Aaslt Handbook Nov 2011 Ver V

7/29/2019 Aaslt Handbook Nov 2011 Ver V

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101st Airborne Division(Air Assault)

12 The Sabalauski

3 Air Assault School Handbook

The Sabalauski

Air Assault SchoolHandbook

November 2011


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PREFACE

1 November 2011

1. The Sabalauski Air Assault School (TSAAS) is a FORSCOM TDA unit that trains leadersand 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 Soldierscapable 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 schoolprovides 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 ofinformation 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 theguidance 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 inwriting 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 thewebsite: 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, AVCommanding

DISTRIBUTION:Special
http://www.campbell.army.mil/units/AAS/Pages/AAS.aspxhttp://www.campbell.army.mil/units/AAS/Pages/AAS.aspx


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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. Anauto 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 PacificTheater, 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 servedas 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 24thNorth 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 WilliamCarpenter 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, inutter 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 masscausalities, 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 retiredat the age of 61.

Command Sergeant Major Sabalauskis awards include theDistinguished 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 Infantrymans Badge, and the Master Parachutist Badgealong with campaign medals for service in World War II, Korea,

Dominican Republic, and Vietnam.


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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.

Were the Soldiers of the hundred and first;

Well fight till the battles won!


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4 TABLE OF CONTENTSCHAPTER 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 1-30PLATOON LEVEL ACTIONS 1-37

PART VICLOSE COMBAT ATTACK 1-38

PART VIIPATHFINDER OPERATIONS 1-42


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PART IROTARY WING AIRCRAFT OF THE UNITED STATES ARMY

OBSERVATION AIRCRAFT

Main Rotor DIA: 35 FT

41 FT 2 IN

5 FT 5 IN D

12

11

7

FT

3

IN


41 FT 2 IN

5 FT 5 IN D

12

11

7

FT

3

IN

OH-58D Kiowa Warrior

References TM 1-1520-248-10 and FM 3-04.126

Characteristics1. Four bladed main rotor blade system 5. Single turbine engine2. Two bladed tail rotor blade system 6. Mast Mounted Sight System (MMS)3. Boomerang shaped vertical stabilizer 7. Pylons for armament purposes

4. Pencil-like tail boom 8. Skids for landing

Maximum Airspeed/Cruise 110/90 knots

Flight time 2 hours, 30 minutes

Crew 2 (Pilot, Co-Pilot)

Allowable Cargo Load (ACL) 0

Missions

1. Reconnaissance2. Security3. Target acquisition/designation

4. Defensive air to air combat

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ArmamentMaxLoad

MinRange

MaxRange

MaxEffective Rg

.50 cal (on left side only) 500 rds 2000 m

2.75 inch FFAR 14 rds 8000 m 3000-5000 m

Hellfire II Missile-laser guided 4 rds 500 m 8000 m

Stinger Air-to-Air Missile 2 rds 5 km

Digital call for fire capability (to artillery, AH-64D, other OH-58Ds)


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ATTACK AIRCRAFT


57 FT 8 IN

9 FT 2 IN

7

FT

11

IN


57 FT 8 IN

9 FT 2 IN

7

FT

11

IN

AH-64A Apache

Reference TM 1-1520-238-10 and FM 3-04.126

Characteristics1. Four bladed main rotor blade system 5. Horizontal stabilator2. Four bladed tail rotor blade system 6. Two turbine engines3. 30mm Chain Gun 7. Winglets for armament purposes4. Swept back vertical stabilizer 8. Wheels for landing

AirspeedMaximum 197 knots

Cruise 120 knotsFlight Time 1 hour, 50 minutes

Crew 2 (Pilotrear, Co-Pilot/Gunnerfront)

Missions

1. Anti-armor (primary)2. Close air support3. Reconnaissance

ArmamentMaxLoad

MinRange

MaxRange

MaxEffective Rg

30 mm chain gun 1200 rds 4000 m 1500 mpoint3000 marea


2.75 inch FFAR* 76 rds 8000 m 3000-5000 m*FFAR: Folding-Fin Aerial Rockets

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57 FT 8 IN

9 FT 2 IN

7

FT

11

IN


57 FT 8 IN

9 FT 2 IN

7

FT

11

IN

AH-64D Longbow Apache

Reference TM 1-1520-251-10 and FM 3-04.126

Characteristics1. Four bladed main rotor blade system 5. Horizontal stabilator2. Four bladed tail rotor blade system 6. Two turbine engines3. 30mm Chain Gun 7. Winglets for armament purposes4. Swept back vertical stabilizer 8. Wheels for landing9. Fire Control Radar (FCR)

AirspeedMaximum 197 knotsCruise 130 knots

Flight Time 1 hour, 50 minutesCrew 2 (Pilotrear, Co-Pilot/Gunnerfront)

Missions

1. Anti-armor (primary)2. Close air support3. Reconnaissance

ArmamentMaxLoad

MinRange

MaxRange

MaxEffective Rg

30 mm chain gun 1200 rds

4000 m 1500 mpoint3000 marea


Longbow Hellfire-fire and forget 16 rds 500 m 8000 m

2.75 inch FFAR 76 rds 8000 m 3000-5000 m

May or may not have Fire Control Radar (FCR) mounted on rotor mast

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Rotor DIA: 60 FT

99 FT

13 FT

18

FT

8

IN4

FT

4

IN

6.5 FT6.5 FT

CARGO HOOKS

Rotor DIA: 60 FT

99 FT

13 FT

18

FT

8

IN4

FT

4

IN

6.5 FT6.5 FT

CARGO HOOKS

CH-47D/F ChinookReference TM 1-1520-240-10 and FM 3-04.113

Characteristics1. Two 3-bladed main rotor blade systems2. Bus shaped fuselage3. Two turbine engines4. Wheels for landing


Flight time 2 hours, 30 minutes

Crew for tactical operations 4 (Pilot, Co-Pilot, Flight Engineer, Crew Chief)

ACL for planning

Combat equipped troops 31Maximum Litter Capacity 24

Cargo Hook CapacityFront Hook 17,000 lbsRear Hook 17,000 lbsCenter Hook 26,000 lbsDual Hook Load

(fore and aft combined) 25,000 lbsPlanning Weight 19,000 lbs

Maximum Gross Weight 50,000 lbs

Missions

1. Troop and Cargo Transport2. Sling load Operations3. Waterborne Operations4. Mass casualty evacuation when used during CASEVAC missions

F Model has improved avionics, upgraded engine and digital cockpit.

