onto the studs and locked into place using split pins.

72

1

2

71: This clasp, welded onto the rear plate and just above the left hand jack bracket, see page 29, photo 68, was used to hold the jack winding handle in a secure position.

73

74

73: When operating in convoy mode this light would be visible to a following vehicle. The number of lights that the following driver saw determined the correct convoy spacing distance.

30

72: In this photo we can see the mounting frame for the RHS mudguard, the rightmost support bracket for the tank jack at 1 and the box convoy light at 2.

74: The normal running mode for the convoy light. Mention must be made here that while this is an original item it is also a post war modification that has been added to the tank

The Research Squad

The Left Hand Side 75

3

2

4 6

5

1

4

1

5 6

3

1

2

75: This illustration, not wholly indicative of Tiger 250031, shows a selection of the different types of mounting brackets that could be fitted to the LHS of a Tiger. The brackets at 3 were used to bolt on the four side mudguards. Brackets 1-2 & 4-6 held a tow rope and a track pulling cable that wound be wound around or clamped into the different restraints.

77

1

1

76 76: Looking from the back of the tank to the front along the LHS. On this remaining section of side armour we can see a number of the remaining track cable retaining points.

78

2

78: The track cable retaining bracket seen here is illustrated at 1 in photo 76 above. Surprisingly these brackets are still in good working order.

77: The pins seen here at 1 & 2 and at 1, illustration 75, are used to hold the loop eyes of the track repair cable.

The Research Squad

31

The Running Gear 79

79: A view along the length of the running gear on the RHS of the tank. After sixty years the suspension elements, wheel bearings, tracks etc. are all in a superb state. Whilst the tank cannot be driven, to move it into a such position to enable all around photographs was simply a case of hooking it up to a tow unit and dragging it. Everything rolled very freely and the current excellent condition is a testament to the quality of the original engineering. Of interest it is noted that this Tiger has two different drive sprockets. On the RHS we have an early sprocket where the spokes are aligned with the rim bolts and driving teeth. On the LHS we have a sprocket where the spokes are aligned between the rim bolts and driving teeth (latter introduced August 1942). See pages 13-16.

80

81

80: The foremost outer road wheel on the RHS. Note the quality of the rubber tyre. Other than general wear there is no evidence of cracking, perishing or rot on any of the road wheel tyres.

32

81: The LHS track. These tracks, Marschketten (operational or battle tracks), were 725mm wide and had a ground pressure of 1.03kg/cm² [3]. There were 96 unlubricated links per tank side.

The Research Squad

The Running Gear 82

1

2

3

82: Illustration showing the final drive housing and drive sprocket. The drive sprocket was attached to the drive flange using five large conical headed bolts, 1, that were lock tabbed in place. The two toothed rings, seen at 2 and 3, were replaceable in case of wear or damage. The final drive reduced the gearbox output to the drive sprocket by a ratio of 1:10.75.

83

84 2

1

1

83: The drive sprocket and its relationship with the track. Note the track loops used to prevent damage to the teeth of the outer facing toothed ring at 1. We can also see a number of tracks links that appear to have damaged or loose track pins, 2.

85

84: Here we can see the five large conical bolts used to connect the drive sprocket to the drive flange. We can also see a grease point, 1, used to lubricate the outer bearings in the final drive housing.

86

1

85: A close up view of the drive sprocket hub. We can see the locking tabs under the conical bolts that look as if they have been used several times over.

86: Wheel rim surface wear from the guide horns is visible at 1. The tyres on this vehicle were hard rubber rims with wire inlays that were designed to prolong the overall tyre life.

The Research Squad

33

The Running Gear 87

87: Cutaway illustration of the Tiger drive sprocket, final drive housing and gearing and the internally mounted disk brakes. © The Tank Museum, Bovington, UK.

34

The Research Squad

The Running Gear 88

89

1

88: The LHS road wheels. There were two types of road wheel used and this tank has examples of both. The wheel in the centre has the standard rim while the wheel to the right of centre, the early type, displays the extended wheel rim.

90

89: A close-up of the tyre size as moulded into the tyre sidewall. The size and type of tyre can be seen to be 800/95-D. Note the wheel rim lip, at 1, showing that this road wheel to be of the early design type.

91

2

1 2 2

1

90: Road wheel hub of one of the second layer of interleaved road wheels. We can see the wheel retaining bolts at 1 and a grease nipple at 2 used to lubricate the wheel bearings on the axle shaft.

92

91: The hub of an outer layer road wheel. The retaining nuts are seen at 1. In the holes at 2 could be screwed a wheel puller that aided in removing road wheels, the Auf-und Abziehvorrichtung für Innen-und Außenlaufräder und leitrad.

93

1 92: The idler/leading wheel as seen at the RHS of the tank. Note the missing guide horn on the track that has been broken off at 1. We can see that these guide horns were in fact hollow.

93: Idler and road wheel inner surfaces as seen from the rear LHS of the tank. We can see relatively little leakage from seals and hubs even after all this time.

The Research Squad

35

The Running Gear 94

94: Cutaway illustration of a set of Tiger road wheels and road wheel axle, the connections of the torsion bar and an internal mounted shock absorber. © The Tank Museum, Bovington, UK.

36

The Research Squad

The Running Gear 95 3

1 2

95: Illustration showing the configuration of the idler and its axle arm. We can see the inner and outer hub bearings, 1 & 2, and a partial view of the track adjusting mechanism. This adjuster worked by turning the shaft at 3, thus acting as a worm gear to rotate the axle in its hull housing which would then either tighten or loosen the track.

96

97 2

1

1

96: Rear side of the RHS idler wheel. There is a large amount of accumulated grime in the grease that has escaped from the inner idler axle shaft hub, 1. The adjuster cover for the RHS track is seen at 2.

97: Looking onto the track through the road wheels. We can see how the track guide horns wear on the inner rims on the metal faces of the tyre retaining rims, 1, see page 36, illustration 94, opposite.

The Research Squad

37

The Turret Sides 98

99

98: A general view of the RHS of the turret showing some of the features of early Tigers, most notably the vision slots and the large pistol ports. Note the square field patch repair forward of the RHS vision slot.

100

99: The front right hand quarter of the turret. We can see the massive interlock of the armour plate behind the mantlet and the turret sides. The asymmetrical horse shoe shaped turret side was manufactured from a single piece of 80mm armour plate.

101

1

100: Details of the front RHS turret lifting lug. The thickness of the weld holding the main body of the block to the turret side is prominent here. The Tiger turret weighed in the region of 11 metric tons.

102

103

102: Combat action and repairs. A projectile hit during combat in North Africa required this expedient field repair to be undertaken. A square block of metal was welded over the damaged area.

38

101: To lift the turret required a three-leg lifting tackle. An angled bracket on the end of each leg of the tackle was placed over each of the three turret lifting lugs. This allowed the turret to be evenly raised. The lip at 1 prevented the tackle from slipping loose.

103: When originally captured this tank was marked as no. 712 of the 7th Panzer Regiment, 10th Panzer Division.

The Research Squad

The Turret Sides 104

105

104: Two vision slits, Sehschlitzplatten, were welded into both the forward sides of the turret. A 90mm thick laminated glass block was mounted in a holder behind the vision slot. Note that the slit is below the centre line of the glass block.

106

105: Two pistol ports, MP-Klappe, are built into the rear facing quarters of the turret. The port was designed to be operated by rotating an internal armoured shutter.

107 2

3

106: Close up view of the RHS pistol port. Note the chamfered angle of the port to allow a wide range of action when firing a weapon from within the tank

108

108: The lower RHS mounting bracket for the turret bin as can be seen at 5 in photo 107.

7

1

4

5

6

107: The rear of the turret. We can see the rearmost turret lifting lug, 1, both the pistol ports and the remains of the mounting brackets for the turret bin, Rommelkiste, 2-7. Note that the brackets for this bin on the LHS of the turret have been removed, 2 & 4.

109

109: LHS pistol port. A plug would be inserted into the opening to seal it watertight before deep fording. Note the large conical retaining bolts.

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110

110: The rear turret lifting lug as seen at the 6 o’clock position on the rear turret upper wall.

39

The Turret Roof 111

112

1

111: Standing on the top of the turret looking towards the front of the tank. Even with the turret side armour section removed the asymmetrical nature of turret is quite obvious. The turret roof armour was 25mm in thickness overall.

113

112: Looking back towards the loaders hatch. This hatch is still in good working condition even though one of the internal locking arms, at 1, has been broken off at some point in time as well as the central handwheel being missing.

114

113: These indentations show the base of the tapered studs that were used to bolt the main gun travel lock, Geschützzurrung, to the turret roof inside the tank. This travel lock supported the main gun rigidly during non-combat vehicle movement.

115

114: The turret exhaust ventilator. There was a small 12 Volt 10 Amp bladed fan fitted underneath this port. This fan extracted combustion gasses from the turret after firings of the main gun. The armoured cover that protected this port is missing.

116

1 115: The removed commanders cupola gives us a good view of the thickness of the turret armour as well as the armoured ring within which the cupola was mounted, 1.

40

116: A closer view of the mounting points that were used to hold the commanders cupola. Ten bolts were employed to attach this armoured observation post onto the turret roof.

The Research Squad

The Turret Roof 117

117: Illustration showing the general configuration of the Nebelwurfgeräte, the smoke candle dischargers and their brackets as they would be fixed facing towards the front of the tank and mounted to the turret sides. These brackets were introduced in 1942 [2]. Prior to October 1942 only the mounting brackets and the holes required for the circuit wiring were prepared. The troops attached the actual smoke projector units themselves later in the field

118

118: Second illustration showing the mounting of the smoke canister holders to the turret brackets together with the trigger mechanisms and the actual smoke canisters, Nebelkerzen, themselves. The use of this equipment brought mixed results. There were often reports from the field that the smoke candles could be set off from small arms fire that could have the effect of blinding or in some cases actually incapacitating the crew from the effects of the smoke. From June 1943 Nebelwurfgeräte were no longer mounted on the turret sides of Tiger tanks.

119 3

2

1 119: Here we can see the remains of the cabling for the smoke projector unit on the RHS of the turret. What is left of the cable is seen at 1 and this cabling is routed through a drilled hole in the turret roof at 2. The small bracket at 3 is a clamp used to hold the ignition cabling in place as it loops over the side of the tank to the projectile ignition contacts.

The Research Squad

41

The Turret Roof 120

121

2 120: The welded type loaders hatch. This hatch opened towards the front of the tank so that the loader would be protected from incoming fire if the turret was directly facing opposing forces. The loaders hatch was a 25mm thick plate.

122

1

121: The loaders hatch as viewed from the rear of the tank. We can see the catch used to lock the hatch down from the outside has been broken from the edge of the hatch itself, 1. Note also the deflector ring around the hatch sides, 2.

123

1 122: Close up view of the loaders hatch external handle which has been well used over the years. We can also see the keyed slot at 1 that was used to engage a forked latch to lock the hatch down from the outside of the tank.

124 123: An overall view of the loaders hatch. This hatch was bolted onto two large flat hinges that were welded to a frame that was itself bolted onto the turret roof.

125

1 3

4

1 2

124: A close up view of the inside of the loaders hatch that shows the waterproof rubber seal, 1, an interior handle, 2, two lock down bars, 3, and the forked locking latch, 4.

42

125: To lock the hatch from the inside of the tank a handwheel, originally attached at 1, was turned counter clockwise. This would move the bars outwards and so latch them against the underside of the turret roof, see page 161, photo 666.

The Research Squad

The Commanders Cupola 126

127

127: Detail of the double hinge unit that held the Tank Commanders hatch to the body of the cupola. This can be seen clearly in photo 128 below. 126: The Commanders Cupola, the Pz-Führerkuppel, was an armoured observation tower for the Tank Commander. There were five direct vision slots, Sehschlitzen, that were cut into the armoured body, each of which were protected by a 90mm thick laminated glass block, Schutzglas. These vision blocks sat in a frame with external padding (to protect the Tank Commanders head from injury) and could be quickly replaced in combat if they received damage. On the Eastern Front the vision slots in this cupola were a prime target for Russian anti-tank rifles

128

1

3 2

128: Top down view of the complete cupola. Several items of interest can be seen here: First, at 1, we can see a number of the bolts that were used, ten in total, to bolt the cupola to the roof of the tank. Second, at 2, we can see the waterproof seal that sat between the cupola and the turret roof and thirdly at 3 we can see part of the dismantled azimuth indicator mechanism.

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The Commanders Cupola 129

129: In this illustration we can see directly how the hatch and the associated double hinge is welded to the cupola mantle. This cupola design provided a good target to enemy ordanance and there are several recorded combat cases where direct hits either severely damaged or tore away the complete unit. This design was superseded by a cast cupola with seven vision ports using periscopes that, being indirect vision devices, allowed the Tank Commanders head to sit physically lower in the turret.

130

131

2 130: Here we can see the double hatch hinge as well as the large spring used as a counterbalance, a Federausgleicher. 131: In this photo we can clearly see the modifications made to the cupola in the form of a retaining arm and a sprung latch, 1 and 2 respectively, that were used to hold the cupola hatch in the upright position.

1

133 132

1

1

132: Frontal view of the cupola. Most notable here is the small wire welded to the foremost vision slot, 1. This was used by the Tank Commander as a primary aiming mechanism.

44

133: A view from the LHS of the cupola. From this vantage point we can see several of the ports used to drain water from the cupola roof, 1. We have to mention here that the actual hatch is currently jammed in this partially open position and so we were unable to take any interior photographs. Also the weight of the complete unit prevented us from turning it over for those extra detailed photographs we wished to take.

The Research Squad

The Mantlet and Main Gun 134

135 1

2 134: The main gun mantlet, Walzenblende, seen from the RHS. Note the aperture for the M.G.34 machine gun, 1, and also the wartime repair at 2. A shell struck the mantlet but had failed to penetrate. The repair involved filling the hole with weld material

135: Frontal view of the mantlet from the LHS. Visible are the holes for the binocular main gun sight, Turmzielfernrohr (T.Z.F.9b). Of interest also are the machined flat sections of the outer edges of the mantlet.

136

1

2

136: Illustration showing the gun sleeve and the mantlet. Six conical headed bolts penetrate completely through the gun sleeve and the mantlet to be retained by six large nuts on the inner side, 1. Lock tabs under the conical bolt heads prevents these bolts from working loose, 2.

137

138

137: Here we can see more closely the shape of the conical headed bolts. Note also the cast texture of the mantlet as seen at the left edge of the photo.

138: In this view we can see how the flange at the back of the gun sleeve fits into the machined recess on the front face of the gun mantlet.

The Research Squad

45

The Mantlet and Main Gun 139

1 2 3

7 4

6 5

139: Illustration showing how the mantlet was sealed to the turret. The gasket frame, at 1, was bolted onto the mantlet via two flanges on the inner mantlet opening. We see the upper of these flanges at 2. A rubber seal, 3, was encased in a single retaining frame, 4 with the whole structure being locked down using the clamps at 5 for deep fording operations. At 6 & 7 we can see a turret trunnion bearing and trunnion securing clamp and bolts.

140

141 2

1

3 141: Looking directly down on the top of the mantlet. We can see the casting number, 23, at 1, and small stamped section at 2, see photo 142 below. At 3 we can see the elevation bump stop welded to the back of the upper mantlet rear side.

142

6

5 1 140: RHS profil of the mantlet. The armour section at this point is 120mm thick. A good view of the neat job of the welding repair can be seen here.

46

2

3

4

142: Stamped markings on the top edge of the mantlet: (right to left)(top row) 1: Wehrmacht Eagle (very faint), 2: akh 28, 3: 425, 4: Wehrmacht Eagle (faint), 5: {3/8/B?} (bottom row) 6: 9462.

The Research Squad

The Mantlet and Main Gun 143

144 1

144: Looking down the length of the main gun barrel. The small square section of gun tube at 1 contains a stamped marking that is possibly a manufacturers number, see photo 145 below.

145

143: The business end of a Tiger. This tank was armed with an 8.8cm Kw.K.36 L/56 gun which could have been manufactured by either one of two contractors, D.H.H.V or Wolf Buchau.

145: Markings stamped on the Kw.K.36 L/56 gun barrel: (left to right) Fl.021bej, Wehrmacht Eagle, Wehrmacht Eagle.

147

1

146 146: The muzzle brake thread has been covered with grease to prevent corrosion of the exposed metal. Note that this screw thread is anti-clockwise (left-handed) and is known as a buttress or saw-tooth thread, Sägegewinde. The muzzle brake locking ring would compress the muzzle brake threads to the barrel to allow a stress free transfer of forces. A locking bolt on the muzzle brake, fitted vertically either at the top or bottom position, was used to prevent rotation of the muzzle brake.

148

147: Over the years this Tiger has been stripped down many times and here is an error in rebuilding. This hole at 1 is a drain hole for the gun sleeve - but it is at the 12 o’clock position. The whole gun sleeve has therefore been refitted upside down

149

148: The Kw.K.36 L/56 gun barrel was made up of two distinct lengthwise components. The lock ring seen here, joining these two parts together, was tightened using a large C spanner.

149: One of three pairs of countersunk screws seen at the end of the gun sleeve. These are used to lock in place an inner ring that holds a spring compressed seal used to prevent the ingress of dirt and water.

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47

The Mantlet and Main Gun 150

151

150: The M.G.34 mantlet aperture was dual bored. By having the muzzle of the M.G.34 inset deeper into the mantlet would have given some measure of protection to the armoured sleeve of the machine gun barrel as it would not have protruded as far.

152 151: A close up view of the M.G.34 aperture. Only the armoured sleeve of the barrel protruded through the mantlet. The fitting seen here is not related to any parts that would be have been actually mounted. When the M.G.34 was dismounted this port could be sealed with a watertight plug.

154

152: The dual bored openings for the T.Z.F.9b binocular gun sight. This sight was designed for direct line of fire observation. Later tiger variants had the rightmost port deleted or filled in and employed a T.Z.F.9c monocular gun sight instead.

153

153: The lifting lugs on the top horizontal edge of the mantlet are not of German manufacture. These were welded in place by the US Army after the first test/strip down at APG.

48

154: A close up view of the conical bolts that secure the gun sleeve to the mantlet. We can see a lock tab, used previously, designed to prevent these bolts from working loose.

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The Radio Operators Hatch 155 1

155: Illustration in which we see the internal structure of one of the hatches as fitted above the drivers and radio operators positions in the hull. These hatches were built as mirror images of each other. The hatch shown in this diagram is the one that would be above the drivers station. A study of the forward angle of the periscope fitted to the hatch determines which side of the tank they are mounted to. See photo 156 below. The holder unit for the two part prism periscope is seen to the right at 1.

