Improved Ribbon Bridge Operational Test

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USA-BRDEC-TR //2513Improved Ribbon Bridge (IRB)

Prototype Transporter-Operational Test

by DTICKent Mitchell S MAY 2 8 1992PReportDateMay 1992

SO Distribution uNlmfted; approved for public release.

Ft United States ArmyBelvoir Research, Deve'pment and Engineering CenterFrt Belvoir, Virginia 22060-5608

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Destroy this report when it is no longer needed.Do not return it to the originator.The citation in this report of trade names ofcommercially available products does not constituteofficial endorsement or approval of the use of suchproductL


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REPORT DOCUMENTATION PAGE oWmWO aaAwqupan S ud01 m p'hwau .d [email protected] mSftas bW k.WW0 14.bl2,'u wA= 4='qbfW wd q m1tw

1. AGENCY USE ONLY (Loan iwn) 2. REPORT DATE 3. REPORTTYPE AND DATES COVEREDMay 1992 Final December 1989 - June 19904. TITLE AND SIUTBTIE L. FUNDNG NUMBERS

Improved Ribbon Bridge (IRB) Prototype Transporte-Operational Test (U)L AUTHOR(S)

Kent Mitchell7. PERFORMING ORGANIZATION NAME(S) AND ADfRESS ES) L PERFORM'.NG ORGANMATIONREPORT NUMBERBelvoir Research, Development &Engineering CenterAlrN: STRBE-JBS 2513Fort Belvoir, VA 22060-56069. SPONSORINGIMONITORING AGEN4CY NAME(S) AND ADORESS(ES) 10. SPONSORING/MONITCRINGAGENCY REPORT NUMBER

11. SUPPL.EMENTARY NOTESPOC: Mr. Kent Mitchell, 703f704-1460

12.. DISTRIBUIONAVAILALJTY STATEMENT 12L DISTRIBUTIN CODEDistribution unlimited; approved for public release.

13. ABSTRACT (MzknMn 20 uoW *)This report presents Information on the test efforts and results of the Prototype Heavy Expanded MobilityTactical Truck (HEMNTI) as an Improved Ribbon Bridge (7RB) Transporter. An operational test wa sperformed on the transporter to determine If it was capable of Interfacing with the Ribbon Bridgeequipment.

14. SUBJECT TERM i& NIMBER OF PAGESLoad Handling System (LHS) Ramp bay 11 2Bridge Adapter Pallet (BAP) Interior bay 14. PRICE CODEHEMW Flatrack

17. SECURITY C3ASSIFICATION 11. SECURITY CLASSFICATION 15. SECURITY CLASSFICATION 20. L.TATION OF ABSTRACTOF REPORT OF THIS PAGE OF ABSTRACTUnclassified Unclasoified Unclassified Unlimited

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Report Number 2513

Improved RibbonBridge (IRB)Prototype Transporter-Operational TestbyKent Mitchell

US Army BelvoIr RD&E CenterFort Belvoir, Virginia 22060-5606

May 1992

Dlstrlbufion unllmhted; approved for public release.

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Table of ContentsPage

Preface/Acknowledgements ......................... vSummary ..................................... vilAddendum ...................... ........ ....... vlSection 1 Background ...... .. - -I

Requirement ............................................................ IPrototype IRB Transporter ............................... IIRB Transporter Performance ............................ 2

Section B1 Investigation/Summary .............. 3Description of Materiel ........................................... 3Scope ........... ......................... 4Test Objectives ........................ 5Test Results ...... ....................... .

Section III Test Details ................... 10Initial Inspection ................................................. 10Launch and Retrieval of16-Ton Standard PLS Flatrack ............... 11Launch and Retrieval of Empty/Laden BAP .......... 12Launch and Retrieval of /Bridge Bays from Ground ................................... 14Controlled Launch of Bridge Bays Into Water ...... 16Free-Launch of Bridge Bays Into Water ............ 17High Bank Launch of Bridge Bays ............ 18 AooS3ton Fo r

Section IV Conclusions ............. ............ 20 NTtIS GRA&DTIC TABUnannounced fAppendix A Photographs ....... f i-..............................A-. Jut tio

Appendix B Test Results ........ By-..................-l-RStrlbutlon/Appendix C Mulftillft Bridge Adaptor Pallet ......

