101st Airborne Division
(Air Assault)
1
2 The Sabalauski
3 Air Assault School Handbook
The Sabalauski
Air Assault School
Handbook
November 2011
PREFACE
1 November 2011
1. The Sabalauski Air Assault School (TSAAS) is a FORSCOM TDA unit that trains leaders
and Soldiers assigned to the 101st Airborne Division (Air Assault), as well as other Army units
and armed services in several courses. By conducting the Air Assault and Pathfinder Courses
The Sabalauski Air Assault School develops technically proficient and confident Soldiers
capable of safely executing immediate and sustained air assault operations. The school also
trains and qualifies military Rappel Masters, Fast Rope Masters and SPIES Masters in the
application of infiltration and extraction techniques. The school provides quality basic airborne
refresher and jumpmaster refresher training to airborne capable units. Finally, the school
provides command and control of the 101st Airborne Division (Air Assault), Screaming Eagle
Parachute Team.
2. This handbook is designed to facilitate the mission of the school, serving as a baseline of
information for the Air Assault Course. It is not a substitute for applicable Army regulations,
field manuals, training circulars, or technical manuals, but it is designed to complement the
guidance in these publications in the area of air assault operations. The 101st Airborne Division
(Air Assault) disclaims any responsibility for incidents occurring while applying these
procedures.
3. The proponent for this handbook is the Commander of The Sabalauski Air Assault School.
This 2011 update provides users with the latest doctrinal information regarding Air Assault
Operations. Users of this publication are encouraged to recommend improvements or changes in
writing to ACofS, G3/5/7/DPTM; ATTN: AFZB-K-GT-AA, Fort Campbell, KY 42223-5000.
4. The most current course information and detailed course descriptions can be found on the
website: http://www.campbell.army.mil/units/AAS/Pages/AAS.aspx or by calling CML (270)
798-4410, DSN 635-4410, FAX (270) 798-2113.
RYAN KELLY
MAJ, AV
Commanding
DISTRIBUTION:
Special
WALTER JAMES SABALAUSKI
(1910 - 1993)
Walter James Sabalauski was born in Lithuania in 1910. His family moved to the United
States while he was a small child. From 1929 to 1937, he boxed professionally while living in
the Chicago area. An auto accident ended his career with an outstanding record of only two
defeats in 33 bouts. Command Sergeant Major Sabalauski entered the Army in June 1941.
During World War II, he served in the Pacific Theater, fighting on the beachheads of the
Solomon Islands, Guadalcanal, and the Philippines. He later served in the Korean War with the
187th Regiment, Combat Team (Airborne) and 25th Infantry Regiment. In 1963, CSM
Sabalauski went to Vietnam for the first time, where he served as an advisor to the 32d
Vietnamese Ranger Battalion. After service in the Dominican Republic in 1965, he returned to
Vietnam in 1966. It was during this tour that he fought his most memorable battle.
Early in June of 1966, Charlie Company, 2d Battalion, 502d Infantry Regiment was
conducting a mission to locate elements of the 24th North Vietnamese Regiment. Charlie
Company made contact with what was estimated to be a battalion-sized enemy element. Under
heavy enemy fire and unable to maneuver, the company commander, CPT William Carpenter
called for air strikes on his position in an attempt to force the enemy to withdraw. The enemy
ceased fire long enough to allow Charlie Company to consolidate, reorganize and establish a
position from which to defend and begin evacuation of wounded personnel. 1SG Sabalauski, in
utter disregard for his own safety, repeatedly placed himself at risk for the sake of his Soldiers
during the conduct of this mission. For his extraordinary heroism in destroying the enemy and in
evacuating the mass causalities, he received both the Distinguished Service Cross and the Silver
Star.
After his second tour in Vietnam he returned to the United States to serve as Cadet
Regimental Sergeant Major at West Point. In 1968, he again returned to Vietnam and the 2-502d
Infantry Regiment. Command Sergeant Major Sabalauski continued to serve until 1971 when he
retired at the age of 61.
Command Sergeant Major Sabalauski’s awards include the Distinguished Service Cross,
Silver Star, Legion of Merit, 8 Bronze Stars, 3 Air Medals, 6 Army Commendation Medals, 4
Purple Hearts, 3 Awards of the Combat Infantryman’s Badge, and the Master Parachutist Badge
along with campaign medals for service in World War II, Korea, Dominican Republic, and
Vietnam.
Command Sergeant Major Sabalauski died in 1993 and was buried with full military
honors in Arlington National Cemetery. To the Soldiers who served with him, he is remembered
as a fearless leader in combat and as having a heart as big as any country in which he served.
THE SCREAMING EAGLE SONG
We have a rendezvous with destiny.
Our strength and courage strike the spark
That will always make men free.
Assault right down through the skies of blue;
Keep your eye on the job to be done.
We’re the Soldiers of the hundred and first;
We’ll fight till the battle’s won!
TABLE OF CONTENTS
CHAPTER ONE
AIR ASSAULT OPERATIONS
PART I
ROTARY WING AIRCRAFT OF THE UNITED STATES ARMY
1-2
PART II
AIRCRAFT SAFETY
1-15
PART III
AEROMEDICAL EVACUATION PROCEDURES
1-17
PART IV
HAND AND ARM SIGNALS
1-21
PART V
COMBAT ASSAULT
PLATOON LEVEL ACTIONS
1-30
1-37
PART VI
CLOSE COMBAT ATTACK
1-38
PART VII
PATHFINDER OPERATIONS
1-42
CHAPTER TWO
HELICOPTER EXTERNAL LOAD OPERATIONS
PART I
GENERAL
2-1
PART II
CLASSIFICATIONS OF SLING LOADS
2-10
PART III
CERTIFIED SLING LOADS
5,000 AND 10,000 LBS CAPACITY CARGO NET
A-22 CARGO BAG
M1151 Up-Armored (HMMWV)
ONE TO FOUR 500 GALLON FUEL DRUMS
M119A2 105MM HOWITZER
2-20
2-21
2-26
2-31
2-34
2-41
PART IV
SUITABLE SLING LOADS
M149 SERIES WATER TRAILER
2-56
2-56
CHAPTER THREE
RAPPELLING
PART I
RAPPELLING
3-1
PART II
FAST ROPE INFILTRATION, EXTRACTION SYSTEM (FRIES) TRAINING
3-13
APPENDICES
APPENDIX A
NINE LINE MEDEVAC REQUEST
A-1
APPENDIX B
AIR MISSION BRIEFING (AMB)
B-1
APPENDIX C
EXAMPLE AIR MOVEMENT TABLE
C-1
APPENDIX D
EXAMPLE AIR LOAD TABLE
D-1
APPENDIX E
CLOSE COMBAT ATTACK UNIT AND ENEMY LOCATION MARKINGS
E-1
APPENDIX F
SLING LOAD INSPECTION SEQUENCE
F-1
APPENDIX G
SLING CONVERSION TABLE
G-1
APPENDIX H
SLING LOAD INSPECTION RECORD INSTRUCTIONS
DA FORM 7382-R SLING LOAD INSPECTION RECORD
H-1
H-2
APPENDIX I
FUEL BLIVET CONFIGURATION
I-1
CHAPTER ONE
AIR ASSAULT OPERATIONS
References:
ATTP 3-18.12, Air Assault Operations, March 2011
TM 1-1520-280-10, Army Model UH60 Helicopter, 1 November 2007
TM 1-1520-248-10, Army Model OH-58D Helicopter, 2 July 2007 (w/ change 4, dated
15 March 2010)
TM 1-1520-238-10, Army Model AH-64A Helicopter, 22 December 2005 (w/ change 2
dated 3 August 2007)
TM 1-1520-251-10-1, Army Model AH-64D Helicopter, Block I dated 30 June 2010
TM 1-1520-251-10-2, Army Model AH-64D Helicopter, Block II dated 30 June 2010
TM 1-1520-237-10, Army Model UH-60A/L Helicopter, 25 September 2009 (w/ change
1, dated 11 June 2010)
TM 1-1520-240-10, Army Model CH-47D Helicopter, 22 February 2011
TM 1-1520-252-10, Army Model MH-47E Helicopter, 28 June 1995 (w/ changes 22,
dated 31 October 2008)
FM 3-04.113, Utility and Cargo Helicopter Operations, 7 December 2007
FM 3-21.8, Infantry Rifle Platoon and Squad w/ change 1, 1 March 2001
FM 8-10-6 Medical Evacuation in a Theater of Operations, 14 April 2000
FM 4-02.2, Medical Evacuation, May 2007 w/change 1, July 2009
FM 3-04.111, Aviation Brigades, 7 December 2007
FM 3-21.38, Pathfinder Operations, April 2006
101st Airborne Division (AASLT) Gold Book, 12 April 2010
FM 3-04, 126 Attack Reconnaissance Helicopter Operations
1-1
PART I
ROTARY WING AIRCRAFT OF THE UNITED STATES ARMY
OBSERVATION AIRCRAFT
Main Rotor DIA: 35 FT
5 FT 5 IN DIA
7 FT 3 IN
12 FT 11 IN
41 FT 2 IN
OH-58D Kiowa Warrior
References
TM 1-1520-248-10 and FM 3-04.126
Characteristics
1. Four bladed main rotor blade system
2. Two bladed tail rotor blade system
3. Boomerang shaped vertical stabilizer
4. Pencil-like tail boom
5.
6.
7.
8.
Maximum Airspeed/Cruise
Flight time
Crew
Allowable Cargo Load (ACL)
Missions
1. Reconnaissance
2. Security
3. Target acquisition/designation
4. Defensive air to air combat
Single turbine engine
Mast Mounted Sight System (MMS)
Pylons for armament purposes
Skids for landing
110/90 knots
2 hours, 30 minutes
2 (Pilot, Co-Pilot)
0
Max
Min
Max
Armament
Load
Range
Range
.50 cal (on left side only)
500 rds
2.75 inch FFAR
14 rds
8000 m
Hellfire II Missile-laser guided
4 rds
500 m
Stinger Air-to-Air Missile
2 rds
Digital call for fire capability (to artillery, AH-64D, other OH-58Ds)
1-2
Max
Effective Rg
2000 m
3000-5000 m
8000 m
5 km
ATTACK AIRCRAFT
9 FT 2 IN DIA
Main Rotor DIA: 48 FT
7 FT 11 IN
15 FT 3 IN
57 FT 8 IN
AH-64A Apache
Reference
TM 1-1520-238-10 and FM 3-04.126
Characteristics
1. Four bladed main rotor blade system
2. Four bladed tail rotor blade system
3. 30mm Chain Gun
4. Swept back vertical stabilizer
5.
6.
7.
8.
Airspeed
Maximum
Cruise
Flight Time
Crew
Missions
1. Anti-armor (primary)
2. Close air support
3. Reconnaissance
Armament
30 mm chain gun
Horizontal stabilator
Two turbine engines
Winglets for armament purposes
Wheels for landing
197 knots
120 knots
1 hour, 50 minutes
2 (Pilot—rear, Co-Pilot/Gunner—front)
Max
Load
1200 rds
Hellfire II Missile-laser guided
16 rds
2.75 inch FFAR*
76 rds
*FFAR: Folding-Fin Aerial Rockets
Min
Range
Max
Range
4000 m
500 m
8000 m
1-3
Max
Effective Rg
1500 m—point
3000 m—area
8000 m
3000-5000 m
9 FT 2 IN DIA
Main Rotor DIA: 48 FT
7 FT 11 IN
16 FT 1 IN
57 FT 8 IN
AH-64D Longbow Apache
Reference
TM 1-1520-251-10 and FM 3-04.126
Characteristics
1. Four bladed main rotor blade system
2. Four bladed tail rotor blade system
3. 30mm Chain Gun
4. Swept back vertical stabilizer
9. Fire Control Radar (FCR)
5.
6.
7.
8.
Airspeed
Maximum
Cruise
Flight Time
Crew
Missions
1. Anti-armor (primary)
2. Close air support
3. Reconnaissance
Armament
30 mm chain gun
Hellfire II Missile-laser guided
Longbow Hellfire-fire and forget
2.75 inch FFAR
Horizontal stabilator
Two turbine engines
Winglets for armament purposes
Wheels for landing
197 knots
130 knots
1 hour, 50 minutes
2 (Pilot—rear, Co-Pilot/Gunner—front)
Max
Load
1200 rds
Min
Range
16 rds
16 rds
76 rds
500 m
500 m
Max
Range
4000 m
8000 m
May or may not have Fire Control Radar (FCR) mounted on rotor mast
1-4
Max
Effective Rg
1500 m—point
3000 m—area
8000 m
8000 m
3000-5000 m
ASSAULT / LIFT AIRCRAFT
11 FT DIA
Main Rotor DIA: 53 FT 8 IN
6 FT 6 IN
7 FT 7 IN
12 FT 4 IN
1 FT 7 IN
64 FT 10 IN
UH-60A/L/M Blackhawk
Reference
TM 1-1520-237-10 and FM 3-04.113
Characteristics
1. Four bladed main rotor blade system
5. Two turbine engines
2. Four bladed tail rotor blade system
6. Oval shaped fuselage
3. Swept back vertical stabilizer
7. Wheels for landing
4. Large tapered horizontal stabilator(A/L), squared horizontal stabilator (M)
Airspeed
Maximum
Cruise
Flight Time
Crew
193 knots
130 knots
2 hours, 30 minutes
4 (Pilot, Co-Pilot, 2 Crew Chiefs)
ACL for planning
Combat equipped troops
with seats—11
without seats—20
Cargo Hook Capacity
UH-60A
UH-60L/M
8,000 lbs
9,000 lbs
Max Gross Weight
22,000 lbs
Missions
1.
2.
3.
4.
Air Assault and Air Movement
Casualty Evacuation/Aeromedical Evacuation
Sling load and re-supply operations
FRIES/SPIES and Rappelling
Armament Available
2 x M240H 7.62 MG
Max Range
2000m
1-5
99 FT
Rotor DIA: 60 FT
18 FT 8 IN
4 FT 4 IN
6.5 FT
6.5 FT
13 FT
CARGO HOOKS
CH-47D/F Chinook
TM 1-1520-240-10 and FM 3-04.113
Reference
Characteristics
1. Two 3-bladed main rotor blade systems
2. Bus shaped fuselage
3. Two turbine engines
4. Wheels for landing
Airspeed
Maximum
170 knots
Cruise
130 knots
Flight time
2 hours, 30 minutes
Crew for tactical operations
4 (Pilot, Co-Pilot, Flight Engineer, Crew Chief)
ACL for planning
Combat equipped troops
31
Maximum Litter Capacity
24
Cargo Hook Capacity
Front Hook
17,000 lbs
Rear Hook
17,000 lbs
Center Hook
26,000 lbs
Dual Hook Load
(fore and aft combined)
25,000 lbs
Planning Weight
19,000 lbs
Maximum Gross Weight
50,000 lbs
Missions
1. Troop and Cargo Transport
2. Sling load Operations
3. Waterborne Operations
4. Mass casualty evacuation when used during CASEVAC missions
“F” Model has improved avionics, upgraded engine and digital cockpit.
Armament Available
3 x M240H 7.62 MG
Max Range
2000m
1-6
MEDEVAC AIRCRAFT
HH-60A/L/M MEDEVAC
Reference
TM 1-1520-237-10, FM 2-04.113
Maximum Airspeed
193 knots
Flight Time
2 hours, 30 minutes
Crew
4 (Pilot, Co-Pilot, Crew Chief and In-flight Medic)
ACL
Normal Configuration
Maximum Configuration
4 litter patients and 1 ambulatory patient
6 litter and 1 ambulatory or 7 ambulatory
Internal Rescue Hoist Capability
600 lbs
Hoist Cable Length
256 ft total, 250 ft usable
External Store Support System (ESSS) consists of four fuel pods: Two large inner pods
and two small outer pods. Each inner pod can hold 450 gallons and extend flight time
by three hours. Each outer pod can hold up to 230 gallons and extend flight time by 6090 minutes. With all pods fully fueled, flight is extended to 11 hours 30 minutes.
1-7
ADDITIONAL MILITARY AIRCRAFT
UH-72A LAKOTA
Reference
Maximum Airspeed
131 knots
Flight Time
2 hours, 30 minutes
Crew
4 (Pilot, Co-Pilot, 2 In-flight Medics)
ACL
Normal Configuration
Maximum Gross Weight
2 litter patients or 4 ambulatory patients
7,903 lbs
Missions
1. Air movement
2. Aerial sustainment
3. Homeland defense
4. US Army Test and Training Center
5. US Army National Guard and Reserve
6. MEDEVAC
1-8
ADDITIONAL MILITARY AIRCRAFT
USMC
AH-1W SUPER COBRA
Reference
TM 1-1520-236-10
Airspeed
Maximum
Cruise
170 knots
152 knots
Flight Time
2 hours, 20 minutes
Crew
2 (Pilot—rear, Co-Pilot/Gunner—front)
Missions
1.
2.
3.
4.
Anti-armor (primary)
Close air support
Air-to-air combat
Armed escort
Armament
20 mm Gatling gun
2.75 inch FFAR
Hellfire II Missile-laser guided
TOW Missile
Sidewinder Air-to-Air Missile
Max
Load
750 rds
76 rds
16 rds
4 rds
1 rd
1-9
Min
Range
Max
Range
Max
Effective Rg
9000 m
3000-5000 m
8000 m
3750 m
10-18 mi
500 m
3750 m
ADDITIONAL MILITARY AIRCRAFT
SPECIAL OPERATIONS
AH-6J/MH-6J Little Bird
Airspeed
Maximum
125 knots
Flight Time
2.5 hours
Maximum range
310 nautical miles
Crew
2 Pilots
ACL
up to 6 personnel on outboard seats
Armament available
2 x seven-tube 2.75 inch rocket launchers
2 x 7.62 mm M134 "miniguns"
.50 Cal. machine guns
Hellfire missiles
Mission: Perform infiltration, exfiltration, and close air support of special operations
forces.
1 - 10
ADDITIONAL MILITARY AIRCRAFT
SPECIAL OPERATIONS
MH-60 Black Hawk
Airspeed
Maximum
Cruise
178 knots
120 knots
Flight Time
4 hours, 20 minutes
Range
450 nautical miles
Crew
4 (2 Pilots, 1 Flight Engineer and 1 Gunner)
Armament
2 x M134 7.62mm "miniguns”
Mission: Overt or covert infiltration, exfiltration, and re-supply of special operations
forces in day, night or marginal weather conditions
DAP mission: Conduct attack helicopter operations utilizing area fire or precision
guided munitions and armed infiltration or exfiltration of small units.
1 - 11
ADDITIONAL MILITARY AIRCRAFT
SPECIAL OPERATIONS
MH-47 D/E Chinook
Airspeed
Maximum
Cruise
170 knots
130 knots
Armament
2 x M-134 machine-guns
1 x M240 machine-gun
Internal rescue hoist with a 600 lbs capacity
Mission: Overt and covert infiltrations, exfiltrations, air assault, re-supply, and sling
operations in support of special operations forces in all terrain and environments.
1 - 12
ADDITIONAL MILITARY AIRCRAFT
USMC/USAF
V-22 Osprey
Reference
64214_pGuide
Airspeed
Maximum
Cruise
275 knots
250 knots
ACL
Cargo Hook Single Point: 10,000 lbs
Cargo Hook Dual Point: 15,000 lbs
Maximum 24 troops
Mission: Moving troops to remote areas, especially those without landing strips, or
conducting long-range rescue operations at sea.
1 - 13
Rotary Wing Aircraft Overview
Reference: AR 70-50, Designating and Naming Defense Military Aerospace Vehicles,
14 March 2005
First letter designator indicates basic mission:
–
–
–
–
–
AH = Attack Helicopter
OH = Observation Helicopter
CH = Transport / Cargo Helicopter
UH = Utility Helicopter
MH = Multi-mission Helicopter
Second letter designator indicates basic type:
–
OH-58 = Helicopter
Two-number designator indicates design number of aircraft:
–
–
–
UH-60 = Blackhawk
AH-64 = Apache
OH-58 = Kiowa
Letter designator after numbers indicates series/model:
–
–
OH-58A = Kiowa
OH-58D = Kiowa Warrior
Primary Rotary Wing Aircraft in 101ST ABN DIV (AASLT):
–
–
–
–
–
UH-60A/L Blackhawk
HH-60 Blackhawk MEDEVAC
CH-47D Chinook
OH-58D Kiowa Warrior
AH-64D Apache
1 - 14
PART II
AIRCRAFT SAFETY
Reference: ATTP 3-18.12, Air Assault Operations, March 2011
Safety Briefing Checklist
1. Items on Soldier at all times:
a. ID card
b. ID tags
c. Earplugs
2. Secure Headgear:
a. Chinstrap fastened
b. Twist fee
c. Free of tape
3. Sleeves down:
a. Protection from flying debris
b. Protection from flash fires
4. Secure loose equipment:
a. IAW unit SOP
b. Grenades secured
c. Antennas tied down or removed
d. Unfix bayonets
5. Approach direction:
a. UH-60: 90 degrees from side, away from tail rotor and front (lowest main rotor
position)
b. CH-47: 45 degrees from rear, away from engine exhaust.
6. Bend forward at the waist when approaching aircraft (A/C):
a. Added stability
b. Maintain low silhouette
7. Weapon carried muzzle down, no rounds chambered, on SAFE
8. Portions to stay away from:
a. Main rotor blade
b. Tail rotor blade
c. Cargo hook
UH-60L
CH-47D
FIRST AID
EMERGENCY EXITS
KITS
4 windows fall out
3
All windows, minus
windshield
7
1 - 15
FIRE
EXTINGUISHERS
2
3
9. Fasten seat belts
10. Crash positions:
a. UH-60L: Sit upright, muzzle pointed down
b. CH-47D: Bend forward at waist, muzzle pointed down
11. Emergency Procedures:
a. Water landing
1) Do not attempt to exit the A/C until it has landed and the main rotor blades
have stopped turning
2) Exit the A/C and swim upstream away from the crash
3) If A/C rolls, wait to unbuckle seatbelt until A/C rolls belly up
b. Hard surface
1) Wait for the A/C to come to a complete stop
2) Take all commands from the crew
3) Link up at the pre-designated rally point (3, 9, 12 O’clock @ 500 m)
c. Fire
1) Exit immediately (use common sense)
2) Secure fire extinguishers, first aid kits, and unconscious personnel
3) Move upwind of smoke
NOTE: Fire extinguishers are for personnel only. If all crew members are unconscious,
the senior surviving person will take charge.