Armament Available Max Range3 x M240H 7.62 MG 2000m

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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)

ACLNormal Configuration 2 litter patients or 4 ambulatory patients

Maximum Gross Weight 7,903 lbs

Missions1. Air movement2. Aerial sustainment3. Homeland defense4. US Army Test and Training Center5. US Army National Guard and Reserve6. MEDEVAC

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USMC

AH-1W SUPER COBRA

Reference TM 1-1520-236-10



Crew 2 (Pilotrear, Co-Pilot/Gunnerfront)

Missions1. Anti-armor (primary)2. Close air support3. Air-to-air combat4. Armed escort

ArmamentMaxLoad

MinRange

MaxRange

MaxEffective Rg

20 mm Gatling gun 750 rds

2.75 inch FFAR 76 rds 9000 m 3000-5000 mHellfire II Missile-laser guided 16 rds 500 m 8000 m

TOW Missile 4 rds 3750 m 3750 m

Sidewinder Air-to-Air Missile 1 rd 10-18 mi

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SPECIAL OPERATIONS

AH-6J/MH-6J Little Bird

AirspeedMaximum 125 knots

Flight Time 2.5 hours

Maximum range 310 nautical miles

Crew 2 Pilots

ACL up to 6 personnel on outboard seats

Armament available2 x seven-tube 2.75 inch rocket launchers2 x 7.62 mm M134 "miniguns".50 Cal. machine gunsHellfire missiles

Mission: Perform infiltration, exfiltration, and close air support of special operationsforces.

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ADDITIONAL MILITARY AIRCRAFTSPECIAL OPERATIONS

MH-60 Black Hawk

Airspeed

Maximum 178 knotsCruise 120 knots


Range 450 nautical miles

Crew 4 (2 Pilots, 1 Flight Engineer and 1 Gunner)

Armament2 x M134 7.62mm "miniguns

Mission: Overt or covert infiltration, exfiltration, and re-supply of special operationsforces in day, night or marginal weather conditions

DAP mission: Conduct attack helicopter operations utilizing area fire or precisionguided munitions and armed infiltration or exfiltration of small units.

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ADDITIONAL MILITARY AIRCRAFTSPECIAL OPERATIONS

MH-47 D/E Chinook


Armament2 x M-134 machine-guns1 x M240 machine-gun

Internal rescue hoist with a 600 lbs capacity

Mission: Overt and covert infiltrations, exfiltrations, air assault, re-supply, and slingoperations in support of special operations forces in all terrain and environments.

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ADDITIONAL MILITARY AIRCRAFTUSMC/USAF

V-22 Osprey

Reference 64214_pGuide


ACL

Cargo Hook Single Point: 10,000 lbsCargo Hook Dual Point: 15,000 lbsMaximum 24 troops

Mission: Moving troops to remote areas, especially those without landing strips, orconducting long-range rescue operations at sea.

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AH-64D Apache

PART IIAIRCRAFT SAFETY

Reference: ATTP 3-18.12, Air Assault Operations, March 2011

Safety Briefing Checklist

1. Items on Soldier at all times:a. ID cardb. ID tagsc. Earplugs

2. Secure Headgear:

a. Chinstrap fastenedb. Twist feec. Free of tape

3. Sleeves down:a. Protection from flying debrisb. Protection from flash fires

4. Secure loose equipment:a. IAW unit SOPb. Grenades secured

c. Antennas tied down or removedd. Unfix bayonets

5. Approach direction:a. UH-60: 90 degrees from side, away from tail rotor and front (lowest main rotorposition)b. CH-47: 45 degrees from rear, away from engine exhaust.

6. Bend forward at the waist when approaching aircraft (A/C):a. Added stabilityb. Maintain low silhouette

7. Weapon carried muzzle down, no rounds chambered, on SAFE

8. Portions to stay away from:a. Main rotor bladeb. Tail rotor bladec. Cargo hook

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EMERGENCY EXITSFIRST AID

KITSFIRE

EXTINGUISHERS

UH-60L 4 windows fall out 3 2

CH-47DAll windows, minus

windshield 7 3

9. Fasten seat belts

10.Crash positions:a. UH-60L: Sit upright, muzzle pointed downb. 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 bladeshave stopped turning

2) Exit the A/C and swim upstream away from the crash3) If A/C rolls, wait to unbuckle seatbelt until A/C rolls belly up

b. Hard surface1) Wait for the A/C to come to a complete stop2) Take all commands from the crew3) Link up at the pre-designated rally point (3, 9, 12 Oclock @ 500 m)

c. Fire1) Exit immediately (use common sense)2) Secure fire extinguishers, first aid kits, and unconscious personnel3) Move upwind of smoke

NOTE: Fire extinguishers are for personnel only. If all crew members are unconscious,the senior surviving person will take charge.