156

156: The inner face of the radio operators hatch. The colour seen here is not original paint, for example the periscope holder would have been painted black. We know this tank has been repainted many times over the years but when removing some flecks of the white paint we could not conclusively determine what the underlying original colour may have been.

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The Radio Operators Hatch 157

3

1

2

157: Illustration showing the hinge elements of the hull crew hatches. The hinge pin at 1 is held in place by split pins at each end of the hinge rod. The springs at 2 & 3 are under tension and help the crew member, when opening the hatch from the inside, by taking the weight of the hatch and thus making the whole unit easier to lift.

158

159

3

158: A close up view of the hatch side of the hinge. Note the lock tabs used to keep the nuts from working loose and the welded bump stop on both the hinge arm and the hatch retaining plate.

160

2

159: The hatch was locked by pulling the handle at 1, see photo 160, in a clockwise direction. This motion pivoted a plate fixed to a central spindle, at 2, that was connected to 3 locking bars, at 3, that when fully extended locked the hatch down against the hull.

161

3 1

2

160: Here we can see a view of the hatch operating lever as well as the holder for the periscope, 2. Note that the rubber seal used to make this hatch watertight is missing, 3.

50

161: A view of a single location mount through which a locking arm would slide when securing down the hatch.

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The Radio Operators Hatch 162

163

5

6

1

2

1

162: Looking through the port in the hatch used to hold the radio operators periscope. We can see wing nuts on pivoting threaded shafts that lock the frame in place. Note the flat end cap used to prevent the wing nuts from unscrewing fully from the shaft, 1.

3

164

4

163: Illustration showing the two-part vision blocks and the hatch frame. To fit a whole periscope the lower section of the frame was unscrewed at 1, pivoted outwards at 2, the lower periscope section, 3, was then inserted into the lower holder, 4. The upper periscope, 5, was then slotted into the upper section of the frame, 6 and then the whole bottom unit was swung back into place and bolted down.

164: Looking down onto the lower section of the periscope frame. On the frame section that bolts directly to the hatch can be seen the manufacturers casting number: 4-3727C8 30.

166

165

1

165: Looking down at the hatch locking handle and one of the locking bars. We can see the pivot point, offset from the central spindle, around which the locking bars rotated, 1.

166: As can be seen here, the lower periscope frame holder was also held in place under tension from a single spring attached to the side of the frame.

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52

pg 63

222

pg 53

169

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pg 63

pg 53

168

219 pg 63

170 pg 53

172 pg 53

217 pg 63

176 pg 54

179 pg 55

213 pg 62

216 pg 62

207 pg 61

208 pg 61

pg 58

194

pg 60

204

pg 59

198

pg 60

203

pg 60

201

© The Tank Museum, Bovington, UK.

209 pg 61

186 pg 56

192 pg 57

188 pg 57

191 pg 57

185 pg 56

189 pg 57

180 pg 55

182 pg 55

215 pg 62

214 pg 62

178 pg 54

177 pg 54

The Hull Deck - Overview

The Hull Deck 167

168 1

167: A large armoured air intake guard, Windhutze, was fitted over a port at the front of the hull deck that provided ventilation to the fighting compartment. A valve in the Windhutze could be closed making the hull airtight, see page 98, photo 358.

169

168: Forward latch used to lock down the wooden jack block that was stored to the left of the radio operators hatch. The jack block corner retainer at 1 is the same as that seen in photo 167.

170 5 4

1

3

2

169: The jack block corner restraints, 1 & 2. The bracket at 3 was attached to a strap that was locked down by the catch in photo 168. At 4 we can see the sheet metal holder for the axe head and at 5 is the shaft retainer bracket for the small shovel.

171

170: Armoured cover in front of the radio operators hatch that was used to protect the port in the upper hull deck through which a power cable to the RHS headlight was routed.

172 2 1

171: Metal tube and associated retaining clamp which has been welded to the hull deck. This tube routed the electrical cable from inside the tank to the RHS headlight.

172: The RHS headlight mount. Note that all the headlight mounts have been modified postwar. All the base plates are original, i.e. at 1, but the headlight cylinder mounts, at 2, are not.

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The Hull Deck 173

174

173: Looking at the RHS headlight mount from the front of the tank. Inside the original cylinder mount would have been a plug into which the headlight would have connected. A screw ring at the base of the headlight locked the unit into position.

175

174: A view inside the postwar headlight cylinder. The wiring for this headlight still remains as some of the insulation can still be seen protruding from the conduit tubing that connects to the mount.

176

1

2

175: The front RHS corner of the hull deck. We can see the fore and outermost latch for the RHS towing cable, 1. Look close around 2 as well - the recessed taper bolts that attach the radio operators hatch to the inside of the tank can be seen.

177

178

177: The inner and rearmost latch that was used for the RHS towing cable. All the moveable parts of this latch are also seized in place.

54

176: A close up view of the latch seen in photo 175. The broken wing nut, screw arm and latch are all seized in place. Note the weld all around both bases used to keep the blocks in situ.

178: The bracket into which the ends of the handles of the wire cutters would sit. The locking catch positioned where the jaws of the wire cutters would be is no longer in place on the tank.

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The Hull Deck 182

179

179: The foremost towing cable and barrel rod cleaner clasp. In the two clasps seen across photos 179, 180 & 181 both their upper retaining straps are still free to rotate around the retaining post.

180

182: Here we can see the base unit of the antenna mounting, Gummi Antennenfuß, which was made of a resilient rubber compound and which would allow the antenna to spring back to the upright position, for example after a turret traversal.

1

2 3

4

183

5

180: The rearmost towing cable and barrel rod cleaner clasp. The towing cable sat in grooves 1 & 2, whilst 3 barrel cleaning rods sat in grooves 3-5.

181

1 181: The rearmost towing cable clasp. Note that this clasp is slightly bent and that the outermost weld at 1 has fractured away from the hull.

183: Illustration showing how the tank antenna would be clamped to the base unit. A standard 2 meter rod antenna would be fitted here

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The Hull Deck 184 5

3

1

7

8

6

Front of tank

4 2

184: General illustration showing the configuration of a rear hull deck. The major components seen are: Fuel tank armoured covers, 1 & 2. Radiator armoured covers, 3 & 4. Radiator fan unit armoured covers, 5 & 6. Engine hatch, 7.

185

186

185 & 186: In these two photos we can see an overall view of the armoured covers, Kühllufteintritte (air intakes), that protect both the upper rear hull fuel tanks. Photo 185 shows the right hand side cover whilst photo 186 shows the left hand side (1 & 2 respectively in illustration 184). The large wooden beam that can be seen is currently being used to prop open the main engine hatch. Note that ALL the fuel tanks are still mounted in place in this tank.

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The Hull Deck 187

188

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2 3

1

187: Looking from the right hand side of the tank at the armoured cover over the RHS radiator. The thickness of the plate of the engine hatch cover is evident here.

189

188: The RHS armoured radiator air outlet, Kühlluftaustritt. At 1 can be seen the cover over the cooling system pressure relief valve, Kühlwasserüberdruckventil, page 61, illustration 210. The latches at 2 & 3 retain the main towing cable as it loops around the rear of the hull deck. Note at 4 the semicircular shape cast into the surface of the armoured plate.

190 1

189: The armoured plug covering the filler tube for the RHS fuel tank, Kraftstoffeinfüllöffnung (fuel filler cap). A special spanner with a T-shaped head was used to unscrew this plug.

191

190: Detail of the hinge for the armoured grill cover over the RHS radiator fan unit. The catch at 1 is used to hold the latch in place whilst the grill was in the open position, see photo 192 below.

192

1

191: Close-up detail of the towing cable restraint, see 2, photo 188.The flat swivel plate that was attached to the shaft at 1 has long since disappeared.

192: The latch used to hold the armoured grill upright over the RHS radiator fan unit is seen here. The radiator fan units are not fitted in the tank at this present time

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The Hull Deck 193

1

193: The engine hatch cover. We can see where the Feifel air cleaner housing that was mounted on to this hatch has been by the rust pattern made visible by the housings removal, 1.

194

194: In the centre of the hatch we see the Motorraumbelüfttung, the armoured ventilation cover for the engine compartment. Inside this cover was a valve that was closed using a control knob, see 8, page 56, illustration 184. This would normally be left closed to allow the Feifel air cleaners to provide filtered clean air to the engine or also closed during submerged operations to prevent ingress of water into the engine compartment.

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The Hull Deck 195

196 4

1

5

3 2 195: The RHS hinge and bracket on the engine hatch cover. We see a small screw at 1 used to hold the hinge pin in place. The same screw is not seen in the hinge in at 4, photo 196, this may be covered by layers of paint or may be located at 5, photo 196.

197

196: The brackets at 2 & 3 in photos 195 & 196 respectively are guide rails to support the flexible hoses of the Feifel air cleaners. The ends of these brackets each held a shaft over which a flat restraining bar was bolted down to hold the hoses in place.

198

1

1

2 197: Lifting handle at the RHS of the engine hatch. The square recessed plug at 1 is a rotating lock that holds the hatch closed. The raised square plug at 2 requires a special tool to operate and is used to seal the hatch down tight for submerged operations.

199

198: Safety latch for the engine compartment hatch when in the upright position. The hatch cannot be lowered unless the hatch has been moved back and the latch lifted free over the catch block at 1.

200

1

199: The lifting handle at the LHS of the engine hatch. Note here we can see a sloping angle on the interior edge of the ventilation port at 1.

200: The Feifel air filters worked by drawing air in through two hoses, passing that air through two prefilter units, back through two other hoses and then into the engine compartment via the slot cut in the engine hatch cover that we can see here.

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The Hull Deck 201

202

1

201: RHS view of the armoured cover at the rear of the engine compartment. A square head key is used at 1 to turn a plug that is connected to a jointed shaft running vertically downwards to a drain plug in the floor of the tank. See page 72, photo 247.

203

202: LHS view of the armoured cover at the rear of the engine compartment. Here we see the armoured cover over the port for the deep wading snorkel tube, Luftzufuhrrohre. At full extension this snorkel tube was approximately 3m tall.

204

1

203: Access port to the air pipe that re-routed air into the engine compartment during deep fording/submerged operations. See page 70, photos 234 & 236. This port was covered by a flat plug of a similar type to that on page 57, photo 189.

205

2

204: Close up view of the armoured cover over the deep wading snorkel tube port. Note the numbers cast into the cover and the missing bolts used to lock this cover down into place, 1 & 2.

206

205 & 206: Views of the RHS and LHS armoured air outlet covers, Kühlluftaustritt. Note that these covers are mirror images of each other and are not identical. Inside the compartments were two dual fan units, Lüfter, that drew cold air in through the grills over the fuel tanks, through the radiators and out through the grills above. The fan units were shaft driven from the engine compartment.

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The Hull Deck 207

208 208: Close up views of the latch and catch used to hold open the LHS radiator air outlet cover. The tow cable tie down bracket seen in the foreground of the photo is the same one as seen at 3 in photo 207.

1

209

2 3

207: Looking down on the LHS armoured radiator air outlet. At 1 we see the cover plug over the Kühlwassereinfüllöffnung, the radiator filler cap. Again at 2 we can see the semicircular shaped artifact that was a pre-machined section of the cover mould.

210

209: Close up view of the filler cap of the LHS fuel tank that can also be seen from a top down view on page 56, photo 186.

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6

2 4

3

5

210: Exploded view of the high pressure relief valve for the coolant system. At 1 is the armoured pressure relief cover. At 2 are three locking nuts that secure the spring loaded pressure relief cap, 3. The spring and its retaining seal is seen at 4 and at 5 is the valve seat onto which elements 2-4 sit. A variant of the armoured pressure relief cover (possibly postwar) is seen at 6.

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The Hull Deck 211

213

1 1 213: The latch at 1, photo 211, was used to retain the innermost of the tow cable loop eyes of the LHS tank towing cable. At some point in the past this bracket has been broken at 1 and has been welded back together again, see also page 63, photo 218.

214

1

2

214: The forwardmost towing cable bracket. The block at 1 is the location stop for the splayed end of the large tank crowbar. The retaining clasp for this crowbar, see 2, photo 211, has rusted away leaving only a small section remaining.

212

215

215: The rearmost towing cable bracket. This bracket has also been damaged during the removal of the hull armour section with even the wing nut and threaded stud being missing. Two of the main gun cleaning rods would also have been secured by the brackets seen in photos 214 & 215.

1

216

211 & 212: Looking along almost the complete top of the hull deck at the LHS of the tank. We can see part of the cutout of the LHS of the turret armour.

62

216: The pointed end of the large crowbar that was laid along the LHS of the tank was located in this small bracket. We can see the location of this bracket at 1 in photo 212.

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The Hull Deck 217

218

1 217: The outermost latch of the two retainers that were used to hold the towing cable eye loops at the front of the tank. This latch was spared damage when the hull side was sectioned.

219

218: Another view of the innermost towing cable eye loop latch. We can see again the weld repair to this bracket at 1. The wing nut and threaded stud are solidly rusted in place.

220

219: The LHS headlight. This was also relocated a small amount inwards when the hull side was sectioned. You can see how much of the mounting plate was cut away by comparing this photo to the mount on page 53 & 54, photos 172 & 173 respectively.

221

220: The conical armoured cover in front of the drivers hatch protecting the port through which the headlight cable was routed at the LHS of the tank.

222

1 221: Another view of the LHS headlight mount. The lack of care of rewelding the relocated unit is evident in this photo as shown by the poor spot-welding.

222: A view from the LHS of the Windhutze armoured air intake. At 1 we can see the locating stop bracket against which rested the head of the tank sledge hammer.

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The Removal of the Engine Deck Hatch 223

224

223: Seeing as the engine hatch was not bolted down, in fact it was not actually attached to the tank, we asked Lars, the yard manager, if it could be lifted off so we could take photos inside the engine compartment...

224: ...no sooner said than done, a forklift, four chains and five minutes later the engine hatch was off. Lifting this hatch is no mean feat and it would have required the help of several men to raise in order to access the engine bay.

226

225

1

226: Close up view of the underside of the ventilation cover in the engine bay hatch. Note again the quality of the weld seam that is used to hold this unit in situ.

227

225: An interesting shot of the underside of the engine bay hatch as it was lowered to the ground. Note the stencilled number at 1, 250026??. This is an 8 digit number inside the square area bordering the stencil. At present we are not sure whether this is an original German marking or may be an Aberdeen Proving Ground addition.

228 2

227: A view of the two types of latch used to lock the engine hatch down in place. Both of these latches rotate and will secure themselves under the lip inside the top edge of the engine bay compartment.

229

1

3

228: Underside of the rear cover plate. The port at 1 accesses the air conduit used in submerged operations. The cross shaft at 2 is a connector to the rod attached to the drain plug in the floor of the tank. Note the indecipherable casting numbers at 3.

64

229: An underneath view of the retaining ring that sits beneath the armoured cover over the deep wading snorkel tube port. This ring sits at a 9° angle to allow the correct fitting of the Schnorkel tube.

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The Engine Compartment - Overview This Tiger has been photographed and documented extensively over the years. There is however one area upon which visual information is relatively sparse, that being the engine compartment.

All the fixtures and fittings are present barring the actual engine itself and so with the removal of the engine deck we were able to take a series of photographs of the engine compartment - the best of which are shown here...

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The Engine Compartment - Overview 230

230: The engine compartment: The fighting compartment firewall is to the left. From this position we are looking up towards the RHS of the tank.

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The Engine Compartment - Overview 231

231: The engine compartment: The rear armour plate with exhaust fittings is to the right. From this position we are looking up towards the RHS of the tank.

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The Engine Compartment - Overview 232

232: The engine compartment: The fighting compartment firewall is to the top, the rear armour plate to the bottom. From this position we are looking up towards the front of the tank with the emphasis on the LHS engine bay wall.

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The Engine Compartment - Overview 233

233: The engine compartment: The fighting compartment firewall is to the top, the rear armour plate to the bottom. From this position we are looking up towards the front of the tank with the emphasis on the RHS engine bay wall.

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The Engine Compartment 234

235

2

1

1

2 234: Upper rear plate at the RHS. We can see part of the deep wading piping at 1 that fed foul air into the engine bay from the fighting compartment when the tank was submerged. A missing rod, at 2, connected to a lever, see 3, page 71, photo 240.

236

235: The upper rear plate at the LHS. The disk clutch connection for the LHS cooling fan is seen at 1. The pipe at 2 was part of the conduit that extracted heated air from the transmission (from the front of the tank) out through the fan compartments.

237

1

2

1 2 236: Mid section of the RHS rear plate. The foul air section of the deep wading air flow conduit is seen at 1. This mixed exhaust cooling air with crew compartment air to feed the engine. At 2 is the shaft that opens the drain valve in the floor of the tank

238

237: Mid section of the LHS rear plate. Part of the corrugated ducting surrounding the remains of the LHS exhaust pipe can still be seen, 1. The pipe angling downwards at 2 connects the bottom of the LHS radiator to the oil cooler on the engine.

239

2 1

1

2

238: Lower section of the RHS rear plate. At the bottom left we see the housing for the tank idler axle, 1. At 2 we see the engine port and the inner facing side of the starter adapter plate.

70

239: Lower section of the RHS rear plate. Corrugated ducting, at 1, protected other engine components from the extreme heat of the exhaust pipe, at 2.

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The Engine Compartment 240

241

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6 4

9

3 7

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2

240 & 241: The ducting for deep fording. The box section at 1 & 2 is hollow. When the tank was sealed up for deep wading both the butterfly valves in the pipes, 3 & 4, were closed using the control rod at 5 and the connected Bowden cable at 6. Air passed into the box section from over the exhaust manifolds at 7 & 8 (see arrows for direction of air flow) and then up through the vertical pipe at 9 and into the engine compartment.

242

243

4 3

2

1

242 & 243: Here we can partially see into the box section on the rear armour plate,1 & 2. The remains of the flexible metal ducting, seen at 3 & 4, were connected to the exhaust manifolds shrouds. This piping channelled hot air, forced by the cyclone fan through the exhaust shrouds, over the exhaust manifolds, into the piping seen at 3 & 4 in photos 240 & 241, up through the fans and then out through the grills on the rear of the hull deck.

244

245 1

2

3

4 5

244: The port in the lower centre of the rear armour plate as seen on page 28, photo 61, that is currently covered by the engine starter adapter plate.

6

245: The six threaded spacers seen here, 1-6, are the mounting points for the fan gearbox that is used to drive the dual fan units located in the rear of both of the hull sponsons.

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The Engine Compartment 246

247 1

247: The upper section of the shaft that is connected to the drain valve in the floor of the tank. The slotted shaft on the underside of the rear deck access hatch, page 64, page 228, fits into the grooves as seen at 1.