1 - 16
PART III
AEROMEDICAL EVACUATION PROCEDURES
References: FM 4-02.2, Medical Evacuation, May 2007; FM 8-10-6, Medical
Evacuation in a Theater of Operations, 14 April 2000
1. Definitions:
a. Medical Evacuation (MEDEVAC): Movement and en route care by medical
personnel of wounded, injured, or ill persons from the battlefield and/or other
locations to Medical Treatment Facilities (MTF).
b. Casualty Evacuation (CASEVAC): Movement of casualties aboard non-medical
vehicles or aircraft. Casualties transported in this manner do not receive en route
medical care.
c. Mass Casualty (MASCAL): Any large number of casualties produced in a
relatively short period of time that exceeds unit support capabilities.
2. Advantages of aeromedical evacuation:
a. Timely treatment, contributing to saving lives and reducing permanent disability
b. Movement of patients over relatively long distances in short periods of time
c. Movement of patients over terrain where ground evacuation would be difficult or
impossible
d. Fewer and less frequent movement of MTFs
e. Patients moved directly to the MTF best equipped to deal with their condition
3. Basic AEROMEDICAL missions/capabilities:
a. Delivery of whole blood and biologicals
b. Air-crash rescue support
c. Movement of medical personnel and supplies
d. Evacuation of selected casualties
4. Patient Classification by Type:
a. Litter—head, neck, or back injury, unconscious or unable to walk
b. Ambulatory—able to walk under own power (walking wounded)
5. History:
OH-13 Sioux: The Angel of Mercy
Disadvantages
a. No in-flight medical treatment
b. Casualties exposed to the elements
c. Casualties exposed to enemy fire
1 - 17
6. AEROMEDEVAC Assets:
a. UH-1V:
4 Red Cross markings
Crew: 4 (Pilot, Co-Pilot, Crew Chief, and In-flight Medic)
ACL Normal Configuration: 3 litters and 4 ambulatory
ACL Prior Notification: 6 litters or 9 ambulatory
Loading Sequence: Litters loaded first, from top to bottom, loading most
seriously injured last. Ambulatory loaded second. Most seriously injured are first
to be unloaded.
b. HH-60
5 Red Cross markings
Crew: 4 (Pilot, Co-Pilot, Crew Chief, and In-flight Medic)
ACL Normal Configuration: 4 litters and 1 ambulatory
ACL Prior Notification: 6 litters and 1 ambulatory or 7 ambulatory
Loading Sequence: Ambulatory first then litters from top to bottom, reverse Z
pattern, most seriously injured loaded last. Most seriously injured are first to be
unloaded.
c. CH-47:
Primary use: Mass Casualty Evacuation when used for Aeromedical Evacuation
Identifiable marks: None
Armed escort is required during MASCAL evacuations.
Crew: 4 (Pilot, Co-Pilot, Crew Chief, and In-flight Engineer)
ACL: 24 litters and 1 ambulatory or 31 ambulatory
Loading Sequence: Ambulatory first then litters from front to back and top to
bottom, in a “Z” pattern. Most seriously injured are loaded last and first to be
unloaded.
Medics: No medics are assigned; requires 1 medic for every 6 casualties
7. Methods of Casualty Extraction:
a. Sit down method has a suitable landing zone
b. Hoist method does not have a suitable landing zone
8. Special Equipment:
a. High Performance Utility Hoist
Tensile strength: 600 lbs
Slow speed: Lifts 600 lbs at a rate of 125 ft per minute
Fast speed: Lifts 300 lbs at a rate of 250 ft per minute
Hoist cable tension strength: 600 lbs
Hoist cable length: 256 ft long, only 250 ft are usable—last 6 ft marked in red
b. Jungle Forest Penetrator
Primary use: Evacuation of casualties through thick vegetation
Tensile strength: 600 lbs
ACL: 3 ambulatory casualties
1 - 18
c. SKED Rescue System
Primary use: Ground evacuation, sit down mission, hoist extraction, water rescue
Tensile strength: 400 lbs
ACL: 1
d. Basic Ridged Litter
Primary use: Ground evacuation, sit down mission
Tensile strength: 400 lbs
ACL: 1
e. Kendrick’s Extrication Device
Primary use: Casualty with suspected spinal injury
Tensile strength: 400 lbs
ACL: 1
NOTES:
ACL OF ALL LITTERS: 1
TENSILE STRENGTH OF ALL LITTERS: 400 lbs
9. Patient Classification by Precedence:
Priority I: URGENT – Immediate evacuation is necessary to save LIFE, LIMB, or
EYESIGHT within TWO hours.
Priority IA: URGENT SURGICAL – Must receive far forward surgical intervention to
save life and to stabilize them for further evacuation.
Priority II: PRIORITY – Evacuation is required as soon as possible. LIFE, LIMB or
EYESIGHT is not in immediate danger. Evacuation should be within FOUR hours.
Priority III: ROUTINE – Evacuation is required, but it may be delayed up to
TWENTY-FOUR hours.
Priority IV: CONVENIENCE – Evacuation is not urgent nor priority, but it is required
so as not to endanger the accomplishment of the unit tactical mission.
1 - 19
10. Nine Line Request for AEROMEDEVAC (also see Appendix A)
FM Frequencies at Fort Campbell:
Range Control 49.95
Life Flight 36.90
LINE 1: Location of pick up site (use grid location)
LINE 2: Radio frequency, call sign and suffix (use that of unit on ground at PZ)
LINE 3: Number of patients by precedence (Urgent, Priority, Routine, and
Convenience)
LINE 4: Special Equipment needed (hoist, stokes litter, etc)
LINE 5: Number of patients by type of casualty (litter or ambulatory)
LINE 6 (COMBAT): Security of pick up site
LINE 6 (PEACETIME): Wounds, injuries, and illness
LINE 7: Method of marking pick up site
LINE 8: Casualty Nationality and status
a. US Military
b. US Civilian
c. Non-US Military
d. Non-US Civilian
e. Enemy Prisoner of War (EPW)
LINE 9 (COMBAT): NBC contamination
LINE 9 (PEACETIME): Description of pick up site
NOTE: Need Lines 1-5 to get aircraft into air.
After the minimum information is sent, it is OK to send additional information to update
the MEDEVAC aircraft while en route (i.e. description of PZ and description of
injuries/wounds).
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PART IV
HAND AND ARM SIGNALS
References: FM 3-21.8, Infantry Rifle Platoon and Squad w/ change 1, 1 March 2001;
FM 21-60, Visual Signals, 30 September 1987
1. Standard hand and arm signals may be used to assist in landing and moving aircraft.
2. Position of the signal person: The signal person is located at a predetermined
location outside the rotor disk diameter of the aircraft. The signal person is generally
located 20 meters to the right front of an aircraft that is conducting sling loads and 40
meters to the right front of an aircraft that is landing. The signal person must keep eyeto-eye contact with the pilot at all times.
3. Signals at night are given by using lighted batons, chem lights or flashlights in each
hand. The signals given at night are basically identical to the day signals. When using
flashlights, care must be taken to avoid blinding the pilot. Batons and flashlights should
remain lighted at all times when signaling. They should be off otherwise.
The arms are extended above the head in vertical position with the palms facing
forward.
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The arms are extended horizontally towards the sides at shoulder level with the palms
facing downward.
The arms are pointed directly forward at shoulder height with the palms facing upward.
The forearms are repeatedly moved upwards and to the rear by breaking at the elbows.
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The arms are by the side of the body with the palms facing forward. The arms are
swept forward and upward repeatedly to shoulder height.
The arms are extended horizontally sideways at the shoulders. The arms are
repeatedly moved with the palms turned up. The hands should not touch above the
head
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The arms are extended horizontally sideways at the shoulders. The arms are
repeatedly moved with the palms turned down.
The arms are extended horizontally sideways with the palms facing upwards. The right
arm is repeatedly raised from the horizontal position by breaking at the shoulder.
The arms are extended horizontally sideways with the palms facing upwards. The left
arm is repeatedly raised to the horizontal position by breaking at the shoulder.
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The right fist is placed on the top of the head and the left fist is placed over the right fist
in a rope climbing motion.
With the left hand at his side, the signal person steps off with the right foot in the
direction of take off. At the same time, a circular motion is made with the right hand
over the head and the right arm is thrust in the direction of take off.
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The arms are extended in front of the body and the wrists are crossed. Fingers are
extended and joined.
The arms are repeatedly crossed in a waving motion above the head.
The left arm is extended horizontally with a clenched fist toward the sling load while the
right arm with palm facing down makes a horizontally slicing motion under the left arm.
The left foot is planted 10-12 inches to the front.
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PART V
COMBAT ASSAULT
Reference: ATTP 3-18.12, Air Assault Operations, March 2011
Definition:
Air Assault Operations: operations in which air assault forces (combat, combat
support, and combat service support), using the firepower, mobility, and total
integration of helicopter assets in their ground or air roles, maneuver on the
battlefield under the control of the ground or air maneuver commander to engage
and destroy enemy forces or to seize and hold key terrain.
Capabilities:
1. Attack enemy from any direction
2. Delay a much larger force
3. Fly over or bypass barriers, obstacles or enemy positions
4. Conduct deep attacks and raids well beyond the Forward Line of Troops (FLOT)
5. Rapidly secure and defend key terrain
Limitations:
1. Adverse weather
2. PZ/LZ availability
3. Initial reliance on air re-supply and lines of communication
4. High fuel and ammunition consumption
5. Reduced ground mobility after insertion
Vulnerabilities:
1. Attack by ground, air, or artillery on PZ/LZ
2. Attack by A/C or Air Defense Artillery (ADA) during movement
3. Attack by Nuclear, Biological or Chemical (NBC) weapons
4. Electronic warfare
5. Small arms fire
Tactical Employment:
1. Mass or shift combat power rapidly
2. Use of surprise
3. Flexibility, mobility, speed
4. Gain and maintain initiative
5. Extending depth and width of battlefield with little regard to terrain
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AIR ASSAULT TASK FORCE
1. Individual Units
a. Infantry: Nucleus of Air Assault Task Force (AATF)
b. Aviation: Attack, assault and recon aircraft under the control of the AATF
Commander
c. Artillery: Provide fire support
d. Engineer: Emplace/breach obstacles and minefields
e. Air Defense Artillery: Ground-to-air fire support
f. Military Intelligence: Conduct electronic warfare, collect and disseminate
information
g. Reserve Forces: AATF requires fewer reserve forces due to superior mobility,
flexibility, and speed
h. Combat Support: Mission specific support
Note: All units are placed under the command of a single command headquarters
known as the AATF CDR. Normally an Infantry Commander.
2. Levels of an Air Assault Operation:
a. Division Level: Lowest level with assets for an Air Assault Operation
b. Battalion Level: Lowest level at which an Air Assault Operation can be planned
or coordinated
c. Company Level: Lowest level with a command headquarters to execute an Air
Assault Operation
3. Five Stage Reverse Planning Sequence
a. Ground Tactical Plan: Actions on the objective
H-Hour: Time that first A/C of the first lift touches down on the LZ. All planning
times are derived from H-Hour
b. Landing Plan: Actions on the LZ.
Must support Ground Tactical Plan. Ensures units arrive at designated locations
and times prepared to execute the ground tactical plan. General considerations:
(1) Availability, location, and size of LZs
(2) Elements land with tactical integrity
(3) Troops are kept informed of changes
(4) Supporting fires must be planned
(5) The plan includes re-supply and medical evacuation by air
(6) Alternate LZs planned for each primary LZ
Note: Load/Unload: 101st ABN DIV (AASLT) Gold Book standard is 2 minutes to
load A/C and 30 seconds to unload A/C.
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c. Air Movement Plan: Actions during flight
(1) Based on the ground tactical and landing plans
(2) Specifies the schedule and instructions of air movement of troops, equipment,
and supplies from PZs to LZs
(3) Provides instructions regarding air routes, control points, as well as aircraft
speeds, altitudes, and formations
(4) Includes use of attack helicopters
Flight Routes: Maps or overlays containing flight route information are prepared
at AATF headquarters and disseminated to subordinate and support units
(overlays are often used). A letter, number, or word designates flight routes and
corridors.
DEPICTING FLIGHT ROUTES ON AN OVERLAY
Air Movement Table: Tasking list organizing aviation to mission. Detailed list of
units, aircraft, routes, PZ/LZs, and times. All times are derived from H-Hour. See
Appendix C.
Terrain Flight Modes. Pilots may use one of three terrain flight modes as
dictated by the mission and the threat.
Nap-of-the-Earth (NOE): Varying speeds and altitudes while flying as near as
possible to the earth’s surface
Contour: Varying speeds and altitudes while generally conforming to the
earth’s surface
Low Level Flight: Constant speed, heading, and altitude
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TERRAIN FLIGHT MODES
d. Loading Plan: Actions on the PZ
Ensures troops, equipment, and supplies are loaded on the correct aircraft. It is
based on the Air Movement Plan.
Considerations:
(1) Tactical integrity: Fire teams and squads loaded on same A/C, platoons on
same serial. Maintains fighting units upon landing.
(2) Self-sufficiency of loads: Units should be functional by themselves whenever
possible—crews with vehicle/weapon, ammo with weapon system, commo within
serial, and personnel available to unload equipment.
(3) Cross loading: Ensures key personnel/equipment not on same A/C and
spread throughout lift.
(4) Bump Plan: Ensures key personnel/equipment arrive on LZ first. Bumped
personnel/loads arrive later. Ensures key personnel/equipment not left on PZ.
Bump Plan is executed if fewer A/C are available than planned because of
maintenance, accidents, or enemy fire.
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(5) PZ Control Party: Duties on the PZ
PZ Control Party: OIC, NCOIC, RTO, chalk guide, signal person, hook up team,
straggler control. To maximize operational control, aviation assets are
designated into lifts, serials, and loads
(a) Lift: All A/C assigned to the mission to pick up troops and/or equipment
and set them down on the LZ
(b) Serial: Two or more A/C separated by time or space from other tactical
groupings within the same lift
(c) Chalk: Personnel or equipment designated to be moved by a specific A/C
LIFTS, SERIALS, AND LOADS
(6) Lifts: A lift is one sortie of all utility and cargo aircraft assigned to a mission.
Each time all assigned aircraft pick up troops and/or equipment and set them
down on the LZ, one lift is completed. The second lift begins when an aircraft
returns to the PZ for a second load.
(7) Serials:
(a) There may be times when a lift has too many aircraft to fly in one
formation. In such cases, the lift is organized into a number of serials. A
serial is a tactical grouping of two or more aircraft under the control of a serial
commander (aviator), and separated from other tactical groupings within the
lift by time or space. The use of serials may be necessary to maintain
effective control of aviation assets. For example, if a NOE flight were used, it
would be difficult to control 16 aircraft as a single increment. However, a 16
aircraft lift with four serials of four aircraft with a 2-minute time separation is
more easily controlled.
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(b) Serials may also be required when the capacity of available PZs or LZs is
limited. If there is a lift of 16 aircraft and available PZs and/or LZs will
accommodate only four aircraft, it is best to organize into four serials of four
aircraft each.
(c) Serials are also employed to allow flexibility with flight routes. If there are
several acceptable flight routes, the AATF commander may choose to employ
serials to avoid concentrating his force along one flight route. If the
commander wants all his forces to land simultaneously in a single LZ, he
does so by having the serials converge at an aerial rally point before landing.
With a lift of 16 aircraft and four available flight routes, the AATF commander
could use four serials of four aircraft each. Each serial should use a different
flight mode. Each time there is a new lift a new serial begins. For example,
in lift one there are serials one through four. In lift two, serials start again with
one.
(8) Chalks:
(a) Within each lift there is also a specific number of chalks. A load is
personnel and/or equipment designated to be moved by a specific aircraft.
When planning the air movement, each aircraft is termed a chalk. For
example, within a lift of ten aircraft, the loads are numbered one through ten.
For each lift thereafter, the chalks remain one through ten. For example, lift
one loads are numbered one through ten; next lift is lift two, chalks are
numbered one through ten.
(b) An aircraft may also be referred to as a “chalk load,” “chalk number,” or a
“chalk” and chalks also must be designated within serials just as they are
within lifts. Counting within the serials is continuous up to the total number of
aircraft in the lift. For example, in a lift of 16 aircraft with four serials of four
aircraft. Serial two’s are numbered five through eight. In lift one, serial three,
are numbered nine through twelve. Finally, in lift one, serial four, are
numbered thirteen through 16.
e. Staging Plan: Actions prior to mission
Troops, equipment, and supplies at the PZ are in the proper order for movement.
Units should be in PZ posture 15 minutes before aircraft arrive.
Air Load Table: Detailed tasking list assigning personnel/load to a specific A/C.
See Appendix D.
Air Mission Brief (AMB): Last meeting of key persons in an air assault mission to
finalize details of the plan. See Appendix B for AMB Format.
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EXAMPLE LARGE ONE-SIDED PZ
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PLATOON LEVEL ACTIONS FOR AN AIR ASSAULT
Reference: ATTP 3-18.12, Air Assault Operations, March 2011
1. Duties and Responsibilities
a. Platoon Leader
(1) Overall responsible for mission
(2) Plans operation
(3) Issue operations order and conducts rehearsals
(4) Briefs leaders
(5) Maintains commo with HQ
b. Platoon Sergeant
(1) Overall responsible for PZ
(2) Set up PZ
(3) Briefs chalk leaders
(4) Devises and disseminates bump plan
(5) Ensures everything has cleared the PZ
(6) Rides in last A/C for control purposes
c. Chalk Leader
(1) Ensures his personnel know their tasks and position on the A/C
(2) Ensures lights or panels for A/C are emplaced
(3) Assigns area of security to personnel, supervise area of security
(4) Supervises everyone on A/C while in flight
(5) Ensures safe, rapid off loading and security for the A/C
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PART VI
CLOSE COMBAT ATTACK
References: FM 3-04.126, Aviation Brigades, August 2003; 101st Airborne Division (Air
Assault) Gold Book, 12 April 2010
1. Definition: Close Combat Attack (CCA) is a technique to control attack helicopters
(AH-64 or OH-58D) in a close air support role, usually very near to friendly troops in
contact. It is a method to get the pilot to see the target that you are seeing. It is similar
to call for fire for artillery or mortars. The primary difference is that you have to talk to
the pilots, who also need to see the target.
2. Steps to control CCA:
Gain communication with pilot
Describe your location on the ground and mark it
Describe the enemy location and mark it
After the target is engaged, give the pilot feedback and adjustments (Battle Damage
Assessment)
a. Gain communication with pilot
(1) Use frequency and call signs. Request CCA from higher HQ or use prearranged frequency. It is preferred that the aviation unit changes to the
frequency of the ground unit.
(2) Give the pilot a situation report (SITREP). Describe what the enemy is doing,
what type of weapons they have, how the friendly forces are arrayed and their
actions, the best direction for the pilot to approach from, etc.
(3) Pilot should respond with number and type aircraft he has, number and type
weapons available, and how long he can support the ground unit (station time).
b. Describe your location on the ground and mark it:
(1) The critical aspect is for the pilot to identify your location. Once that happens,
you can use your position as a reference for everything else (i.e. “the enemy is
180 degrees, 400 meters, from my position”). Also, it greatly reduces the chance
of fratricide.
(2) Go from “big picture” to “small picture.” The best method is to use grid AND
an identifiable terrain feature(s) that aircraft will be able to see (i.e. “I am 2 km
southwest of hill 1450.”) Then describe exact location from there, and start
marking the location.
(3) If aircraft is in sight, but they cannot see the ground unit, describe the location
from them (i.e. “I am at your 3 o’clock, 1500 m”).
(4) Once the pilot has identified the ground unit’s location, the ground unit can
usually stop marking unless the pilot requests it, or it has been coordinated
otherwise.
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c. Describe the enemy location and mark it:
(1) Use multiple methods to describe and mark (i.e. “enemy is vicinity grid
AB123456…from my location—270 degrees, 500 m…marking with IR laser.”)
(2) Target handover occurs once the pilot has identified the ground unit’s position
and the enemy position. The crew then engages the target while the ground unit
provides adjustments and feedback to the pilot.
d. The target is engaged and the pilot receives feedback and adjustments (Battle
Damage Assessment)
(1) Target destroyed—end of mission
(2) Target missed—adjust fire by giving direction and distance in meters from
impact to the target (i.e. “adjust fire, add 200, right 50”)
(3) Weapon effects on target, re-engage
3. Common CCA Unit and Target Marking
Marking targets for arriving attack aircraft is very difficult. Most CCA occur within
500 meters and may occur within 50 meters of friendly troops. Based on Apache
and Kiowa thermal sights and NVGs, the following available for marking. They are
noted for effectiveness for day and night (NVG and thermal):
Unit Marking
Day
Night NVG
Night Thermal
VS-17 panel
Smoke
Mirror
IR strobe
go
go
go
no go
no go
no go
no go
go
no go
no go
no go
no go
Target Marking
Day
Night NVG
Night Thermal
Tracer bullets
AN/PAQ-4C
Briefing pointer
GCP
M-203 Illum
go
no go
no go
no go
go
go
go
go
go
go
no go
no go
no go
no go
go
The best technique is to have all signals pre-coordinated between the ground and
aviation units before the mission. Additionally, you should have multiple means for
marking available and talk it out over the radio.
Bottom Line: CCA cannot be conducted without positive ID of friendly and enemy
forces. Both aviation and ground must agree that they know where everyone is
before the Apaches/Kiowas engage.
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4. Attack Aviation Weapons and Munitions
In order to effectively employ attack aviation in CCA, one must understand their
weapons’ capabilities and how they can best support the ground unit.
a. 30 mm chain gun
Max Range
Max Effective Rg
1500 m—point
4000 m
3000 m—area
Danger close
Burst radius
150 m
4m
Remarks
Rate of fire:
600-650 rpm
b. 2.75 inch FFAR
Max Range
Max Effective Rg
8000 m
3000-5000 m
Danger close
200 m
Burst radius
Remarks
10 m
Lethal to 50 m
c. Hellfire Missile
Max Range
Max Effective Rg
Danger close
Min Range
750 m
500 m
8000 m
8000 m
Remarks
Penetrating
warhead
Note: If the enemy is being engaged within the danger close range, friendly forces
must be behind adequate cover to prevent fratricide.
5. CCA Request
Here is what a CCA might sound like on the radio:
Infantry in Contact
Apache 16 this is Air Assault 6, fire
mission, over.