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6. AEROMEDEVAC Assets:a. UH-1V:

4 Red Cross markingsCrew: 4 (Pilot, Co-Pilot, Crew Chief, and In-flight Medic)

ACL Normal Configuration: 3 litters and 4 ambulatoryACL Prior Notification: 6 litters or 9 ambulatory

Loading Sequence: Litters loaded first, from top to bottom, loading mostseriously injured last. Ambulatory loaded second. Most seriously injured are firstto be unloaded.

b. HH-605 Red Cross markingsCrew: 4 (Pilot, Co-Pilot, Crew Chief, and In-flight Medic)

ACL Normal Configuration: 4 litters and 1 ambulatoryACL Prior Notification: 6 litters and 1 ambulatory or 7 ambulatoryLoading Sequence: Ambulatory first then litters from top to bottom, reverse Zpattern, 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 EvacuationIdentifiable 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 ambulatoryLoading Sequence: Ambulatory first then litters from front to back and top tobottom, in a Z pattern. Most seriously injured are loaded last and first to beunloaded.

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 zoneb. Hoist method does not have a suitable landing zone

8. Special Equipment:a. High Performance Utility Hoist

Tensile strength: 600 lbsSlow speed: Lifts 600 lbs at a rate of 125 ft per minuteFast speed: Lifts 300 lbs at a rate of 250 ft per minute

Hoist cable tension strength: 600 lbsHoist cable length: 256 ft long, only 250 ft are usablelast 6 ft marked in red

b. Jungle Forest PenetratorPrimary use: Evacuation of casualties through thick vegetationTensile strength: 600 lbs

ACL: 3 ambulatory casualties

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PART IVHAND 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 predeterminedlocation outside the rotor disk diameter of the aircraft. The signal person is generallylocated 20 meters to the right front of an aircraft that is conducting sling loads and 40meters to the right front of an aircraft that is landing. The signal person must keep eye-to-eye contact with the pilot at all times.

3. Signals at night are given by using lighted batons, chem lights or flashlights in eachhand. 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 shouldremain lighted at all times when signaling. They should be off otherwise.

The arms are extended above the head in vertical position with the palms facingforward.

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The right fist is placed on the top of the head and the left fist is placed over the right fistin a rope climbing motion.

With the left hand at his side, the signal person steps off with the right foot in thedirection 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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PART VCOMBAT ASSAULT

Reference:ATTP 3-18.12, Air Assault Operations, March 2011

Definition:

Air Assault Operations: operations in which air assault forces (combat, combatsupport, and combat service support), using the firepower, mobility, and totalintegration of helicopter assets in their ground or air roles, maneuver on thebattlefield under the control of the ground or air maneuver commander to engageand destroy enemy forces or to seize and hold key terrain.

Capabilities:1. Attack enemy from any direction2. Delay a much larger force3. Fly over or bypass barriers, obstacles or enemy positions4. Conduct deep attacks and raids well beyond the Forward Line of Troops (FLOT)

5. Rapidly secure and defend key terrain

Limitations:1. Adverse weather2. PZ/LZ availability3. Initial reliance on air re-supply and lines of communication4. High fuel and ammunition consumption5. 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 movement3. Attack by Nuclear, Biological or Chemical (NBC) weapons4. Electronic warfare5. Small arms fire

Tactical Employment:1. Mass or shift combat power rapidly2. Use of surprise3. Flexibility, mobility, speed4. Gain and maintain initiative5. Extending depth and width of battlefield with little regard

to terrain

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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 aircraftspeeds, altitudes, and formations

(4) Includes use of attack helicopters

Flight Routes: Maps or overlays containing flight route information are preparedat AATF headquarters and disseminated to subordinate and support units(overlays are often used). A letter, number, or word designates flight routes andcorridors.

DEPICTING FLIGHT ROUTES ON AN OVERLAY

Air Movement Table: Tasking list organizing aviation to mission. Detailed list ofunits, 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 asdictated by the mission and the threat.

Nap-of-the-Earth (NOE): Varying speeds and altitudes while flying as near aspossible to the earths surfaceContour: Varying speeds and altitudes while generally conforming to the

earths surfaceLow Level Flight: Constant speed, heading, and altitude

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TERRAIN FLIGHT MODES

d. Loading Plan: Actions on the PZEnsures troops, equipment, and supplies are loaded on the correct aircraft. It isbased on the Air Movement Plan.

Considerations:(1) Tactical integrity: Fire teams and squads loaded on same A/C, platoons onsame serial. Maintains fighting units upon landing.(2) Self-sufficiency of loads: Units should be functional by themselves wheneverpossiblecrews with vehicle/weapon, ammo with weapon system, commo withinserial, and personnel available to unload equipment.(3) Cross loading: Ensures key personnel/equipment not on same A/C andspread throughout lift.(4) Bump Plan: Ensures key personnel/equipment arrive on LZ first. Bumpedpersonnel/loads arrive later. Ensures key personnel/equipment not left on PZ.

Bump Plan is executed if fewer A/C are available than planned because ofmaintenance, accidents, or enemy fire.

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(5) PZ Control Party: Duties on the PZPZ Control Party: OIC, NCOIC, RTO, chalk guide, signal person, hook up team,straggler control. To maximize operational control, aviation assets aredesignated 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 tacticalgroupings 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 themdown on the LZ, one lift is completed. The second lift begins when an aircraftreturns 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. Aserial is a tactical grouping of two or more aircraft under the control of a serialcommander (aviator), and separated from other tactical groupings within thelift by time or space. The use of serials may be necessary to maintaineffective control of aviation assets. For example, if a NOE flight were used, itwould be difficult to control 16 aircraft as a single increment. However, a 16aircraft lift with four serials of four aircraft with a 2-minute time separation ismore easily controlled.

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(b) Serials may also be required when the capacity of available PZs or LZs islimited. If there is a lift of 16 aircraft and available PZs and/or LZs willaccommodate only four aircraft, it is best to organize into four serials of fouraircraft 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 employserials to avoid concentrating his force along one flight route. If thecommander wants all his forces to land simultaneously in a single LZ, hedoes 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 commandercould use four serials of four aircraft each. Each serial should use a differentflight 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 withone.