249

246: Looking down into the deep wading air conduit. We can see this tube is held in place by the circular sectioned flange on the engine compartment deck rim.

248

248: The components of the deep wading equipment have part numbers embossed or engraved upon them. These are prefixed with the number 021C2744 and so far as we can determine have a two digit suffix, in this case 14, see 1, photo 250.

2

250

249: This branch in the deep wading piping holds the butterfly valve that when opened fed foul air into the engine compartment from the exhaust cooling and crew compartment when the tank was submerged. This pipe has the part number 021C2744-40.

251

1

250: The bottom of the deep wading pipe. At 2 we can see a knuckle joint in the shaft for the drain valve in the floor of the tank.

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251: The LHS cover plate of the deep wading box section on the rear plate. The part number is 021C2744-15. There is quite a bit of the exhaust pipe corrugated ducting still remaining here.

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The Engine Compartment 252 6 8 9 7 3

5 4

2

1

253

10

252: Illustration showing three main air flow paths that exist during normal operational conditions: a) hot air from the transmission, 1, is drawn by the cyclone fan, 2, over the exhaust manifolds, 3 & 4, through the box section, 5, into the fan units, 6 & 7 and blown out of the tank. b) cold air from outside of the tank is drawn in through the deck grills, 8, through the radiators and into the fan units, 6 & 7, and blown out of the tank. c) hot air is drawn from the engine compartment through the pipes, 9 & 10, into the fan units, 6 & 7, and blown out of the tank. © The Tank Museum, Bovington, UK.

1

255

253: Conduit that connects the ducting on the rear wall to the RHS fan unit. Hot air is forced underneath the fan unit from where it is then drawn up through the fans and out through the grills on the engine deck, page 57, photo 188.

254

1

254: The conduit that channels air into the LHS fan unit. The casting at 1 holds the end of shaft on which is the butterfly valve used for submerged operations, see 4, page 71, photo 241.

255: Cooled water flows in the direction of the arrow from the lower LHS radiator, see page 79, illustration 279 to the oil cooler. The top fitting, at 1, had a balance hose connected directly to the RHS matching unit.

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The Engine Compartment 261

261: Cutaway illustration of a Tiger rear idler wheel, idler axle, track adjustment mechanism and lubrication system.© The Tank Museum, Bovington, UK.

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The Engine Compartment 262

263

2

1

263: At 1 is the strengthening collar that protects and retains the ball joint mechanism allowing the displacement of the idler adjuster shaft when being screwed in and out. The collar at 2 prevents the adjuster shaft from being screwed in too far.

1

264 2

1

262: A longitudinal view of the complete RHS idler adjustment mechanism. The idler shaft sits within a tube welded inside the curved section of the longitudinal floor brace. Note the welded brace section at 1 used to prevent any torsional twisting of the whole structure.

265

264: The threads on both the LHS and RHS adjuster shafts are left-handed. When the shaft is turned anti-clockwise the adjuster moves towards the direction of 2, releasing the track tension. Turning the adjuster clockwise moves the adjuster towards 1 thus tightening the track.

266 1

3 2

265: The collar at 1 is screwed onto the threaded end of the idler shaft, 2, using a C-spanner. To prevent this collar working loose it is split pinned in place (through the collar and idler shaft), 3.

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266: The RHS adjuster shaft. Track tension was adjusted from outside the tank. The head of the adjuster is located under the armoured cover, Panzerdeckel, see page 75, illustration 261.

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The Engine Compartment 267

268

2 3

1

1

267: Lubrication piping for the RHS idler. The piping at 1 feeds the idler adjuster bearings at 2 with the lubrication nipple on the outside of the tank, the Druckschmierkopf für Druckkugel, 3, see page 75, illustration 261. This nipple is located underneath the external armoured idler adjuster cover.

269

268: Lubrication piping for the bearing at the inner end of the axle shaft, 1. This pipe is routed along the rear wall of the tank then around into the fighting compartment where it forms part of the central lubrication terminal.

270

2

1 269: The four nuts, with locking split pins, that secure the rear towing hook to the tank. If the towing hook was bent or damaged it could be easily replaced by removing the rear plate engine cover, see page 28, photo 61, to gain access to these nuts.

271

270: General overview of the LHS idler adjustment mechanism. On this side of the tank the lubrication pipe for the adjuster bearings,1, is routed under the axle. In the right hand side of the photo we can see part of the rear LHS shock absorber, 2.

272

2

1 271: We see here the knuckle joint on the hull floor drain valve, at 1. When open this valve would drain the engine compartment after submerged operations. At 2 is an engine frame mount.

272: Many parts of this tank have been stripped and rebuilt over the years, yet when looking at lock tabs on both the LHS and RHS idler adjusters we see these items have never been touched.

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The Engine Compartment 273

275

2

1

2

274

275: The lubrication piping that feeds the bearings of the LHS idler adjuster block. We can see a copper compression washer at 1 and we see the lock wire that should prevent the nut from loosening has not been threaded through the nut head at 2.

276 1

3

273 & 274: The complete idler lever shaft, 1 is held in position by four bolts and two clamp blocks that connect the lever to the upper pivot block, 2, and by two bolts that clamp the lever to the main idler axle, 3.

277

276: The inner end of the idler adjustment shaft. The end of this shaft has a smaller diameter, also threaded, that is designed to hold a large retaining nut. The smaller shaft is bored through so that a split pin can lock the nut to the shaft.

278

2 1

277: A general view of the LHS idler shaft next to the rearmost LHS road wheel axle. We can partially see here the connection of the rear LHS shock absorber to this axle shaft.

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278: The C-collar as screwed onto the end of the LHS idler shaft. There is a bushing behind this collar as seen at 1. We can also see the split pin holding the C-collar onto this shaft, 2.

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The Engine Compartment 279

279: Illustration showing the Tiger coolant system. From the LHS radiator water flows through the oil cooler to the water pump, Wasserpumpe, mounted at the front of the engine. The water, which has been heated by the engine oil, now flows past the cylinders and cylinder heads where it is further heated. At the rear of the engine the water is circulated to the top of the RHS radiator for first stage cooling, then from the bottom of that radiator to the top of the LHS radiator for second stage cooling. Note the radiators in the Tiger were not identical parts and thus were not interchangeable items. © The Tank Museum, Bovington, UK.

280

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2

3

280: Illustration showing how the radiators, fan units and fuel tanks were configured in relation to each other in the upper hull sponsons. The two upper fuel tanks were identical and so were interchangeable items. The fan units were also identical and thus could be installed in either sponson. The units at 1 are from the LHS of the tank with those at 2 being from the right.

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The Engine Compartment 281

281: Pipe connection through the top edge of the LHS engine compartment. This flange connects via a pipe to the hot water inlet of the LHS radiator. Water flows into this pipe from the outlet on the bottom of the RHS radiator.

282

282: The upper end of the rear LHS shock absorber. Damping action on any torsional rotation of a torsion bar shaft was done on the shock absorber return stroke.

284

283 1

1

2

284: A single nut on a pin, fed through the hull side from outside the tank, secures the shock absorber in position. The nut seen at 1 secures one of the Morse conical taper bolts, see page 24, photo 39.

285

1

283: The connection arm for the LHS rear shock absorber can be seen to be locked in place using two C-collar rings, 1. The lever arm lubrication point, 2, is fed from the fighting compartment

80

285: The lower section of the rear LHS shock absorber. On the lever shaft, 1, which has been removed in the past as evidence of hammer marks are visible, is the part number 21B4209-8.

The Research Squad

The Engine Compartment 286

6

3

1

7 4

2

5

286: An overview of the lower LHS fuel tank seen covered by an asbestos heat shield all held in place by two metal retaining straps. This heat shield is about a quarter of an inch thick and was designed to provide the fuel tank a degree of protection from the extreme radiant heat as generated in the engine compartment. Note the sponge-like padding used under the retaining straps designed to prevent wear and movement caused by vibration of the parts in this area, 1-4. The electric fuel primer pump for the fuel system was bolted to the bracket seen at 5.

287

288

3

1

2

4

287: The upper hinge bracket of the rearmost fuel tank retaining strap, see 6, photo 286. The retaining strap is a simple folded metal strip bonded using five rivets. The single hinge pin is held in place using two split pins.

288: The tension bracket for the rearmost fuel tank retaining strap, see 7, photo 286. The tensioning bar, 1, has opposing threads so that when the bar is turned using the nut at 2, draws in or releases the brackets at 3 & 4.

The Research Squad

81

The Engine Compartment 289

290

1 289: Here we see the lower union of the fuel pipe that feeds from the upper to the lower fuel tank in the LHS of the tank. Note the locking wire on the pipe union. The wire is only secured around the pipe and so potentially would not stop the union from coming undone due to vibrational forces.

291

292

291: Details of the upper hinge bracket of the foremost LHS fuel tank restraining strap. The heat shield cut-out was presumably to allow access to the pipe union seen directly underneath.

293

292: The tension bracket for the foremost LHS fuel tank. The two pipes seen at the right of the photo feed upwards and into the LHS fuel switching valve, see photo 293.

294

293: The LHS fuel switch valve, Kraftstoffhahn. The controls for this unit were located on the fighting compartment firewall. The LHS valve operated both fuel tanks on the LHS of the tank, see 3, page 83, illustration 296.

82

290: The upper end of the fuel pipe as seen in photo 289. Again we can see locking wire used to prevent the pipe union from working loose due to vibration. Note as well the wire holding the heat shield in place is secured to this pipe, at 1.

294: Here we can see the LHS connecting pipe that channels hot air from the fighting compartment, through the cyclone fan and over the LHS exhaust manifold, see page 73, illustration 252.

The Research Squad

The Engine Compartment 297

298

1

2 298: Above the LHS fuel tank switch valve is a set of electronic noise suppressor units, Entstörer. All four of these units were manufactured by BOSCH. The upper suppressors are rated at 75A/220V while the lower two are rated at 5A/220V.

3

299

297: A view of the fuel lines as connected to the LHS fuel tank switch valve. The pipe at 1 feeds fuel out of the LHS switch valve and into the electrical primer pump connected to the junction at 2. The junction at 3 feeds fuel in into the four fuel sediment filters mounted on the engine, see page 83, illustration 296.

300

299: A closer view of the 5A/220V suppressors. Note the two square electrical junctions to the left of the photo, Abzweigdosen. These are simple three-way blocks into which cables are linked. These junctions boxes had clip on covers that are now missing.

301

300: Near the lower section of the LHS fuel tank retaining strap is an angle bracket that is bolted to the LHS hull floor strengthening bracket. This bracket is used to hold the electric fuel primer pump that is connected to the fuel system.

84

301: Another view showing more of the electrical wiring. We can see rubber sleeves on cable ends and screwed joins. All cables are shielded to prevent interference with radio transmissions.

The Research Squad

The Engine Compartment 303

304

1

1

303: A view of the upper LHS section of the rear of the engine firewall. To the left of the photo we can see the Bosch voltage regulator and fuse box, 1, as well as much of the electrical wiring harness as employed within the engine compartment.

305

1

304: A view of the upper RHS section of the rear of the engine firewall. At the right of the photo we can see the battery starting changeover switch, Anlaßumschalter, at 1, as well as a further view of the electrical wiring harness.

306

2

2 1

305: The central section of the rear of the engine firewall. At 1 is the lever for control of the transmission cooling, Drosselklappe für Getriebekühlluft. At 2 is the pipe connected to the cold start injection pump, the Anlaßkraftstoff-Einspritzvorrichtung.

307

306: RHS view of the central section of the rear of the engine firewall. At the bottom of the photo, at 1, is the battery master switch, the Sammler-Hauptschalter. Note the pipe line from part of the automatic fire extinguisher at 2.

308

309 3

1

2

307-309: Looking through the access ports in the lower half of the engine compartment firewall. We can see the tank battery trays, 1 & 2, together with the associated electrical cable that runs from the batteries, into the engine compartment and up to the battery starting changeover switch and battery master switch, 3.

86

The Research Squad

The Engine Compartment 310

311

1

1

2

311: When removing the cover of the fuse box at 2, photo 310, we see all the wiring that is routed into this box. The baseboard at 1 is made of bakelite and barring a small amount of corrosion everything is in pristine condition.

312

310: Close up view of the fuse, Sicherungen, and regulator box, Reglerschalter, on the upper top left corner of the rear side of the engine firewall. On the upper regulator, with the BOSCH logo, is the word GERMANY written in English text, 1.

312: A close-up of the fuse as seen in photo 311. Of interest are the fingerprints, the oil from which have oxidized into the surface of the fuse. It would be nice to think they belong to a mechanic who may have serviced this tank during the war.

314

313

1

313: A view of the underside of the lid of the fuse box as seen at 2 in photo 310. We can see a spring metal clip and some sponge padding that is used to hold a spare fuse, 1, in place.

314: The fuse is held in place by two large knurled screws that have large base areas to ensure good contact with the fuse. We can see that this fuse is rated at 100 Amps.

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87

The Engine Compartment 315

316

315: Looking up at the engine deck supporting brace that runs across the width of the tank. This brace sits behind the engine compartment firewall and is welded in place. The large circular holes are cut outs which act as a weight saving measure.

317

316: The lever connected to the transmission cooling switch. This lever is ultimately connected to the Bowden cable on the rear plate of the tank, see 5, page 71, photo 240, and is used for the redirecting of air flow during fording operations

318

317: The central section of the roof brace. We can see there are three layers of armour forming the roof structure at this point. We can also see the fuel tank pressure relief pipeline running just underneath the roofing brace

319

318: A four way junction at the top right hand corner of the LHS engine compartment sidewall. This junction forms part of the vent line system for the fuel tanks and connects all four fuel tanks together, see page 83, illustration 296.

320

3 2 1

319: A view of the RHS roof brace. At 1, can be seen piping from the automatic fire extinguisher, the Selbsttätiger Feuerlöscher. Note the lock wires, at 2, securing the fuel system joints.

88

320: This union is the joint where the rigid lever connecting to the transmission cooling switch is joined to a Bowden cable that runs around the RHS of the engine compartment, see 3, photo 319.

The Research Squad

The Engine Compartment 321

322

321: On the ledge of the rear of the engine compartment firewall is this pivot bar that has been designed to control and redirect the motion of a number of control levers, for example the engine throttle control as operated by the tank driver.

323

322: Here we see the battery starting changeover switch, the Anlaßumschalter, and the associated wiring that is connected to the battery master switch as mounted on the RHS edge of the rear of the engine compartment firewall

324

323: The battery master switch. This switch was a twin polar device and was used to shut the tank off from the two 12 Volt, 150 Amp-hour batteries. We can see the double insulated cables connected to the battery starting changeover switch, photo 322.

325

324: A close up view of the battery starting changeover switch as seen in photo 322. We can see the unit is partially enclosed by a sheet metal cover held in place by two screws. On the cover is riveted a small plate containing a circuit diagram.

326

1

325: Another view of part of the wiring as attached to the master battery switch. We can see a number of earthing cables connected to the chassis at 1.

326: The circuit diagram as seen in photo 324. This has been produced by BOSCH (logo in the top right hand corner) and references a 24V circuit. The normal electrical system of the tank was 12V with the batteries connected in parallel. Only during starting they were connected in series to give 24V.

The Research Squad

89

The Engine Compartment 327

2

328

1 327: The RHS fuel tank switch valve at the front of the RHS fuel tank. The down pipe at 1 feeds into the fuel pipe at 3, see page 84, photo 297. The pipe at 2 is the fuel vent line to the upper fuel tank, see page 83, photo 296, for how this piping is configured.

329

328: The upper hinge of the foremost fuel tank restraining strap for the RHS fuel tank. Corrosion of the structures surrounding the RHS fuel tank is a lot more pronounced as when compared to that of the LHS fuel tank.

330

329: The asbestos heat shields for the fuel tanks are fixed to a thin metal sheet for rigidity. We can see here that a large section of asbestos is missing from the RHS fuel tank heat shield due to excessive corrosion of the corresponding metal sheet.

331

330: The tension bracket for the foremost fuel tank retaining strap for the RHS fuel tank. This bracket is about the only part of this particular strap that is not almost fully corroded away.

332

1

331: The block on the RHS fuel tank switch valve, 1, connects via a shaft to the internal valve and allows a crew member to operate that valve from within the engine compartment.

90

332: Looking at the bottom of the same fuel tank retaining strap as seen in photo 330 above. We can see this section of the strap is almost corroded through across its width.

The Research Squad

The Engine Compartment 334

333 1

334: The fuel pipe that connects both the upper and lower fuel tanks in the RHS of the tank. Note again the locking wire at the unions at both ends of this pipe designed to prevent those unions from working loose.

335

2 333: Illustration showing the shock absorbers as fitted to a Tiger tank. The retaining pin at 1 is of the type fitted to the rear pair of shock absorbers while the pin at 2 is of the type that was fitted to the front pai .

336

335: The tensioning bracket of the rearmost fuel tank restraining strap for the RHS fuel tank. Note the heat shield in this image, there is a considerable amount of accumulated grease here as opposed to the corresponding heat shield on the LHS.

338

336: Oblique view of the RHS rear shock absorber. The pipe seen at the left of the photo is a fuel line that feeds into the RHS fuel tank switch valve.

337

1

337: Looking onto the rearmost RHS road wheel axle to which the RHS rear shock absorber is cnnected. Note the rigid metal lubrication lines that pass through the firewall at 1.

338: A bottom view of the fuel tank retaining strap seen in photo 335. There is a lot of corrosion in evidence here but that does not yet seem to have affected the retaining strap too badly.

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91

The Engine Compartment 339

1

339: A general view of the floor of the engine compartment. The rear plate of the tank is towards the top of the photo.

340

340: In this view the fighting compartment firewall is towards the bottom of the photo. The four semi-circular sections are brackets into which four bolts are screwed each and are used to retain cover plates that access the bottom of the engine from underneath the tank. The LHS floor duct connects to Schnorkel tube, at 1 photo 339, with the other side ending in fighting compartment. The RHS side duct extracts hot air, via the cyclone fan, from both the transmission and the engine compartment under normal operating conditions.

92

The Research Squad

The Engine Compartment 341

342

1 2

1

341: Drain valve on the floor of the RHS of the tank. The drain at 1 is mounted on a bracket welded to the hull floo . This drain is operated from the top of the engine deck. At 2 is the RHS engine frame mount.

343

342: Ventilation channels on the floor of the tank. The narrow duct at 1 was employed when carrying out fording operations. This duct would be connected to the bottom of the deep wading snorkel to provide ventilation to the fighting compartment

344 1

343: The bottom LHS overflow down pipe. This pipe has had one of its retaining bolts removed and has been rotated through 90°. We can see a small amount of silted material, at 1, visible in the port that the pipe would normally cover.