AH-64
Air Assault 6 this is Apache 16, with 2
AH-64’s, 2hrs, 500 x 300mm, 58 PD
rockets, 4 hellfire; at IP Charlie. Send
Fire mission, over.
Apache 16 this is Air Assault 6, my
location is DF12345678, marked with
VS-17 panel, target is bunker, 275
degrees at 1000m, target will be
marked with steady tracer, over.
Air Assault 6 this is Apache 16, have
your position, start target mark, over.
Apache 16 this is Air Assault 6,
marking target near large knoll on
ridge line, over.
Air Assault 6 this is Apache 16, I have
identified your target, over.
Apache 16 this is Air Assault 6, you
are clear to engage, over.
Air Assault 6 this is Apache 16,
engaging with rockets, over.
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Apache 16 this is Air Assault 6, target
destroyed, end of mission, over.
Air Assault 6 this is Apache 16, target
destroyed, end of mission, out.
Roger, target destroyed, end of
mission, out.
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PART VII
PATHFINDER OPERATIONS
References:
FM 3-21.38, Pathfinder Operations, April 2006
ATTP 3-18.12, Air Assault Operations, March 2011
1. Definition: To provide navigational assistance and air traffic advisories to Army
aircraft that encompass selecting, improving, marking, and controlling the pick-up
zone/landing zone (PZ/LZ) that supports any phase of an air assault or ground
operation.
2. Phases of PZ/LZ Operations:
a. Selection
b. Marking
c. Controlling
3. Selection Phase (definitions and selection factors):
a. Landing Point size: Cleared circular area, can support one A/C
Landing Point Sizes (cleared diameter distances)
SIZE 1: 25 meters
OH-58D, OH-6
SIZE 2: 35 meters
UH-1H, AH-1
SIZE 3: 50 meters
UH-60, AH-64
SIZE 4: 80 meters
CH-47
SIZE 5: 100 meters
All sling load aircraft and aircraft of unknown origin
b. Landing Site: One or more landing points (must have control facilities)
c. Landing Zone (LZ): One or more landing sites (may or may not have control
facilities)
Requirements of LZ (must consider the following):
d. Number of A/C: PZ/LZ must support both number and type of A/C
e. Flying/Landing Formations (nine standard A/C formations):
(1) Trail
(2) Echelon Left/Right
(3) Heavy Left/Right
(4) Staggered trail Left/Right
(5) Vee
(6) Diamond
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AIRCRAFT FORMATIONS
AIRCRAFT ARE SPACED ACCORDING TO LANDING POINT SIZE
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f. Surface Conditions: Must support the weight of the A/C and be free from debris.
g. Ground Slope:
(1) Land on an up-slope whenever possible. Avoid down-slope.
(2) If slope exceeds 7 degrees A/C with skids cannot land.
(3) No A/C can land if the slope exceeds 15 degrees, terminate at hover.
TECHNICAL FACTORS IN PZ AND LZ SELECTION
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GROUND SLOPE
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h. Approach and Departure Routes:
(1) Into the wind
(2) Over lowest obstacles
(3) Along the long axis of the PZ/LZ
i.
Prevailing Winds: head wind, cross wind, tail wind
(1) 0-5 knots: A/C can land in any direction
(2) 6-9 knots: Must land head or cross wind
(3) 10 knots and above: Head wind only
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TECHNICAL FACTORS IN PZ AND LZ SELECTION (CONT’D)
j.
Density Altitude: As these factors increase, the A/C performance decreases
(1) Humidity
(2) Altitude above sea level
(3) Temperature
k. Load Considerations:
(1) Weight of load
(2) Personnel and/or equipment
(3) Internal or external
(4) Insertion or extraction
l.
Obstacles: An obstacle is anything that is 18 inches (or greater) high or deep
(1) Obstacle ratio—10:1
(2) Obstacles—four “R”s
- Remove
- Reduce
- Red (mark it)
- Radio (advise pilot)
4. Marking Phase:
a. Marking the Landing Zone: Use minimum identifiable means. Mark as tactically
as possible.
b. Basic Equipment:
(1) Anemometer—wind-measuring device
(2) Goggles
(3) FM Communications
(4) Map and compass
(5) Daytime marking: VS-17 panel
(6) Night time marking: lights, chem lights, strobe light
c. Markings:
(1) Obstacle ratio: 10:1
(2) Mark obstacles: red
(3) Inverted “Y”: 7 m x 14 m x 14 m—consists of directional light, base light, left
and right stem lights, used to mark #1 Touchdown Point (TDP) at night (NO red
lights)
(4) Additional TDPs:
Size 1-3: 5 m x 5 m—for observation and utility A/C
Size 4-5: 10 m x 10 m—used for sling load A/C and cargo A/C
(5) Separate A/C that require a different landing point size by 100 m.
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EXAMPLE LANDING ZONE FOR THREE SIZE 3 AIRCRAFT IN A TRAIL FORMATION
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COMMON PATHFINDER LANDING SYMBOLS
INVERTED “Y”
NATO “T”
#1 TDP MARKING METHODS
ADDITIONAL TDP LIGHTS
EMERGENCY LIGHTING
1 - 49
SLING LOAD TDP
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5. Controlling Phase:
a. Visual
b. Electronic
c. Verbal
6. When establishing an PZ/LZ:
a. Establish control facilities:
(1) Must have “Ground to Air” (GTA) communications
(2) Must be able to observe the entire PZ/LZ
b. Determine length and width of PZ/LZ:
Pace both and make a record of it
c. Determine area of unusable:
(1) 10:1 ratio, straight edge method
(2) #1 TDP at edge of unusable
d. Obstacles:
Four “R”s: Remove, Reduce, mark with Red, Radio advisory to pilot
e. Mark and clear TDPs:
(1) VS-17 panel during daylight
(2) Inverted “Y” at night
(3) Clear the PZ/LZ using “zig-zag” method in each cardinal direction
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Landing Formation Advantages and Disadvantages
1. Trail
a. Advantages:
(1) Suitable for long narrow LZs.
(2) Each aircraft has the freedom of lateral movement.
(3) Allows unrestricted fire for door gunners.
(4) Simple for troop line-up on PZ.
(5) Allows the infantry assault element to depart the aircraft in line formation.
b. Disadvantages:
(1) The highest vulnerability to enemy fire of any formation.
(2) Long time to cross an area due to the length of the formation.
(3) The use of identical ground track for all aircraft.
(4) Requires step-up due to rotor wash.
(5) Hazardous during takeoff and landing due to rotor wash and stacking on the
final approach.
(6) Requires a long LZ.
2. Echelon Left/Right
a. Advantages:
(1) Each aircraft has freedom of lateral movement.
(2) No rotor wash encountered by trailing aircraft.
(3) No step-up required.
(4) Formation take-off possible.
(5) Separate ground tracks for all aircraft.
(6) Suitable for low-level flight.
b. Disadvantages:
(1) Requires relatively large loading zones.
(2) Difficult to hold positions in turns.
(3) Requires special training of troops to line-up on the PZ.
(4) Difficult for attack helicopter escort to cover.
3. Heavy Left/Right
a. Advantages:
(1) Each aircraft has freedom of lateral movement.
(2) No rotor wash encountered by trailing aircraft.
(3) No step-up required.
(4) Separate ground tracks for all aircraft.
(5) Suitable for low-level flying.
(6) Formation take-off possible.
(7) Short turning radius.
b. Disadvantages:
(1) Requires relatively large LZs.
(2) Some restrictions to inboard gunners.
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(3) Requires special training of troops to line-up on the PZ.
4. Staggered Trail
a. Advantages:
(1) Provides shorter linear disposition of aircraft and vulnerability to enemy fire as
compared to trail.
(2) Offers flexibility.
(3) Simple for infantry to load.
b. Disadvantages:
(1) Long time to cross an area due to the length of the formation.
(2) Requires step-up due to rotor wash.
(3) The use of the same ground track by trailing aircraft.
(4) Hazardous during take-off and landing due to rotor wash and stacking on the
final approach.
(5) Restrictions to inboard gunners.
(6) Vulnerable to enemy fire.
(7) Requires a wider area for a LZ.
5. Vee
a. Advantages:
(1) No rotor wash encountered by trailing aircraft.
(2) No-step required.
(3) Formation take-off possible.
(4) Separate ground tracks for all aircraft.
(5) Short time to cross an area due to the length of the formation.
(6) Ease of escort by attack helicopters.
b. Disadvantages:
(1) Air maneuverability limited.
(2) Requires a wider area for a LZ.
(3) Control is more difficult.
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FOUR SIZE 3 AIRCRAFT IN A STAGGERED TRAIL RIGHT
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FOUR SIZE 2 AIRCRAFT IN A HEAVY LEFT FORMATION
ALSO TWO SIZE 4 AIRCRAFT IN TRAIL WITH SLING LOAD
(SLING LOAD AIRCRAFT NOT LANDING)
SHOWING 100 METER SEPARATION
BETWEEN AIRCRAFT OF DIFFERENT SIZE LANDING POINTS
1 - 55
CHAPTER TWO
PART I
HELICOPTER EXTERNAL LOAD OPERATIONS
GENERAL
References:
FM 4-20.197, Multi Service Helicopter Sling load: Basic Operations and Equipment,
July 2006
FM 4-20.198, Single-Point Load Rigging Procedures w/ change 3, 20 February 2009
FM 4-20.199, Dual-Point Load Rigging Procedures w/ change 3, 20 February 2009
TM 10-1670-295-23P, Technical Manual for 10,000 lb and 25,000 lb External
Transport Sling Assembly and 5,000 lb and 10,000 lb External Transport Cargo Net,
dated 22 May 1991
ATTP 3-18.12, Air Assault Operations, March 2011
FM 3-21.38, Pathfinder Operations, April 2006
101st ABN DIV (AASLT) Gold Book
1. Introduction
The helicopter sling load method of carrying cargo and equipment overcomes many of
the obstacles that hinder other modes of movement. Helicopters move cargo by
external sling load when:
a. The cargo compartment cannot hold the load.
b. The load exceeds the helicopter's internal load limitation.
c. The ground crew must load or unload the cargo at once.
d. Landing zone conditions prevent the aircraft from touching down.
2. Employment Considerations
a. Advantages of sling load:
(1) Allows rapid movement of heavy, oversized equipment, or emergency
supplies directly to the user.
(2) The rapid relocation of supplies and equipment.
(3) The ability to bypass surface obstacles.
(4) The use of multiple flight routes and landing sites to enhance sustainability
and security of ground units.
(5) The establishment of multiple landing sites to support the maneuvering unit
requirements.
(6) Greater movement flexibility for the ground commander to accomplish the
tactical mission.
b. Limitations of sling load:
(1) The weight of the load is restricted to the aircraft’s operating capability.
(2) Load instability during flight may restrict aircraft airspeed or maneuvering
capabilities.
(3) Adverse weather and darkness (low visibility) may limit sling load operations.
(4) Atmospheric conditions (pressure, altitude, temperature, and winds) affect the
helicopter’s lift capacity.
2–1
(5) A limited number of helicopters are available for sling load missions.
(6) Landing site surface conditions may restrict helicopter operation. Loose
debris, dust, and snow are safety hazards that also limit pilot visibility.
(7) Landing site size must be increased during the hours of darkness or reduced
visibility to allow the pilot more room to maneuver.
3. Aircraft
a. Allowable Cargo Load (ACL) for external loads
(1) Actual maximum weight is determined by factors such as fuel in the A/C,
distance to be flown, density altitude, temperature, altitude, humidity, and age of
airframe.
(2) UH-60A: 8,000 lbs
(3) UH-60L/M: 9,000 lbs
(4) CH-47D:
17,000 lbs front or rear hook
26,000 lbs center hook
25,000 lbs combination of front and rear hooks (tandum)
b. Cargo Hook Release
(1) Ground crew may manually release cargo hook. This is only done when the
hook malfunctions and will not release by other means.
(2) UH-60
(a) Pilot or crew chief can release hook
(b) Manual release lever on right side
(3) CH-47D
(a) Pilot or crew chief can release all hooks electronically
(b) Crew can release all hooks manually from inside the aircraft.
(c) Fore and aft hooks have manual release knob on right side. Turn counterclockwise to activate. They are 13 ft apart.
(d) Center hook has no release lever for ground crew. Manually depress the
spring loaded keeper and remove apex.
UH-60 CARGO HOOK SYSTEM
2–2
CH-47 CARGO HOOK LOCATIONS
CH-47 FORE AND AFT HOOKS
4. Units
There are normally three different units involved in a sling load operation: supported
unit, aviation unit, and receiving unit. Their responsibilities are:
a. Supported Unit:
(1) Selecting, preparing, and controlling the PZ (Pick-up zone)
(2) Requisitioning all the equipment needed for sling load operations
(3) Storing, inspecting, and maintaining all sling load equipment
(4) Providing trained ground crews for rigging and inspecting as well as filling
inspection forms, controlling aircraft, aircraft guides, hooking up loads, and
clearing the aircraft for departure
(5) Securing and protecting all sensitive items
(6) Providing load dispositions and instructions to the aviation and receiving unit
for the sling load equipment
(7) Verify the load weight (to include rigging equipment)
b. Aviation Unit:
(1) Establish coordination with the supported and receiving units
(2) Advises the supported unit on load limitations
(3) Advises the supported and receiving units on the suitability of selected LZs
and PZs
2–3
(4) Provides assistance in the recovery and return of sling load equipment
(5) Establishes safety procedures and understanding of duties and responsibility
between the flight crew and ground crew
c. Receiving Unit:
(1) Selects, prepares, and controls the LZ (Landing zone)
(2) Provides trained ground crews to guide the aircraft and de-rig the loads
(3) Coordinates with the supporting unit for the control and return of the sling load
equipment
(4) Inspects the rigging of back loads (sling load equipment returning to
supporting unit)
NOTE: See FM 4-20.197, FM 4-20.198, 4-20.199, ATTP 3-18.12 for additional
information on these procedures.
5. Equipment
a. Helicopter sling sets
(1) Items:
(a) Sling set, helicopter, 10,000 lbs capacity, NSN 1607-00-027-2902
(b) Sling set, helicopter, 25,000 lbs capacity, NSN 1670-00-027-0900
(2) Data: There are two models with capacities of 10,000 lbs and 25,000 lbs.
Both sets consist of a metal apex fitting assembly, four sling leg assemblies, and
an aviator’s kit bag.
(a) 10,000 (10K) lbs set
– Rope
Double-braided nylon
Olive drab colored
7/8 inch in diameter
12 feet long
– Chain and grabhook assemblies
Forged steel
8 feet long (chain)
110-115 chain links
– Apex fitting is dull gray aluminum. The pin portion is 1 1/8 inches in
diameter.
– Weight is 52 lbs (with four leg assemblies)
2–4
(b) 25,000 (25K) lbs set
– Rope
Double-braided nylon
Black colored
1 1/4 inch in diameter
12 feet long
– Chain and grabhook assemblies
Forged steel
8 feet long (chain)
84-88 chain links
– Apex fitting is gold colored steel. The pin portion is 1 1/2inches in
diameter.
– Weight is 114 lbs (with four leg assemblies)
(3) Storage:
(a) Sling sets are stored in the aviator's kit bag, which is furnished with each
set.
(b) Store kit bag in a dry place protected from direct sunlight.
(4) Inspection:
(a) Inspect equipment IAW FM 4-20.197, damage criteria chart in Chapter 6.
Inspect before and after every use or every six months.
(b) Inspect metal for rusts, nicks, burrs, cracks, dents, bends, metal distortion,
and proper operation.
(c) Inspect nylon portion for grease, oil, acid, and foreign matter.
(5) Maintenance:
(a) Wash off dirt and all substances with a mild detergent or hand soap.
(b) After washing, rinse thoroughly and air dry. Do not wring water out or dry
in the sun.
(c) Remove corrosion from metal part with a wire brush, emery cloth, or
similar material.
(d) Remove burrs or sharp edges from metal parts with a file. Metal
distortions, 1/8 inch dents, or missing components will render equipment
unserviceable.
(e) Replace any defective components.
2–5
10,000 LBS AND 25,000 LBS CAPACITY SLING SET COMPONENTS
b. Common Additional Equipment (required to rig most common loads)
(1) Two-inch tape: Rated capacity—80 lbs per wrap. Used to shatterproof glass
and plastic surfaces and for padding material. It is also used to secure most
excess on loads. Can be used as a breakaway.
(2) Type III nylon: Rated capacity—550 lbs. Used as a permanent tie to secure
excess on loads.
(3) 1/4 inch cotton webbing: Rated capacity—80 lbs. Used as breakaway
material on various loads. Breakaway material prevents sling legs from
becoming misrouted or tangled during sling load operations. It is flat and rough
to the touch.
2–6
(4) 3/8 inch hemp rope: Rated capacity—3,180 lbs. Used to secure items and
as a lacing material.
(5) 7/16 inch nylon rope: Rated capacity—4,500 lbs. Used to secure items,
rappel, lacing material and tie Swiss seats.
(6) CGU-1B: Rated capacity—5,000 lbs. Used to secure cargo in vehicles and
trailers. Also used to secure two or more items together.
(7) Static Probe: Used to protect the hook up person from static electricity
during sling load operations. FM 4-20.197, Appendix D, provides instructions
needed to fabricate a field expedient static discharge wand.
(8) Cargo Hook Reach Pendant (CHRP): Rated capacity—11,000 lbs (green
bottom loop) and 25,000 lbs (black bottom loop). The large looped end is
attached to the apex and the small looped end is placed into the cargo hook of
the aircraft. The CHRP is approved for use with all loads and all sling loading
aircraft. The CHRP reduces hook up time and gives the hook up team more
room and safety. Reach pendants are not recommended for use on loads that
have a tendency to spin during flight. A static discharge person is not required
when using a reach pendant.
c. Other Equipment (may be required to rig certain certified or unique loads)
(1) Clevises
(a) Large clevis: Rated capacity—12,500 lbs. Used as a field expedient apex
and as a junction point when suspending an accompanying load under a
howitzer.
(b) Medium clevis: Rated capacity—6,250 lbs. Used on the A-22 cargo bag.
(c) Small clevis: Rated capacity—6,250 lbs. Used as a lift point.
(d) 5/8 inch screw pin clevis: Rated capacity—4,420 lbs. Used as a lift point
on fuel blivets.
(e) Small screw pin clevis: Rated capacity—8,650 lbs. Used as a tie down or
lift point.
(f) Platform clevis: Rated capacity—7,000 lbs. Used on Air Force pallets.
(g) Manufactured Apex: Rated capacity—10,000 lbs. Used on 5,000 lbs and
10,000 lbs cargo nets.
2–7
(h) Chain safety clamp: Rated capacity- 2000 lbs. Used on the M119A2
Howitzer.
(2) 15-foot tie-down strap (two versions): Rated capacity—5,000 lbs and 10,000
lbs. Used to secure cargo in vehicles and trailers. Used in conjunction with the
silver and black load binders.
(3) Silver and black load binders: Rated capacity—5,000 lbs (silver) and 10,000
lbs (black). Load binders are a locking device used to secure and tighten lashing
straps such as the 15-foot tie down strap.
(4) 1/2 inch tubular nylon: Rated capacity—1,000 lbs. Used for securing
equipment, excess, and links on the M119A2 Howitzer.
(5) Aerial Delivery Sling (ADS) Type XXVI Multi-loop line: Rated capacity—
10,000 lbs in the following configuration: three-foot ADS used in conjunction with
the Type IV connector link to construct a three-foot apex ring. The ADS is
available in varying lengths and capacities.
(a) Inspection of the ADS:
– Inspect all ADSs before and after every use, or every six months.
– Serviceable slings must be stenciled with the inspection month and year
using one inch stencils and black or blue parachute marking ink.
– Unserviceable slings must be stenciled "unserviceable" and disposed of
according to unit SOP.
(b) Criteria for unserviceability:
– Three or more consecutive loose or broken stitches or five stitches loose
or broken in a row in the same area
– Petroleum, rust or mildew stains that cannot be removed
– Any cuts
– Excessively worn or frayed
– Missing cotton buffers
– Missing keepers
NOTE: Tetrachloloethylene (dry cleaning solvent) should be used to clean
slings, A-22 bags or ADS. Use only in a well vented area.
(6) Type IV connector link: Rated capacity—12,500 lbs. Used to construct a
three-foot apex ring or connect ADS slings. Component parts: base plate, two
aluminum rollers, one locking plate.
2–8
AIR DELIVERY SLING WITH BROKEN OR LOOSE STITCHES
FIGURE 2-5
2–9
PART II
Classifications of Sling loads
1. Classification definitions of sling loads:
a. Certified Sling loads: Certified sling loads are those items of equipment and their
associated rigging procedures which have completed the evaluation and testing
required for sling load certification. These rigging procedures are in FM 4-20.197
and FM 4-20.198/199.
The following restrictions apply to certified for sling loads:
(1) The load must be within the lifting capability of the desired helicopter model
and not exceed the rated capacity of the sling set being used.
(2) The load shall be rigged in accordance with the certified rigging procedure.
(3) The recommended stable airspeed specified for the load in the applicability
section of the rigging procedure is a recommendation and not a restriction,
unless so stated.
NOTE: When carrying loads at weights close to the aircraft hook limitations, close
coordination with the aviation unit is required.
b. Suitable Sling loads: Suitable sling loads are those items of equipment and their
associated rigging procedures that have not been certified but have demonstrated
acceptable static lift and flight characteristics during a flight test. In most cases these
loads were not pull tested in accordance with MIL STD 913, but are known loads
which have been flown without incident for years and which are considered to be
proven safe. These rigging procedures can be found in FM 4-20.197 and FM 420.198/199
c. Unique Sling loads: Unique loads are equipment carried on a one time or lowfrequency basis such as telephone poles, artillery targets, or barrier material. The
lack of sling load certification does not preclude a unit commander from carrying a
load that is not certified.
d. Prohibited Sling loads: Prohibited sling loads are items of equipment that are
prohibited from sling loading. These loads have been denied sling load certification
and are a safety hazard if carried. They have either structural deficiencies or have
exhibited unstable flight characteristics during flight testing.
2. Sling load of unique items of equipment:
Helicopter sling loading of unique items, due to operational requirements, will be at
the discretion of the commander. Equipment not listed in FM 4-20.197 and FM 420.198/199 should be static lifted (when possible) by a crane to determine proper
rigging and stability characteristics. Personnel thoroughly familiar with sling load
rigging procedures should assist in the static lift testing/rigging and hook up. Flight
evaluating may be conducted after a satisfactory static rigging configuration has
been determined.