(8) Chalks:

(a) Within each lift there is also a specific number of chalks. A load ispersonnel and/or equipment designated to be moved by a specific aircraft.When planning the air movement, each aircraft is termed a chalk. Forexample, 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, liftone loads are numbered one through ten; next lift is lift two, chalks arenumbered one through ten.

(b)An aircraft may also be referred to as a chalk load, chalk number, or achalk and chalks also must be designated within serials just as they arewithin 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 fouraircraft. Serial twos are numbered five through eight. In lift one, serial three,are numbered nine through twelve. Finally, in lift one, serial four, arenumbered thirteen through 16.

e. Staging Plan: Actions prior to missionTroops, 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 tofinalize details of the plan. See Appendix B for AMB Format.

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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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c. Describe the enemy location and mark it:(1) Use multiple methods to describe and mark (i.e. enemy is vicinity grid

AB123456from my location270 degrees, 500 mmarking with IR laser.)(2) Target handover occurs once the pilot has identified the ground units positionand the enemy position. The crew then engages the target while the ground unitprovides adjustments and feedback to the pilot.

d. The target is engaged and the pilot receives feedback and adjustments (BattleDamage Assessment)

(1) Target destroyedend of mission(2) Target missedadjust fire by giving direction and distance in meters fromimpact 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 Apacheand Kiowa thermal sights and NVGs, the following available for marking. They arenoted for effectiveness for day and night (NVG and thermal):

Unit Marking Day Night NVG Night Thermal

VS-17 panel go no go no goSmoke go no go no goMirror go no go no goIR strobe no go go no go

Target Marking Day Night NVG Night Thermal

Tracer bullets go go no goAN/PAQ-4C no go go no goBriefing pointer no go go no goGCP no go go no goM-203 Illum go go go

The best technique is to have all signals pre-coordinated between the ground andaviation 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 enemyforces. Both aviation and ground must agree that they know where everyone isbefore the Apaches/Kiowas engage.

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Apache 16 this is Air Assault 6, targetdestroyed, end of mission, over.

Air Assault 6 this is Apache 16, targetdestroyed, end of mission, out.

Roger, target destroyed, end ofmission, out.

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PART VIIPATHFINDER 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 Armyaircraft that encompass selecting, improving, marking, and controlling the pick-upzone/landing zone (PZ/LZ) that supports any phase of an air assault or groundoperation.

2. Phases of PZ/LZ Operations:a. Selectionb. Markingc. 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-6SIZE 2: 35 meters UH-1H, AH-1SIZE 3: 50 meters UH-60, AH-64SIZE 4: 80 meters CH-47SIZE 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 controlfacilities)

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 FORMATIONSAIRCRAFT 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 (CONTD)

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 ratio10:1

(2) Obstaclesfour Rs- Remove- Reduce- Red (mark it)- Radio (advise pilot)

4. Marking Phase:

a. Marking the Landing Zone: Use minimum identifiable means. Mark as tacticallyas possible.

b. Basic Equipment:(1)Anemometerwind-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 mconsists of directional light, base light, leftand right stem lights, used to mark #1 Touchdown Point (TDP) at night (NO redlights)(4) Additional TDPs:

Size 1-3: 5 m x 5 mfor observation and utility A/CSize 4-5: 10 m x 10 mused 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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COMMON PATHFINDER LANDING SYMBOLS

INVERTED Y NATO T

#1 TDP MARKING METHODS

ADDITIONAL TDP LIGHTS

EMERGENCY LIGHTING

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Landing Formation Advantages and Disadvantages

1. Traila. 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/Righta. 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/Righta. 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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FOUR SIZE 3 AIRCRAFT IN A STAGGERED TRAIL RIGHT

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CHAPTER TWOPART I

HELICOPTER EXTERNAL LOAD OPERATIONSGENERAL

References:FM 4-20.197, Multi Service Helicopter Sling load: Basic Operations and Equipment,July 2006FM 4-20.198, Single-Point Load Rigging Procedures w/ change 3, 20 February 2009FM 4-20.199, Dual-Point Load Rigging Procedures w/ change 3, 20 February 2009TM 10-1670-295-23P, Technical Manual for 10,000 lb and 25,000 lb ExternalTransport 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 2011FM 3-21.38, Pathfinder Operations, April 2006101st ABN DIV (AASLT) Gold Book

1. IntroductionThe helicopter sling load method of carrying cargo and equipment overcomes many ofthe obstacles that hinder other modes of movement. Helicopters move cargo byexternal 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 emergencysupplies 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 sustainabilityand security of ground units.(5) The establishment of multiple landing sites to support the maneuvering unitrequirements.(6) Greater movement flexibility for the ground commander to accomplish thetactical mission.

b. Limitations of sling load:(1) The weight of the load is restricted to the aircrafts operating capability.(2) Load instability during flight may restrict aircraft airspeed or maneuveringcapabilities.(3)Adverse weather and darkness (low visibility) may limit sling load operations.(4) Atmospheric conditions (pressure, altitude, temperature, and winds) affect thehelicopters lift capacity.

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CH-47 CARGO HOOK LOCATIONS CH-47 FORE AND AFT HOOKS

4. UnitsThere are normally three different units involved in a sling load operation: supportedunit, 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, andclearing the aircraft for departure

(5) Securing and protecting all sensitive items

(6) Providing load dispositions and instructions to the aviation and receiving unitfor 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 LZsand PZs

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(b) 25,000 (25K) lbs setRope

Double-braided nylonBlack colored

1 1/4 inch in diameter12 feet longChain and grabhook assemblies

Forged steel8 feet long (chain)84-88 chain links

Apex fitting is gold colored steel. The pin portion is 1 1/2inches indiameter.

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 eachset.

(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 dryin the sun.

(c) Remove corrosion from metal part with a wire brush, emery cloth, orsimilar material.