345

344: A view of the ends of the ventilation channels showing the type of pipe flange that would be connected to them when all the parts for the deep wading system are present.

346

345: The engine frame mount, seen in photo 341, is replicated in the same position on the LHS of the tank. See pages 68 & 69 for a general view of their location on the hull floo .

346: Here we see the ventilation channels as they pass through the engine firewall. The smaller channel is bolted to the firewall while the larger channel is welded.

The Research Squad

93

The Engine Compartment 347

348

1

1

2

347: In this series of six photos we look along the lengths of both the floor rib stiffeners on the LHS and RHS of the tank. At 1 is a heavy duty electrical cable that would be connected to the engine starter motor.

349

348: The rib stiffener at the LHS of the tank near to the firewall. At 1 we can see some of the rigid lubrication lines that run through the firewall and out to the various lubrication points in the engine compartment, i.e. hub and axle bearings.

350

1 2

349 & 350: In these two photos we are looking at the mid section of both rib stiffeners, as viewed in the engine compartment, and we can see two joining structures at 1 & 2. Close inspection shows that the stiffener sections are not continuous pieces and in fact are joined together by having two flat sections of metal welded at either side of each sti fener.

351

352

351 & 352: A possible explanation for the rear section of the rib stiffeners being sperate parts may be to ensure their correct alignment against the rear plate of the hull and also so the idler axle shafts sits true within the bearing hubs within those stiffeners. The main hull floor ribs would then just be aligned to the road wheel axle hubs with both sections then welded togethe , as in photos 349 & 350.

94

The Research Squad

The Engine Compartment 353

353: A close up view of part of the wiring harness as is located on the rear of the engine bay firewall. We can see a set of insulated cables that feed into a metal sleeve, from the left of the photo, with their associated connections at the end of the cables to the right. These cables would be screwed down onto their appropriate positions on the actual engine with the metal sleeve then being clamped in place to hold the cables tension free.

354

355

354: One of two overflow pipes that are connected to form an inverted U. If the water level in the engine compartment reaches the top of the U bend there will be a flow of water into the fighting compartment from where it can then pumped out of the vehicle. This pipe can also be seen at 2, page 94, photo 347.

1 355: The space under the rear LHS fuel tank. We can see the braided hi-pressure lubrication pipe for the bottom bearings of the LHS shock absorber as it connects to the metal pipe at 1.

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95

The Fighting Compartment - Overview

In these two pages we can take a brief but comprehensive look at both the tank driver and the radio operators stations as well as the fighting compartment through the cut-out that exists in the LHS hull armour plate.

96

The Research Squad

The Fighting Compartment - Overview

What is of most importance is the amount of original fixtures and fittings that are all still present, especially when one considers the travels and the hands that this tank has passed through over the last sixty years.

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97

The Fighting Compartment 356

357

1

1 2 356: The sponson at the drivers station viewed from outside the tank. At 1 we see the weld remains of a bracket onto which was mounted the tank gyrocompass. Filling the void at 2 was the six round ammunition pannier, see 1, page 107, illustration 397.

357: A general view of the vision port used by the tank driver. The large red knurled wheel at 1 was used to open or close the outer armoured vision port block protectors, see 1, page 18, photo 7.

358

359

1

2 1

358: The knob on the vertical shaft at 1 was used to operate the valve inside the forward hull ventilator, the Windhutze. The vertical bracket at 2 is support for the framework onto which was mounted the radio rack and tank control dashboard.

360

361

360: The radio operators station from outside the tank. From this view the internal volume appears quite roomy. Actually sitting in the tank though revises ones opinions of the actual free space.

98

359: With there being no radio rack framework we can see the tank gearbox with the outer panelled box within which it was enclosed. The steering wheel, long since removed, would have been a four spoked type that was mounted on the shaft at 1.

361: Looking under the bulkhead that divides the front of the tank from the fighting compartment. Other than minor items lost over the years virtually all the fixtures of this tank are still present

The Research Squad

The Fighting Compartment 363

364

1

363: Pages 100 and 101 continue our look around the fighting compartment from the outside of the tank. In this view we are looking along the length of the bulkhead but this time from the fighting compartment side

365

364: The front panels of the fighting compartment floo . There should be a panel over the space at 1 that covers the power take-off shafts and the hot air ducting that are connected to the rear of the gearbox.

366

1

366: Two propellor shafts were connected to the rear end of the gearbox. The shaft we see here carries the main drive from the engine, through the turret power take-off unit and forward into the gearbox providing the motive power for the tank.

367 2

365: The front fighting compartment floor panels covered under floor boxes. Under 1 was a transformer for the radio equipment, page 111, photo 420. Under 2 was a transformer for the tanks directional gyrocompass, page 116, photo 446.

100

367: The turret power take-off. This was located centrally under the floor of the turret basket and provided hydraulic power to rotate the turret. The electrical connections on the power take-off provided the turret with power for lighting, communications and the firing circuit of the main gun

The Research Squad

The Fighting Compartment 368

369

3

2

1

1

368: Looking at the underside of the hull deck towards the tank gunners position. At 1 we can see the tank gunners seat whose height could be adjusted using the lever at 2. The red handwheel at 3 controlled the main gun elevation.

370

369: Mounted on the underside of the hull deck is the locking system for the turret. The lever at 1, when pulled down, engaged a pin that protruded into the turret rim. The turret was locked in place when the turret faced the 12 o’clock position.

371

370: Looking at the area in the fighting compartment just under the main gun. This area looks quite spacious but it is missing the turret floor and the spent case basket that was attached to end of the main gun.

372

371: The ammunition panniers in the RHS of the tank are still in place although all their folding shutter panels are missing. From here we are also afforded a clear view of the turret ring traversal gear as well as an oblique view of the front of the firewall

373

1

372: Looking down into the floor of the fighting compartment. All the lower hull equipment is still in place including all the under floor stowage boxes

373: The leading edge of the rearmost LHS hull side ammunition pannier. The lid of this box was embossed with the raised ridge, seen at 1, to ensure the lid kept its flat profile when stood upo

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101

The Fighting Compartment 374 11

6

9

1

Wa

sse

3

5

ZU

374: A truncated view of the firewall illustrating elements directly seen from inside the fighting compartment. The automatic fire extinguisher unit that was responsible for dealing with engine fires in the engine compartment is seen at 1. The Sirocco fan extractor unit is seen at 2 and the fuel control valves for the LHS & RHS fuel tanks are seen at 3 & 4. The main battery master switch is at 5 and the funnel for the bilge pump is at 6. At 7 we see the cold start injection pump and at 8 is one of the racks for spare ammunition pouches for the two M.G.34 machine guns.

10

Lan

rfa

hrt

7

dfa

hrt

AUF

8

At 9 we have the cold start injection pump that is used to aid in starting the engine. Gasolin is poured into the port at 10. The handle, at 11, is then pumped which thus causes fuel to be injected into the inlet manifolds. This air/fuel mix in the manifolds then helps the engine to fire immediately upon first turn over.

ZU

AUF

4

2

375

376

1

375: The RHS of the fighting compartment firewall. The pipe seen at 1 is linked to the sump pump on the power take-off unit. In the inset there should be a Trichter für Lenzpumpe funnel (currently missing) that was used to add antifreeze to prevent the pump from freezing in cold weather.

102

1

2

376: At 1 was a lever used to control the engine compartment air outlet, Motorraumentlüftung, which simultaneously controlled the RHS fan drive clutch, Antriebskupplung. Located at 2 would have been located the automatic fire extinguishe , Selbsttätiger Feuerlöscher.

The Research Squad

The Fighting Compartment 377

378

1

3

1

2

2 4 6

5

378: The LHS of the fighting compartment firewall. The lever at 1 regulates the air flow for the cooling of the transmission, the Drosselklappe für Getriebekühlluft. At 2 is a space where the cold start injection pump, Anlaßkraftstoff-Einspritzvorrichtung was located.

379

2

377: The central section of the fighting compartment firewall. At 1 is a lever control that allows the fuel tank compartments to be vented into the engine compartment, Kraftstoffbeh.-Belüftung. At 2 is a control for the slider plate that closes off the ventilation ports at 3 & 4 etc. the Luftschieber. The lever at 5 is the battery master switch control, the Hauptschalter. At 6 is a fuel pipe that would have been connected to the starting fuel pump.

380

1

379: The void at 1 originally held the LHS sponson ammunition panniers which were removed when the armour was sectioned. At 2 was a lever to operate the engine compartment air intake, Motorraümbeluftung, and the LHS fan drive clutch.

381

380 & 381: In the above two images we can see the fuel control valves, Kraftstoffhahn, on the RHS and LHS of the tank respectively that were connected to the lower fuel tanks and were used to turn the fuel supply on or off to the fuel system. Each valve had three possible positions: ON, OFF or RESERVE. See page 83, illustration 296, for a detailed examination of the fuel system of the tank.

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103

The Fighting Compartment 382

383 1

2

2

3

382 & 383: The rear floor section of the fighting compartment. A framework was located above the torsion bars, tank batteries, under floor storage areas etc. This framework was divided up into eight sections into which panels were fitted that allowed access to the under floor equipment. In the circular section in the middle of this framework was the turret basket floor and together this all provided a contiguous flat surface for the turret crew to work upon. The rear floor section was made up of three panels, see 1, 2 & 3 above.

384

385 1

384: A view of the central section of the rear floor panel that is directly adjacent to the firewall. In the lower centre of the photo we can see the propellor shaft that takes drive direct from the engine through to the power take-off unit.

385: On the firewall is a switch, see 5, page 102, illustration 374, that connects to a lever running to the bottom of the tank through the cut-out in the floor panel at 1. This switch operates a throttle that regulates the airflow in the outlet channel from the gearbox

386

387

1 2

386: At the sides of the lower hull in the fighting compartment are four main gun ammunition stowage boxes, two at each side of the tank. The box above is the rearmost RHS storage box.

104

387: The ammunition box as in photo 386. Here the lid is opened to show wooden blocks fixed to the underside of the lid to ensure the uppermost rounds are held in place when the box is closed.

The Research Squad

The Fighting Compartment 389

388 1

1

389: Hinge and rivet detail on the lid of the rearmost RHS lower hull ammunition storage box, see 1, page 104, photo 386. The tube at 1 above carries the tank aerial cable forward to the radio operators position, see page 108, photos 402-403 and 405.

390

2

390: A close up view of a lid catch on the rearmost RHS lower hull ammunition storage box, see 2, page 104, photo 386. This is a typical style of German manufactured latch that works by using spring tension to lock itself closed.

391

388: Illustration showing the under floor stowage boxes and the lower hull side ammunition stowage boxes. The under floor box at 1, located at the RHS of the tank, held six main gun rounds. The corresponding box at the LHS of the tank, at 2, was similar in size and shape to that of box 1 but was not used for ammunition storage.

391: The foremost RHS lower hull ammunition storage box. Each of these panniers held four rounds of main gun ammunition for a total of sixteen rounds in total stored along the hull sides.

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105

The Fighting Compartment 392

393

2 2

1 3

392: Stowage of main gun rounds in the side hull ammunition panniers was a complex process requiring moving support arms and sliding blocks. Above we see the front of a box and the notches into which the point of a round was located. There were three moving supports that were used to hold the front of the rounds in situ. To place the first round in this box the support at 1 would be positioned as the support shown at 2 while the rear of the round would sit on the support at 1, see photo 393.

1

394 393: At the rear and top of each box was a small ledge that held three sliding blocks. Once the first round at the bottom of the box was in place a sliding block was lifted off this ledge, at 2, was dropped down the slide at 3 and sat upon the top of that round. To place the second round in the box a second swing arm was moved into place, see photo 392. The second round would then be dropped into place in the box with the rear end on top of the first sliding block. A second sliding block would then be lifted of the ledge and slid down until it was on top of that second round.

1

396 394: Here we see that two sliding blocks have been lifted off the ledge and dropped into place. Note that on each block are two small spring metal clips used to lock the block in place on the ledge after a round has been removed, see 1 above.

395

1

1

395: The support block ledge. The small metal spring clips that held the blocks in place on the ledge also acted as tensioners to dampen vibrations when the blocks were in the slide, 1.

106

396: A view of two of the sliding blocks in place for ammunition stowage. Note at 1 markings from the rear end plates of main gun rounds. These are seen better in photo 393 above.

The Research Squad

The Fighting Compartment 398

397

1

1

2 398: Looking into the foremost upper hull sponson ammunition pannier, see 3, illustration 397. All four of these panniers in the tank were single units that were bolted, not welded in place, e.g. see 1 & 2 above, so that they could be easily removed.

399 2

Front of tank

399: The ammunition rounds sat in wooden scalloped sections with four shells to a layer. In the foremost pannier the rounds were oriented towards the front of the tank whist in the rearmost pannier they pointed to the rear of the tank.

400

1

3 397: Illustration showing two of the upper hull sponson mounted main gun ammunition panniers. The pannier at 1 is located at the front of the LHS upper sponson next to the driver. This storage box was used to hold six rounds of ammunition. In the schematic at 2 is a general plan view of how the fighting compartment panniers are shaped to fit the physical space of the upper sponsons. The pannier at 3 is the foremost RHS stowage rack.

2 400: The rearmost RHS upper hull sponson ammunition pannier. The folding shutter doors that enclosed these boxes have been removed with only their latches, 1, and hinges, 2, remaining.

The Research Squad

107

The Fighting Compartment 401

402

1

402: In the corner, against the RHS hull side and firewall, in the rearmost hull sponson ammunition pannier is the junction box that is connected to the base of the aerial as mounted on the outside of the tank, page 55, see photo 182.

403

401: Between the sponson ammunition panniers is welded a large supporting brace, see page 101, photos 370 & 371. We can also see a scalloped vertical angle section at 1 that is also welded to that brace to provide greater structural strength.

1

404

403: A close up of the aerial junction box. The aerial cable is fed to the radio operators station at the front of the tank via a metal tube. Note the shield protecting the aerial cabling, at 1, used to prevent any contact with stowed main gun ammunition rounds.

405

1

404: Stamped upon this brace is the tanks true chassis number, the Fahrgestellnummer, with this number being 250031. This is confirmed as under that number is the manufacturer Henschel’s ‘dkr’ code. The number 42 relates to the year of manufacture.

108

405: Here we see the metal tube carrying the aerial cable as it runs to the front of the tank via the top of the hull sponson and along the upper top edge of the hull side armour, 1.

The Research Squad

The Fighting Compartment 406

407

406: Each round that was stowed in the racks would held securely in place by two spring loaded catches, at the base and the middle of each round respectively. Each catch was covered with padding that prevented metal catch to metal contact as well as acting to dampen vibration.

407: Detail of the foremost leather straps used to secure the rounds stored in the RHS under floor ammunition stowage box, see photo 408 for an overall view of the configuration of this box

408

3

6

2

4

5

1

7

408: Looking into the RHS under floor ammunition stowage box. Rounds were laid facing towards the front of the tank (to the left of the photo). They were a tight fit width wise and were prevented from moving longitudinally by the wooden blocks at the ends of the box, see 1-4. On top of the first layer, at 5, was placed another scalloped block that was used to maintain the correct position of the narrow ends of the rounds. All six rounds when not in use were secured in place using leather straps, see 6 and 7.

409

410 2

1 3

409: Looking towards the front of the ammunition stowage box as seen in photo 408. The odd shape of this box was to allow it to fit around a lubrication station, see 1.

1

410: Looking towards the rear of the ammunition stowage box as seen in photo 408. We can see the two wooden round retainer blocks, 1 & 2, as well as part of a leather restraining strap, 3.

The Research Squad

109

The Fighting Compartment 411

412 1 1

411 & 412: These two images are looking at the floor of the fighting compartment at the RHS of the tank. Photo 411 shows that two floor plates made up the front corner whilst in photo 412 just one plate made up the rear corner. Even though these plates covered approximately the same area of floor space they were designed to cover di fering elements of equipment in the under floor areas

413

413: Underneath the roughly triangular floor plate as seen at 1 in photo 411 above. Note that this panel only has a lip section along the flat edges and not along the curved section of plate

415

414: Under the floor panel at 1, photo 412, we can see a small stowage box and a lubrication station. This lubrication station fed all the torsion bar bearings, the inner idler axle bearings and the idler adjustment mechanism at the rear RHS of the tank.

416

415: Underneath the triangular floor plate in photo 413 we can see a lubrication station for the torsion bar bearings at the front RHS of the tank.

110

414

416: The lubrication station as seen in photo 414. Due to the inaccessibility of access to moving parts in the rear of the tank lubrication could only be carried out from such central points.

The Research Squad

The Fighting Compartment 417

418

418: The underside of the floor panel plate as seen in photo 417 showing the four spring catches that hold this plate in place in the floor frame. Note the lack of paint on the underside, no primer or corrosion preventative has ever been applied here.

419 417: Raising of the foremost floor panel on the RHS of the tank. This plate is quite heavy and is held in place by four large spring tensioned ball and socket catches. The finger hole cut-out in the centre of this plate makes if difficult to get an adequate purchase for leverage for the lifting of the plate out of the floor frame

1

420 2

1 419: Here we see the framework ledge on which the floor panel in photo 417 sat. Specifically we can see a socket indentation, at 1, into which one of the ball sockets on the floor plate would be inserted to hold the floor panel in place

3

421

4

5

420: In the box in photo 417 is the sender transformer, Sender Umformer, used for the sending of radio transmissions. A cable plugged into 1 passed through the port at 2 to the radio sets.

421: Close up view of one of the spring catches on the floor plate in photo 418. This is just a simple peg with a spherical shaped end that is held in place under tension from a small spring.

The Research Squad

111

The Fighting Compartment 422

423

4

2

3 1 422: The label, at 3, as seen on the transformer on page 111, photo 420 reads Deckel nicht im Fahrzeug öffnen which roughly translates as ‘do not open cover inside vehicle’.

424

423: The battery tray on the RHS of the tank. This tray held a box that contained a heavy duty 12 volt, 150 amp-hour battery. The whole unit was clamped in place by four tie down rods, see 1-4.

426

424: The label, at 4, as seen on the transformer on page 111, photo 420 reads Sicherung im Anschlußkasten. This roughly translates as ‘fuse is in the connection box’ which is being pointed to by the arrow above the text on the label and is seen at 5 on page 111, photo 420.

425

1

425: In this photo, for a clearer view, we have lifted up and laid on the floor one of the heavy duty cables that would have been connected to the LHS battery.