2 – 10
Other examples of unique sling loads:
Destroyed or mired vehicles
Construction materials
Downed aircraft will be rigged using procedures in FM 3-04.513 Battlefield Recovery
and Evacuation of Aircraft, dated 27 September 2000.
3. Techniques for rigging a unique load:
Safety Note:
This is only a technique and not a doctrinal method of conducting sling load
operations. The Sabalauski Air Assault School and the 101st Airborne Division (Air
Assault) assume no liability in the sling load of unique loads while using this
technique. Rigging and sling loading unique loads is inherently dangerous and
should only be conducted by the most qualified and experienced personnel and
crews. These techniques should only be employed when the situation dictates that
there is no other way to accomplish the mission. The commander must conduct a
thorough risk assessment with appropriate risk reduction measures applied. The
commander with “high” risk approval authority (O-6) is the approval authority for
flying non-standard loads.
a. Acquire suitable air items and special equipment such as a sling set of
appropriate capacity, applicable apex setup for the aircraft to be used, additional
chains, tie down and break away material, lashing straps, ADS slings, clevises, etc.
b. Determine if the load is structurally sound and strong enough to be lifted and
sling loaded.
c. Determine the center of balance of the load. Consider that the heaviest portion
will fly forward.
d. Determine suitable lifting points on the load. Must be strong enough to lift the
load and will allow the air items (sling legs and chains) to be routed in a manner that
will not damage them.
e. Determine link count. Start with 3. This will provide the most distance between
the load and the aircraft on the initial pick up attempt in the event the load shifts or
rolls. It also makes adjustments quick and easy because the hook up team will only
need to shorten the appropriate legs, if required, instead of both lengthening and
shortening.
f. Use extended sling legs if possible/feasible. This will reduce the amount of time
the A/C needs to spend hovering over the load, as it can land next to the load while
link count and rigging procedures are modified, and creates more space between
the load and A/C.
2 – 11
g. Hook up using the appropriate techniques then clear the hook up team from the
load. The signal person then has the aircraft move upward slowly, take up slack in
the sling legs, and begin to lift the load. At the same time, all hook up team
members observe the load. If at any time the load appears to become unstable,
unbalanced, or structurally weak, the signal person will immediately give the
command to move the load back down, and release sling load. The hook up team
moves back to the load, and attempts to fix the problem, if possible. This process
may have to be repeated several times until the desired result is achieved.
Whenever possible, there should be ground to air communication between the
ground crew and pilot.
NOTE: Low density equipment with low weight and large surface area (flat surfaces),
such as shelters, empty trailers, pallet loads, boat shaped items, and empty fuel or
water drums, are likely to become extremely unstable when flown during sling load
operations, even at low airspeeds, and should be flown with extreme caution.
2 – 12
4. Personnel required for sling load operations
a. General. Three personnel are normally used for the ground crew in external load
operations on the PZ/LZ: a signal person, a static probe person, and a hook up
person.
b. Static Probe Equipment:
(1) The static electricity probe consists of an insulated contact rod joined by a
length of metallic tape or electrical wire to a ground rod, NSN 1670-01-194-0926.
(2) The ground rod is driven into the ground and the hook up team's static probe
person holds the contact rod to the cargo hook of the aircraft.
c. Protective Equipment. All ground crew personnel will wear the following
equipment:
(1) Kevlar helmet, chinstrap fastened
(2) Goggles
(3) Earplugs
(4) Gloves
(5) Sleeves rolled down
(6) ID card and ID tags
d. Ground Crew Emergency Procedures. In an emergency, the ground crew moves
to a pre-designated rendezvous point identified by prior coordination with the
aviation unit.
e. Hook Up Procedures:
(1) General. The aircraft approaches the hook up site and the signal person
guides it into position over the load. The static probe person discharges the static
electricity from the aircraft cargo hook. The hook up person then attaches the
apex fitting to the aircraft cargo hook.
(2) Duties of the Hook Up Team:
(a) Before the arrival of the aircraft, the signal person directs the spotting of
the sling load for hook up, inspects the load to ensure that the slings are not
fouled and ensures that the load is ready for hook up.
(b) Prior to the aircraft approaching the hook up site, the hook up team dons
their protective equipment and the signal person positions himself at the precoordinated location so that he maintains eye-to-eye contact with the pilot. He
must stay outside of the rotor disk diameter of the aircraft at all times. The
hook up team will position themselves next to the load on the assembly area
side. The hook up person will stand next to the load, with the sling legs
between the load and themselves. They will hold the bell portion of the apex
high above their head and will ensure the pin portion of the apex is skyward
2 – 13
and the sling legs are not routed or tangled around their body. The static
probe person stands next to the hook up person, closest to the assembly
area. The static probe person will wrap their arm around the waist of the hook
up person for added stability. With their outside hand, the static probe person
will hold the static probe high above their head.
(c) The signal person must be in a position from which the pilot can plan the
approach. Unless terrain features or obstructions prevent an upwind
approach, the signal person remains in this position. If an upwind approach is
unfeasible, the signal person observes the approaching helicopter and moves
to a position from which he can guide the pilot. As the pilot maneuvers the
aircraft into the wind, the signal person adjusts his position to remain to the
front of the aircraft and in view of the pilot.
(d) The signal person guides the aircraft until the aircraft is approximately
centered over the load. The signal person gives the hand and arm signal of
hover. At this time, the pilot will use the signal person as a reference point.
The crew chief or flight engineer will guide the aircraft over the load.
(e) Once the cargo hook is within reach, the static probe person will place the
static probe into the cargo hook of the aircraft, discharging all static electricity.
The static probe person will maintain constant contact with the cargo hook.
The hook up person will then place the pin portion of the apex into the cargo
hook of the aircraft. The hook up person will ensure the pin portion of the
apex is seated properly, and will release the apex. At this time, the static
probe can be removed from the cargo hook. Both the static probe person and
the hook up person will then police up the static probe and double time
toward the assembly area. Once they are a safe distance outside the rotor
disk diameter of the aircraft, they will turn, face the load, and kneel. When the
hook up team is clear of the aircraft, the signal person gives the pilot the
"hook up complete" signal and then the "move upward" signal. This signal is
given so that the aircraft rises slowly taking up slack in the slings until the load
is six to eight inches off the ground. The signal person is alert to ensure that
the sling legs are not fouled and the load is properly attached to the cargo
hook. If the legs are fouled or if the load is improperly suspended, the signal
person gives the "move downward" signal and directs the release of the load.
The hook up person and the static probe person will conduct an inspection of
the load from their position. If everything looks proper and the load appears
safe to fly, they will give the "thumbs up" signal to the signal person. After the
signal person ensures the load is correctly suspended, he gives the pilot the
"takeoff" signal.
f. Release Procedures:
(1) General. The aircraft approaches the release site the signal person guides it
into position. The hook up release team stands by, but is not actively employed
2 – 14
unless the slings cannot be released from the aircraft. Normally, the ground crew
consists of one signal person and two release personnel.
(2) Duties of the Signal Person:
(a) As the aircraft approaches the cargo release site, the signal person
positions himself as he would for a hook up.
(b) Using appropriate hand and arm signals, the signal person guides the pilot
until the sling load is positioned a few feet above the cargo release point. He
directs a gentle lowering of the aircraft until the load rests firmly on the
ground.
(c) After the load is safely landed and there is slack in the sling legs the signal
person gives the pilot the "release sling load" signal.
(d) The signal person ensures that the load is properly on the ground and that
the sling legs are released entirely from the hook.
(e) When the load is free of the hook, the signal person gives the pilot the
"takeoff" signal.
(3) Duties of the Release Team:
(a) Prior to the aircraft approaching the cargo release site, the release team
dons protective equipment and moves to their pre-coordinated positions. The
cargo release team remains in this position unless directed by the signal
person to move under the aircraft and manually release the load from the
fouled or jammed cargo hook.
(b) If directed by the signal person, both Soldiers move in under the
helicopter.
(c) The Soldier handling the static electricity probe grounds the cargo hook by
contacting it with the probe, and then grabs the hook.
(d) The second Soldier manually operates the cargo hook release or
disengages the fouled sling from the hook. If required, both Soldiers work to
accomplish cargo release.
(e) When the sling legs are released from the hook, the Soldiers quickly move
outside of the aircraft take-off path.
(f) Night Operations—Greater care and thorough planning must be taken for
night operations. The signal person uses baton flashlights and the release
team carries flashlights.
5. Apex Set Up:
a.
b.
c.
d.
UH-1H requires a nylon point of attachment such as a 3 ft apex ring.
UH-60 requires an aluminum spacer when using a 10,000 lbs apex.
CH-47 has no special apex requirement.
The apex will ALWAYS be configured with the pin facing up (toward the aircraft).
2 – 15
APEX ASSEMBLY
PERSONAL PROTECTIVE EQUIPMENT
2 – 16
HOOK UP TEAM POSITIONS
2 – 17
STATIC PROBE
CARGO HOOK REACH PENDANT
6. Three phases of a sling load operation:
a. Preparation and Rigging (Phase I): Loads are prepared and rigged IAW the
proper manuals. Section II and III of this chapter outline preparation and rigging of
selected loads.
b. Inspection (Phase II): A Pathfinder School graduate, Sling load Inspector
Certification Course (SLICC) graduate, or an Air Assault School graduate in the rank
of E-4 and above. All loads are inspected a minimum of two times. The individual
who rigged the load cannot inspect the same load. Recorded on a DA FORM 7382R Sling load Inspection Record. Load verified as safe by a qualified inspector.
(1) Give a copy to the supporting aviation unit (not necessarily the pilot).
(2) Securely tape or tie a copy to the load.
(3) Give a copy to the supported unit.
2 – 18
c. Sling load Operation (Phase III): Trained ground crews hook up loads.
7. Factors of In-flight Stability:
(1) Proper weight
(a) Minimum weight for any sling load is 500 lbs.
(b) The maximum weight cannot exceed the lift capacity or the cargo tensile
strength of the aircraft.
(2) Proper drag surface
(a) Load must be as aerodynamic as possible
(b) Balanced loads fly best when level
(c) Unbalanced loads must have a nose (heavy end) down attitude which is
achieved by the proper link count.
(3) Proper air speed.
Determined by the Aviation Unit Commander or, in his/her absence, the pilot
in command
(4) To improve In-Flight Stability:
(a) Increase weight of load
(b) Redistribute weight (load plan)
(c) Alter drag surface (link count)
(d) Install drogue chute
(e) Reduce airspeed (least preferred)
2 – 19
PART III
CERTIFIED SLING LOADS
1. General.
All procedures outlined in this chapter are in accordance with FM 4-20.197, FM 420.198, and FM 4-20. 99. Additional safety requirements have been added to the
preparation and rigging procedures outlined in the reference material. Inspection
sequences discussed in this chapter are the recommended procedures at The Air
Assault School.
2. General Rigging Instructions
a. Preparation. The preparation steps are intended to reduce the possibility of
damage to the equipment caused by sling leg entanglement during the hook up and
lift-off operations or by wind resistance encountered during the flight. Since these
preparation steps are not directive in nature, the commander assumes responsibility
for any damage to the equipment caused by deviation from the preparation steps.
Typical preparation instructions will provide information to secure loose items,
remove or secure canvas covers, and remove obstructions, such as antennas. Place
protective padding on windshields and other components that could be damaged by
the metal parts of the sling set during hook up or release. The load should be secure
enough to withstand winds in excess of 120 knots caused by the forward airspeed of
the aircraft. If possible, position the load in the takeoff direction so the pilot does not
have to pick the load up and then turn the aircraft into the takeoff direction.
b. Rigging. The rigging steps give information such as the position of the apex
fitting on the load, routing orientation of the sling legs, location of the lift provisions,
chain link number for each sling leg, and steps required to prevent the sling legs
from becoming entangled on the load. Do not change the chain link number in the
rigging procedures under any circumstances as it may change sling leg loading and
cause lift provision failure.
c. Breakaway safety ties. Used to temporarily restrain the sling legs to keep them
from becoming entangled on the load as the helicopter lifts the load. These safety
ties are made of Type I, 1/4 inch cotton webbing or two-inch tape.
d. View of the load. Left, right, front, and rear directions are designated from the
driver’s perspective for vehicles and towed equipment. Howitzer gun tubes are
considered the front of the load. To improve flight stability, some loads are
transported backwards. Do not confuse the front of the load as it is carried with the
end designated as the front for rigging purposes.
e. Sling load Inspection Record. Load verified as safe by a qualified inspector.
(4) Give a copy to the supporting aviation unit (not necessarily the pilot).
(5) Securely tape or tie a copy to the load.
(6) Give a copy to the supported unit.
2 – 20
CARGO NETS
5,000 AND 10,000 LBS CAPACITY
1. Load description: Cargo Net, 5,000 lbs and 10,000 lbs
a. Characteristics: 5,000 lbs capacity
(1) Weight—58 lbs
(2) Size—15 ft x 15 ft
(3) Load bearing zone (LBZ)—5 ft x 5 ft
(4) Mesh size—6 inch
(5) Color—OD Green (when new)
b. Characteristics: 10,000 lbs capacity
(1) Weight—96 lbs
(2) Size—18 ft x 18 ft
(3) Load bearing zone (LBZ)—6 ft x 6 ft
(4) Mesh size—7 1/2 inch
(5) Color—Black (when new)
2. Materials:
a. Sling set with one to four sling legs depending on load weight
b. One 5,000 lbs or 10,000 lbs capacity cargo net
c. Two-inch tape, 80 lbs breaking strength (per wrap)
d. 1/4 inch cotton webbing, 80 lbs breaking strength
e. Minimum of 12 feet, 7/16 inch nylon rope or a 3/8 inch hemp rope
3. Personnel: Four personnel can prepare and rig this load in five minutes.
PHASE I (PART 1)
PREPARATION
1. To prepare the cargo net, lay it out flat on the ground. Then place the cargo in the
net so that 75% or more of the cargo is inside of the yellow border cord. Ensure the
load’s minimum weight is 500 lbs or greater.
2. Pull the net up around the sides of the load ensuring all slack is pulled tight. Next,
thread a piece of the 7/16 inch nylon or 3/8 inch hemp rope (or A7A strap) through the
web portion of the net. Tighten the rope so that the hole created is smaller than the
smallest object inside the net, and tie the rope in a secure knot. Tape all the excess
rope with two-inch tape.
2 – 21
3. Place the hooks on the manufactured apex. The hooks are numbered in a clockwise
or counter-clockwise direction, starting from the #1 hook. Remember, the #1 hook will
have the manufactured apex tied to it with a piece of type III nylon. The hook sequence
will be 1, 3, 4, 2 or 1, 3, 2, 4. The hook openings should be alternated on the
manufactured apex. Place the #1 hook on the apex. Then go to the opposite side of
the load and place the #3 hook on the apex. Move to either the left or the right side of
the load and place either the #2 or the #4 hook on the apex. Finally, take a piece of
two-inch tape and tape all the hooks so they will not come off the apex. Part 1 of Phase
1, Preparation, is complete.
PHASE I (PART 2)
RIGGING
1. Use the appropriate number of sling legs for the weight in the cargo net. One sling
leg of a 10K set has the rated capacity of 2,500 lbs. One sling leg of a 25K set has the
rated capacity of 6,250 lbs. Take the free running end of the chain and route it through
the manufactured apex and secure a link count of 3 by dropping the 3rd link into the
keeper of the grab hook assembly.
2. Once the link is secure, tie three mandatory breakaways. You will take three pieces
of 1/4 inch cotton webbing and tie them around the lifting legs on the cargo net
approximately 3 feet apart.
3. The final step for rigging is to check the apex on the 10K sling set. If a UH-60
Blackhawk is coming to pick up the load, there must be an aluminum spacer on the pin
portion of the apex. For a UH-1H, you need a donut ring or a basket hitch on the pin
portion of the apex. A CH-47 does not need any additional equipment. Check the pin
to ensure it has been secured with a bolt. The bolt has been secured with a castellated
nut; it must have a cotter pin in the bolt.
PHASE II
INSPECTION OF PREPARATION AND RIGGING
1. There are three personnel who can inspect a sling load. They are a Pathfinder
School graduate, Sling load Inspector Certification Course (SLICC) graduate, and an Air
Assault School graduate. Only these personnel may inspect a sling load and when they
do, they must inspect it a minimum of two times or until they are 101% sure the load will
fly safely.
2. To inspect a sling load, start at one point and work around the load in a clockwise or
counter-clockwise method. Correct all preparation and rigging deficiencies that are
identified. After correcting a deficiency, that point will mark where the inspection will
resume.
3. Start at the apex of the cargo net. If a UH-60 Blackhawk is picking up the load, it
must have an aluminum spacer when using the 10K apex. A CH-47 does not need a
2 – 22
spacer, but it can pick up the load if one is present. Ensure that the pin of the apex has
been secured with a bolt. The castellated nut must have a cotter pin through the bolt.
4. Determine if there are enough sling legs to support the weight of the cargo inside the
net. One 10K sling leg has a rated capacity of 2,500 lbs. For accountability purposes, it
is best to rig the cargo net with all four sling legs, but it is not mandatory.
5. Move to the grab hook assembly on the sling leg. There should be a link count of 3.
Remember, if all four sling legs are used, the chain link count will be 3 for all sling legs.
Continue to follow the chain down to the manufactured apex to ensure the chain or
chains have been routed through the manufactured apex properly.
6. Check the hook sequence on the manufactured apex. To do this, determine which
side of the apex has the small indentation/notch on it. Then go to the hooks, the #1
hook or the one with the lanyard tied to it should be the farthest from the
indentation/notch with the #3 hook being next. The last two hooks will be #2 and #4 in
any order. Ensure that the hooks have been taped with two-inch tape. This is so the
hooks will not come off the apex. Lastly, ensure that the hooks are facing in alternate
directions.
7. Check the mandatory breakaways. They must be 1/4 inch cotton webbing and must
be tied around all of the lifting legs in three places.
8. Inspect the cargo net. First, check the securing rope on top of the load. The rope
should be tightened down so that the hole is smaller than the smallest object inside of
the net. Also, check the knot to ensure it is a secure knot and that all excess rope has
been taped with two-inch tape.
9. The final check is to ensure that the load is centered. At least 75% or more of the
cargo must be inside the yellow border cord and nothing can be protruding from the net.
(NOTE: DA Form 7382-R must be filled out IAW FM 4-20.197 see Appendix I)
2 – 23
CARGO NET HOOK SEQUENCE (before taping)
5,000 LBS CARGO NET
2 – 24
10,000 LBS CARGO NET
2 – 25
A-22 CARGO BAG
SERVICEABILITY AND ACCOUNTABILITY INSPECTION
1. The minimum safe sling load weight for the A-22 bag is 500 lbs. The maximum
weight is 2,200 lbs.
2. Prior to preparing or rigging the A-22 bag for a sling load operation, inspect all of its
component parts for serviceability and accountability.
3. Inspect for holes, rips, or frays in excess of one inch in diameter. If any holes, rips,
or frays are present, replace or repair that component.
4. Inspect for petroleum base stains, rust, or mildew. If these are present, attempt to
remove them with warm soapy water and a stiff brush.
5. Inspect all stitching for loose or broken stitches. Utilize the stitch rule: If 3
consecutive stitches or 5 in one area are loose or broken repair or replace the
component.
6. Inspect the lacing loops to ensure that they have not been sewn closed and are
present.
7. Inspect the rectangular portion of the canvas cover for a current inspection date. It
must be current within six months of the inspection date. It will be in 1 inch block letters
(in black or blue parachute rigging ink) indicating the month and year it was inspected.
8.
Inspect the scuff pad assembly.
9.
Inspect for holes, rips, or frays in excess of 1 inch in diameter.
10. Check for petroleum base stains, rust, or mildew.
11. Inspect all stitching using the stitch rule.
12. Inspect the vertical and lateral straps for cuts, frays, and stains.
13. Inspect the metal portions of the A-22 bag for rust, cracks, dents, nicks, or burrs.
14. Inspect the two 188 inch straps for cuts, frays, or stains.
15. Inspect the suspension webbing straps. There should be four. Each strap has a
rated capacity of 2,200 lbs. There are two types of straps: cotton and nylon. Never mix
the two types of straps. Cotton straps can be identified by its off white color and the red
2 – 26
stitching. The nylon strap is OD green in color and is half the thickness of a cotton
strap.
16. Inspect the straps for frays, cuts, or stains.
17. Check for loose or broken stitches using the stitch rule.
18. Inspect all metal portions for rust, cracks, dents, nicks, or burrs.
19. Ensure butterfly hooks are spring loaded and move freely.
20. There are three types of lacing ropes that can be used with the A-22 bag. They are
3/8 inch hemp rope, 7/16 inch nylon rope, and type III nylon. A total of four ropes are
needed.
21. The rated capacity for 3/8 inch hemp rope is 3,180 lbs. The rated capacity for 7/16
inch nylon rope is 4,500 lbs. Type III nylon has a rated capacity of 550 lbs.
22. Inspect the free running ends of the ropes to ensure that they are not excessively
frayed and have been secured with two-inch tape or have been whipped and dipped.
23. Inspect each strand of rope to ensure it is not cut or frayed more than half the
diameter of an individual strand.
24. Check the medium clevis for rust, cracks, nicks, dents, and burrs. Also, ensure the
clevis has the bolt and nut and that they are not stripped out.
PHASE I (PART 1)
PREPARATION
1. Place the scuff pad on the ground with the over sewn portion facing down.
2. Place the canvas cover on top of the scuff pad assembly. Match up the rectangular
portions.
3. Place the load on the rectangular portion of the canvas cover so that it is centered.
PHASE I (PART 2)
RIGGING
1. Fold the canvas cover the top of the load. Fold any excess cover material under the
top flaps.
2. Secure the corners with the lacing types. To do this, route the lacing rope from
ground-to-sky through the bottom two loops. Then form an “X” with the lacing rope and
route the free running ends through the top two lacing loops from ground skyward.
Secure the rope with a bow knot and tape the excess rope with two-inch tape.
2 – 27
3. Secure the 188 inch straps across the load so that they form a cross. Then locate
the friction adapter buckle opposite of each strap. Route the 188 inch strap through the
friction adapter and then tighten down. Do not incorporate any twists. Secure the
excess strap with two-inch tape or 1/4 inch cotton webbing.
4. Route the lateral straps to their friction adapters. To tighten, start from the bottom
and move to the top. Tighten down opposite corners at the same time. Then roll and
tape all excess straps; do not incorporate any twists.