(d) Remove burrs or sharp edges from metal parts with a file. Metaldistortions, 1/8 inch dents, or missing components will render equipmentunserviceable.

(e) Replace any defective components.

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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 capacity80 lbs per wrap. Used to shatterproof glassand plastic surfaces and for padding material. It is also used to secure mostexcess on loads. Can be used as a breakaway.

(2) Type III nylon: Rated capacity550 lbs. Used as a permanent tie to secureexcess on loads.

(3) 1/4 inch cotton webbing: Rated capacity80 lbs. Used as breakaway materialon various loads. Breakaway material prevents sling legs from becomingmisrouted or tangled during sling load operations. It is flat and rough to thetouch.

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(h) Chain safety clamp: Rated capacity- 2000 lbs. Used on the M119A2Howitzer.

(2) 15-foot tie-down strap (two versions): Rated capacity5,000 lbs and 10,000lbs. 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 capacity5,000 lbs (silver) and 10,000lbs (black). Load binders are a locking device used to secure and tighten lashingstraps such as the 15-foot tie down strap.

(4) 1/2 inch tubular nylon: Rated capacity1,000 lbs. Used for securingequipment, excess, and links on the M119A2 Howitzer.

(5)Aerial Delivery Sling (ADS) Type XXVI Multi-loop line: Rated capacity10,000 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 isavailable 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 yearusing 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 looseor broken in a row in the same areaPetroleum, rust or mildew stains that cannot be removedAny cutsExcessively worn or frayedMissing cotton buffersMissing keepers

NOTE: Tetrachloloethylene (dry cleaning solvent) should be used to cleanslings, A-22 bags or ADS. Use only in a well vented area.

(6) Type IV connector link: Rated capacity12,500 lbs. Used to construct athree-foot apex ring or connect ADS slings. Component parts: base plate, twoaluminum rollers, one locking plate.

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PART IIClassifications 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 testingrequired for sling load certification. These rigging procedures are in FM 4-20.197and 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 modeland 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 applicabilitysection 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, closecoordination with the aviation unit is required.

b. Suitable Sling loads: Suitable sling loads are those items of equipment and theirassociated rigging procedures that have not been certified but have demonstratedacceptable static lift and flight characteristics during a flight test. In most cases theseloads were not pull tested in accordance with MIL STD 913, but are known loadswhich have been flown without incident for years and which are considered to beproven safe. These rigging procedures can be found in FM 4-20.197 and FM 4-20.198/199

c. Unique Sling loads: Unique loads are equipment carried on a one time or low-frequency basis such as telephone poles, artillery targets, or barrier material. Thelack of sling load certification does not preclude a unit commander from carrying aload that is not certified.

d. Prohibited Sling loads: Prohibited sling loads are items of equipment that areprohibited from sling loading. These loads have been denied sling load certificationand are a safety hazard if carried. They have either structural deficiencies or haveexhibited 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 atthe discretion of the commander. Equipment not listed in FM 4-20.197 and FM 4-20.198/199 should be static lifted (when possible) by a crane to determine properrigging and stability characteristics. Personnel thoroughly familiar with sling loadrigging procedures should assist in the static lift testing/rigging and hook up. Flightevaluating may be conducted after a satisfactory static rigging configuration hasbeen determined.

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Other examples of unique sling loads:Destroyed or mired vehiclesConstruction materials

Downed aircraft will be rigged using procedures in FM 3-04.513 Battlefield Recoveryand 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 loadoperations. The Sabalauski Air Assault School and the 101st Airborne Division (Air

Assault) assume no liability in the sling load of unique loads while using thistechnique. Rigging and sling loading unique loads is inherently dangerous andshould only be conducted by the most qualified and experienced personnel andcrews. These techniques should only be employed when the situation dictates thatthere is no other way to accomplish the mission. The commander must conduct a

thorough risk assessment with appropriate risk reduction measures applied. Thecommander with high risk approval authority (O-6) is the approval authority forflying non-standard loads.

a. Acquire suitable air items and special equipment such as a sling set ofappropriate capacity, applicable apex setup for the aircraft to be used, additionalchains, 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 andsling loaded.

c. Determine the center of balance of the load. Consider that the heaviest portionwill fly forward.

d. Determine suitable lifting points on the load. Must be strong enough to lift theload and will allow the air items (sling legs and chains) to be routed in a manner thatwill not damage them.

e. Determine link count. Start with 3. This will provide the most distance betweenthe load and the aircraft on the initial pick up attempt in the event the load shifts orrolls. It also makes adjustments quick and easy because the hook up team will onlyneed to shorten the appropriate legs, if required, instead of both lengthening andshortening.

f. Use extended sling legs if possible/feasible. This will reduce the amount of timethe A/C needs to spend hovering over the load, as it can land next to the load whilelink count and rigging procedures are modified, and creates more space betweenthe load and A/C.

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g. Hook up using the appropriate techniques then clear the hook up team from theload. The signal person then has the aircraft move upward slowly, take up slack inthe sling legs, and begin to lift the load. At the same time, all hook up teammembers 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 teammoves back to the load, and attempts to fix the problem, if possible. This processmay have to be repeated several times until the desired result is achieved.Whenever possible, there should be ground to air communication between theground 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 orwater drums, are likely to become extremely unstable when flown during sling loadoperations, even at low airspeeds, and should be flown with extreme caution.

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4. Personnel required for sling load operations

a. General. Three personnel are normally used for the ground crew in external loadoperations on the PZ/LZ: a signal person, a static probe person, and a hook upperson.

b. Static Probe Equipment:(1) The static electricity probe consists of an insulated contact rod joined by alength 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 probeperson holds the contact rod to the cargo hook of the aircraft.

c. Protective Equipment. All ground crew personnel will wear the followingequipment:

(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 movesto a pre-designated rendezvous point identified by prior coordination with theaviation unit.

e. Hook Up Procedures:

(1) General. The aircraft approaches the hook up site and the signal personguides it into position over the load. The static probe person discharges the staticelectricity from the aircraft cargo hook. The hook up person then attaches theapex 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 ofthe sling load for hook up, inspects the load to ensure that the slings are notfouled and ensures that the load is ready for hook up.