112

426: The battery tray on the LHS of the tank. The strip of rubber cushioning on which the battery sat is still present in the bottom of the tray, 1.

The Research Squad

The Fighting Compartment 427 Rear of tank

3 1 2 427: The stowage boxes directly behind the tank driver and radio operators stations. The raised section at 1 is designed to clear the hot air extractor pipe at the rear of the gearbox. In the box at 2 is the transformer for the directional gyrocompass, see page 116, photo 446, while in the box at 3 is the single radio sending transformer, see page 111, photo 420.

428

429

1 1 2 3

2 4 428: The controlling lever that was used to provide power to the sump pump or the power take-off unit, Wählhebel. To operate the lever was depressed, at 1, and was rotated on the shaft, at 2, to one of the four required positions.

430

429: The above shows the stations for the mechanical lever: 1: Lenzpumpe Turm - bilge pump and power to turret. 2: Turm power to turret. 3: Leerlauf - neutral position. 4: Öldruck und Turm - power to turret and auxiliary oil pump (Vorpanzer?).

431

1

2 1 430: The rear end of the gearbox. The pipe at 1 is part of the hot air ducting that is used to draw air from the gearbox, pass it through the cyclone fan and then out through the rear deck.

431: Propellor shafts at the bottom of the gearbox. The shaft at 1 provides motive drive in from the engine. The shaft at 2 provides power out from the gearbox to the power take-off unit.

The Research Squad

113

The Fighting Compartment 432

433

432: In this photo we are looking at the rear floor section of the fighting compartment at the LHS of the tank. In the bottom right hand corner of the photo we can see the rear end of the large under floor stowage box

434

433: Compared to the other floor panels this plate was difficult to lift as it was partially rusted in place. Considering how long this tank has stood out in all weathers, especially with the opened hull section, the interior is remarkably free from corrosion.

435

434: Under the floor panel in photo 432 is a small stowage box and a lubrication station. When looking into the bottom of this box we can see the base has corroded through - one of the few places where there is corrosion in the interior of the tank.

436

437

436: The large under floor stowage box at the LHS of the tank. This box was not used for main gun ammunition stowage but for more general items such as crew equipment or repair tools.

114

435: The lubrication station seen in photo 434 fed all the torsion bar bearings, inner idler axle bearings and the idler adjustment mechanism at the rear LHS of the tank in the same way as does the station seen on page 110, photo 416.

437: The other end of the under floor stowage box as seen in photo 436. This end of this box is flat and as we can see is not a direct mirror image of the stowage box at the RHS of the tank, see page 109, photo 408.

The Research Squad

The Fighting Compartment 438

439

438 & 439: Two views of the top side of the power take-off unit. When Turm (turret power) was selected, see page 113, photo 429, the conical clutch at the end of the auxiliary propellor shaft would be engaged, see 2, page 113, photo 431. Power would then be transferred, via two bevel gears, to the hydraulic turning motor, Flüssigkeitsgetriebe zum Turmschwenkwerk, on the floor of the turret basket in order to rotate the turret.

440

441

1

440: Here we see the propellor shaft as it feeds drive into the power take-off unit as taken direct from the engine. At 1 is part of the housing that encloses the selector mechanism for switching between the turret drive and the sump pump.

442

441: A general view of the main propellor shaft that is seen in photo 440 as it runs between the battery trays down the centre of the tank.

443

1

2

442: A view of the housing unit that feeds direct drive from the engine through the power take-off unit. This housing has the part number 021 A 2742 - 2 embossed on the casing.

443: The propellor shaft at 1 feeds drive into the gearbox. The propellor shaft at 2 feeds drive back into the power take-off unit to drive the turret and/or the sump pump.

The Research Squad

115

The Fighting Compartment 444

2

1 444: Illustration showing the power take-off unit, the Turmantrieb. The rod at 1, connects to the controlling lever, Wählhebel, see page 113, photo 428, and is used to operate the power take-off clutch. This clutch determined if drive provided by the propellor shaft, at 2, was to be used to either rotate the turret and/or operate the sump pump.

445

446

1 2

445: Here we see the lubrication station that is underneath the triangular floor plate at the front of the fighting compartment floor at the LHS of the tank. This station services all the torsion bar bearings at the front LHS of the tank.

446: In the box at 2, page 113, illustration 427, is the transformer, Umformer, that powers the tanks directional gyrocompass. This unit is activated by the tank driver who reached in a hand through the hole at 1, and turned on the control switch at 2.

448

447

1

447: A close up view of the on-off switch for the gyrocompass transformer as seen in photo 446. Note the metal shielded cable, at 1, that is used to prevent electrical interference.

116

448: A view of the information plate as riveted to the top cover of the gyrocompass transformer as seen in photo 446. The serial number of this particular unit is 265497.

The Research Squad

The Fighting Compartment Bulkhead 449

450

1 2

449: Dividing the fighting compartment from the driver and the radio operator stations is a large bulkhead, Deckenträger, that is welded in place across the width of the tank. This bulkhead has nine lightening holes spaced evenly across the central spar.

451

452

451: Looking up at the bulkhead as viewed from inside the fighting compartment. The clamp in the centre of this photo was used to hold a case that held spare machine gun barrels for the turret mounted M.G.34.

453

450: The bulkhead is used for the mounting of various items of equipment. Here we see two storage trays for prism blocks for the hatch mounted periscopes, 1 & 2. From this viewpoint we are looking at the bulkhead just behind the drivers station.

452: A main electrical junction box (not a fuse box), here seen missing the cover, that was bolted on the fighting compartment side of the bulkhead just behind the radio operators station.

454

1

2

453: Various electrical cables relating to radio equipment, tank controls etc. were collected at point 1 and were routed to the front of the tank via the metal tube at 2.

454: A close up view of the shielded electrical cables that are routed out of the bottom of the electrical junction box as seen in photo 452.

The Research Squad

117

The Fighting Compartment Bulkhead 455

456

1 2

455: Hanging from the centre of the bulkhead was the main tank intercom switch box, Bordsprechschaltkasten. Four crew members were connected into this circuit (with the loader being excluded). Those four crew communicated using headsets and throat microphones.

457

456: Into the 3-pin plug socket at 1 was connected the radio operators microphone, Funker-Microfon. Into the 3-pin plug socket at 2 was connected the radio operators headphone set, Fernhörer.

458 1 2 3

1 457: In the centre of the label at 1 is the number 2. This socket was for the Ukw.E.e Empfänger 2, the secondary receiver. In the centre of the label at 2 is the number 1. This socket was for the Ukw.E.e Empfänger 1, the primary receiver. The label at 3 tells us this socket was used by the 10 W.S.c Sender (10 Watt transmitter). These three sockets connected to the headphones and microphone plugs on the sender and receivers.

118

458: The plate onto which the tank intercom box was bolted. The shielded cable at 1 connects into the bottom of the box and then to the radio sets via the metal tube, see 2, page 117, photo 453.

The Research Squad

The Radio Operators Station 459 374 1 - Fu 5 10 W.S.c Sender (10 Watt transmitter) 2 - FuG 2 Ukw.E.e Empfänger (primary receiver) 3 - FuG 2 Ukw.E.e Empfänger (secondary receiver) 4 - Intercom Selector Switch Unit

6

5 - Securing Strap 6 - Hanging Support Panels

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12 459: The Tiger tank was outfitted with radio communication equipment as illustrated above. At 1 is the Fu 5 10 Watt Transmitter. This unit operated in the frequency range of 40.6-47 MHz (10 Watt c band VHF) [5]. At 2 we have the FuG 2 UKW.E.e Primary Receiver that was an ultra-short wavelength receiver and which operated in the range of 27.2-47.8 Mhz. At 3 we have the UKW.E.e Secondary Receiver that operated in the range of 27.2-33.3 MHz. Typical radio reception and transmission ranges were approximately six kilometres for voice and nine kilometres for Morse however these ranges were highly dependent upon the prevailing terrain and the local atmospheric conditions. These radios sets employed electrical transformers that allowed them to be powered from the 12V battery system in the tank and were mounted in a frame that allowed their easy removal for maintenance and repair. The radio sets were connected to the tank aerial, Stabantenne, that was a standard two metre whip aerial, located at the RHS of the tank, see page 55, photo 182. For further information regarding technical details of the radio sets in the Tiger tank the reader is directed to the excellent sources in [2], [6] and [7].

1 - Tuning Dial 2 - Transmission Power Indicator 3 - Aerial Tuner 4 - Modulator Switch (Morse/Radio) 5 - Power Supply Plug 6 - Fine Tuning 7 - Frequency Lock Push Button 8 - Morse Key 9 - Primary Volume Control 10 - Range Selector Switch 11 - Frequency Tuner 12 - Secondary Volume Control (trim) 13 - Tuning Dial 14 - Transfer Switch 15 - Headphone Socket 16 - Radio Operators Microphone 17 - Volume Control 18 - Transfer Switch

The Research Squad

119

The Radio Operators Station 460

461

1 2

1

460: Looking at the underside of the radio operators hatch while in the closed position. The hatch is not locked down here as we would see the ends of the locking bars protrude outwards under the lip of the hull deck, see 1 & 2.

462

461: The hinge mechanism for the radio operators hatch. To aid with the counterbalance when opening and closing this hatch, two large springs are fitted to this hinge. Note that at 1 one of these springs is missing.

463

463: The top end of the metal tubing that carried the aerial cable from the RHS sponson, see page 108, photo 405, forward to the front of the tank so that the aerial could be connected to the radio sets. 462: Looking at the centre of the upper front plate showing the inverted V section that channels air into the fighting compartment as ventilated in through the Windhutze on the hull deck, see page 53, photo 167.

465

464

464: To aid with supporting the weight of the frame for the hull mounted M.G.34 the whole unit was held in suspension by a large spring that was attached to the fighting compartment roof

120

465: A close up view of the Windhutze air ducting. This ducting is bolted to threaded bars that have been welded to the rear of the upper front plate.

The Research Squad

The Radio Operators Station 466

467

466: To the Kugelbende 100 (100mm ball mount) a cradle that held the M.G.34 machine gun was attached. The whole ball mount was bolted onto the rear of the upper front plate using eight bolts lock wired in place.

467: Directly in front of the radio operator, screwed to the rear side of the upper front plate, is a holder for a standard canteen water bottle, Feldflasch . These canteens had a capacity of 0.8 litres.

468

2

469

1

1

468 & 469: The optical sight for the hull M.G.34 was positioned at the left of the machine gun mount. When the optical sight was removed the sight bore was covered by a protective cap. At 1 in photo 468 we see this cap in the closed position. Note at 1 in photo 469 the flat spring on the inner side of the cap. This spring was used to apply pressure to a ‘sealing rod’ that was placed in the bore when the tank was prepared for deep wading operations. Note the spring clip at 2, photo 469, that locked the optical sight in place.

470

1

2

471

a

b

470: The M.G.34 would be slid into the central bore, at 1, and would be secured in place using the locking lever at 2. Position a is unlocked state and position b the locked.

471: To the lower left of the M.G.34 is a 12V plug socket. A power lead fed into the base of the socket with the ground being the plug bracket. Note the Bosch logo on top of the Bakelite casing.

The Research Squad

121

The Radio Operators Station 472

473 2

3

1

1

2

472: The front section of the upper hull sponson at the RHS of the tank. In the trays at 1 & 2 sat two M.G.34 ammunition boxes and hanging from the rail at 3 were 150 round ammunition pouches, Gurtsäcken, that were fitted directly to the M.G.34 itself.

473: Looking to the area at the right of photo 472 we see another M.G.34 ammunition box tray, at 1. Screwed into the four threaded spacers at 2 would have been another rail and panel from which several M.G.34 ammunition pouches would be hung.

475

474

474: Here we can see the repair made to the RHS hull sectioned armour. A thin plate of metal has been welded over the cut-out which looks neat from the outside, see page 23, photo 36 but from the inside shows how thick the armour is at this point.

476

475: The junction behind the radio operators station where the forward bulkhead intersects with the upper RHS hull armour. Note the large scalloped brace section welded in place that is used to provide extra structural strength.

477

476: Mounted on the bulkhead directly behind the radio operator is a small metal box. This box was used to store the tools for the maintenance and repair of the tanks two M.G.34 machine guns.

122

477: A view inside the M.G.34 tool repair box. This box is fitted with wooden inserts for the protection of the tools, all of which now are sadly missing.

The Research Squad

The Radio Operators Station 478

479 2

1 478: In the housing at 1 was fitted a block that held the handle for controlling the movement of the M.G.34, the firing trigger and on a curved shaft the domed head protector cap. At 2 we have a clearer view of the locking catch for the optical sight.

480

2

479: Directly in front of the radio operator, bolted to the rear side of the upper glacis plate, is a holder for a spare glass prism block that could be used in the periscope in the radio operators hull roof hatch.

481

1

2

481: The three castellated nuts, as seen above, lock in place the hull strengthening Morse conical taper bolts, see page 24, photo 39. A thin strip of metal about two inches wide covered five of these nuts so that the radio operator did not injure himself upon them. This protective strip was bolted onto the threaded spacers at 1 above and 2 in photo 483 below. A gas mask holder was bolted into the threaded strips welded in place at 2.

1

480: At 1 we see a vertical spar of the lower hull side armour welded to the upper front plate. At 2 we see an electrical cable that runs up and out through the roof armour. This cable was connected to the RHS headlight, see page 53, photo 170.

483 2

482

1

482: A close up view of the oil filler tube, Öleinfüllrohr, used to fill the final drive transmission housings. Later versions of the Tiger had a vent valve in the top of the filler plug

483: Forward of the radio operators seat back rest and located on the hull side wall was another stowage box used to hold a spare prism block for the hatch periscope. This has since been removed but its location point can still be seen at 1.

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123

The Radio Operators Station 484

485

484: A close up view of the two metal M.G.34 ammunition box trays located at the front of the upper RHS sponson. Each box held 250 rounds of M.G.34 ammunition connected in a standard configuration of five belts of 50 rounds eac

485: The tray for the M.G.34 ammunition box that was aligned parallel to the RHS upper sponson hull side armour plate. The 50 round belts held in these boxes were often connected together into two belts of 100 and 150 rounds respectively.

487

486 2 1

486: Stowed to the right of the radio operator at seat level was a case that held spare barrels for the M.G.34. The clamp shown here is the rearmost of the two brackets used to hold the barrel case.

488 1

487: The backrest of the radio operators seat was hinged onto this bracket on the RHS lower hull wall. This backrest was pinned through the holes at 1 & 2 and could pivot vertically to allow the radio operator to exit his station rearwards in an emergency.

489

1

2

488: The bracket seen at 1 is used to locate one end of the case that held the spare machine gun barrels before it would be locked in place using the bracket in photo 486.

124

489: Here we see the tubing carrying the aerial cable as it enters the radio operators station at 1. Note how the forward bulkhead is welded in place against the lower hull side armour, 2.

The Research Squad

The Radio Operators Station 490

491

490: The radio operators seat comprised of a single padded cushion attached to a flat metal plate. This plate covered a dual compartment stowage box that was used to hold both of the two receiver transformers for the radio equipment.

492

491: The rearmost section of the stowage box as was located beneath the radio operators seat. This box was used to hold a variety of equipment including tank repair tools.

493

1 492: Across both photos 490 & 492 we are looking at the floor plate holding the radio operators seat. The cushion seen in photo 492 is not very well padded and would be quite uncomfortable to sit on for long periods of time.

494

2

493: The two receiving transformers, Empfänger Umformer, used by the radio equipment, were located directly beneath the radio operators seat in the foremost section of the stowage box. Only one of these transformers still exists in place in the tank.

495

1

494: The missing receiver transformer would be plugged into the 12 Volt power supply socket seen at 1. This transformer would be clamped in place using the wing nuts seen at 1 & 2, photo 493.

495: Close up view of the remaining receiver transformer. The labels on this box read the same as those that can be seen on the sending transformer, page 112, photos 422 & 424.

The Research Squad

125

The Radio Operators Station 496

497

1 496: The upper front RHS steering unit casing encloses the RHS steering gears and clutches. With the forward-reverse gear lever in neutral, positive drive is still obtained from the gearbox thus causing both the main opposing sun wheels to rotate in opposite directions therefore allowing the tank to perform a neutral turn.

498 1

2 497: The upper section of the shock absorber at the front RHS of the tank. Note the lubrication nipple at 1 and the thin heat shield covering the body of the shock absorber at 2, the latter being used to protect the radio operator from extreme heat and from coming into contact with moving parts.

499

2

1 498: At 1 is the hydraulic cylinder which selects the steering gear and works the steering clutches, depending on rotation of the steering wheel. We also see the output flange from the steering unit to the RHS final drive at the lower right corner of the photo

500

3 499: Lower section of the front RHS shock absorber. The shaft at 1 activates the disk brakes. Partially seen at 2 is a return spring that pulls the brake lever back into the neutral position while the bottom lever, at 3, connects to the cross shaft actuated by the drivers brake controls, see page 127, photo 507.

501

500: Output flange, Antriebsflansch vom Lenkgetriebe on the RHS of the gearbox. A drive shaft connected to this flange, Seitenwelle, passed through the brake casing to the final drive

126

501: At the feet of the radio operator on the hull floor was a drain cock opened by the tap seen above. This was used to empty the fighting compartment of water in the event of floodin

The Research Squad

The Radio Operators Station 502

503 1

1

2

502: The clips on the top RHS corner of the gearbox cover were used to route cables. The gearbox tachometer cable would run through 1 while electrical cables from the drivers dial controls were secured at 2.

503: Underneath the glacis plate is welded a screw threaded disk. It is possible this mount was intended to be used to secure some portion of the internal fittings of the Vorpanzer equipment. The weld remains of the bracket used to secure the brake heat shields in place can be seen at 1.

505

504

504: The metal tube seen in the centre of the photo was used to carry electrical cables from the drivers dial controls, routed from 2, photo 502, back to the various electrical switches and guages in both the fighting and engine compartments of the tank

506 505: The disc brake housing, Gehäusedeckel, at the RHS of the tank. The radial fins cast integral to this housing were used to aid in the dispersion of heat build up.

507

1 506: The torsion bar as connected to the forwardmost RHS road wheel station. The inner floor rib section, 1, is used to provide greater overall structural strength to the front hull floor section.

507: The cross shaft that runs across the floor of the tank to the drivers station for the activation of the main brakes. The parking brake when applied simultaneously locked both brake units.

The Research Squad

127

The Drivers Station 508

509 232

1

508: The drivers direct forward vision port in the upper front plate, the Fahrersehklappe. The frame at 1 covers the worm gears used for the opening and closing of the external armoured vision port blocks, see 1, page 18, photo 7.