5. Place the suspension webbing straps onto the suspension webbing D-rings. To do
this, hook the butterfly fasteners onto the D-rings with the hooks facing down toward the
load and tape the hooks with two-inch tape.
6. Attach the D-rings of all four suspension webbing straps, to the bolt of the medium
clevis in a clockwise or counter clockwise sequence. Ensure that the straps are not
twisted more than a half twist.
7. Secure the bolt with the nut and tape both ends of the bolt with two-inch tape.
8. Route the free running end of the chain from the sling leg through the medium clevis
and place a chain link count of 3 into the keeper portion of the grab hook assembly for a
10K sling set or link count of 5 for 25K sling set.
9. Rig the apex of the sling leg for the type of aircraft that will be picking up the load. A
UH-60 Blackhawk must have an aluminum spacer on it, and a UH-1H must have an
apex ring or a basket hitch. A CH-47 does not require any additional items on the apex.
Check the nut on the apex. The castellated nut must have a cotter pin in it.
PHASE II
INSPECTION OF PREPARATION AND RIGGING
1. Start the inspection at the apex. Check to ensure the bolt is present and secured
with a nut. The castellated nut must have a cotter pin in it. Inspect to ensure that the
apex is setup for the appropriate inbound aircraft. A UH-60 requires an aluminum
spacer, a UH-1H requires a basket hitch or donut ring, and a CH-47 does not require
additional items on the apex.
2. Check the link count to ensure you have a link count of 3.
3. Check the medium clevis to ensure it has tape on both ends of the bolt and that the
D-rings are on the bolt and in the proper sequence.
4. Check to ensure the suspension webbing straps are all of the same type (either all
cotton or all nylon). Check the butterfly snap hooks to ensure that they are all facing
down toward the load and taped with two-inch tape.
2 – 28
5. Check the 188 inch straps to ensure they form a cross on top of the load. Ensure
they are routed under the lateral straps. Also, check to ensure they have been
tightened down, free of twists and do not have quick releases. Ensure that all of the
excess strap has been taped with two-inch tape.
6. Move to any corner of the load and start at the top. Check the lateral strap for
proper routing, that it is free of twists, and verify that it has been tightened down and
excess strap has been taped with two-inch tape. Check the middle and bottom strap for
the same things. Remember, if one strap has a quick release, all lateral straps must
have a quick release.
7. Check the lacing rope to ensure it has been properly routed through the lacing loops
from ground to the sky. Check that the rope forms an “X” and is routed properly through
the top lacing loops. Finally, check the rope to ensure it has been secured with a bow
knot, and that the excess rope has been secured with two-inch tape.
8. Inspect the other three corners in the same manner.
(NOTE: DA Form 7382-R must be filled out IAW FM 4-20.197 see Appendix I)
2 – 29
A-22 CARGO BAG
2 – 30
M1151 HMMWV
1. Load Description: M1151 Up-Armored HMMWV
a. Weight
(1) Empty – 10,300 lbs
(2) ACL – 1,800 lbs
(3) Loaded – 12,100 lbs
2. Materials
a. Sling set (25,000 lbs capacity) (CH-47)
b. Two-inch tape, 80 lbs breaking strength per wrap
c. Type III nylon, 550 lbs breaking strength
d. 1/4 inch cotton webbing, 80 lbs breaking strength
e. One additional Apex for sling set being used
3. Personnel. Two personnel can prepare and rig this load in 15 minutes
PHASE I (PART 1)
PREPARATION
WARNING
The M1151 armament carrier HMMWV should not be flown empty
under the CH-53 in a dual-point configuration. The weight
distribution may exceed aircraft limitations.
Certified Dual-Point Rigging Procedures for Wheeled Vehicles
FM 4-20.199/MCRP 4-11.3E, VOL III/NTTP 3-04.13/
20 February 2009 AFMAN 11-223 (I), VOL III/COMDINST M13482.4B 2-5
Materials.
The following materials are required to rig this load:
Sling set (10,000-pound capacity, 25,000-pound capacity, or 40,000-pound capacity)
with
one additional apex fitting for the sling set being used. OR
Sling set (15,000-pound capacity) with one additional web ring.
─ Chain length, from a 15,000-pound capacity sling set (4 each) (used on M1043A2
with MAK).
─ Coupling link, from a 15,000-pound sling set (4 each) (used on M1043A2 with MAK).
Tape, adhesive, pressure-sensitive, 2-inch wide roll, 80lb per wrap breaking strength.
2 – 31
Cord, nylon, Type III, 550-pound breaking strength.
Webbing, cotton, 1/4-inch, 80-pound breaking strength (per wrap)
Felt sheet, cattle hair, Type IV, 1/2-inch or suitable padding.
Personnel. Two persons can prepare and rig this load in 15 minutes.
Procedures. The following procedures apply to this load:
Preparation. Prepare the load using the following steps:
─ Extend the sling leg chains by connecting one additional chain length to each chain
on
a 15,000-pound capacity sling set with a coupling link (used on M1043A2 with
MAK).
─ Fold mirrors inward towards doors for added protection and tie door together
withType III nylon cord.
─ Secure all equipment and cargo inside the vehicle with tape, nylon cord, or lashings.
Remove antennas and stow inside vehicle.
─ Ensure the fuel tank is not over 3/4 full. Inspect fuel tank cap, oil filler cap, and
battery caps for proper installation.
─ Engage the vehicle parking brake and place the transmission in neutral.
─ Ensure the front wheels are pointed straight ahead. Tie down the steering wheel,
using
the securing device attached under the dashboard.
CAUTION
Do not apply tape to the windows or windshield of the M1114 uparmored
HMMWV. Tape will damage the windows.
Rigging. Rig the load according to the steps in Appendix F-2.
Hookup. The hookup team stands on the roof of the vehicle. The static wand person
discharges the static electricity with the static wand. The forward hookup person places
apex
fitting 1 onto the forward cargo hook. The aft hookup person places apex fitting 2 onto
the aft cargo hook. The hookup team then carefully dismounts the vehicle and remains
close to the load as the helicopter removes slack from the sling legs. When successful
hookup is assured, the hookup team quickly exits the area underneath the helicopter to
the designated rendezvous point.
Derigging. Derigging is the reverse of the preparation and rigging procedures.
Chapter 2
FM 4-20.199/MCRP 4-11.3E, VOL III/NTTP 3-04.13/
2-6 AFMAN 11-223 (I), VOL III/COMDINST M13482.4B 20 February 2009
1. Connect 2 sling legs to apex fitting number 1. Position the apex fitting on top of the
hood.
2. Loop the chain end of the sling legs through their respective lift provisions that
protrudes through the
hood. Place the correct link from Appendix F-2 in the grab hook.
3. Connect 2 sling legs to apex fitting number 2. Position the apex fitting on the roof of
the vehicle.
4. Loop the chain end of the sling legs through their respective eyelet openings in the
upper corner of the
2 – 32
tailgate. Loop the chain end through the lift shackle on the rear bumper and thread back
through the
eyelet opening in the tailgate. Place the correct link from Appendix F-2 in the grab hook.
Pad the chains
with felt where they contact the vehicle.
5. Secure all excess chain with tape or Type III nylon cord.
6. Cluster and tie (breakaway technique) the sling legs in each sling set on top of the
vehicle to prevent
NOTE: DA FORM 7382-R must be filled out IAW FM 4-20.197, see Appendix I
2 – 33
ONE TO FOUR 500 GALLON FUEL DRUMS
1. Applicability:
One fuel drum is certified by the US Army NATICK for UH-60 and CH-53A/D/E
helicopters at airspeeds up to and including 80 and 120 knots, respectively. One to
four fuel drums is a suitable load for the CH-47 helicopter at airspeeds up to and
including 80 knots.
2. Load description:
a. Drum, fabric, fuel, 500 gallons capacity
b. Weight:
(1) Drum, empty—250 lbs AVG
(2) One drum, maximum weight—4,200 lbs
(3) Two drums maximum weight—8,400 lbs
(4) Three drums maximum weight—12,600 lbs
(5) Four drums maximum weight—16,800 lbs
NOTE: Exact weight of each drum may vary depending on type and amount of
fuel.
3. Materials:
a. Sling sets:
(1) One drum, 2 x 10,000 lbs or 2 x 25,000 lbs capacity sling legs
(2) Two drums, 4 x 10,000 lbs or 4 x 25,000 lbs capacity sling legs
(3) Three drums, 4 x 25,000 lbs capacity sling legs
(4) Four drums, 4 x 25,000 lbs capacity sling legs
b. Two-inch tape, 80 lbs breaking strength per wrap
c. 1/4 inch cotton webbing, 80 lbs breaking strength
d. Type III nylon, 550 lbs breaking strength
2 – 34
4. Personnel: Two people can rig one to four drums in 5 to 15 minutes.
SERVICEABILITY AND ACCOUNTABILITY INSPECTION
1. When preparing the fuel blivets, conduct a serviceability inspection. The three
sections which must be inspected are:
a. Front circular portion
b. Rear circular portion
c. Black rubber portion
2. When inspecting the front circular portion, look for the following:
a. Fuel nozzle
(1) Foreign materials (if any is present, remove it)
(2) Ensure black rubber gasket inside is present
b. Fuel cap
(1) If the fuel cap is not present, cover fuel opening with two-inch tape.
(2) When the locking levers are folded to the sides, the cap is in the locked
position. When the locking levers are extended, the cap is in the unlocked
position.
(3) Inspect the inside of the cap. The black rubber gasket must be present.
c. Lift points
(1) Lift points are 5/8 inch screw pin clevis, which has a rated capacity of 4,420
lbs.
(2) Inspect threads of screw pin clevis to ensure they are not stripped and the
cotter pin is present.
(3) Inspect for rust, cracks, nicks, dents, and burrs, then take the appropriate
action.
d. Bezel ring
(1) Ensure the bezel ring rotates freely 360 degrees in both directions because
the fuel blivets tend to rotate while in flight.
2 – 35
(2) Check all hex head bolts to ensure none of them are protruding from the
bezel ring or large circular portion.
(3) When inspecting the rear circular portion, it is the same as the front, except
there may or may not be a fuel nozzle.
(4) When inspecting the black rubber portion, look for the following: cuts, cracks,
gouges, or areas worn to the white threading. Anything that is leaking or could
become a leak, will deem the fuel blivets unserviceable.
PHASE I
PREPARATION AND RIGGING
1. Install all fuel caps and ensure they are secured in the locked position with type III
nylon.
2. If no dust cover is present, cover the fuel opening with two-inch tape.
3. Ensure screw pin clevises have cotter pins.
4. Rigging of the 500 gallon fuel blivets with 25,000 lbs sling set.
a. One fuel blivet
(1) Two sling legs with one apex
(2) Lift points rotated to the 12 o'clock position
(3) Link count 5 at each lift point
(4) Tie one mandatory breakaway with 1/4 inch cotton webbing
b. Two fuel blivets
(1) Four sling legs and apex
(2) Apex order as follows:
(a) The center legs to the lightest fuel blivet
(b) The outer legs to the heaviest fuel blivet
(c) Link count of 3 at each lift point
2 – 36
NOTE: If a 10,000 lbs sling set is available, it may be sling loaded exactly the same
way one and two fuel blivets are rigged with a 25,000 lbs sling set. However, two fuel
blivets are the maximum that can be lifted on a 10,000 lbs sling set with four legs.
c. Two fuel blivets (pilot preferred method)
(1) Two fuel blivets rigged as a dual load on two sling legs.
(2) Rotate lift points to the 3-9 o’clock position.
(3) Route the free running end of the chain through the two inside lift points.
NOTE: When routing the chain lift points, go same direction on both (i.e. left to right
through lift point at the 9 o’clock position).
(4) Secure a link count of 3.
(5) Ensure you have no chain to chain contact on both lift points.
(6) Apex order is as follows:
(a) The left sling leg to the left side of the blivets.
(b) The right sling leg to the right side of the blivets.
(7) There is one mandatory breakaway in the center of the blivets.
d. Three fuel blivets
(1) Configuration: two blivets in the dual hook up mode (pilot preferred), and one
blivet in the single hook up mode.
(2) Utilize four sling legs and apex to the 25,000 lbs sling set only.
(3) Apex order is as follows:
(a) The inside sling legs to the single fuel blivet.
(b) The outside sling legs to the pilot preferred blivets.
(4) There are two mandatory breakaways: one breakaway around one set of
dual hook ups and one between the single hook up.
e. Four fuel blivets.
(1) Configuration: rig two pair in pilot preferred methods.
2 – 37
(2) Utilize four sling legs and apex to the 25,000 lbs sling set only.
(3) Apex order is as follows:
(a) The inside sling legs are routed to the lightest pilot preferred blivets.
(b) The outside sling legs are routed to the heaviest pilot preferred blivets.
(4) There are two mandatory breakaways: one between each pilot preferred
method.
PHASE II
INSPECTION OF PREPARATION AND RIGGING
1. The only personnel qualified to inspect this load are a Pathfinder School graduate,
Sling load Inspector Certification Course (SLICC) graduate, or an Air Assault School
graduate. These personnel must inspect this load at least twice or until they are 101%
sure that it will fly safely.
2. When inspecting this load start at one end of the load and work in a 360 degree
manner and from top to bottom. If a deficiency is found, stop and correct that
deficiency, and restart the inspection process from there. The inspection will start at the
apex.
3. Apex has a castellated nut with cotter pin.
4. Apex order is as follows:
a. One blivet
(1) The left sling leg to the left side.
(2) The right sling leg to the right side.
b. Two blivets (four legs)
(1) The inside sling legs to the lightest blivet.
(2) The outside sling legs to the heaviest blivet.
c. Three blivets
(1) The inside sling legs to the single blivet.
(2) The outside sling legs to the dual blivets.
2 – 38
d. Four blivets
(1) The inside sling legs to lightest set of blivets.
(2) The outside sling legs to heaviest other blivets.
5. Sling legs
Ensure they are not crossed, misrouted through, or under the triangle on the dual
blivets, or out of order.
6. Breakaways
Ensure they are made of 1/4 inch cotton webbing. Ensure that there is one
breakaway for every two sling legs, tied on top and in the center of the fuel
blivets or between the dual blivets.
7. Sling leg chains
a. Ensure a link count of 3 (or 55 for a single blivet in a three blivet configuration).
b. Ensure the chain passes through one lift point and is not misrouted around the
fuel cap/nozzle.
c. Ensure that the excess link count of 10 or more is secured with type III nylon.
d. Ensure there is no chain to chain contact present on the pilot preferred blivets.
8. Lift points
a. Ensure they are routed to the 12 o’clock position for the single blivet, or 3-9
o’clock position for dual blivets.
b. Ensure the cotter pin is in the 5/8 inch screw pin clevis.
9. Fuel nozzle
a. Ensure the cap is in place and secured properly with type III nylon on the locking
arms or with two-inch tape over the fuel nozzle.
b. Move to the rear of the fuel blivets and inspect it in the same sequence. Keep in
mind that the fuel blivets might have a fuel nozzle on both sides.
(NOTE: DA Form 7382-R must be filled out IAW FM 4-20.197 see Appendix I)
2 – 39
DIRECTION OF FLIGHT
FUEL BLIVETS
2 – 40
M119A2 105-mm HOWITZER
Forward/Firing Position
1. Applicability:
This load is suitable for all helicopters with suitable lift capacity by the US Army
NATICK.
2. Load description:
a. Weights:
(1) Maximum with 10K sling set—4,690lbs
(2) Maximum with accompanying load with 25K sling set—7,690 lbs
3. Materials:
a. Sling set, 10,000 lbs capacity (when moving howitzer without accompanying
load)
b. Sling set, 25,000 lbs capacity (when moving howitzer with an accompanying
load)
c. Reach pendant, 11,000 or 25,000 lbs capacity
d. Tape, adhesive, pressure-sensitive, 2-inch wide, 80lbs breaking strength per
wrap
e. Type III nylon, 550 lbs breaking strength
f. 1/4 inch cotton webbing, 80 lbs breaking strength
g. Line, multiloop, Type XXVI, 4-loop, 3 foot (for accompanying load)
h. Clevis, suspension, medium (2 each) (for accompanying load)
i.
Bag, cargo A-22 or net, cargo, 5,000 or 10,000 lbs capacity(accompanying load)
2 – 41
j.
Chain length, from 25,000 lbs capacity sling set (1 each) (for accompanying load)
k. Coupling link, from 25,000 lbs capacity sling set (1 each) (for accompanying
load)
l.
CGU-1B tie-down
Personnel: Two people can prepare and rig the load in 30 minutes.
PHASE I (PART 1)
PREPARATION
1.
Place the Howitzer in the forward/firing configuration..
2. Mark the wheel hubs at the center of gravity with tape. The CG is located 6 inches
behind (towards the lunette) the center of the hub.
3. Mark the center of the firing platform with tape. Roll the howitzer onto the firing
platform aligning the tape strips. The wheel knock-off hub must be horizontal. Engage
both parking brakes. .
4. Connect the firing platform to the weapon and add an additional CGU-1/B tiedown
strap.
5. When the firing platform is carried on top of the trails ensure the wheel knock-off
hub is horizontal. Engage the right wheel parking brakes.
6.
Secure the sight cover to the dial sight with tape or Type III nylon cord.
7. Secure the firing platform (if carried), hand spike, and jack to the trail assembly with
the clamps provided and two-inch tape.
8. Ensure the lunette is in the extended position. Install the towing eye stop (C-clamp_
on the lunette and secure in place with its retaining pins, when applicable.
9. The sling set chain safety clamp is an additional authorized item. Refer to TM 91015-252-10 for NSN and installation information.
10. When the detachable field spade is attached to the permanent spades, ensure the
two locking pins are installed and locked. Route and tie a length of Type III nylon cord
through the key ring of the cable and around the end of the locking pin.
11. When moving the howitzer without an accompanying load, extend the chain on
sling leg 3 by removing the chain length and coupling link from sling leg 4 and attaching
them to the end of the chain on sling leg 3.
2 – 42
12. When moving the howitzer with an accompanying load and using sling leg 4 on the
accompanying load, extend the chain on sling leg 3 by adding an additional length of
chain with a coupling link from a 25,000-pound capacity sling set.
PHASE I (PART 2)
RIGGING
WARNING: When moving the howitzer with an accompanying load, the 25,000 pound
capacity sling set must be used.
Accompanying loads must not exceed the weight limits of the cargo net, cargo bag,
sling leg, or exceed the lift capacity of the helicopter.
1. Attach a reach pendant on the sling set apex fitting.
2. Position the apex fitting and the reach pendant on the breech assembly. Route outer
sling legs 1 and 2 to the wheel hubs. Route inner sling leg 3 to the lunette.
3. Route the chain end of sling leg 1 around the left wheel hub. Place link 55 (when
using the 10,000-pound capacity sling set) or link 45 (when using the 25,000-pound
capacity sling set) in the grab hook. Pull the chain taut and ensure the chain is centered
on the hub. Install the sling set chain safety clamp on the two chain links closest to the
top of the wheel hub. If the sling set chain safety clamp is unavailable or if the 25,000pound capacity sling set it being used, tie the two chain links together with 1/2 –inch
tubular nylon webbing. Repeat with sling leg 2 on the right wheel hub. Place link 50
(when using the 10,000-pound capacity sling set) or link 40 (when using the 25,000pound capacity sling set) in the grabhook. Secure the excess chain with Type III nylon
cord.
4. Route the chain end of the extended sling leg 3 through the lunette. Place link 35
(when using the 10,000-pound capacity sling set) or link 28 (when using the 25,000pound capacity sling set) in the grab hook. Secure the excess chain with Type III nylon
cord.
5. Cluster and tie or tape (breakaway technique) the sling legs together on top of the
Howitzers to prevent entanglement during hookup and lift-off.
6. Attach the accompanying load (if required) by routing the 3-foot, 4-loop, Type XXVI
multiloop line through the eye of the sling leg attached to an A-22 or the apex fitting of a
cargo net. Place a medium suspension clevis through the loop on each end of the
multiloop line and attach to the provisions located under the howitzer carriage and
inboard of the wheels.
2 – 43
When an accompanying load requires a sling leg, you may remove and use one of the
inner sling legs from the sling set, leaving one sling leg attached to the lunette of the
howitzer.
M119/M119A2 105MM HOWITZER
FORWARD/FIRING POSITION
PHASE II
INSPECTION OF PREPARATION AND RIGGING
1. The only personnel qualified to inspect this load are a Pathfinder School graduate,
Sling load Inspector Certification Course (SLICC) graduate, or an Air Assault School
graduate. These personnel must inspect this load at least twice or until they are 101%
sure that it will fly safely.
2. When inspecting this load start at one end of the load and work in a 360 degree
manner and from top to bottom. If a deficiency is found, stop and correct that
deficiency, and restart the inspection process from there. The inspection will start at the
muzzle.
2 – 44
M119/M119A2 105mm HOWITZER
Forward/Firing Position, Platform Down, with additional boxes of ammunition
1. Applicability:
This load is suitable for all helicopters with suitable lift capacity by the US Army
NATICK.
2. Load description:
a. Weights:
(1) Maximum with two boxes of ammunition on the firing platform—4,850 lbs
(2) Maximum with two boxes of ammunition on the firing platform and
ammunition in A-22 cargo bag or cargo net—7,690 lbs
3. Materials:
a. Sling set, 10,000 lbs capacity
b. Sling set 25,000 lbs capacity
c. Reach pendant (11,000 or 25,000-pound capacity)
d. Tape, adhesive, pressure-sensitive, 2-inch wide, 80lb breaking strength per wrap
e. Cord, nylon, Type III, 550-pound breaking strength
f. Webbing, cotton, 1/4- inch, 80-pound breaking strength
g. Also authorized is the Suncor Stainless 316 precision cast, heavy duty
Jaw and Swivel device, Item # S0156-HD008 (for use with 10K and 25K sling sets) or a
safety clamp (Picatinny Arsenal Part # 12591189; Cage Code 19200) designed for the
25K sling set .
h. Line, multiloop, Type XXVI, 4-loop, 3-foot (for accompanying load).
i.
Clevis, suspension, medium (2 each) (for A/22 or cargo net).
j.
Bag, cargo A/22 or net, cargo (5,000- or 10,000-pound capacity).
k. Chain length, part number 38850-00053-102, from a 25,000-pound capacity sling
set (1 each) (for A/22 or cargo net).
2 – 45
l.