(b) Prior to the aircraft approaching the hook up site, the hook up team donstheir protective equipment and the signal person positions himself at the pre-coordinated location so that he maintains eye-to-eye contact with the pilot. Hemust stay outside of the rotor disk diameter of the aircraft at all times. Thehook up team will position themselves next to the load on the assembly areaside. The hook up person will stand next to the load, with the sling legsbetween the load and themselves. They will hold the bell portion of the apexhigh above their head and will ensure the pin portion of the apex is skyward

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and the sling legs are not routed or tangled around their body. The staticprobe person stands next to the hook up person, closest to the assemblyarea. The static probe person will wrap their arm around the waist of the hookup person for added stability. With their outside hand, the static probe personwill hold the static probe high above their head.

(c) The signal person must be in a position from which the pilot can plan theapproach. Unless terrain features or obstructions prevent an upwindapproach, the signal person remains in this position. If an upwind approach isunfeasible, the signal person observes the approaching helicopter and movesto a position from which he can guide the pilot. As the pilot maneuvers theaircraft into the wind, the signal person adjusts his position to remain to thefront of the aircraft and in view of the pilot.

(d) The signal person guides the aircraft until the aircraft is approximatelycentered 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 thestatic 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 cargohook of the aircraft. The hook up person will ensure the pin portion of theapex is seated properly, and will release the apex. At this time, the staticprobe can be removed from the cargo hook. Both the static probe person andthe 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 rotordisk diameter of the aircraft, they will turn, face the load, and kneel. When thehook 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 isgiven so that the aircraft rises slowly taking up slack in the slings until the loadis six to eight inches off the ground. The signal person is alert to ensure thatthe sling legs are not fouled and the load is properly attached to the cargohook. If the legs are fouled or if the load is improperly suspended, the signalperson 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 ofthe load from their position. If everything looks proper and the load appearssafe to fly, they will give the "thumbs up" signal to the signal person. After thesignal 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 itinto position. The hook up release team stands by, but is not actively employed

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unless the slings cannot be released from the aircraft. Normally, the ground crewconsists 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 personpositions himself as he would for a hook up.(b) Using appropriate hand and arm signals, the signal person guides the pilotuntil the sling load is positioned a few feet above the cargo release point. Hedirects a gentle lowering of the aircraft until the load rests firmly on theground.(c) After the load is safely landed and there is slack in the sling legs the signalperson gives the pilot the "release sling load" signal.(d) The signal person ensures that the load is properly on the ground and thatthe 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 teamdons protective equipment and moves to their pre-coordinated positions. Thecargo release team remains in this position unless directed by the signalperson to move under the aircraft and manually release the load from thefouled or jammed cargo hook.(b) If directed by the signal person, both Soldiers move in under thehelicopter.

(c) The Soldier handling the static electricity probe grounds the cargo hook bycontacting it with the probe, and then grabs the hook.(d) The second Soldier manually operates the cargo hook release ordisengages the fouled sling from the hook. If required, both Soldiers work toaccomplish cargo release.(e) When the sling legs are released from the hook, the Soldiers quickly moveoutside of the aircraft take-off path.(f) Night OperationsGreater care and thorough planning must be taken fornight operations. The signal person uses baton flashlights and the releaseteam carries flashlights.

5. Apex Set Up:

a. UH-1H requires a nylon point of attachment such as a 3 ft apex ring.b. UH-60 requires an aluminum spacer when using a 10,000 lbs apex.c. CH-47 has no special apex requirement.d. The apex will ALWAYS be configured with the pin facing up (toward the aircraft).

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APEX ASSEMBLY

PERSONAL PROTECTIVE EQUIPMENT

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HOOK UP TEAM POSITIONS

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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 theproper manuals. Section II and III of this chapter outline preparation and rigging ofselected loads.

b. Inspection (Phase II): A Pathfinder School graduate, Sling load InspectorCertification Course (SLICC) graduate, or an Air Assault School graduate in the rankof E-4 and above. All loads are inspected a minimum of two times. The individualwho rigged the load cannot inspect the same load. Recorded on a DA FORM 7382-

R 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.

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CARGO NETS5,000 AND 10,000 LBS CAPACITY

1. Load description: Cargo Net, 5,000 lbs and 10,000 lbs

a. Characteristics: 5,000 lbs capacity(1) Weight58 lbs(2) Size15 ft x 15 ft(3) Load bearing zone (LBZ)5 ft x 5 ft(4) Mesh size6 inch(5) ColorOD Green (when new)

b. Characteristics: 10,000 lbs capacity(1) Weight96 lbs(2) Size18 ft x 18 ft(3) Load bearing zone (LBZ)6 ft x 6 ft(4) Mesh size7 1/2 inch

(5) ColorBlack (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 placethe cargo in the net so that 75% or more of the cargo is inside ofthe yellow border cord. Ensure the loads minimum weight is 500

lbs or greater.

2. Pull the net up around the sides of the load ensuring all slack ispulled tight. Next, thread a piece of the 7/16 inch nylon or 3/8inch hemp rope (or A7A strap) through the web portion of the net.Tighten the rope so that the hole created is smaller than thesmallest object inside the net, and tie the rope in a secure knot.Tape all the excess rope with two-inch tape.