510

509: A breakdown of the inside of the drivers vision port with the outer frame removed. We can see the complete worm gear mechanism that controls the vertical movement of the outer armoured vision port blocks.

511

1

2

510: Here we see the inner frame that was used to hold the large laminated Glasblock that was placed inside the drivers direct vision port. Note the padded strips at 1 and 2 that were used to protect the drivers head when looking out through this port.

512

511: A close up of the LHS locking lever on top of the retaining frame of the drivers direct vision port. This lever was released by being rotated anti-clockwise. The RHS lever was released by being rotated clockwise.

513

1 512: The large red handwheel seen above was used to open or close the external armoured vision port blocks. The vision port the armoured blocks covered was 70mm x 240mm in shape.

128

513: The armoured block handwheel housing has a raised part number part number 021 C 0371- 40. The nipple at 1 was used to lubricate the inner gearing of the control wheel mechanism.

The Research Squad

The Drivers Station 514

515

514: In combat conditions, when the external armoured vision port blocks were closed, the driver still had forward sight through the use of the KFF2 twin periscope device that was lined up with the two holes drilled through the upper front plate.

516

515: A close up view of the LHS periscope eye hole above the drivers direct vision port. When used the KFF2 periscope gave the driver a 65° field of view with a magnification o 1x [2].

517

1

1

516: Here we can see that both the locking catches on the inner retaining frame have been released to allow the retaining frame to drop forward. Note the ridged rubber waterproof seal on the inside of this frame, 1.

518

517: The Glasblock that seated in this port was constructed of layers of glass and synthetic material contained in a sheet metal casing. This was held in place by the rim at 1 and by a rear flat lip that mated with the frame seal to create a waterproof barrier.

519

c b a

518: The LHS side vision port cheek armour is held in position by a U shaped wedge. Three sets of numbers have been stamped into the metal: a) 25204779AV229, b) 04578 1615 and c) 25002?. This image is rotated 90° clockwise from the vertical.

519: The inner cheek armour as seen at the RHS of the drivers vision port. Outlined by paint above the part number in the centre of the photo can be seen the number 25005(7/?).

The Research Squad

129

The Drivers Station 520

521

1

520: The interlock of the lower LHS hull armour with the upper front plate. Note at 1 the small section where the paint has been removed from the upper edge of this plate. Stamped in this plate is again the tanks Fahrgestellnummer: 250031 dkr 42.

521: The oil filler tube for the final drive transmission housing, Öleinfüllrohr, at the LHS of the tank. Each final drive had a drain plug, a filler tube (above) and a level plug to ascertain the correct oil level. The oil capacity of each final drive was 8 litres

522

523

522: To the left of the disk brake housing is the spring attached to the brake actuator lever that is designed to return the brake lever to the neutral position when the brakes are not being applied.

130

523: The parking brake. This lever was connected by a cross shaft to both disc brake housings. When operated both main brakes were simultaneously applied, see page 127, photo 507.

The Research Squad

The Drivers Station 524

232 526

2 1

2 2

524: The metal strip, at 1, covers the nuts of the Morse conical taper bolts and was designed to protect the driver from injury. The channel at 2 feeds the power cable from the gyrocompass to the gyrocompass transformer, see page 116, photo 446.

1

46

525

85

526: Illustration showing the directional gyrocompass, the Kurskreisel. This unit could be locked to a preset bearing that would be kept on station by the use of an electrically powered gyroscope.

527

525: The top section of the LHS forward shock absorber. This unit would have been covered by a heat shield that was attached to a bracket the remains of which is seen at 1. This was to protect the driver from heat and movement generated by this assembly.

528

1

2 527: The LHS forward shock absorber. At 1 is the grease nipple used for the lubrication of the upper pin bearing. At 2 is a bolt that gives access to the oil filler port, Ölfüllschraube, that is used to allow the shock absorber reservoir to be filled with oil

529

528: The retaining pin at the bottom of the LHS forward shock absorber. The pin is held in place by a flat key that fits in a slot in the pin and is then bolted in place to stop the pin working loose.

529: Here we can see the three nuts that are used to secure the bolts which attach the forward road wheel axle bump stop on the outside of the tank.

The Research Squad

131

The Drivers Station 530

1

531

530: The inverted V-shaped air duct that provides ventilation via the Windhutze as seen from the drivers station. The bar, at 1, that is attached to the hull roof, forms part of the support frame for the radio rack.

532

531: In order to prepare the tank for submerged operations or to prevent the ingress of smoke or other chemical agents a plate in the air duct could be screwed up against the hull roof using the spigot control as seen above.

533

1 532: A close up of the welded box structure of the Windhutze ducting. This structure is bolted to the roof as well as the upper front plate. The spigot rod is secured in place using a roll-pin through the drop shaft protruding out of the air duct box.

534

2

3

533: The interlock between the glacis plate and the upper front plate. A large taper pin is placed into the loop at 1, this pin itself is then locked in place using a smaller pin, at 2, and the whole assembly is then welded together, see 3.

1

535 1

534: The section of hull roof forward of the turret was comprised of two armour plates that were butt-welded together with the join running along the centre line of the tank, see 1.

132

535: The hull roof as connected to the forward side of the fighting compartment bulkhead, The flat bracket, see 1, would originally have formed part of the radio rack framework.

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The Drivers Station 536

536: An overall view looking directly ahead into the forward section of drivers station. The drivers seat frame is seen at the lower edge of the photo. We can see the steering brake levers at each side of the seat frame that could be used to control the forward and reverse direction of the tank in the event of a steering gear failure. In the centre of the photo we can see the drivers foot controls.

537

537: Here we can see a complete view of the drivers seat frame. On the bottom of the actual drivers seat were pegs that the driver would locate in the holes seen on the frame rails above according to his desired driving position. The drivers seat, unlike that of the radio operator, had both a sprung cushioned seat and backrest.

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133

The Drivers Station 538

539 3

2

1 2

5

1 4

538: The LHS steering lever mounting point. A downwards action of the linkage at 1 will apply the left main brake. Such movement can be actuated by either the handbrake, at 2, the foot brake pedal linkage, at 3, or the steering lever, at 4.

539: The RHS steering lever. The operation of the steering lever, at 1, will move the rod, at 2, which will cut the oil pressure to the steering gear causing it to disengage. This is designed to prevent the simultaneous use of the two separate steering systems.

540

541

3 2 2

1 1

540: Just behind the LHS steering lever we can see one of the hull side locking flanges for one of the road wheel torsion bars, 1. Note the lubrication nipple for the steering lever pivot shaft at 2.

134

541: The linkage seen at 1 is connected to the clutch. The bump stop, at 2, limits the rearwards travel of the steering lever seen at 3.

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The Drivers Station 542

543

1

542: Mounted on the lower vertical glacis plate is a cylinder that acts as a pivot point for the pedal arm of the drivers foot brake pedal. Note the spring, at 1, used to return the brake pedal to the neutral position.

544

544: A general view of the lower forward area that contains the drivers foot controls. We can see that the drive shaft from the gearbox to the LHS final drive has also been removed from the drivers side of the tank.

546

543: Exiting from the LHS of the pivot tube seen in photo 542 is an adjustable linkage that connects to the clutch. Depressing the clutch pedal operated this linkage that was then connected through to 5, see page 134, photo 538.

545

545: From left to right we see the clutch, brake and accelerator pedals that the driver used to control the tank. Note the diamond hatch pattern on the foot brake pedal.

547 1

4 2 1

3

546: Of interest in this photo is the rack and pawl quadrant for the parking brake lever, 1, the clutch pedal cross shaft, 2, the drivers footrest, 3, and the brake actuator linkage, 4.

547: The throttle is connected to the gearbox accelerator, the Gasgeber. This is designed to rev the engine (akin to pressing the throttle pedal), which in turn would speed up the gearbox, to allow for smooth gear changing. The slot in the rod, at 1, would prevent unwanted movement of the pedal when the system was overruled by the Gasgeber.

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135

The Drivers Station 548: Here we see an illustration of the drivers seat frame and the panel that was located behind that seat. A section of the floor panel has been cut out and welded back in place as seen at 1. The stowage box had a single piece flat lid that sat on four small fillets that are welded into the corners of the box tray, 2. The lid had the ball and socket retaining catches as there are circular depressions seen at the upper inside edges of the box tray sides.

548

2

1

549

550 2 1 2 1 3

549: The top section of the LHS forward shock absorber. Note the double weld beads on the top mount, 1, and the flat spacers used to ensure the correct alignment of the shock unit, 2. A lock tab washer, 3, was used to stop the end nut from working loose.

551

550: The floor panel behind the drivers seat. At 1 we can clearly see where a section of the diamond pattern floor plate has been cut out and then subsequently re-welded back in place. Note the holder for an oil can that was used for general lubrication, at 2.

552

1

2 551: Behind the drivers seat on the LHS hull wall is welded two threaded strips onto which was bolted a gas mask holder, see 1. Note the mounting for the fighting compartment bulkhead at 2.

136

552: The stowage box in the floor panel behind the drivers seat. The four corner fillets suggest that the lid fitted would have been a single plate instead of multiple plates as seen in later Tigers.

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The Drivers Station 553

1

553: A general view of the drivers station looking across the gearbox. The first Tigers were equipped with a Henschel Osilit steering mechanism, later to be replaced by the Argus type. This Tiger has the Henschel Osilit model mounted, seen at 1.

554

555 2 1

554: Looking across the front end of the gearbox that extends from under the protective panel. The square head studs, seen at 1 & 2, are two of the three gear selectors that could be used for manual gear changing in the case of a gearbox hydraulic oil pressure failure.

555: The gearbox pre-selective gear stick. The movement of this lever through its quadrant determines the desired driving gear. Side pressure on the lever (movement to the right in the photo) supplied fluid pressure to the internal hydraulic gear selector to engage the pre-selected gear.

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137

The Drivers Station 556

557

558

556, 557 & 558: The driving gears available are listed on a plate riveted to the LHS of the gearbox. These are the indicators for the dog clutches when operated with the gearbox pre-selective gear stick, see page 137, photo 555. To select first gear for example, the handle must be placed in forward direction on all three manual selectors, see page 137, photo 554. To select second gear, the handle on selectors number 1 & 3 must point forwards whilst selector number 2 must point backwards.

1234 3 5678 1357 2 2468 1256 1 3478 Maybach-Olvar 40 12 16 Gearbox - Gearing output ratios per selected gear 1st

2nd

3rd

4th

5th

6th

7th

8th

15.4:1

10.2:1

7.15:1

4.86:1

3.16:1

2.11:1

1.61:1

0.98:1

559

560

1

559: Looking at the very top of the gearbox where it connected to the steering gear unit. At 1 can be seen an air bleed cap.

561

560: On the LHS of the steering unit, see photo 561, is a serial or part number that was cast into the casing of the LHS epicyclic housing; LGNO 156 RSNO 82.

562 1

561: The Kupplungsverzögerer (clutch retarder) mechanism. This was designed so that when the clutch was deactivated it was reactivated with a delay. This allowed a change of gears without operating the clutch pedal (semi-automatic operation). The logo in the centre of the cast top cover plate is a stylised emblem of the gearbox manufacturer, Zahnradfabrik.

138

562: The output flange for transferring power to the final drive unit at the LHS of the steering unit. The drive shaft connected here was aligned to the flange using the three pegs, eg. at 1.

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The Turret Basket 563

563: In the circular central void in the fighting compartment would have been the turret basket floo . Various items of equipment were located on this floor including the hydraulic traverse pump and the foot operated turret traverse controls

564

564: Illustration showing a diagram of the turret basket floor of a Tiger tank. This schematic is reproduced from the manual, D 656/22 Tiger Tank Mark E (Sd.Kfz. 181) and Command Tiger Tank Mark E. dated 7.9.44. © The Wheatcroft Collection.

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139

The Turret Basket 565

4

7

2

5

6

3

566

6

565: Illustration showing the foot operated turret traverse controls which are located on the floor of the turret basket, see 1, illustration 566. The foot pedal, seen at 2, was linked the arm, at 3, and connected to the turret hydraulic gearbox. The pedal at 2, when pushed forward and down caused the turret to rotate clockwise whilst pushing backwards and down generated an anti-clockwise motion. The pedal at 4 is the foot operated control for the turret mounted M.G.34 as was operated by the loader. At 5 is a screw adjuster that is used to limit the travel of the pedal lever and at 6 is the spring used to return the pedal to the neutral position. The Bowden cable, seen at 7, is directly connected to the M.G.34 firing mechanism.

1

7

3

8 5

2

4

566: Illustration showing some of the component parts of the turret basket floo . At 2 is the main lower floor support frame upon which sits the actual turret floor plate, 3. At 4 is the hatch that is used to allow access to the under floor ammunition stowage box, see page 109, photo 408. At 5 is the turret hydraulic gearbox. Drive from this gearbox, up to the gearing at the turret ring, is taken via a drive shaft from the port at 6. At 7 is a cage used to store three 20L Wehrmachtskanister water cans.

140

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The Turret Interior 567

567: In this section we shall examine the turret and the remaining internal equipment as is still present. We are very lucky in that the gun is almost wholly complete other than a very few minor items being missing. In this photo we are looking from the outside of the tank and forward at the rear of the mantlet and the LHS of the gun.

568

568: Another view from outside the tank this time giving a general view looking towards the commanders position and the rear wall section of the turret. This photo gives a good scale view of the thickness of both the turret wall and roof armour plates in relation to the turret configuration as a whole

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141

The Turret Interior 569

570 1

1

2

569: A general view showing the extent of the armour plate that was removed from the turret side. The bar at 1 was attached in 1947 and was used to mount a clear Plexiglas sheet to allow viewing into the turret.

571

570: A close up view of the forward LHS corner of the turret seen in photo 569. At 1 we can see the forwardmost bar that held the protective screen over the open area of sectioned armour. The thickness of the turret wall armour, at 2, was 80mm at this point.

572 2 3 2

1

1

571: The forward section of roof at the LHS of the tank. Of main interest here are the brackets, at 1, used to hold the swing arm that held the binocular gun sight, the respiratory breathing tube holder at 2, and the gunners reading lamp bracket at 3.

573

572: The central section of the roof at the LHS of the tank. We can see part of one of the structural roof braces, at 1, that runs down the full length of the middle of the roof plate. At 2 we can see the bracket that held the tank commanders reading lamp.

574 1

573: Looking up at the cut-out in the roof in which sat the drum cupola, the Pz-Führerkuppel. This was secured in place using ten bolts mounted from the underside of the roof plate.

142

574: A close up view of the cupola cut-out. Note that at 1 we have a partial view of the inside of the armoured ring that is used to protect the base of the cupola where it meets the roof plate.

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576 1

577

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1

579

1

580

581

578-581: Some of the details of the inner mantlet frame. In photo 578 we can see part of the mantlet sealing gasket, at 1, and in photo 579 we see the clamps used to lock the inner frame in place when fording is to be undertaken, at 1. Photos 580 & 581 show the LHS of the frame that holds the spring catches and shows how this frame is bolted to the rear of the mantlet.

578

575-577: In these photos we see a montage of the inner mantlet sealing frame as bolted to the rear side of the mantlet, see page 46, illustration 139. In photo 575 we see the inner frame around the gunners position. Of interest in photo 576 is the 12V power socket for the gun firing mechanism, 1, and in photo 577 we see the inner frame around the M.G.34 mounting.

575

The Turret Interior

143

The Turret Interior 582

583

582: The mount bolted to the rear side of the mantlet that was used to hold the binocular gun sight, the Turmzielfernrohr 9b. This gun sight had a housing at the front end which was used to hold an adjustable light source that could illuminate the sighting graticules, see 1, illustration 584.

584

583: The gun sight had a single rotating joint at its forward end, see 5, illustration 584. The rear end of this sight hung from a swing arm secured to the underside of the roof plate using the clamps above. This allowed the sight to remain true to the main gun while staying parallel to the viewing position of the gunner.

585 5

5

1

5

5

2 Seite

5 3

5

5

5

5

4 Seite

584: The Turmzielfernrohr 9b, (T.Z.F.9b) binocular gun sight used for direct aim firing. At 2 we see the gun sight itself. At 3 we see the mantlet cradle for the front end of the sight and at 4 we see the complete unit together with the roof mounted swing arm.

144

585: Here we see an illustration of the swing arm unit that allowed the rear end of the binocular gun sight to float free. Using this mechanism meant there was relatively little change in the horizontal angle of the rear end of the gun sight at the gunners eye level.

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The Turret Interior 586

587 1

1 2 586: The M.G.34 cradle, the MG-Lagerung, as mounted in the RHS of the mantlet. This cradle can be adjusted in position in both the horizontal and vertical planes. The ball catch and return spring, at 1, is connected to the linkage from the foot operated M.G.34 firing pedal, see 4, page 140, illustration 565.

588

587: Two Gurtsäcken were fitted underneath the M.G.34 next to each other. The ammunition pouch on the left fed rounds over the slide at 1 and into the feed mechanism of the gun. The pouch on the right was empty as was used to catch the spent rounds as they were ejected from the gun.

5 1

3

4

2

589

588: Illustration showing the complete cradle that was employed to mount the turret M.G.34. At 1 is the connecting rod that is hinged at the front end of the gun mount before being routed to the floor mounted firing foot pedal. At 2 is rear mount locking knob, see also 2, photo 587. The spent round tray for the cartridges and the port through which they fall into the empty pouch can be seen at 3. To fit the M.G.34 it would be slid into the main housing, twisted into the locking grooves, at 4, then locked down with the handle at 5.

590 1

589: Looking up at the frame that holds the two Gurtsäcken that hang beneath the M.G.34 cradle. We also get a good view here of the lower RHS inner mantlet sealing frame.

590: Looking directly down the bore of the M.G.34 gun mount. The lever at 1 is the locking handle used to secure the barrel of the machine gun in place after insertion into the cradle tube.

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145

The Turret Interior 591 5

1

6

2 3

592

4

591: A general illustration that shows the configuration of the gun breech and recuperator/ recoil housings. We can see at 1 & 2 the mounting points where the recuperator and the recoil cylinder are bolted to the sides of the breech. The breech operating crank mechanism is seen at 3 and the gun safety pivoting plate is at 4. The screw control unit seen at 5 on top of the gun cradle is used in deep fording operations. When this screw is tightened the gap between both gun barrel and mantlet is made watertight by a seal that is pushed over the gun by the frame connected to the screw, 6, that squashes the internal seal into place. Note in this illustration that the breech is shown in the open position.

593

592 & 593: In these two images we are looking along the entire length of the LHS of the plate shield that is designed to protect both the gunner and tank commander from coming into contact with the moving parts of the main gun. This shield also provided the main support for the spent round basket that was mounted onto this frame using two tubes that slotted into the end of the panel, see page 147, photo 598.