Coupling link, part number 664241, from a 25,000-pound capacity sling set (1
each) (for A/22 or cargo net).
m. Strap, cargo, tiedown, CGU-1/B (as required).
4. Personnel: Two people can prepare and rig the load in 30 minutes.
PHASE I (PART 1)
PREPARATION
1. Place the howitzer in the forward/firing position.
2. If the firing platform is to be carried in the down
position, follow these steps:
a. Mark the wheel hubs with tape at the center of gravity (CG). The CG is located 6
Inches behind (towards the lunette) the center of the hub.
b. Mark the center of the firing platform along the length (lunette to muzzle) and width
(side to side) with strips of tape. Ensure the hand holes (used to secure the
ammunition boxes) are equally spaced on either side of the long axis of the gun.
c. Roll the howitzer onto the firing platform. Align the CG masking tape with the side to
side tape strips. The wheel knock-off hub must be horizontal. Engage both parking
brakes.
d. Connect the firing platform to the weapon. Tie the ammunition boxes together with
Type III nylon cord. Secure the two ammunition boxes (if carried) by routing a CGU1/B tiedown strap through the platform hand holes and the carrying handles of each
box. Pad the CGU-1/B where it rubs on the boxes and platform.
e. Pad and tape the trailing edge of the platform when carrying an accompanying load
in an A/22 cargo bag or a cargo net.
3. Secure the sight cover to the dial sight with tape or Type III nylon cord.
4. Secure the firing platform (if carried), hand spike, and jack to the trail assembly with
the clamps provided and two-inch tape.
5. When the detachable field spade is attached to the permanent spades, ensure the
two locking pins are installed and locked. Route and tie a length of Type III nylon cord
through the key ring of the cable and around the end of the locking pin.
6. When moving the howitzer without an A/22 cargo bag or a cargo net load, extend
the chain on sling leg 3 by removing the chain length and coupling link from sling leg 4
and attaching them to the end of the chain on sling leg 3.
2 – 46
7. When moving the howitzer with an accompanying load and using sling leg 4 on the
accompanying load, extend the chain on sling leg 3 by adding an additional length of
chain with a coupling link from a 25,000-pound capacity sling set.
PHASE I (PART 2)
RIGGING
1. Attach a reach pendant on the sling set apex fitting.
2. Position the apex fitting and the reach pendant on the breech assembly. Route outer
sling legs 1 and 2 to the wheel hubs. Route inner sling leg 3 to the lunette.
3. Route the chain end of sling leg 1 around the left wheel hub (looking at the howitzer
from the lunette). Place link 55 (when using the 10,000-pound capacity sling set) or link
45 (when using the 25,000-pound capacity sling set) in the grab hook. Pull the chain
taut and ensure the chain is centered on the hub. Install the sling set chain safety clamp
on the two chain links closest to the top of the wheel hub. If the sling set chain safety
clamp is unavailable, tie the two chain links together with 1/2-inch tubular nylon
webbing. Repeat with sling leg 2 on the right (knock-off) wheel hub. Place link 50 (when
using the 10,000-pound capacity sling set) or link 40 (when using the 25,000-pound
capacity sling set) in the grabhook. Secure the excess chain with Type III nylon cord.
4. Route the chain end of the extended sling leg 3 through the lunette. Place link 35
(when using the 10,000-pound capacity sling set) or link 28 (when using the 25,000pound capacity sling set) in the grab hook. Secure the excess chain with Type III nylon
cord.
5. Cluster and tie or tape (breakaway technique) the sling legs together on top of the
howitzers to prevent entanglement during hookup and lift-off.
6. Attach the accompanying load (if required) by routing the 3-foot, 4-loop, Type XXVI
multiloop line through the eye of the sling leg attached to an A-22 or the apex fitting of a
cargo net. Place a medium suspension clevis through the loop on each end of the
multiloop line and attach to the provisions located under the howitzer carriage and
inboard of the wheels.
PHASE II
INSPECTION OF PREPARATION AND RIGGING
1. The only personnel qualified to inspect this load are a Pathfinder School graduate,
Sling load Inspector Certification Course (SLICC) graduate, or an Air Assault School
graduate. These personnel must inspect this load at least twice or until they are 101%
sure that it will fly safely.
2 – 47
2. When inspecting this load start at one end of the load and work in a 360 degree
manner and from top to bottom. If a deficiency is found, stop and correct that
deficiency, and restart the inspection process from there. The inspection will start at the
muzzle.
2 – 48
M119A2 105mm HOWITZER
Forward/Firing Position, Platform Down
1. Applicability:
Those rigging procedures have been approved by the US Army NATICK for flight by
UH-60 and CH-47 at 110 knots.
2. Load description:
a. Weights:
(3) Maximum with 10K sling set—4,690 lbs
(4) Maximum with accompanying load with 25K sling set—7,690 lbs
(5) Maximum Accompanying Load—3,000 lbs
3. Materials:
b. Sling set, 10,000 lbs capacity
c. Two-inch tape, 80 lbs breaking strength per wrap
d. 1/4 inch cotton webbing, 80 lbs breaking strength
e. Type III nylon, 550 lbs breaking strength
f. 1/2 inch tubular nylon, 1000 lbs breaking strength
g. Appropriate padding material
h. CGU-1B tie-down
i.
Clamp, chain link
4. Personnel: Two people can prepare and rig the load in 30 minutes.
PHASE I (PART 1)
PREPARATION
1. Begin preparing the load at any point and continue either clockwise or counterclockwise around in a 360 degree motion.
2. Place the Howitzer in the forward/firing configuration. Place the tube in forward travel
lock and secure it with the pushpins.
2 – 49
3. Place the howitzer on the firing platform and secure it with the front and rear stays
with push pins. Once the front stays are tightened with the saddle clamp, secure the
clamp with type III nylon.
4. Pad the machined surface on the cross member.
5. Additionally, secure the firing platform with a CGU-1B, by routing it through the lifting
holes and through the cradle of the howitzer. Ensure the CGU-1B is routed across the
padding material on that machined surface.
6. Place the muzzle cover on the muzzle and secure it with the strap provided.
7. Pad the nitrogen reservoir with enough material to protect it from being damaged by
the sling legs when the A/C picks up the load.
8. Take a piece of type III nylon, approximately 8 to 10 feet long and route it through
the hole portion of the cross bar on either side. Pull it tight and wrap it one complete
time around the hex portion of the equilibrator shaft. Keeping it tight, wrap it around the
buffer assembly. From the buffer, take the type III to the equilibrator shaft on the
opposite side, and wrap it one complete time. Take it down through the hole portion of
the cross member on the opposite side and secure it with a non-slip secure knot. This
is done to prevent the sling legs from becoming caught on the equilibrator shafts and
the buffer assembly.
9. Place brakes in the on position.
10. Place covers on equilibrators and secure them with straps provided.
11. Rotate the gunner's site mount all the way back and in. Place the mount cover over
the mount and secure it with the strap provided and additionally secure the cover with
type III nylon to a fixed portion of the load.
12. Install the run-back stop in the breech, and place the breech cover over it while
securing it with the strap provided. Additionally, secure the cover with type III nylon to a
fixed portion of the load.
13. Take a piece of type III nylon, approximately 8 to 10 feet long and tie it to left trail.
Pull it tight and place through the hole portion on the back of the equilibrator. Keeping it
tight, go to the opposite trail. From that trail, take the nylon through the hole portion of
the opposite equilibrator, and tie it back to the original tie down point.
14. Ensure firing platform clamps are hand tight.
15. Ensure the jack strut is secured with pin and additionally secured with two-inch tape.
2 – 50
16. Ensure the rear brake assembly is padded.
17. Ensure the detachable spade is secured with large pins and secured from pin to pin
with type III nylon.
18. Ensure the trail hand spike is placed in the mounts provided and secured in two
places with two-inch tape.
19. Ensure the knock off hub is parallel with the ground.
PHASE I (PART 2)
RIGGING
1. Place three sling legs on the apex. Take fourth sling leg and remove the lifting
chain. Add that lifting chain to the middle sling leg on apex. Place the sling set on
top of load.
2. Secure the free running end of left sling leg, route the chain around the center
portion of the left tire. Secure a link count of 55. Additionally secure chains with chain
clamp or 1/2 inch tubular nylon. Secure excess links with type III nylon.
3. Secure the free running end of the center sling leg, route the chain through the
towing lunette, securing a link count of 35. Additionally secure the excess with type III
nylon.
4. Secure the free running end of the right sling leg, route the chain around the knock
off hub of right tire. Secure a link count of 50. Additionally securing the excess links
with type III nylon. Ensure the knock off hub is parallel to ground.
5. One cluster breakaway located on M90 chronograph mount. Second breakaway
located on bar portion of rear travel lock assembly. Third breakaway is located on base
portion behind the brake assembly above the lunette.
PHASE II
INSPECTION OF PREPARATION AND RIGGING
1. The only personnel qualified to inspect this load are a Pathfinder School graduate,
Sling load Inspector Certification Course (SLICC) graduate, or an Air Assault School
graduate. These personnel must inspect this load at least twice or until they are
101% sure that it will fly safely.
2. When inspecting this load start at one end of the load and work in a 360 degree
manner and from top to bottom. If a deficiency is found, stop and correct that
deficiency, and restart the inspection process from there. The inspection will start at the
muzzle.
2 – 51
3. Muzzle cover secure on muzzle
4. Recuperator padded and secured with type III nylon
5. Type III nylon spider web present
6. Travel lock secured with push pins provided
7. Saddle clamp in the up position and secured with type III nylon
8. Machined plain padded
9. CGU-1B present with no twist, ratchet portion secured with two-inch tape, excess
rolled and additionally secure with two-inch tape
10. Brake on
11. Link count left side 55, excess secured with type III nylon
12. Chain clamp or 1/2 inch tubular nylon (two square knots) present on chains,
additionally secured with two-inch tape
13. Equilibrator cover present
14. Castellated nut and cotter pin
15. Apex order, left-to left, right-to-right, center-to-rear
16. Sling legs routed properly
17. Breakaway (each leg wrapped individually)
18. Gunners sight mount cover secured with strap and additionally with type III nylon
19. Rear stays secure with push pins
20. Spider web rear in “X” line
21. Breech cover secured with strap and additionally with type III nylon
22. Run back stop present
23. Firing platform clamp secured
24. Jack strut secure and additionally with two-inch tape
2 – 52
25. Link count rear 35, excess secured with type III
26. Breakaway around travel lock bar
27. Brake on
28. Brake assembly padded
29. Breakaway
30. One chain through rear lift point
31. Detachable spade secured with type III nylon
32. Firing platform clamp secured
33. Trail hand spike secured in two places with two-inch tape
34. Rear stays secure with push pins
35. Equilibrator cover present
36. Brake on
37. Knock off hub parallel to ground
38. Link count right side 50, excess links secured with type III nylon
39. Clamp or 1/2 inch tubular nylon (two square knots)
(NOTE: DA Form 7382-R must be filled out IAW FM 4-20.197 see Appendix I)
2 – 53
M119 105MM HOWITZER
FORWARD/FIRING POSITION, PLATFORM DOWN
2 – 54
2 – 55
PART IV
SUITABLE SLING LOADS
M149-SERIES WATER TRAILER
1. Applicability:
This load is suitable for CH-47 helicopters at airspeeds up to and including 80 knots.
2. Load description:
Trailer, water, 400 gallon, M149-series, with original lift provisions, LIN W98825
Weight:
Empty
Loaded
M149A2
2,800 lbs
6,320 lbs (see Warning)
WARNING: The M149, M149A1, and M149A2 water trailer without modified clevis-type
lift provisions are not currently certified for Sling load Operations due to inadequate lift
provision strength when the trailer is loaded.
3. Materials:
a.
b.
c.
d.
Sling set, 10,000 lbs capacity
Two-inch tape, 80 lbs breaking strength per wrap
Type III nylon, 550 lbs breaking strength
1/4 inch cotton webbing, 80 lbs breaking strength
4. Personnel: Two personnel can prepare and rig this load in 10 minutes.
PHASE I (PART 1)
PREPARATION
1. Secure the light cable and air hoses to the drawbar with tape or type III nylon.
2. Place the support leg and wheel in the down and locked position. Secure raising
handle with type III nylon.
3. Secure faucet boxes with the latches provided and additionally with type III nylon.
4. Secure safety chains to handles with type III nylon.
5. Shatterproof reflectors and brake lights with two-inch tape.
6. Tape the top edge of the aft end of the water tank to prevent the sling legs from
chafing on the top of the tank. Ensuring to cover the upper 1/3 portion of the rear tank.
2 – 56
7. Engage both hand brakes.
8. Make sure that the fill port is closed. Additionally secured with two pieces of Type III
nylon.
9. Water trailer must be empty or full.
PHASE I (PART 2)
RIGGING
1. Position apex on top of the tank. Route the outer sling legs to the front of the trailer
and the inner sling legs to the rear.
2. Route the free running ends of the front chain legs through the lunette front eye and
insert a link count of 75 in the grabhook assembly.
3. Using the rear lift provisions as a guide to keep the chains in place, route the free
running end of the left chain leg down between the tank and the cross member, under
the rear cross member and back up through the lift provision. Secure a link count of 90
in the grabhook assembly. Repeat the same process on the right side.
4. Secure all excess chain with type III nylon.
5. Tie a cluster breakaway on all four sling legs with one turn of 1/4 inch cotton
webbing on top of water tank to prevent entanglement during hook up.
PHASE II
INSPECTION
1. Begin inspection sequence at the towing lunette. Inspect for a link count of 75 on
both chain legs.
a. Excess chain secured
b. Light cable secured
c. Air hoses secured
d. Support leg and wheel in down position
e. Right hand brake engaged
2. Move around the right side of the load.
a. Right rear link count of 90
2 – 57
b. Excess chain secured
3. Step up onto right rear bumper.
a. Top edge of trailer taped and padded
b. Fill port secured
c. Trailer full or empty
d. Cluster breakaway 1/4 inch cotton webbing around all four sling legs
e. Apex order: outer front, inner rear
f. Castellated nut, cotter pin
4. Move to the left rear lift point.
a. Left rear link count 90
b. Excess chain secured
c. Left hand brake engaged
(NOTE: DA Form 7382-R must be filled out IAW FM 4-20.197 see Appendix I)
2 – 58
M149 WATER TRAILER
NOTE: The M149A2 Water Trailer will fly backwards due to the tank being the heaviest
part of the load.
2 – 59
CHAPTER THREE
PART I
RAPPELLING
References: TC 21-24, Rappelling, January 2008; USSOCOM Reg 350-6, 18 June
2007; FM 3-97.61, Military Mountaineering, August 2002
1. Equipment:
a. Rope, climbing, nylon, NSN 4020-00-931-8793
(1) 120 feet long
(2) 7/16 inch diameter
(3) 3 strand, multi-filament, twisted with a right-hand lay
(4) 4,500 lbs of tensile strength (15% less when wet, knotted or frozen)
(5) It will stretch 1/3 of its length
b. Rope, sling. This is the rope used to construct the Swiss and Australian rappel
seats. Cut a 120 foot nylon climbing rope into 12 to 15 foot sections to make the
seats.
c. Snap link, steel, locking carabiner with locking nut, 8,818 lbs capacity, Model: MD
71653
d. Glove, leather, workman's, NSN 8415-00-268-7868
e. Insert, wool glove, OG-208, NSN 8415-00-682-6577
2. Personnel:
a. The following are the minimum personnel required to conduct rappelling
operations from towers, ground, or aircraft:
(1) Rappel Safety NCOIC or OIC—SFC or above, Air Assault or Ranger
qualified. Must have commo with A/C and other required agencies, such as
range control or higher HQ.
(2) Rappel Master (RM)—responsible for safety of rappellers. There must be a
qualified RM in each aircraft and one with each tower rappel site at all times. A
qualified RM must be a CPL or above and graduate of both the Air Assault
Course and the Rappel Master Course. A qualified RM must maintain currency
by performing duties at least once every six months. If a RM becomes uncurrent, they must attend a rappel master refresher course conducted by a
current Rappel Master IAW TC 21-24, CHAPTER 1. The RM is responsible for
all matters of training and safety, to include:
(a) Inspection of all equipment
3–1
(b) Inspection of aircraft, tower and ground anchor point rigging
(c) Aircrew briefing and rappel safety briefings
(d) Training of all rappellers, lane NCOs, belaymen, and belay controllers
(3) Rappel Lane NCO—must be a CPL or above and Air Assault or Ranger
qualified. Responsible for safety of a rappel lane, to include:
(a) Inspection of proper hook ups
(b) Rappel commands and control of rappeller
(c) Emergency procedures
(4) Belay Controller—ensures belay personnel are performing their duties
properly. A belay controller must be a graduate of the Air Assault Course or
Ranger Course. There must be at least one belay controller for every four ropes
during tower and ground rappels. There must be a belay controller for every two
sets of rappel ropes on A/C rappels.
(5) Belayman—there must be a belayman on every set of rappel ropes. The
belayman will wear a helmet for protection from falling objects. Normally, the
belay will not wear gloves.
(6) Medic—a medically qualified individual with a medical aid bag and equipment
(backboard, neck brace, etc) will be present at the rappel site at all times. In
addition, there must be military transportation for the evacuation of injured
personnel at the site.
3. Construction of the Rappel Seat:
a. Rappel Seat (seat–hip rappel):
(1) Locate the midpoint (center) of the length of the sling rope and form a 3-5
inch bite. Place the midpoint on the guide hand hip opposite the brake hand.
The brake hand is the strong hand.
(2) Bring the sling rope around the waist above the hip bone. Tie a double
overhand lay above the belt and below the rib cage. This forms the “waist-rope.”
(3) Let the two free running ends of the sling rope fall to the ground to the front.
(4) Bring the two free running ends of the sling rope down between the legs and
up over the buttocks. Ensure that the two free running ends do not cross. The
free running ends will form the “leg-ropes.”
(5) Pass the ends of the rope over then behind the rope that is tied around the
waist-rope at the two points above the centers of the two rear seat pockets,
resulting in the leg-ropes being routed from top-to-bottom behind the waist-rope.
3–2
Ensure that the free running ends are running towards the center of the buttocks,
and are between the waist-rope and the rappeller’s body.
(6) Grab the free end of the rope that is on the left side of the body with the left
hand, and the free end of the rope that is on the right side of the body with the
right hand.
(7) Squat down and simultaneously pull down on both running ends of the ropes
and stand up. This will tighten the seat.
(8) Take the two free running ends of the rope and route them over the top of the
waist rope, forming two half hitches over the leg ropes.
(9) Tie the two running ends into a square knot with overhand knots securing
each side of the square knot. The square knot is tied on the opposite side of the
body from the brake hand.
(10) Place any excess rope in the trouser pocket near the square knot.
(11) With the gate down and the hooked end of the snap link against the navel,
place the snap link through the single rope that is around the waist and the two
ropes forming the double overhand lay.
(12) Rotate the snap link a half turn so that the gate is facing up and will open
away from the body.
4. Rappeller Preparation:
a. Shirt tails, loose clothing, and equipment straps must be secured. Sleeves will
be rolled down.
3–3
b. Helmets will be worn during rappelling. All straps will be properly fastened and
the helmet will be in serviceable condition.
c. Heavy leather workman's gloves will be worn when rappelling. Glove inserts are
worn when rappelling from aircraft or as determined by the unit leadership.
d. Rappellers will have ID tags and ID card
e. Eye and ear protection will be worn when rappelling from a helicopter.
f. When rappelling with equipment, LBE or LBV should be unfastened in the front
or fastened loosely behind the back of the rappeller. The rucksack should be worn
high and tight on the back of the rappeller to allow the brake hand to reach the small
of the back. Rucksack adjustment straps will be tied across the chest or tucked
away
g. The rappeller’s weapon will be slung diagonally across the back, muzzle down
near hip on guide hand side, with the weapon’s butt stock on the brake hand side
near the shoulder.
5. Rappel Hook Up Procedures:
a. Seat—Hip Rappel Hook up
(1) The rappeller's square knot with two overhand knots should be facing the
anchor point.
(2) Grasp the two ropes with both hands and drop the two ropes through the gate
of the snap link. At this point, there should be two ropes running through the
snap link.
(3) Using the hand closest to the anchor point, pull slack towards the anchor
point, rotate the slack down under and over the top of the snap link.
(4) Drop the two ropes a second time through the gate of the snap link. At this
point there should be four ropes running through the snap link.
(5) If the rappeller weighs more than 200 lbs or is carrying equipment in excess
of 50 lbs, he should consider using a friction hook up. This is accomplished by
repeating step three and four. At this point there should be six ropes running
through the snap link.
(6) Place the guide hand on the rope between the anchor point and the snap link,
palm facing skyward.
3–4
(7) Place the brake hand around the running end of the rope, palm facing
downward, and place the brake hand with the rope in the small of the back.
6. Rappel Commands (verbal and hand and arm signals):
a. Tower or Ground Rappel Commands:
(1) “Get Ready”—Extend both arms to your front with elbows locked, fists
clenched and thumbs pointing upward.
(2) “Position”
(a) Primary method. Extend both arms to the front, elbows bent, forearms
pointed upward, fists clinched and index fingers pointing upward. Make a
circular motion with both forearms rotating in opposite directions.
(b) Alternate method. Extend both arms to the front with elbows locked, fists
clenched and index fingers extended. Bend at the waist so that your arms
below your waist. Make a circular motion with arms rotating in opposite
directions.
(3) “Go”—Extend an arm with elbow locked, fingers extended and thumb along
the index finger and point directly at the rappeller.
b. UH-60 Tactical Rappel Commands:
(1) “Get Ready”—Alerts the rappeller. The rappeller and the Rappel Master
checks the hook up, rappel seat, snap link and equipment should make final.
The rappeller also checks the deployment bag to ensure that it is not entangled
and that it is ready to toss.
(2) “Throw Ropes”—Keeping his brake hand in the small of his back, the
rappeller will toss his deployment bag with ropes out and away from the
helicopter with his guide hand. The rappeller will observe that the ropes are
touching the ground and are not knotted or entangled.
(3) “Position”—Form a squatting position with the brake hand in the small of the
back, the rappeller rotates 90 degrees so that he is facing the inside of the
aircraft and the RM. The rappeller then places his heels on the edge of the floor
of the helicopter doorway and leans out into a good “L” shaped body position.
Feet should be shoulder width apart, balls of the feet on the edge of the doorway,
knees locked and body bent at the waist towards the helicopter.