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3. Place the hooks on the manufactured apex. The hooks arenumbered in a clockwise or counter-clockwise direction, startingfrom the #1 hook. Remember, the #1 hook will have themanufactured 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 openingsshould be alternated on the manufactured apex. Place the #1hook on the apex. Then go to the opposite side of the load andplace the #3 hook on the apex. Move to either the left or the rightside of the load and place either the #2 or the #4 hook on theapex. Finally, take a piece of two-inch tape and tape all the hooksso 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 slingleg of a 25K set has the rated capacity of 6,250 lbs. Take the free runningend of the chain and route it through the manufactured apex and secure alink count of 3 by dropping the 3rd link into the keeper of the grab hookassembly.

2. Once the link is secure, tie three mandatory breakaways. You will takethree pieces of 1/4 inch cotton webbing and tie them around the lifting legson the cargo net approximately 3 feet apart.

3. The final step for rigging is to check the apex on the 10K sling set. If aUH-60 Blackhawk is coming to pick up the load, there must be analuminum spacer on the pin portion of the apex. For a UH-1H, you need adonut ring or a basket hitch on the pin portion of the apex. A CH-47 doesnot need any additional equipment. Check the pin to ensure it has beensecured with a bolt. The bolt has been secured with a castellated nut; itmust have a cotter pin in the bolt.

PHASE IIINSPECTION OF PREPARATION AND RIGGING

1. There are three personnel who can inspect a sling load. They are aPathfinder School graduate, Sling load Inspector Certification Course(SLICC) graduate, and an Air Assault School graduate. Only thesepersonnel may inspect a sling load and when they do, they must inspect ita minimum of two times or until they are 101% sure the load will fly safely.

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CARGO NET HOOK SEQUENCE (before taping)

5,000 LBS CARGO NET

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10,000 LBS CARGO NET

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color and the red stitching. The nylon strap is OD green in color and is half thethickness 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. Theyare 3/8 inch hemp rope, 7/16 inch nylon rope, and type III nylon. A total of fourropes 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 excessivelyfrayed and have been secured with two-inch tape or have been whipped anddipped.

23.Inspect each strand of rope to ensure it is not cut or frayed more than half thediameter of an individual strand.

24.Check the medium clevis for rust, cracks, nicks, dents, and burrs. Also, ensurethe clevis has the bolt and nut and that they are not stripped out.


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 therectangular portions.

3. Place the load on the rectangular portion of the canvas cover so that it iscentered.


1. Fold the canvas cover the top of the load. Fold any excesscover material under the top flaps.

2. Secure the corners with the lacing types. To do this, route thelacing rope from ground-to-sky through the bottom two loops.

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cotter pin in it. Inspect to ensure that the apex is setup for theappropriate inbound aircraft. A UH-60 requires an aluminumspacer, a UH-1H requires a basket hitch or donut ring, and a CH-47does 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 endsof the bolt and that the D-rings are on the bolt and in the propersequence.

4. Check to ensure the suspension webbing straps are all ofthe same type (either all cotton or all nylon). Check the butterflysnap hooks to ensure that they are all facing down toward the loadand taped with two-inch tape.

5. Check the 188 inch straps to ensure they form a cross ontop of the load. Ensure they are routed under the lateral straps.Also, check to ensure they have been tightened down, free of twistsand do not have quick releases. Ensure that all of the excess straphas been taped with two-inch tape.

6. Move to any corner of the load and start at the top. Checkthe lateral strap for proper routing, that it is free of twists, and verifythat it has been tightened down and excess strap has been tapedwith two-inch tape. Check the middle and bottom strap for thesame 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 routedthrough the lacing loops from ground to the sky. Check that therope forms an X and is routed properly through the top lacingloops. Finally, check the rope to ensure it has been secured with abow knot, and that the excess rope has been secured with two-inchtape.

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)

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A-22 CARGO BAG

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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


WARNINGThe M1151 armament carrier HMMWV should not be flown emptyunder the CH-53 in a dual-point configuration. The weightdistribution may exceed aircraft limitations.Certified Dual-Point Rigging Procedures for Wheeled VehiclesFM 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)withone additional apex fitting for the sling set being used. ORSling set (15,000-pound capacity) with one additional web ring.

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3. Connect 2 sling legs to apex fitting number 2. Position the apex fitting on the roof ofthe vehicle.4. Loop the chain end of the sling legs through their respective eyelet openings in theupper corner of thetailgate. Loop the chain end through the lift shackle on the rear bumper and thread back

through theeyelet opening in the tailgate. Place the correct link from Appendix F-2 in the grab hook.Pad the chainswith 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 thevehicle to prevent

NOTE: DA FORM 7382-R must be filled out IAW FM 4-20.197, see Appendix I

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(2) Check all hex head bolts to ensure none of them are protruding from thebezel ring or large circular portion.(3) When inspecting the rear circular portion, it is the same as the front, exceptthere 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 couldbecome a leak, will deem the fuel blivets unserviceable.

PHASE IPREPARATION AND RIGGING

1. Install all fuel caps and ensure they aresecured in the locked position with type IIInylon.

2. If no dust cover is present, cover the fuelopening with two-inch tape.

3. Ensure screw pin clevises have cotter pins.

4. Rigging of the 500 gallon fuel blivets with25,000 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

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NOTE: If a 10,000 lbs sling set is available, it may be sling loaded exactly the sameway one and two fuel blivets are rigged with a 25,000 lbs sling set. However, two fuelblivets 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 oclock 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 rightthrough lift point at the 9 oclock 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 oneblivet 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 ofdual hook ups and one between the single hook up.

e. Four fuel blivets.

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M119A2 105-mm HOWITZERForward/Firing Position

1. Applicability:

This load is suitable for all helicopters with suitable lift capacity by the US ArmyNATICK.

2. Load description:

a. Weights:

(1) Maximum with 10K sling set4,690lbs

(2) Maximum with accompanying load with 25K sling set7,690 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 accompanyingload)

c. Reach pendant, 11,000 or 25,000 lbs capacity

d. Tape, adhesive, pressure-sensitive, 2-inch wide, 80lbs breaking strength perwrap

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)

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12. When moving the howitzer with an accompanying load and using sling leg 4 on theaccompanying load, extend the chain on sling leg 3 by adding an additional length ofchain with a coupling link from a 25,000-pound capacity sling set.