594

595

1

2 594: In the lower half of the photo above we are looking along the length of the barrel recuperator for the main gun assembly. At 1 and 2 we can see the LHS forward support frame for that recuperator tube.

146

595: Close up view of the fittings and the adjusters at the rear end of the barrel recuperator. We can see the lock wires are missing from each of the adjusters.

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The Turret Interior 596

597

1 2 3

1 596: Inner side of the protective shield on the LHS of the main gun. The bolts seen at 1 screw through the top of the bracket that holds the top edge of the spent round basket frame to this shield. Note the recuperator rod is in the full recoil position.

598

597: An oblique view of the breech operating crank for the main gun, at 1, and the gun safety control switch at 2. Note also how the recoil cylinder retaining bolt is held with a lock plate and screws that themselves are lockwired in place, at 3.

599

1

598: The lower inner section of the protective shield. The two holes at 1 locate bolts that connect to the outer vertical edge of the frame of the spent round basket. These bolts ensure that frame remains in correct alignment with the rear of the gun.

600

3

599: The rear of the breech block with the block in the closed position. The working parts of the breech section of the gun are still in good condition, albeit the gun no longer has a firing pin for making the electrical contact with the primer of a round.

601

2

1

600: The main gun safety. There are two words embossed on the RHS of the breech: Sicher - Safe, at 1; Feuer - Fire, at 2. The current position of this plate has the gun ready to fire. To make the gun safe the safety lever is pulled back, in the direction of the arrow until the lever locks into place at the notch seen at 3.

601: The breech in the open position ready to take a round of ammunition. Other than minor surface corrosion the inner barrel surfaces can be seen to be in a remarkably good state.

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147

The Turret Interior 602

1 5

3

2

4

7 8 9

6

602: In this illustration we have a number of drawings relating to elements of the breech. At 1 & 2 we have rear and RHS plan views of the breech. At 3 we have an exploded view of the complete breech assembly with items of interest being the breech block, 4 and the spent round extractor at 5. At 6 & 7 we have a top down plan view and a breakdown of the breech operating crank. Items of interest in the latter are the spring at 8 that aids in closing the breech whilst the spring at 9 aids in opening when the breech block lever is operated.

148

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The Turret Interior 603

604

1

2

604: An oblique view of the underside of the breech block. Of primary interest here are the lower sections of the arms of the spent round extractor that can be seen at 1 & 2.

605

603: The sliding breech block. Stamped on this block is the text R35 F140 bej followed by the Wehrmacht Eagle. The firing pin for this gun would have been located in the hole in the block as seen above. This has long since been removed.

606

605: Care needs to be taken when taking photographs below the breech block of the main gun as the springs are weak in the breech operating crank and the breech block had a tendency to drop down when least expected.

607

1 1 2

606: Illustration showing the general shape of the breech block. When the block dropped open the guides pivoted the ejector arms backwards thus ejecting the spent round, at 1. The plate at 2 is the location of the electrical firing circuit of the gun and is shown here in the open position.

607: Looking along and under the end of the breech with the block dropped down into the open position. The electrical firing circuit cable would be connected to the electrical connector at 1. The staining on this block is oil and grease and not corrosion.

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149

The Turret Interior 608

608: In this illustration we can now see the complete gun mechanism. We see how the complete breech assembly mates up with the rear of the mantlet. At 1 in photo 609 we can see a small bracket that holds a switch seen at 2 in the illustration to the left. This switch unit is part of the safety circuit of the main gun and which has to be reset to the ‘live’ position after each firing of the gun. At 3 we can see part of the system that opens the breech and ejects the shell when the gun recovers from the full recoil position. The spent round basket case is located at 4. Spent rounds hit the end pad at 5 before dropping into the basket.

2

5

3

1 4

609

610

1 609: In order to prevent misalignment of the gun when under any movement other than combat actions the gun could be locked in place using the travel lock, the Geschützzurrung.

611

612

611: To engage the travel lock the hooks are swung down onto the lugs on the gun breech. The spindle on the travel lock is then screwed down to secure the gun in place. The spindle is missing from this tank but can be seen at 1, page 151, illustration 613.

150

610: The travel lock consists of two large hooks, mounted on trunnions, that swing from clamps bolted to the turret roof. The complete assembly is located between the two roof braces that run down the centerline of the roof armour plate.

612: Looking directly up at the RHS of the travel lock showing the roof mounting fixtures of the clamps. When not in use the whole travel lock clamp was folded up and flat against the turret roof being held in place under spring tension.

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The Turret Interior 613 2 3 1

613: A schematic illustration of the gun travel lock. The assembly at 1 is the actual lock mechanism whilst the assembly at 2 is the frame that is bolted to the roof to hold the lock. The roof frame is held in place by eight tapered lock studs, 3, that are drilled completely through the roof of the armour plate, see page 40, photo 113.

614

615 1

614: The mounting bracket, at 1, was used to support the recoil guard frame. Connected to the recoil guard was the spent round basket that was positioned at the end of the gun. This can be partially seen at 1, page 150, illustration 608.

616

615: A general view of the main gun elevation mechanism, the Höhenrichtmaschine. This unit was bolted to the RHS forward quadrant of the lower turret on the horizontal plate that covered the turret race.

617

2

3

1

616 & 617: Connecting to the worm gear in the elevation mechanism housing, at 1, is a bevel gear, at 2, that rotates the pinion gear wheel at 3, see photo 616. Rotation of the pinion gear moves the entire quadrant thus elevating or depressing the gun depending upon the direction of rotation. The part number 0218867 is cast into the worm gear housing.

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151

The Turret Interior 618

619 1

2

618: The main gun elevation handwheel, the Handrad zur Höhenrichtmaschine is connected via a bridge to the base of the gun elevation housing. Rotation of the handwheel turns a driveshaft that is connected via bevel gears to the worm drive.

620

619: The bevel gear housing that transfers rotation to the worm drive in the elevation mechanism housing is seen at 1. The flange at 2 is one of the points at which one of the three support legs of the turret basket is connected, see 8, page 140, illustration 566.

621

1

620: The firing trigger for the main gun, the Geschützabfeuerung, at 1, was situated directly behind the elevation handwheel and was designed so as to allow the gunner to have his hand on the elevation wheel and on the firing trigger at the same time

621: A side view of the elevation quadrant and pinion wheel gear. Originally there would have been a small protective cover over the pinion gear to prevent the loader from coming into contact with moving parts.

622

623

1

2

3 1 622: The electrical cabling for the firing circuit, Abfeuerschalter, was routed through the arm at 1, under the gunners seat to the switch box Kaste Pz Nr 21c at the LHS of the turret sidewall.

152

623: The main gun was fired by the gunner pulling the trigger handle towards himself. The trigger pivoting at 1 moved the lower arm at 2 onto the push contact at 3 thus firing the gun

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The Turret Interior 624

625

3

1

624: A view from outside of the tank looking at the turret travel lock, the Turmzurrung. When the tank was in transit the turret was prevented from rotating by a large pin that locked in place into the base of the turret through the hull deck.

626

2 625: The large spring at 1 held the handle at 2 under tension in either the open or closed position. Here the handle is in the locked state with the large pin, at 3, engaged into the base of the turret. This turret lock had a tendency to vibrate loose when the vehicle was in motion and so the lock design was modified in February 1943 [2].

1

627

2 626: The turret traverse mechanism, Turmschwenkwerk. This holds two large bevel gears, suspended above each other, with the worm gears for each bevel located in the casings at 1 and 2 respectively. The upper gear traversed the turret manually using handwheels, while the lower gear traversed the turret via drive from the hydraulic pump on the turret basket floo . The system functioned as a reversed differential enabling each of the worm gears to be driven independently from each other. Both hydraulic and manual operations were possible at the same time.

628 1 2

628: The chain, at 1, connects to the tank commanders turret traverse handwheel. This chain drives the worm gear meshed to the upper bevel gear in the turret traverse housing, 2.

627: The commanders turret traverse handwheel, Hilfstrieb für Pz-Führer zum Turmschwenkwerk (auxiliary hand traverse). The guard was used to prevent the commander from coming into contact with the enclosed chain drive.

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153

The Turret Interior 629

5 4 1

2 3

630

630: When the turret armour was originally sectioned a hole was burned through the LHS casing of the main traverse housing. At this moment in time the turret of the tank cannot be rotated and it is likely that this has been caused by some form of malfunction within the turret traverse housing.

632

629: In this illustration we have a general view of the main components of the turret traverse mechanism. We can see the handle and release clip on the tank gunners handcrank, 1. The small housing that took drive from the drop shaft that was driven by the large hydraulic pump on the floor of the turret basket is seen at 2. The cover that protected the pinion gear is seen at 3 and the main turret traverse gear housing is seen at 4. The commanders traverse handwheel is seen on top of the turret traverse housing at 5.

631

631: A close up view of the gear and chain, as connected to the tank commanders turret traverse handwheel, used to drive the worm gear of the upper of the two bevel gears in the turret traverse housing.

633

1

632: The commanders turret traverse handwheel. Inside the housing, at 1, is an axle holding a bearing for the sprocket of the chain drive.

154

633: A view of the top side of the turret traverse gearing housing. This was an oil filled unit, see the filler plug at 1 and the drain plug at 2, page 155, photo 634.

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The Turret Interior 634

635

1 2

2

634: The main housing for the turret traverse gearing. This unit took rotational drive from three sources, the tank commanders handwheel, the gunners handwheel and the hydraulic pump unit located on the turret basket floo .

636 1 635: When the turret was traversed using the hydraulic pump on the turret basket floor power was taken from that pump via a shaft, see 6, page 140, illustration 566, that slotted into the tube at 1 driving the pinion gear in the housing at 2.

637

636: The turret ring, Zahnkranz, had 240 teeth and here we see the final traverse pinion gear that meshed with that ring. Using hydraulic power for rotation the minimum time for a full revolution of the turret was 60 seconds or 6° of arc per second.

638

10

11

12 1

9

2

8

3

7 6

638: The small flat gears to the right of the main traverse pinion gear, Zwölfuhrzeigerantrieb, drive the azimuth indicator at the gunners station, see page 156, photos 640,641 & 643.

5

4

637: Illustration detailing the gunners azimuth indicator, Zwölfuhrzeiger beim Richschützen. The central dial is graduated into 12 divisions representing the position of the turret in relation to the front of the tank i.e. 12 would have the turret facing directly forwards while 6 would have the turret pointing directly to the rear of the tank.

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155

The Turret Interior 639

640

639: This casing holds the pinion gears that takes drive from the shaft leading from the gunners traverse handcrank to the turret traverse housing. Inside this casing are two gears that transfer drive through a 90° angle.

640: Looking up at the gunners azimuth indicator. This unit is bolted onto a bracket that forms part of the support mount for the long casing tube that holds the shaft connected to the gunners turret handcrank.

641

642 3

2

1 641 & 642: Here we see the gunners traverse handcrank, Handantrieb zum Turmschwenkwerk. The gunner turns a crank handle, at 1, that is fixed to a rotating disk under the housing at 2. See photo 644 for how this disk is mounted in this housing. The drive shaft that carries the rotational drive from the handcrank is encased in the tube at 3 to prevent the gunner from coming into contact with moving parts. Each rotation of the handcrank translated to 0.9° of turret rotation.

643

644

1

643: The azimuth indicator unit is driven by a shaft taken from the main turret traverse housing and fed back to the azimuth unit at 1. This shaft is seen clearly on page 141, photos 567 & 568.

156

644: The handcrank lever, Sperrhebel mit Sperrstift that when gripped released a pin that locked the plate and connected gears in position thus allowing the handcrank to rotate the turret.

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The Turret Interior 645

646

645: The large cylinder seen in photos 645-650 is the Hydr. Sicherheitsschalter, the hydraulic safety cylinder that forms part of the Abfeuervorrichtungen or firing circuit of the main gun in the tank.

647

646: The main gun could not be fired if the electrical circuit of the hydraulic safety cylinder was not reset. The hydraulic safety cylinder held a pressure of a ½ atmosphere. When oil pressure inside the main gun recoil cylinder dropped hydraulic pressure would force oil into the safety cylinder moving the rod in the tube we see at 1, photo 649, to disconnect an electrical contact. When the circuit was reset the internal compartment holding a spring was compressed and would reconnect that electrical contact.

648 2 1 1

647: The hydraulic safety cylinder was bolted in place via two large circular clamps that encircled the main cylinder and that were connected to a large flat bracket mounted to the underside of the main gun, see 1.

649

1

3

648: The curved arm seen on the pivot bar at 1 forms part of the linkage from the foot trigger, at 2, for the M.G.34 mounted in the turret, the MG-Abzugvorrichtung. Another linkage at 3 was directly connected to the trigger of the M.G.34.

650

1

649: The two electrical cables join the hydraulic safety cylinder to the gunners ready to fire light, Kontrollampe, and the loaders safety reset switch, see 2, page 150, illustration 608.

650: A general view showing how the hydraulic safety cylinder is mounted under the cradle of the main gun. Hydraulic pressure was fed to the safety cylinder via the pipe at 1.

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157

The Turret Interior 651

652

1

1

3 651: In order to balance the heavy weight of the gun and gun cradle a spring balanced counterweight, a Federausgleicher, was attached to the RHS of the mantlet with the base support being attached to the RHS of the turret.

2

652: In photo 652 is the roof bracket, at 1, holding the pivoting arm, Kniehebel, at 2, which joined the mantlet arm and a vertical damping piston, Zusatzausgleicher, at 3. The damping action of this piston was adjusted via the knob at 1, photo 651.

653

654

3 1

2 1

653: Here we see the bottom of the pivot arm and the vertical damping piston. We can see how this pivot joins to the bar with the two ball joints, the Ansatz, at 1, that joins both the vertical damping piston to the main spring counterbalance cylinder.

654: The end of the main spring counterbalance. This spring is connected to the curved arm at 1 with a ball joint at the end of that arm being inserted into the cylinder. This ball joint allowed the cylinder to float free during damping actions

655 Lager Zusatsausgleicher

Arm Koppelstange

Federausgleicher

Lasche

Spindel

Fährung

Federn

Gehause

Lagerbock

Knopf Ansatz

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Bock

655: The counterbalance required regular periodic maintenance as constant elevation and depression of the gun slackened the counterbalance springs. To readjust the main gun would be depressed to -4° allowing a U-clamp to be passed through two holes in the main spring casing, seen at 2, photo 653, locking the springs in place. The gun would then be slightly elevated to release the tension on the Ansatz connecting bar so allowing the shaft adjuster, Spindel, at 3, photo 653, to be screwed in or out and so changing the spring tensioning.

The Turret Interior 656

657 1

657: The handle, at 1, released the commanders upper seat. This change from backrest to seat was spring assisted. In the raised position the commander could ride with his head out of the cupola. In an emergency hitting this lever would immediately drop the commander to the lower seat.

658 1

1

656: The tank commanders seat, Pz-Führersitz, was comprised of two seats, one above the other. When the lower seat, at 1, was sat upon the commander used the vision blocks in the cupola to view his environment outside of the tank.

659 658: The tank gunners seat, Richtschützensitz, that is mounted on the frame support also seen at 1, page 152, photo 622. The seat backrest could be folded up and out of the gunners way on the pivot point at 1.

660

1

1

659: Here we see the lower tank commanders seat raised up into the stowage position. The seat base was welded directly onto the hinged frame at 1.

660: The gunners seat with folded up backrest. The electrical cabling for the firing trigger, see page 152, photos 622 & 623, is routed up through the arm at 1 to the electrical junction box on the LHS of the inner turret wall.

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The Turret Interior 661

662

2

1 661: The graticules at the forward end of the gun sight could be illuminated by a plug-in lamp unit. This lamp unit was also fitted with a dimmer switch and was powered by a plug from the 12V socket attached to the turret roof above the gun sight mount.

663

662: Of primary interest in this photo is the large spring balance cylinder seen at 1. When the loader closed his hatch the arm at 2, page 161, illustration 667, contacted the end plate, at 2, thus allowing the damper spring to slow the closing of the hatch.

665 2 663: A view of the Bosch 12V socket seen in photo 661. This was named, Steckdose für Strichplattenbeleuchtung, and two of these were fixed to the turret roof. These sockets powered the gun sight graticule light and the main gun firing circuit

664

3 1

4

664: Fitted into the turret roof was an extractor fan that was used to exhaust fumes from the turret after firings of the main gun. This fan, the Aufbaulüfter, had an airflow extraction of 12 3/min.

160

665: Covering the port in the turret roof over the extractor fan was an armoured plate, the Panzerscheibe, at 1. For deep fording operations a cover, Haube, at 2, could be screwed down over this port with the clamps at 3 locking the cover down under the flange at 4.

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The Turret Interior 666 5

1

2

6

3

4

666: Above the loaders position in the tank was a large rectangular hatch, the Ladeschützenlukendeckel. This hatch could be opened or closed using the two grab handles at 1 & 2 and was locked down using the wheel at 1, see illustration 667 below. This wheel operated a cam action that pushed outwards the four locking arms, 3, (one is missing) into the notches in the turret roof, 4. The notched catch at 5 could be used to dog the hatch partially open to allow extra turret ventilation. The block holding a pin under spring tension, 6, was used to lock the hatch in the open position using the arm (also missing) seen at 2, illustration 667 below.

667

2

1

5 3

4

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667: Illustration showing the loaders hatch in the open position. Note the splash ring around the outer edge of the hatch frame, 3. This image also shows the arm that made contact with the spring balancer at 1, page 160, photo 662. This spring helped the loader when closing the hatch allowing it to progressively close instead of slamming shut. We can see how the arm interacted with the spring balance equalizer in the plan section of the turret hatch at 4. In this image we also get a better view of the profile shape of the hatch locking arms and we can see the large rubber seal that was fitted into a groove in the hatch lid to ensure this hatch could be sealed watertight, 5.

161

The Turret Interior 668

669

1

668 & 669: The turret had two vision slots, Sehschlitzplatten, at the 2 and 10 o’clock positions in the turret side walls, see page 39, photo 104. These were large plugs of armour that were secured into ports cut in the hull sides. The ports were welded in place on the outside and on the inside were secured using two flat keys also welded in place, see 1, photo 688 and 1 & 2, illustration 670.

670

1 6 4

5

9

2

8

7 3

671

670: At the rear side of each vision port was a frame that held a laminated glass block, Schutzglas, 3, that was 70x150x90mm in size. This large glass block was locked in place by a fold down plate, 4, and by two large knurled nuts, Rändelmutter, 5 & 6. The port was made waterproof by a rubber gasket fitted to the front of the glass block, Dichtung, 7, and to protect the upper head of anyone looking out of one of the ports a padded guard was fitted to the folding retainer plate, Stirnschutze, 8. A cross-sectional view of how the whole armoured plug of the vision port was fitted into the side hull armour is seen at 9.