(4) “Go”—Initiates the rappel. The rappeller flexes his knees and jumps
vigorously backwards. At the same time the rappeller throws his brake hand out
3–5
at a 45 degree angle, letting the running ends of the ropes slide through both the
brake hand and the guide hand.
“L” POSITION
(5) The commands for basic UH-60 helicopter rappels are the same as for
tactical rappel except that the command “Throw Ropes” is omitted. In addition,
when the command “Get Ready” is given, the rappeller also checks to ensure
that there is a belayman on his ropes.
7. Exiting the aircraft:
a. There is one way to exit the aircraft:
(1) The RM will send rappellers individually, moving diagonally across the aircraft
(i.e. left front, right rear, right front, and left rear).
(2) After each rappeller has exited, the RM will check the rappeller’s descent to
ensure he is a safe distance below the aircraft prior to sending the next rappeller.
3–6
b. The RM will maintain a minimum of one second delay between rappellers.
8. Rappelling Conduct:
a. The rappeller will approach the helicopter from the sides of the aircraft.
b. Upon boarding the helicopter the rappeller will sit or kneel, hook up and apply his
brake hand to the small of his back prior to helicopter ascent.
c. Rappellers weighing 200 lbs or more, or are rappelling with equipment in excess
of 50 lbs, will use two turns around the snap link. There should be six ropes running
through the snap link.
d. Rappellers will not step over a rappel rope.
e. Rappellers will not exit the helicopter until told to do so by the RM.
f. Rappellers will not release their brake hand from the rappel rope while
conducting rappelling.
g. During the descent the rappeller will keep his feet together and legs straight while
maintaining an “L” shaped body position by bending at the waist (see figure above).
h. After leaving the aircraft, the rappeller will maintain eye to ground contact.
i.
The rappeller will brake a minimum of three times during descent.
9. Belay:
a. A basic rappeller will not be permitted to rappel without a belayman.
b. During helicopter rappelling, a minimum of 20 feet of rope will be on the ground.
The last 20 feet of rappel rope may be color-coded so the RM and the rappeller may
more rapidly and accurately determine if 20 feet of rope is on the ground. For tower
rappelling, a minimum of 10 feet of rappel rope will be on the ground.
c. The belayman will grasp the rappel ropes with both hands above head and eye
level in such a manner as to allow the rappeller to acquire slack and the belayman
the ability to quickly apply a downward pull. Normally, gloves will not be worn. If the
rappeller states “Falling”, or loses control during descent the belayman will
immediately stop the rappeller by pulling the ropes taut. If a Soldier becomes a
“fallen rappeller” from an aircraft, the belayman will turn the opposite direction from
the aircraft, simultaneously throwing ropes over either shoulder. The belayman will
run away from the aircraft, creating a “slide for life” for the rappeller by pulling slack
from the ropes.
3–7
d. The belayman will position himself below the anchor point.
NOTE: For non-tactical helicopter rappelling, the belayman will maintain control of
the ropes at all times. When the aircraft is on the ground the belayman will take a
knee 5 meters outside the rotor disk diameter. As the aircraft moves up, the belay
will let the rope slide through his hands until the aircraft is 25-30 feet off the ground.
At this time the belayman will walk in and take a position under the aircraft. When
the aircraft starts down, the belayman will keep the ropes taut and away from the
aircraft at a 45 degree angle. Once the aircraft is on the ground, the belayman will
cautiously work towards the original position while still maintaining positive control of
the rope.
e. The belayman will focus his attention on the rappeller and maintain visual contact
with the anchor point.
f. The belayman will wear a correctly fastened Kevlar helmet to prevent injuries
from falling rappellers, equipment, etc.
10. Emergency Procedures for Helicopter Rappelling:
a. If the helicopter gains altitude above the length of the rappel ropes, the rappeller
will immediately brake and lock-in and wait for the descent of the aircraft.
Procedures for lock-in are as follows:
(1) Place the brake hand in the small of the back and brake to a complete stop.
(2) Release the guide hand from the ropes.
(3) Bring the guide hand around the back and grasp the running ends of the two
rappel ropes behind the brake hand. Do not release the brake hand.
(4) Using the guide hand, bring the two running ends of the rappel ropes around
to the front of the body.
(5) Secure these two running ends of the rappel ropes with the two anchor ends
of the rappel ropes in the guide hand. This is now the new brake hand.
(6) Take the old brake hand out of the small of the back. Bring it around to the
front and grasp the four ropes (two from the anchor point and the two running
ends) either above or below new brake hand. The old brake hand is now the
new guide hand.
(7) Place head and eyes back on the RM to continue the descent, bring the new
brake hand to a 90 degree angle to the side. To brake, bring the new brake hand
around to the front, diagonally across the chest to the guide hand shoulder.
3–8
b. In case of an engine failure or an aircraft emergency during rappelling, the
rappellers on the ropes will descend as rapidly as possible and move from beneath
the aircraft by moving to the sides of the aircraft. If possible, maintain control of the
rope to prevent it from entangling in the rotor. The aircraft should move forward and
down.
11. Maintenance of Equipment:
a. A rappel rope is unserviceable if it is saturated with petroleum products,
mildewed, excessively frayed or if one of three strands is cut more than half of its
diameter.
b. The life of the rappel rope is directly related to the care that the rope receives.
Ropes will remain serviceable for approximately 200 rappels under good conditions.
To maximize rope life, follow these simple do’s and don’ts:
DON’T
(1) Do not allow a nylon rope to contact heat.
(2) Do not smoke around the rope.
(3) Do not allow the rope to come in contact with any petroleum based products.
(4) Do not store a wet rope without daisy chaining.
(5) Do not store a dirty rope without cleaning in a mild soap.
DO
(1) Remove all knots after use.
(2) Clean and dry after use.
(3) Store in a ventilated place.
(4) Mountain coil neatly before storage.
(5) Inspect the ropes before and after use.
c. Records should be maintained on all rappel ropes to indicate the number of times
used and the dates used using a DA Form 5752-R. See Appendix H.
Unserviceable ropes will be marked, segregated and disposed of properly.
d. Gloves will be checked for holes on the friction bearing surfaces and any holes
along the seams. Holes in the friction bearing surface or fingers that expose skin will
cause the glove to be unserviceable.
e. Snap links will be checked for excessive rust and sharp edges inside and out.
Opening gates must open and close freely. The pins for the gates must not move
left or right and gate must not be able to move past the hook portion. Any of these
deficiencies will cause the snap link to be unserviceable.
3–9
12. Rappel Safety Briefing:
a. Prior to the conduct of any rappelling, the RM should give a safety briefing to all
personnel.
b. This briefing should include as a minimum the following instructions:
TOWER RAPPELLING
(1) Loose clothing and equipment will be secured.
(2) Rappel seats will be tied by the Soldier and inspected by a RM before
climbing the tower.
(3) Rappellers will climb the tower only when directed by a RM.
(4) Rappellers will stay in the center of the tower until instructed to move a rappel
point.
(5) All RMs, instructors and anyone else standing near the edge of the top of the
tower will wear a restraint strap or safety rope attached to an eyebolt on the
tower floor or the UH-60 tubular frame.
(6) No one will be allowed to lean or sit on the railings or the banisters of the
tower.
(7) No one will be allowed within 3 feet of the edge of the tower without being
secured, unless moving to a hook up point.
(8) When attaching the rappel rope to the snap link, the slack will always be
pulled from the anchor point.
(9) Only a qualified RM will hook up an Australian rappeller.
(10) Personnel weighing in excess of 200 lbs will conduct a standard hook up
rappel to determine if they require a friction hook up. A friction hook up is created
by placing an additional two ropes in the gate of the snap link (for a total of six
ropes in the snap link).
(11) Combat equipment will be positioned on the individual in a way that will not
obstruct the path of the brake hand. The weapon will be slung diagonally across
the back with the muzzle pointing down and on the opposite side of the brake
hand and the canteen will be worn on the guide hand hip. Ensure that equipment
is worn in a manner that nothing interferes with the placement of the brake hand,
or the routing of the rappel rope on the brake hand side to the snap link.
3 – 10
(12) Heavy duty gloves are required for all rappels.
(13) Kevlar helmets with chin straps fastened will be worn during rappel training.
(14) While on the tower or ground hook up point, the rappeller will maintain eyeto-eye contact with the RM and take all commands from him.
(15) The rappeller will ensure that there is a belayman on his rope.
(16) The belayman will not wear gloves and will keep both hands on the ropes at
all times. He will also keep his head and eyes on the rappeller at all times.
(17) Slack rappels will not be allowed.
NOTE: The only slack rappelling to be done will be by a Rappel Master qualified, Air
Assault School Instructor for demonstrations and as approved by the Commandant of
The Air Assault School. When slack rappel is approved, only 8-10 feet of slack will be
coiled. Slack rappelling is to be considered dangerous.
(18) All tower rappelling will be done with a double strand of rope.
(19) There will be no running on the tower.
(20) There will be no smoking or eating near the tower.
NOTE: After each rappel, the rappellers must untie, retie, and be re-inspected before
conducting another rappel.
HELICOPTER RAPPELLING (NON-TACTICAL)
(The areas below which apply, will be briefed before tactical rappelling)
1) Loose clothing and equipment will be secured.
2) Kevlar helmets will be worn with chin straps fastened.
3) ID tags and earplugs will be worn.
4) Sleeves will be rolled down.
5) Weapons will be slung diagonally across the back with the muzzle pointing
down and on the side opposite the brake hand.
6) A RM must inspect all equipment prior to rappelling.
7) Personnel will approach and depart a UH-60 helicopter at a 90 degree angle
from the side of the aircraft. When approaching or departing the helicopter,
3 – 11
personnel will also bend their bodies forward at the waist to ensure clearance of
the rotor blades. At no time will personnel go near the rear of the aircraft.
8) Upon boarding the aircraft the rappeller will kneel down, hook up, and apply
his brake hand to the small of his back.
9) While in the helicopter, the rappeller will maintain eye-to-eye contact with the
RM and take all commands from him.
10) The rappeller will ensure that he has a belayman on his rope at all times.
11) During descent the rappeller will maintain eye-to-ground contact.
12) If the rappeller sees his ropes coming off the ground or sees that his
belayman has lost control of his ropes, the rappeller will immediately brake and
execute a lock-in. He will then wait for commands from the RM.
13) The rappeller will brake a minimum of three times during descent.
14) The belayman will not wear gloves and will keep both hands on the ropes at
all times. He will also keep his head and eyes on the aircraft at all times.
Positive control of the rappel rope will be maintained by the belayman at all
times.
15) All rappelling will be conducted using a double strand of rope.
16) While the helicopter is on the ground the belayman and belay controller will
stay outside of the rotor disk.
NOTE : After each rappel, the rappellers must untie, retie, and be reinspected before
conducting another rappel.
3 – 12
PART II
FRIES TRAINING
References: USSOCOM Reg 350-6, Chapter 6, 18 June 2007; TC 21-24, Rappelling,
January 2008
IMPORTANT SAFETY NOTE: IAW TC 21-24 and USSOCOM Reg 350-6,
Headquarters, Department of the Army policy specifies that FRIES is NOT approved
for Army-wide use and names the Commanding General, United States Army Special
Operations Command (CG USASOC) as the executive agent for FRIES doctrine. The
use of FRIES is restricted to special operations forces, pathfinders, long range
surveillance units, and HQDA schools with a USASOC-approved FRIES program of
instruction. Requests for other units to conduct FRIES operations should be
submitted to Commander, USASOC, ATTN: AOOP-TRS, Ft Bragg, NC 28307-5000.
1. General. Fast Rope Insertion, Extraction System (FRIES or Fast Rope) is an
expedient means to insert and extract Soldiers into difficult terrain. However, FRIES
training does not feature the redundant safety measures (belayman, snap link, and
seat) found in rappelling.
2. Equipment: The fast rope is an olive drab eight-strand ply-moor rope, polypropylene
mixed with polyurethane. It has a diameter of approximately 1 3/4 inches. The rope
weighs .86 lbs per foot and comes in varying lengths from 50 feet to 120 feet. The
average tensile strength is 35,000 lbs.
3. FRIES Hook Up Systems:
a. The eye splice system: An eye splice is formed on one end of the rope, to be
used as an attachment point to the anchor system. The tensile strength is 29,500
lbs.
b. The high-tech hardware system: a high-tech metal sleeve is attached to the end
of the rope. This system has a steel cable, secondary line. The tensile strength of
the metal sleeve is 9,000 lbs and the secondary anchor cable is 500 lbs.
4. Roper Preparation:
a. Shirttails, loose clothing, and equipment straps must be secured.
b. Helmets will be worn while fast roping. All straps will be in serviceable condition.
c. Heavy leather workman's gloves with inserts will be worn when fast roping.
d. All ropers will wear ID tags and ID card.
e. Eye and ear protection will be worn when fast roping from a helicopter.
3 – 13
f. Sleeves will be rolled down.
g. Only boots with a well-defined heel may be worn during fast roping (no slick-sole
or ripple sole boots).
h. No loads in excess of 50 lbs of equipment (helmet, LBE, and weapon) during
FRIES training. Rucksack weight will not exceed 35 lbs.
i. Equipment that is unsafe for the roper to descend with because of weight or bulk,
may be lowered from the aircraft using a belay device.
j. Weapons will be slung to the front or side with muzzle down (not across the
back). This reduces chance of damage to the weapon in the event of a hard landing
and makes it readily available for use once on the ground.
5. Actions in the aircraft:
a. Commands used during fast rope training.
(1) “Get Ready”
(2) “Stand By”
(3) “Throw Ropes”
(4) “Go”
b. FRIES commands can be given:
(1) Verbally
(2) Hand and arm signals
(3) Combination of verbal and hand and arm signals
NOTE: All commands must be coordinated between the Fast Rope Master
(FRM), ropers, and crew, and rehearsed prior to mission.
c. Explanation of commands.
(1) “Get Ready” (1 minute)—The FRM gives this signal with arms extended
horizontally, clenched fists, thumbs pointing up. The FRM and number 1 roper
will prepare the fast rope for deployment. If not already conducted, breaking of
chem lights occurs at this time (night operations). The roper then directs his
head and eyes to the FRM. Ropers will unbuckle the seat belt or unfasten the
safety rope ONLY at the predetermined time, event or on the command as
determined by the FRIES Master.
(2) “Throw Ropes”—The FRM forms both hands at mid-chest level, hands open,
palms facing down, and sweeps arms horizontally outward. Rope Master will
3 – 14
assist the first roper by pushing the rope out of the aircraft. Ropers position to
get ready to exit.
(3) “Go”—The FRM’s arms are raised to horizontal; hands closed with index
fingers extended pointing from the roper to the ropes. Signal is given for each
roper to control interval during exit.
(4) “Stop Stick”—Closed fist, palm facing ropers. Used to stop any roper
movement in the event of an emergency.
6. Actions of the Roper:
a. At the command of “Go,” the roper will grasp the rope firmly with both hands and
exits the aircraft while holding the rope close to the body and turns his body 90-180
degrees in a direction to ensure the weapon and equipment clears the aircraft (do
not jump for the rope), while simultaneously placing the rope between the insteps of
both boots. Once the rope is between the boots, the roper will extend his arms,
locking the elbows and keeping hands at eye level. The roper locks his knees to the
rear and upon assuming a good “L” shape, descends to the ground. The roper
maintains visual contact with the ground and lower ropers during the entire descent.
NOTE: Ropers will not place the rope between their groin or knees because this will
cause severe burns and discomfort.
b. If during decent the roper observes that the rope does not contact the ground or
becomes fouled, immediately conduct a lock-in. A lock-in is accomplished by
executing a static hold. This is done by increasing the grip on the rope with hands.
Remove one foot from the rope and wrap that leg around the rope, resulting in the
rope becoming routed over that foot. Place the opposite foot on top of the rope,
sandwiching it between both feet. Once the rope touches the ground again, or the
emergency is remedied, return to a normal fast rope descending posture and
descend to the ground.
c. Landing Procedures: Approximately 3-5 feet above the ground, the roper will
remove his feet from the rope and assume a prepare to land attitude by flexing the
knees slightly and will prepare to roll upon contact with the ground. Immediately,
upon contact with the ground, the roper will move away from the rope.
7. Safety:
a. There must be a qualified FRM on the tower or in the aircraft when conducting
FRIES training.
b. There must be a qualified FRM on the ground to act as a safety. During aircraft
fast roping, there must be communications with the aircraft.
3 – 15
c. There must be an EMT qualified medic with appropriate equipment (such as aid
bag, back board and neck brace and a military vehicle for medical evacuation)
present at the training site at all times.
d. There must be at least 15 feet of rope on the ground when conducting aircraft
fast roping.
e. When conducting FRIES training during hours of limited visibility there will be a
chem light affixed to the apex of the rope, so that the roper can identify where to
place the hands. On the opposite end of the rope, affix two chem lights to the end
(bottom) and two more affixed 15 feet from the end of the rope. This indicates to the
rope master that there is enough rope on the ground. A chem light may also be
placed on each roper's helmet.
f. All units, prior to conducting FRIES training with the aircraft, must conduct FRIES
tower training within 24 hours of the mission. Fort Campbell units that are
designated IAW USSOCOM 350-6 to conduct FRIES training are:
(1) The Sabalauski Air Assault School
(2) Pathfinder/4-101 AVN
(3) Pathfinder/5-101 AVN
(4) SOCOM units
3 – 16
APPENDIX A
NINE LINE MEDEVAC REQUEST
Line
1
Item
Location of
Pickup Site
2
Radio
Frequency, Call
Sign, and Suffix
3
Number of
Patients by
Precedence
Explanation
Encrypt the grid
coordinates of the
pickup site. When
using the DRYAD
Numeral Cipher, the
same “SET” line will be
used to encrypt the
grid zone letters and
the coordinates. To
preclude
misunderstanding, a
statement is made that
grid zone letters are
included in the
message (unless unit
SOP specifies its use
at all times).
Encrypt the frequency
of the radio at the
pickup site, not a relay
frequency. The call
sign (and suffix if used)
of person to be
contacted at the pickup
site may be transmitted
in the clear.
Report only applicable
information and
encrypt the brevity
codes.
Where/ How
Obtained
From Map
Who
Normally
Provides
Unit
Leader(s)
From SOI
RTO
Required so evacuation
vehicle can contact
requesting unit while en
route (obtain additional
information or change in
situation or directions).
From
Evaluation of
Patient(s)
Medic or
Senior
Person
Present
Required by unit controlling
the evacuation vehicles to
assist in prioritizing
missions
A – Urgent.
B – Urgent-Surgical.
C – Priority.
D – Routine.
E – Convenience.
If two or more
categories must be
reported in the same
request, insert the
word “BREAK”
between each
category.
A-1
Reason
Required so evacuation
vehicle knows where to
pick up patient. Also, so
the unit coordinating the
evacuation mission can
plan the route for the
evacuation vehicle (if the
evacuation vehicle must
pick up from more than one
location).
Line
4
Item
Special
Equipment
Required
Explanation
Encrypt the applicable
brevity codes.
A – None.
Where/ How
Obtained
From
Evaluation of
Patient/
Situation
Who
Normally
Provides
Medic or
Senior
Person
Present
Reason
Required so equipment
can be placed on board
evacuation vehicle prior to
the start of mission.
B – Hoist.
C – Extraction
equipment.
5
Number of
Patients by
Type
D – Ventilator.
Report only applicable
information and
encrypt the brevity
code. If requesting
MEDEVAC for both
types, insert the word
“BREAK” between the
litter entry and
ambulatory entry.
From
Evaluation of
Patient(s)
Medic or
Senior
Person
Present
Required so appropriate
number of evacuation
vehicles may be
dispatched to pickup site.
They should be configured
to carry patients requiring
evacuation.
From
Evaluation of
Situation
Unit Leader
Required to assist the
evacuation crew in
assessing the situation and
determining if assistance is
required. More definitive
guidance can be furnished
the evacuation vehicle
while it is en route (specific
location or enemy to assist
an aircraft in planning its
approach).
From
Evaluation of
Patient
Medic or
Senior
Person
Present
Required to assist
evacuation personnel in
determining treatment and
special equipment needed.
Based on
Situation and
Availability of
Materials
Medic or
Senior
Person
Present
Required to assist the
evacuation crew in
identifying the specific
location of the pickup. Note
that the color of the panels
or smoke should not be
transmitted until the
evacuation vehicle
L+# of Patient – Litter
6
Security of
Pickup Site
(Wartime)
A+# of Patient –
Ambulatory (sitting)
N – No enemy troops
in area.
P – Possible enemy
troops in area
(approach with
caution).
E – Enemy troops in
area (approach with
caution).
6
Number and
Type of Wound,
Injury, or Illness
(Peacetime)
7
Method of
Marking Pickup
Site
X – Enemy troops in
area (armed escort
required).
Specific information
regarding patient
wounds by type
(gunshot or shrapnel).
Report serious
bleeding, along with
patient blood type, if
known.
Encrypt the brevity
codes.
A – Panels.
B – Pyrotechnic signal.
A-2
Line
Item
Explanation
C – Smoke signal.
Where/ How
Obtained
Who
Normally
Provides
D – None.
8
Patient
Nationality and
Status
E – Other.
The number of patients
in each category need
not be transmitted.
Encrypt only the
applicable brevity
codes.
Reason
contacts the unit (just prior
to its arrival). For security,
the crew should identify the
color and the unit should
verify it.
From
Evaluation of
Patient
Medic or
Senior
Person
Present
Required to assist in
planning for destination
facilities and need for
guards. Unit requesting
support should ensure
there is an Englishspeaking representative at
the pickup site.
From Situation
Medic or
Senior
Person
Present
Required to assist in
planning for the mission.
(Determine which
evacuation vehicle will
accomplish the mission
and when it will be accomplished.)
From Area
Survey
Personnel at
site
Required to allow
evacuation personnel to
assess route/avenue of approach into area. Of
particular importance if
hoist operation is required.
A = U.S. military.
B – U.S. civilian.
C – Non-U.S. military.
D – Non-U.S. civilian.
9
NBC Contamination
(Wartime)
E – EPW
Include this line only
when applicable.
Encrypt the applicable
brevity codes.
N – Nuclear.
B = Biological.
9
Terrain
Description
(Peacetime)
C – Chemical.
Include details of
terrain features in and
around proposed
landing site. If
possible, describe
relationship of site to
prominent terrain
feature (lake,
mountain, tower).
A-3
APPENDIX B
AIR MISSION BRIEFING FORMAT
Reference: FM 3-04.113
The following format is a guide. Its use will help ensure that essential information is
included in air assault mission briefings.