WARNING: When moving the howitzer with an accompanying load, the 25,000 poundcapacity 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 outersling 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 (whenusing the 10,000-pound capacity sling set) or link 45 (when using the 25,000-poundcapacity sling set) in the grab hook. Pull the chain taut and ensure the chain iscentered on the hub. Install the sling set chain safety clamp on the two chain linksclosest to the top of the wheel hub. If the sling set chain safety clamp is unavailable

or if the 25,000-pound capacity sling set it being used, tie the two chain linkstogether with 1/2 inch tubular nylon webbing. Repeat with sling leg 2 on the rightwheel 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 theexcess 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 25,000-pound capacity sling set) in the grab hook. Secure the excess chain with Type III nyloncord.

5. Cluster and tie or tape (breakaway technique) the sling legs together on top of theHowitzers to prevent entanglement during hookup and lift-off.

6. Attach the accompanying load (if required) by routing the 3-foot, 4-loop, Type XXVImultiloop line through the eye of the sling leg attached to an A-22 or the apex fitting of acargo net. Place a medium suspension clevis through the loop on each end of themultiloop line and attach to the provisions located under the howitzer carriage andinboard of the wheels.

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When an accompanying load requires a sling leg, you may remove and use one of theinner sling legs from the sling set, leaving one sling leg attached to the lunette of thehowitzer.

M119/M119A2 105MM HOWITZERFORWARD/FIRING POSITION

PHASE IIINSPECTION OF PREPARATION AND RIGGING

1. The only personnel qualified to inspect this load are a Pathfinder Schoolgraduate, Sling load Inspector Certification Course (SLICC) graduate, or an

Air Assault School graduate. These personnel must inspect this load at leasttwice 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 360degree manner and from top to bottom. If a deficiency is found, stop andcorrect that deficiency, and restart the inspection process from there. Theinspection will start at the muzzle.

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l. Coupling link, part number 664241, from a 25,000-pound capacity sling set (1each) (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.


1. Place the howitzer in the forward/firing position.

2. If the firing platform is to be carried in the downposition, 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 theammunition 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 toside tape strips. The wheel knock-off hub must be horizontal. Engage both parkingbrakes.

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 CGU-1/B tiedown strap through the platform hand holes and the carrying handles of eachbox. 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 loadin 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 withthe clamps provided and two-inch tape.

5. When the detachable field spade is attached to the permanent spades, ensure thetwo locking pins are installed and locked. Route and tie a length of Type III nylon cordthrough 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, extendthe chain on sling leg 3 by removing the chain length and coupling link from sling leg 4and attaching them to the end of the chain on sling leg 3.

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2. When inspecting this load start at one end of the load and work in a 360 degreemanner and from top to bottom. If a deficiency is found, stop and correct thatdeficiency, and restart the inspection process from there. The inspection will start atthe muzzle.

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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, excessrolled 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

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M119 105MM HOWITZERFORWARD/FIRING POSITION, PLATFORM DOWN

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7. Engage both hand brakes.

8. Make sure that the fill port is closed. Additionally secured with two pieces ofType III nylon.

9. Water trailer must be empty or full.


1. Position apex on top of the tank. Route the outer sling legsto the front of the trailer and the inner sling legs to the rear.

2. Route the free running ends of the front chain legs throughthe 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 inplace, route the free running end of the left chain leg downbetween the tank and the cross member, under the rear crossmember and back up through the lift provision. Secure a linkcount of 90 in the grabhook assembly. Repeat the sameprocess 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 of1/4 inch cotton webbing on top of water tank to prevententanglement during hook up.

PHASE IIINSPECTION

1. Begin inspection sequence at the towing lunette. Inspect for a link count of75 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

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M149 WATER TRAILER

NOTE: The M149A2 Water Trailer will fly backwards due to the tank being the heaviestpart of the load.

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b. Helmets will be worn during rappelling. All straps will be properly fastened andthe helmet will be in serviceable condition.

c. Heavy leather workman's gloves will be worn when rappelling. Glove inserts areworn 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 frontor fastened loosely behind the back of the rappeller. The rucksack should be wornhigh and tight on the back of the rappeller to allow the brake hand to reach the smallof the back. Rucksack adjustment straps will be tied across the chest or tuckedaway

g. The rappellers weapon will be slung diagonally across the back, muzzle downnear hip on guide hand side, with the weapons butt stock on the brake hand sidenear the shoulder.

5. Rappel Hook Up Procedures:

a. SeatHip Rappel Hook up

(1) The rappeller's square knot with two overhand knots should be facing theanchor point.

(2) Grasp the two ropes with both hands and drop the two ropes through the gateof the snap link. At this point, there should be two ropes running through thesnap link.

(3) Using the hand closest to the anchor point, pull slack towards the anchorpoint, 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 thispoint there should be four ropes running through the snap link.

(5) If the rappeller weighs more than 200 lbs or is carrying equipment in excessof 50 lbs, he should consider using a friction hook up. This is accomplished byrepeating step three and four. At this point there should be six ropes runningthrough the snap link.

(6) Place the guide hand on the rope between the anchor point and the snap link,palm facing skyward.

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(7) Place the brake hand around the running end of the rope, palm facingdownward, 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 ReadyExtend both arms to your front with elbows locked, fists clenchedand thumbs pointing upward.

(2) Position

(a) Primary method. Extend both arms to the front, elbows bent, forearmspointed upward, fists clinched and index fingers pointing upward. Make acircular motion with both forearms rotating in opposite di

Aaslt Handbook Nov 2011 Ver V

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Transcript of Aaslt Handbook Nov 2011 Ver V