672

671 & 672: There were two boxes with spring tensioned lids at each side of the turret ring. Each of these boxes held three buttons that were the firing switches for the Nebelwurfgerät smoke projectors. The box shown in photo 671 & 672 is mounted under the spring counterbalance at the turret RHS for control of the RHS projectors. Note the Bosch logo on each button in photo 672.

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The Turret Interior 674

673 1

1

2

673: The RHS turret MP-Klappe. This port is currently in the closed position. To open the port the knob on the handle, at 1, (missing) would be pulled towards the operator, rotated around and released to lock into place in the catch, at 2.

675

674: The electrical junction box at the rear of the turret, Kaste Pz Nr 5c. The vertical bracket at 1 was a clip-in holder, Halter für MP, for an MP38 machine pistol. This weapon was used for the personal defence of the crew members.

676

675: Close up of the Kaste Pz Nr 5c electrical junction box that routed the cabling of the communications of the tank commander and gunner back to the tank intercom switch box, see page 118, photos 455-458.

1

677

677: Stamped on the rear wall of the turret, see photo 676, is the number 40 B0 4663 41 402. We have been unable to determine what this number represents.

676: Hanging from the bracket, at 1, was an ammunition pouch, Halter für Munitionstasche, holding three 32 round magazines, Magazintaschen, for the MP38 Maschinenpistole.

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The Turret Interior 678

679

1

1

2

3

678: On the turret wall is a stowage box that was used to hold communication equipment for the commander i.e. headphones, throat microphone, speaker unit and assorted cables, 1. The dual brackets at 2 & 3 mounted two small stowage boxes that held spare flare ammunition for the flare pisto

680

679: Directly behind the tank commanders seat are two stowage boxes used to hold spare vision blocks that could be fitted in the cupola or the turret wall vision ports. Each box held two blocks that were retained in place by a metal strap hinged at the side of each box. Only box 1 still has the original retaining strap.

681

1

680: To the right and above the LHS pistol port is a bracket that is mounted horizontally to the turret wall and which was used to hold a gas mask belonging to the tank commander.

164

2

681: The LHS pistol port. When deep fording the pistol port was made watertight by a plug fitted into the oval port that locked into place using the slots at 1 & 2, see page 165, illustration 682.

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The Turret Interior 682 2

Schwenkarm (um 450 gedreht) Rast Knopf

Dichtplatte

Führungsstück

Klappe Rast

Griffschraube

5

3

4

6

Rast

7 Führungsstück

Panzerscheibe

Dichtplatte

Griffschraube Klappe Schwenkarm (um 45° gedreht)

Knopf

Federbolzen Rast

1

682: Illustration showing both profile 1, and plan views, 2, of the large pistol ports in the turret sides of early variant Tiger tanks. The pistol port, MP-Klappe, consisted of a large disk of armour, 3, being sandwiched between the turret side, 4, and an armoured outer cover, 5, see also page 39, photo 106 & 109. Bolted to this was a handle that rotated the internal disk 180° in place, 6. The rotating of this disk lined up the port hole with the port in the external outer cover so that a hand weapon could be fired from inside the tank at targets on the outside. The plug that was used for deep fording operations, the Griffschraube, together with the associated waterproof seal can be seen at 7. The plug would be inserted in the port and rotated so the two locking bars engaged in the slots of the port channel, see page 164, photo 681. Note that the two isometric drawings shown above represent the pistol port at the RHS of the turret. These MP-Klappe pistol ports were finally removed from turret production in July 1943 [2].

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165

Maybach HL 210 P 45 O

n arrival of this Tiger at the Wheatcroft Collection a thorough examination of the vehicle took place to determine if any immediate protective work was to be required. While the vehicle was in excellent condition, it was determined that the most pressing issue was to be the preservation of the Maybach HL 210 P45 engine. Investigations revealed that at some point in the past the spark plugs had been removed allowing the ingress of moisture that over the decades had caused rust and internal corrosion. The engine and the independent fan drive gearbox were therefore removed from the tank and relocated to a climate controlled storage facility. A number of sub-components were then disassembled to prevent continued deterioration including the crankcase being filled with oil. The engine is stamped HL 210 P45 and has a motor number of Mot.Nr. 46302. Of interest is the original paint and other finishes along with an electric fuel primer pump. A manual chain drive starter is also present on the rear of the engine and still intact are the four glass-bulb sediment filters This engine is the only known complete example of one the very first Tiger engines. As such it represents a unique opportunity to document the initial design features that could then be compared to the subsequent modifications on later variants. We are very fortunate that our guest technical editors Rob Veenendaal and Liejon Schoot took on this research project and worked to produce a highly detailed time line of the use of Maybach engines in both Tiger and Panther tanks. The results of this work can be viewed at www.theresearchsquad.com.

The LHS of the Maybach HL 210 P 45 engine as was originally fitted in iger Fahrgestell No. 250031. In this view we can see the general configuratio of the oil filte , oil cooler, alternator and fuel sediment filters

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Maybach HL 210 P 45 The rear end of the engine. The manual chain drive starting mechanism is seen centre of the photo.

The front end of the engine. We can see the data plate at 1. The flywhee housing is below centre.

1

The RHS of the engine. From this viewpoint we can see the general configuration of the oil tank the electric starter motor and the Bosch inertia starter.

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167

Maybach HL 210 P 45 30

The oil filter housing

Part of the fuel system showing three of the fuel sediment filter bowls

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Maybach HL 210 P 30 45

The engine alternator.

Rear view of the engine alternator.

The engine alternator data plate.

The oil cooler housing.

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169

Maybach HL 210 P 45

The hand crank starter mechanism.

The Bosch inertia starter (above) and the electric starter motor (below).

View of the housing showing how the inertial and electric starters engage the flywheel

Details of the inertia starter chain drive.

The engine oil tank reservoir.

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Maybach HL 210 P 45

The LHS rocker cover.

Camshaft with rocker gear. The LHS rocker cover.

The RHS cylinder head.

The tank was fitted with four Solex carburettors

Opposite side view of the carburettors.

Top down view into the barrels of the carburettors. Note the gasket on the upper unit.

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Maybach HL 210 P 45

The fan drive gearbox. The tube above is the oil filler pipe

Coupling for the propellor shaft that provides power to the fan drive gearbox.

The propellor shaft coupling that connects to the fan drive unit housing on the engine, see photographs left.

Rear side of the coupling for the fan drive gearbox. Propellor shaft used to drive the fan units.

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Top view of the fan drive gearbox.

Maybach HL 210 P 45 The electric fuel primer pump.

© The Tank Museum, Bovington, UK.

The electric fuel primer pump RHS.

© The Tank Museum, Bovington, UK.

The electric fuel primer pump, Front view.

The electric fuel primer pump input line.

A view of the electric fuel primer pump with the top cover removed.

© The Tank Museum, Bovington, UK.

© The Tank Museum, Bovington, UK.

© The Tank Museum,

The electric fuel primer pump sediment bowl.

Bovington, UK.

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173

Maybach HL 210 P 45

The triple air filter units and the ai ducting channel on which they were located. This whole unit was mounted above the carburettors on the top of the engine.

An air filter unit as seen in an oil bath can Details of the air filter mesh unit

Oil in the oil bath.

174

The underside of an air filter unit

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Maybach HL 210 P 45 The Sirocco fan housing. The Sirocco fan itself was mounted to the engine flywheel and was used to extract hot air via a duct from the transmission and then out through the engine compartment.

Top down view of the extractor fan housing.

Front view of the Sirocco fan housing. The port in the top left of the photo ultimately ducts air out through the RHS fan unit.

Hot air is drawn into the fan housing via this rectangular port.

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175

Vorpanzer Investigation by Liejon Schoot The Tiger tank was originally designed to be fitted with an armoured shield, Vorpanzer, that could be raised and lowered at the front of the tank. Fgst.Nr.250031 still has these original features designed for the Vorpanzer: The straight front hull side extensions with cut-outs on the top corners, flame cut edges on the glacis above the tracks and partially visible plugs in the hull sides where the upper pivoting arm shafts protruded. The extended hull sides allowing the towing shackles to pivot freely were introduced in December 1942 with Fgst.Nr.250055 [2]. This would mean that 54 hulls, or at least the plates, were already produced before the Vorpanzer project was cancelled but which were subsequently then adapted for production vehicles. Presented here is an article by Liejon Schoot on the theoretical design of the Vorpanzer. In the glacis, photo A, are two small holes, at 1, and one larger hole, at 2, in the area above the tracks. Previously it had been thought that the two smaller holes were for headlight repositioning only seen in Tunisia with the 1st Kompanie of the sPzAbt.501, but this raises a few questions:

A

Why were these holes also present on a vehicle of the 2nd Kompanie of the sPzAbt.501?

1

2

Why drill holes in thick armour plate when it would have been easier to weld the headlight brackets on? Could it be that the small holes originally had another purpose and were later adapted to good use for remounting the headlight brackets?

B

© The Tank Museum, Bovington, UK. If we now inspect an image of V1, photo B, we can see that the Vorpanzer shield is resting on something attached to the glacis - this appears to be a (possibly rubber) support to rest the armoured shield on when it was in the “transport” position on the glacis plate. This support is located in the same position as the two small holes, at 1, photo A.

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Vorpanzer Investigation by Liejon Schoot Also the glacis plate cut out corners (above the tracks) suggest these glacis plates were originally made for Tigers deployed with a Vorpanzer shield and adapted for production Tigers. The cut corners are possibly to prevent dirt to build up between plate and tracks and to make sprockets and final drives accessible. Possibly at the same time the holes for the sprocket crane were introduced, Fgst. Nr.250012, as produced in September 1942 as we see Fgst.Nr.250031 already has these holes, see 2, image A, page 176. On the shield itself are 24 cone head bolts; four on each lower side hold the lower pivoting arm hinges, at 1, photo D, and six on each top corner holding an angled strip that also hold the upper pivoting arm hinges, at 2, photo D. Between the top six and lower four are two more bolts, at 3, photo D, seemingly spaced at the same distance as the two small holes, at 1, image A, page 176, in the glacis plate, (possibly mounting another support, see 1, photo C, all possibly designed to relieve the weight of the shield from the pivoting arms and prevent moving of the shield in cross country conditions).

C

D 2 1 3

1 © Liejon Schoot

E 830 290

Please keep in mind that these dimensions may not be 100% accurate, whilst there are also small differences with Liejon’s model.

126

378

126

R39

7

126

40 90

.3

195

R5

175 110

07

305

.0

641.7

653

There are only a few known dimensions to work from, the rest had to be obtained by logic and by then comparing the pictures. The resulting drawing shows a realistic Vorpanzer of which the mechanics would actually work.

653.0

229.2

I started with a sketch that was continuously updated, see the drawing on the right. Things proved to be far more complex than thought at first sight. This was because altering just a single dimension in the mechanics meant reconstructing the whole.

34

40

388 R305

30

Illustration E was drawn by Rob Veenendaal based on Liejon’s design for the 1/35 scale model above. Rob’s input follows:

© Liejon Schoot

148.4

534.7 354

© Rob Veenendaal

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SHOCK ABSORBER

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PRIMARY BRAKE HOUSING

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Primer

Cover

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TANK COMMANDER CUPOLA

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MAYBACH HL 210 P 45 AIRFLOW - OPERATION NORMAL

Sirocco Fan

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© The Tank Museum, Bovington, UK.

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Pz. Kühlwasserheitzgeräte 42 (water heating/transfer device)

© The Tank Museum, Bovington, UK.

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DRAWN BY:

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1 T. VOGEL 2 B. Balkwill 3 B. Balkwill 4 B Balkwill

REV: REVIEWED:

DATE:

may 2009 jan 2011 jan 2011 sep 2014

TURRET SIDE VISION PORT

Technical Illustrations

References Main references used: [1] Tiger Without A Home; Richard Cox, U.S. Army Ordinance Museum Foundation, Maryland USA. ISBN 0-9644359-1-8. 1995. [2] Germany’s Tiger Tanks D.W. To Tiger 1: Design, Production & Modification ; Thomas L. Jentz & Hilary L. Doyle, Schiffer Publishing Ltd. ISBN 0-7643-1038-0. 2000. [3] Tigers I & II and their Variants; Walter J. Spielberger & Hilary L. Doyle, Schiffer Publishing Ltd. ISBN 978-0-7643-27803. 2007. [4] Camouflage Colours,

ehrmacht Heer, 1939-1945; Thomáš Chorý, Aura Design Studio. ISBN 80-902634-2-9. 2005.

[5] PzKpfw. VI TIGER vol. II TANKPOWER 14; Tadeusz Melleman, AJ-Press. ISBN 83-7237-112-1. 2002. [6] Les matériels radio de la Wehrmacht 1935-1945; Pierre Metsu, Editions Heimdal. ISBN 2-84048-181-2. 2004. [7] Wireless for Wehrmacht in detail; Alois Veselý & František Kořán, Wings & Wheels Publications. ISBN 80-86416-15-1. 2001. [8] Tiger I and Sturmtiger in Detail; Uwe Feist & Bruce Culver, Ryton Publications. ISBN 1898135088. 1994. [9] Trail of the Tigers; Ron Klages, Lyonsbrook Publishing (self published). 2002. [10] Repairing the Panzers Vol. 2; Lukas Friedli, Panzerwrecks. ISBN 978-1-9080320-1-0. 2011. [11] Achtung Panzer No.6 Panzerkampfwagen Tiger; Mitsuru Bitoh, Dainippon Kaiga Co. Ltd. ISBN 4-499-22706-2. 2001.

Other references consulted during the course of creating this book: [12] The Combat History of the Schwere Panzer-Abteilung 503; Dr. Franz-Wilhelm Lochmann, Richard Freiherr von Rosen & Alfred Rubbel - Editors, J.J. Fedorowicz Publishing. ISBN 0-921991-55-X. 2000. [13] Tiger I; Uwe Feist & Bruce Culver, Ryton Publications. ISBN 1898135002. 1992. [14] Tiger I on the Western Front; Jean Restayn, Histoire & Collections. ISBN 2-913-903-134. 2001. [15] Tiger I on the Eastern Front; Jean Restayn, Histoire & Collections. ISBN 2-908-182-815. 2001. [16] PzKpfw. VI TIGER vol. I TANKPOWER 13; Tadeusz Melleman, AJ-Press. ISBN 83-7237-105-9. 2002. [17] PzKpfw. VI TIGER vol. III TANKPOWER 15; Tadeusz Melleman, AJ-Press. ISBN 83-7237-119-9. 2003. [18] PzKpfw. VI TIGER vol. IV STURMTIGER TANKPOWER 16; Tadeusz Melleman, AJ-Press. ISBN 83-7237-127-X. 2003. [19] TIGER Le Bataillion de Chars Lourds de la Leibstandarte; Patrick Agte, Editions Heimdal. ISBN 2-84048-090-5. 1995. [20] PANZERKAMPFWAGEN TIGER; Wolfgang Fleisher & Horst Scheibert, Dörfler Zeitgeschichte. ISBN 3-89555-051-5. 2002 [21] JAGDTIGER: The Most Powerful Armoured Fighting Vehicle of World War II: Technical History; Andrew Devey, Schiffer Publishing Ltd. ISBN 0764307509. 2004. [22] Tigers in Combat I; Wolfgang Schneider, J.J. Fedorowicz Publishing. ISBN 0-921991-53-3. 2000. [23] Tigers in Combat II; Wolfgang Schneider, J.J. Fedorowicz Publishing. ISBN 0-921991-39-8. 1998. [24] The Tiger Project - Alfred Rubel - Schwere Panzer (Tiger) Abteilung 503; Dale Richard - Editor, Schiffer Publishing Ltd. ISBN 0-7643-2000-9. 2004. [25] The Combat History of the Schwere Panzer-Abteilung 507; Helmut Schneider - Editor, J.J. Fedorowicz Publishing. ISBN 0-921991-75-4. 2003. [26] The Combat History of the Schwere Panzer-Abteilung 508; Kurt Hirlinger - Editor, J.J. Fedorowicz Publishing. ISBN 0-921991-57-6. 2001. [27] PzKpfw VI Tiger I Ausf. E; Wojciech J. Gawrych, PROGRES Publishing House. ISBN 83-916483-2-X. 2002. [28] Tigers at the Front; Thomas L. Jentz, Schiffer Publishing Ltd. ISBN 0-7643-1339-8. 2001. [29] Tiger 1942-1943 vol. 1; Waldemar Trojca, MAŁOPOLSKA POLIGRAFIA. ISBN 978-83-60041-43-7. 2010. [30] German Fighting Forces in the Tunisian Front, GROUND POWER SPECIAL ISSUE Aug. 2010; Hiroshi Kitamura, GALILEO Publishing Co. ISBN-13 4910135020803. 2010. [31] TIGER; STURM&DRANG-1, 05706-6. 1990 [32] Tiger Tank Manual: Panzerkampfwagen VI Tiger 1 Ausf.E (Sdkfz 181) (Owner’s Workshop Manual); Michael Hayton, Haynes Publishing. ISBN 1844259315. 2011. [33] TIGER [1] Revised Edition, GROUND POWER SPECIAL ISSUE June 07; GALILEO Publishing Co. ISBN-13 4910135020674. 2007. [34] TIGER [2] Revised Edition, GROUND POWER SPECIAL ISSUE July 07; GALILEO Publishing Co. ISBN-13 4910135020773. 2007.

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Coming Publications There is no denying that we have taken a great deal longer over the completion of this Tiger Project book than was initially envisaged when we first set out..

the shed

© The Wheatcroft Collection A lot of this time has been taken up due to all the extra projects that we have been involved in. We have had so much material to write about we have found it difficult to decide what was important and what we needed to prioritise on. As an interlude and to allow us to bring something to our readers quickly in the future we have decided to create a volume based on a wide selection of the objects that Kevin Wheatcroft has in his collection. We hope that the shed will be the start of a long series dedicated to some very interesting material.

1

© The Wheatcroft Collection For up to date news of products from The Research Squad please visit our website at: www.theresearchsquad.com

2 Due to other project work at The Wheatcroft Collection the work on the restoration of the Panther has slowed somewhat. Saying that though we now have a lot of new material that relates to the rebuilding of the vehicle and so can now complete the second volume in the series. We shall also take a close look at Panther wheels here...

Please note that all the works in production by The Research Squad are subject to change at very short notice in relation to content and subject material...

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The Research Squad

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