(Classification)
TASK FORCE ORGANIZATION
1. Situation.
a. Enemy forces (especially troop concentrations and locations and types of ADA
assets).
b. Friendly forces.
c. Weather (ceiling, visibility, wind, temperature, pressure and density altitude,
sunrise and sunset, moonrise and moonset, percent of moon illumination, end
evening nautical twilight, beginning morning nautical twilight, PZ and LZ altitudes,
and weather outlook).
2. Mission. Clear, concise statement of the task that is to be accomplished (who, what,
and when, and, as appropriate, why and where).
3. Execution.
a. Ground tactical plan.
b. Fire support plan to include suppression of enemy air defenses.
c. Air defense artillery plans.
d. Engineer support plan.
e. Tactical air support.
f. Aviation unit tasks.
g. Staging plan (both primary and alternate PZs).
1.
2.
3.
4.
5.
6.
7.
8.
Pickup zone location.
Pickup zone time.
Pickup zone security.
Flight route to PZ.
Pickup zone marking and control.
Landing formation and direction.
Attack and air reconnaissance helicopter linkup with lift elements.
Troop and equipment load.
h. Air movement plan.
1. Primary and alternate flight routes (SPs, ACPS, and RPs).
2. Penetration points.
3. Flight formations) and airspeeds.
B-1
4.
5.
6.
7.
i.
Landing plan (both primary and alternate LZs).
1.
2.
3.
4.
5.
6.
j.
Deception measures.
Air reconnaissance and attack helicopter missions.
Abort criteria.
Air movement table.
Landing zone location.
Landing zone time.
Landing formation and direction.
Landing zone marking and control.
Air reconnaissance and attack helicopter missions.
Abort criteria.
Laager plan (both primary and alternate laager sites).
1.
2.
3.
4.
5.
Laager location.
Laager type (air or ground, shut down or running).
Laager time.
Laager security plan.
Call forward procedure.
k. Extraction plan (both primary and alternate PZs).
1.
2.
3.
4.
l.
Pickup location.
Pickup time.
Air reconnaissance and attack helicopter missions.
Supporting plans.
Return air movement plan.
1.
2.
3.
4.
5.
6.
7.
Primary and alternate flight routes (SPs, ACPS, and RPs).
Penetration points.
Flight formations and airspeed.
Air reconnaissance and attack helicopter missions.
Landing zone locations.
Landing zone landing formation and direction.
Landing zone marking and control.
m. Coordinating instructions.
1.
2.
3.
4.
5.
Mission abort.
Downed aircraft procedures.
Vertical helicopter instrument flight recovery procedures.
Weather decision by one-hour increments and weather abort time.
Passenger briefing.
B-2
6.
4. Service Support.
a. FARP locations (primary and alternate).
b. Ammunition and fuel requirements.
c. Backup aircraft.
d. Aircraft special equipment requirements, such as cargo hooks and command
consoles with headsets.
e. Health service support.
5. Command Signal.
a. Signal.
1. Radio nets, frequencies, and call signs.
2. Communications-electronics operation instructions in effect and time of
change.
3. Challenge and password.
4. Authentication table in effect.
5. Visual signals.
6. Navigational aids (frequencies, locations, and operational times).
7. Identification friend or foe (radar) codes.
8. Code words for PZ secure, hot, and clean; abort missions; go to alternate PZ
and LZ; fire preparation; request extraction; and use alternate route.
b. Command.
1. Location of air assault task force commander.
2. Point where air reconnaissance and attack helicopters come under OPCON
as aerial maneuver elements.
6. Time Hack. All watches are synchronized.
B-3
APPENDIX C
EXAMPLE AIR MOVEMENT TABLE
C-1
APPENDIX D
EXAMPLE AIR LOAD TABLE
D-1
APPENDIX E
EXAMPLE METHODS OF MARKING FRIENDLY AND ENEMY POSITIONS (1 OF 2)
E-1
EXAMPLE METHODS OF MARKING FRIENDLY AND ENEMY POSITIONS (2 OF 2)
E-2
APPENDIX F
INSPECTION GUIDE
PLANNING WEIGHTS and SPECIAL EQUIPMENT
NEEDED FOR A/C DURING SLING LOAD OPS
CARGO
REQUIRED
A/C
HOOK ACL
EQUIPMENT
UH-60A 8,000 lbs
ALUMINUM SPACER on 10K apex
UH-60L/M 9,000 lbs
ALUMINUM SPACER on 10K apex
CH-47D 26,000 lbs center hook
NONE
17,000 lbs fore and aft hook separate NONE
25,000 lbs fore and aft hook combined NONE
M998 HMMWV
EMPTY WEIGHT
5,200 lbs
ACL
2,500 lbs
TOTAL COMBINED WEIGHT 7,700 lbs
LINK COUNT: 80 FRONT / 3 REAR
-10K sling set
INSPECTION GUIDE
1. PASSENGER SIDE WINDSHIELD W/ 2” TAPE
2. MIRROR
3. HOOD LATCH
4. FRONT WHEEL – PASSENGER SIDE
5. GLASS and PLASTIC SHATTERPROOFED W/ 2” TAPE
6. FRONT LINK COUNT 80, SECURE
7. HOOD LATCH – DRIVER SIDE
8. FRONT WHEEL – DRIVER SIDE
9. MIRROR
10. WINDSHIELD – DRIVER SIDE
11. TROOP SEAT – SECURED IN 2 PLACES
12. REAR LINK COUNT 3
13. BREAKAWAY
14. HOOKS AND CHAINS, SECURED
15. GLASS AND PLASTIC SHATTERPROOFED W/ 2” TAPE
16. LIFT POINT
17. TOWING PINTLE
18. ELECTRICAL CONNECTOR
19. LIFT POINT
20. GLASS AND PLASTIC SHATTERPROOFED W/ 2” TAPE
21. HOOKS AND CHAINS, SECURED
22. BREAKAWAY
23. REAR LINK COUNT 3
24. TROOP SEAT – SECURED IN 2 PLACES
25. FUEL CAP
26. SEATBELT – PASSENGER SIDE
27. BATTERY BOX
28. ENGINE ACCESS PANEL
29. TRANSMISSION SELECTOR LEVER IN NEUTRAL
30. HAND BRAKE
31. STEERING WHEEL
32. ELECTRICAL AND IGNITI0N SWITCHES
33. FUEL LEVEL
34. SEATBELT – DRIVER SIDE
35. APEX PIN SECURE
36. APEX ORDER
37. BREAKAWAY – ROLLBAR
38. BREAKAWAY – CLUSTER
M 1151 UP-ARMORED HMMWV
EMPTY WEIGHT
10,300 LBS
ACL
1,800 LBS
TOTAL COMBINED WEIGHT 12,100 LBS
INSPECTION GUIDE
F- 1
MIRROR FACING IN / SECURED WITH TYPE III NYLON/ EXCESS SECURED WITH 2” TAPE
HOOD LATCH PROPERLY SEATED / ADDITIONALLY SECURED WITH 2” TAPE
FRONT WHEELS STRAIGHT
TURRET AT THE 12 O’CLOCK POSITION
REFLECTOR / MARKER LIGHT SHATTERPROOFED
FRONT LINK COUNT 30/30
GRABHOOK ASSEMBLY NOT INVERTED
EXCESS CHAIN SECURED WITH TYPE III NYLON
LIFTING CHAIN ROUTED THROUGH LIFT POINT ONE TIME
TWO MANDATORY BREAKAWAYS
-ONE THROUGH BLACK POTTED EYES
ONE HALF WAY BETWEEN BLACK POTTED
EYES
11. APEX SECURED WITH BOLT, CASTELLATED NUT, AND COTTER PIN
12. TWO HEADLIGHTS, TURN SIGNALS, AND BLACKOUT LIGHT SHATTERPROOFED
13. FRONT WHEELS STRAIGHT
14. TURRET IS AT THE 12 O’CLOCK
15. HOOD LATCH PROPERLY SEATED / SECURED WITH 2” TAPE
16. MIRROR FACING IN AND SECURED WITH TYPE III NYLON. EXCESS END SECURED WITH 2” TAPE
17. IGNITION AND LIGHT SWITCHES OFF
18. FUEL LEVEL 75% OR LESS
19. STEERING WHEEL SECURED WITH TWO PIECES OF TYPE III NYLON
20. PARKING BRAKE ENGAGED
21. TRANSMISSION SELECTOR LEVER IN NEUTURAL
22. WEAPONS STATION HATCH COVER SECURED WITH THREE LATCHES PROVIDED
23. TURRET LOCK ENGAGED
24. ALL SEATBELTS FASTENED AS WORN
25. TYPE III SECURED DOOR TO DOOR (REAR)
26. TYPE III SECURED DOOR TO DOOR (FRONT)
27. REFLECTOR / MARKER LIGHT SHATTERPROOFED
28. ANTENNAE THREADS PADDED WITH 2” TAPE
29. REAR DECK LID ADDITIONALLY SECURED WITH TYPE III NYLON
30. TAILGATE HOOKS SECURED WITH TYPE III NYLON
31. WINCH HOOK SECURED WITH TYPE III NYLON
32. TOW PINTLE SECURED WITH COTTER PIN PROVIDED
33. ELECTRICAL CONNECTOR COVER SERVICEABLE
34. REFLECTORS / BRAKELIGHTS SHATTERPROOFED
35. REAR LINK COUNT 3/3
36. TWO CHAINS ROUTED THROUGH CHAIN GUIDES
37. CHAIN ROUTED THROUGH LIFT POINTS ONE TIME
38. GRABHOOK ASSEMBLY NOT INVERTED
39. EXCESS CHAIN SECURED WITH TYPE III NYLON
40. TWO MANDATORY BREAKAWAYS
-ONE THROUGH BLACK POTTED EYES
-ONE HALF WAY BETWEEN BLACK POTTED EYES
41. APEX SECURED WITH BOLT, CASTELLATED NUT, AND COTTER PIN
FUEL CAP LATCHED AND SECURE
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
M119A2 105mm HOWITZER
EMPTY WEIGHT
4,690lbs
ACCOMPANYING LOAD
3,000 lbs
TOTAL WEIGHT
7,690 lbs
LINK COUNT: 55 (LEFT); 50 (RIGHT), 35 (REAR)
-10K sling set
INSPECTION GUIDE
1. MUZZLE COVER
2. RECUPERATOR PADDING
3. SPIDER WEB (FRONT) - TYPE III NYLON
4. TRAVEL LOCK (2 PINS)
5. SADDLE CLAMP (FRONT STAYS, TYPE III NYLON)
6. MACHINED PLAIN PADDING
7. CGU-1B SECURED W/ 2 PIECES OF 2” TAPE
8. BRAKES - ON
9. APEX SET UP FOR RIGHT A/C
10. APEX PIN SECURE
11. APEX ORDER
12. BREAKAWAY - CLUSTER
13. EQUILIBRATOR COVER
14. LINK COUNT - 55
15. EXCESS LINKS SECURE - TYPE III NYLON
16. CHAIN CLAMP OR 1/2” TUBULAR NYLON
F- 2
-
17. GUNNERS SIGHT MOUNT SECURE – TYPE III NYLON
18. BREECH COVER SECURE – TYPE III NYLON
19. RUN BACK STOP
20. REAR SPIDER WEB – TYPE III NYLON
21. REAR STAY
22. FIRING PLATFORM CLAMP HAND TIGHT
23. JACK STRUT SECURE W/ 1 PIECE OF 2” TAPE
24. BREAKAWAY – TRAVEL LOCK BAR
25. EXCESS LINKS SECURE – TYPE III NYLON
26. LINK COUNT - 35
27. REAR BRAKE OFF
28. BRAKE ASSEMBLY PADDED
29. BREAKAWAY – BEHIND REAR BRAKE ASSEMBLY
30. LIFT POINT
31. DETACHABLE SPADE SECURE – TYPE III NYLON
32. TRAIL HAND SPIKE SECURE W/ 2 PIECES OF 2” TAPE
33. FIRING PLATFORM CLAMP HAND TIGHT
34. REAR STAY
35. EQUILIBRATOR COVER
36. LINK COUNT – 50
37. EXCESS LINKS SECURE – TYPE III NYLON
38. CHAIN CLAMP OR 1/2” TUBULAR NYLON
39. KNOCK OFF HUB PARALLEL TO GROUND
CARGO NET
MINIMUM WEIGHT
500 lbs
15’ x 15’ ACL
5,000 lbs
18’ x 18’ ACL
10,000 lbs
LINK COUNT: 3
-10K sling set
INSPECTION SEQUENCE
1. APEX PIN SECURE
2. APEX SET UP FOR APPROPRIATE A/C
3. CORRECT # OF SLING LEGS TO SUPPORT WEIGHT
4. GRABHOOK ASSEMBLY NOT INVERTED
5. LINK COUNT, 3
6. LIFT POINT
7. NUMBER 1 HOOK SECURED TO APEX W/ TYPE III NYLON
8. HOOK ORDER (1,3,2,4 / 1,3,4,2)
9. HOOKS TAPED
10. HOOKS ALTERNATING
11. BREAKAWAYS, 3
12. HOLE IN ROPE W/ KNOT (SECURE – NON SLIP)
13. EXCESS ROPE SECURE
14. LOAD CENTERED
3 FUEL BLIVETS
EMPTY WEIGHT (each)
250lbs
RATED CAPACITY (each)
500 gal
TOTAL WEIGHT (each)
4,200 lbs (full)
LINK COUNT: 3 (DUAL); 55 (SINGLE)
-25K sling set
INSPECTION GUIDE
1. APEX PIN SECURE
2. APEX ORDER
3. BREAKAWAY, (BOTH)
4. CHAIN TO CHAIN CONTACT
5. LINK COUNT, 3 (DUAL)
6. COTTER PIN, (LIFT POINT)
7. FUEL CAP
8. SLING LEGS NOT MISROUTED
9. COTTER PIN, (LIFT POINT)
10. FUEL CAP
11. CHECK FOR OPPOSING TRIANGLES
12. REPEAT #’s 3-10 OTHER SIDE
13. LINK COUNT 55 (SINGLE)
14. CHAINS ROUTED THRU ONE CLEVIS
F- 3
15.
16.
17.
18.
EXCESS LINKS SECURE
COTTER PIN, (LIFT POINT)
REPEAT #’s 13-16 OTHER SIDE
FUEL CAP
M149A2 WATER TRAILER
EMPTY WEIGHT
2,800 lbs
RATED CAPACITY
400 gal
TOTAL WEIGHT
6320lbs
LINK COUNT: 90 (REAR); 75 (FRONT)
-10K sling set
INSPECTION GUIDE
1. CHAIN THROUGH LIFT POINT ONE TIME
2. LINK COUNT – 75 FRONT EXCESS SECURED W/ TYPE III nylon
3. SAFETY CHAINS SECURE W/ TYPE III NYLON
4. AIR/ELECTRICAL HOSES SECURE W/ 2” TAPE
5. JACK HANDLE SECURE W/ TYPE III NYLON
6. FAUCET BOX SECURE W/ TYPE III NYLON
7. REFLECTOR SHATTERPROOFED FAUCET BOX W/ 2” TAPE
9. HAND BRAKE ON
10. REFLECTOR SHATTERPROOFED – REAR OF WHEEL WELL W/ 2” TAPE
11. REFLECTOR SHATTERPROOFED – UNDER BRACKET W/ 2” TAPE
12. BRAKE LIGHT SHATTERPROOFED W/ 2” TAPE
13. LINK COUNT REAR – 90 EXCESS SECURED W/ TYPE III NYLON
14. PADDING MATERIAL MADE OUT OF 2” TAPE
15. LINK COUNT REAR – 90 EXCESS SECURED W/ TYPE III NYLON
16. BRAKE LIGHT SHATTERPROOFED W/ 2” TAPE
17. REFLECTOR SHATTERPROOFED – REAR OF WHEEL WELL W/ 2” TAPE
18. REFLECTOR SHATTERPROOFED – UNDER BRACKET W/ 2” TAPE
19. APEX SET FOR PROPER A/C
20. APEX PIN – SECURE
21. APEX ORDER CORRECT
22. BREAKAWAY – CLUSTER W/ ¼” COTTON WEBBING
23. FILL PORT COVER SECURE W/ TYPE III NYLON
24. FAUCET BOX SECURE W/ TYPE III NYLON
25. REFLECTOR SHATTERPROOFED – FAUCET BOX W/ 2” TAPE
26. HAND BREAK – ON
27. AIRHOSE SECURE W/ 2” TAPE
A-22 CARGO BAG
MINIMUM FLY WEIGHT
ACL
LINK COUNT: 3
-10K sling set
500 LBS
2200 LBS
A-22 RULE OF THUMB:
GREEN, GREEN, METAL, GREEN
INSPECTION GUIDE
1. APEX SET UP FOR PROPER A/C
2. APEX PIN SECURED
3. LINK COUNT 3
4. MEDIUM CLEVIS
5. LIFT POINT
6. MEDIUM CLEVIS – BOLT TAPED ON EACH END
7. SUSPENSION WEBBING-ALL COTTON OR ALL NYLON
8. SUSPENSION WEBBING-PROPER ORDER
9. SUSPENSION WEBBING-NO MORE THAN 1/2 TWIST
10. BUTTERFLY HOOKS-FACING DOWN AND TOWARDS THE LOAD
11. BUTTERFLY HOOKS-SECURED WITH 2” TAPE
12. 188” STRAPS-CROSS CONFIGURATION
13. 188” STRAPS-NO QUICK RELEASE
14. 188”STRAPS-NO TWISTS
15. 188”STRAPS-PROPERLY SECURED WITH 2” TAPE
16. REPEAT STEPS 13-15 FOR 2ND 188” STRAPS
17. TOP LATERAL STRAP-NO TWISTS
18. TOP LATERAL STRAP-NO QUICK RELEASE
19. TOP LATERAL STRAP-PROPERLY SECURED TO SELF WITH 2” TAPE
F- 4
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
REPEAT STEPS 17-19 FOR MIDDLE AND BOTTOM STRAPS
LACING ROPE-550 LBS OR MORE
LACING ROPE--ONE TIME THROUGH LACING LOOP
LACING ROPE-GROUND TO SKY THROUGH LACING LOOP
LACING ROPE-MAKES CROSS CORNERS
LACING ROPE- ONE TIME THROUGH LACING LOOP
LACING ROPE-GROUND TO SKY THROUGH LACING LOOP
LACING ROPE-TIED WITH BOW KNOT (NON-SECURE)
EXCESS SECURED WITH 2” TAPE
REPEAT STEPS 21-28 FOR CORNERS 2,3 AND 4
SCUFF PAD NOT INVERTED
M1097/A2 HMMWV
EMPTY WEIGHT
5,900 lbs
ACL
4,400 lbs
TOTAL COMBINED WEIGHT
10,300 lbs
LINK COUNT: 60 FRONT / 10 REAR
-25K sling set w/ extended sling legs
INSPECTION GUIDE
1. PASSENGER SIDE WINDSHIELD W/2” TAPE
2. MIRROR
3. HOOD LATCH
4. FRONT WHEEL – PASSENGER SIDE
5. GLASS and PLASTIC SHATTERPROOFED W/ 2” TAPE
6. HOOD LATCH – DRIVER SIDE
7. FRONT WHEEL – DRIVER SIDE
8. MIRROR
9. WINDSHIELD – DRIVER SIDE
10. ENGINE ACCESS PANEL
11. TRANSMISSION SELECTOR LEVER IN NEUTRAL
12. HAND BRAKE
13. STEERING WHEEL
14. ELECTRICAL AND IGNITI0N SWITCHES
15. FUEL LEVEL
16. TROOP SEAT – SECURED IN 2 PLACES
17. REAR LINK COUNT 10
18. BREAKAWAY UPPER BOW BRACED (ABOVE REAR WHEEL)
19. HOOKS AND CHAINS, SECURED
20. GLASS AND PLASTIC SHATTERPROOFED W/ 2” TAPE
21. LIFT POINT
22. TOWING PINTLE
23. ELECTRICAL CONNECTOR
24. LIFT POINT
25. GLASS AND PLASTIC SHATTERPROOFED W/ 2” TAPE
26. HOOKS AND CHAINS, SECURED
27. BREAKAWAY UPPER BOW BRACED (ABOVE REAR WHEEL)
28. REAR LINK COUNT 10
29. TROOP SEAT – SECURED IN 2 PLACES
30. FUEL CAP
31. SEATBELT – PASSENGER SIDE
32. BATTERY BOX
33. BREAKAWAY - ROLLBAR
34. FRONT LINK COUNT 60, SECURE
35. APEX PIN SECURE
36. APEX ORDER
37. BREAKAWAY – CLUSTER
F- 5
SLING CONVERSION CHARTS
SLING CONVERSION CHARTS (Continued)
G- 1
SLING CONVERSION CHARTS (Continued)
G- 2
CHART FOUND IN FM 4-20.197, APPENDIX C
G- 3
APPENDIX H
SLING LOAD INSPECTION RECORD
Introduction:
In order to improve sling load safety, all Army loads require an inspection by a
qualified inspector prior to the arrival of the supporting aircraft using the Sling load
Inspection Record, found in FM 4-20.197, Appendix I.
Inspector Qualifications:
Inspectors must meet the following qualifications:
– Be in the grade of E4 or above AND
– Be a graduate of one of the following courses:
– Pathfinder
– Air Assault
– Sling load Inspector Certification
Distribution of the Sling load Inspection Record:
The Sling load Inspection Record requires three copies. Distribute the form as
follows:
– Copy One - To the supporting aviation unit.
– Copy Two - Securely taped or tied to the load.
– Copy Three - To the supported unit.
The Sling load Inspection Record form may be reproduced locally pending official
distribution.
Completing the Sling load Inspection Record:
Procedures for completing the Sling load Inspection Record are as follows:
– Block 1: Supported unit identification
– Block 2: Item description and serial/bumper number
– Block 3: Weight of load
– Block 4: Supporting aviation unit identification
– Block 5: Type of aircraft used
– Block 6: FM used to rig the load
– Blocks 7-10: Fill out only blocks that pertain to your load. Persons rigging and
inspecting the load must INITIAL the appropriate blocks.
– Block 11: Identifies the supported unit person rigging the load and the date
the load was rigged.
– Block 12: Identifies the supported unit person inspecting the load and the date
the load was inspected.
– Remarks: List any deficiencies found in the load.
H-1
H-2
APPENDIX I
I-1