Operator's Guide. ... 1..................... ............ C-I A ru. ,d,,sr

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PrefaceT is project conducted by the Bridge Support Team of the CombatEngineering Directorate, US Army Belvoir Research, Development andEngineering Center (BRDEC), was Initiated to develop a prototype IRBTransporter utilizing equipment that was designed by Multilift for theCanadian Forces. The IRB Transporter consist of the following basiccomponents:* M-977 Heavy Expanded Mobility Tactical Truck (HEMTT) Chassis* Multillft Load Handling System (LHS)* Bridge Adzpter Pallet (BAP)The Transporter was assembled with the aid of the Model FabricationShop personnel and tested at BRDEC. The testing was conducted duringthe period of December 1989 through June 1990 under the supervision ofthe Support Bridging Team Leader.

Acknowledgements,M ark Levne, Mark WiLson, and Kent Mitchell were BelvoIr RD&E

Center engineer, for the project. The following Bridge Divisionpersonnel assisted the project engineers and contributed to the system'stesting:J.rn Short SGT Dave WillamsMichael Bohlmann SGT Dave ChubbsSGT Arnold Lacour Ray BaldersonErnest T. Eschinger

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SummaryThis roepor presents Information on the t~est efforts and resul.ts of the

Prototp Heavy Expanded Mobility Tactical Truck (HEM"T as animproved Ribbon Bridge ORB) Transporter.An operational test wa sperformed on the transporter to determine if it was capable of Interfacingwith the Ribbon Bridge equipment.A Load Handling System (LHS) was modified and mounted onto a HEMTTchassis at Belvoir Research, Development and Engineering Center. ABridge Adapter Pallet (BAP) can be loaded onto the Transporter andenables the Transporter to carry the Ribbon Bridge. The Transporter alsohas the capability of launching, transportlng. and retrieving 16-ton NorthAtlantic Treaty Organization (NATO) Standard Palletized Loading System(PiS) Flatracks.The prototype IRB Transporte- consists of an LHS mounted on an HEMIT.The Transporter retrieves a BAP which enables It to perform ribbonbridging operations. The Transporter tested at Belvoir was able toperform all operational and procedural tests attempted. Operations withthe transporter In launching and retrieving fielded Ribbon Bridge bays andPLS Flatracks were conducted with little or no operational difficulty. Thefit and function of the system did not degrade during the time ofoperation, although signs of wear were present.Operational and design deficiencies were noted during the test, andmodifications were made to eliminate some of the probiems wherepossible. Lowering the BAP frame rails to provide clearance with the baywas the major change. The prototype Transporter tested had not beenmodified to Interface with the Ribbon Bridge Erection Boat (RBEB) andBoat Cradle, and the Cargo Pallet. Future Transporters will be capable oftransporting the fielded Ribbon Bridge bays, the PLS Flatrack, the RBEBand Cradle, fielded Cargo Pallet, and the IRB. A Contract Task Order(0015) has been Issued to VSE (DAAKT0-90-D-0001) to provide four futureTransporters and BAPs which will accomplish all of these operations.

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Addendumtice testing was completed, numerous cycles with the TransporterJ have been completed for demonstrations and training purposes.

There are still problems with the hydraulic system. Occasionally, thesystem tends to stay p, essurized even after the PTO switch has beenturned off. The swltck must be turned on and off several times before thepressure can be rellevt.d.A failure occurred when the system was not properly prepared forlaunching. The BAP and bay were to be dropped off the truck and all ofthe latches had not been correctly engaged. Damage was sustained to thefront BAP locks which required complete refabricatlon of one and weldingto the other.The system Is not fall-safe and operators must be extremely alert.Inspections must be made to insure that all of the latches have beenengaged/disengaged. No safeguards have been added to the system toprevent It from operating when it is not properly prepared which couldlead to serious damage to the equipment. Color coding of latches couldbe beneficial as well as electronic sensors on latches that could monitorthe latches' positions and determine whether or not the Impendingoperation could be performed.

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Section IBackgroundREQUIREMENTThe US Army has a requirement for a wheeled vehicle to launch,transport, and retrieve the Ribbon Bridge system. Currently, thisrequirement Is filled by the M-945 and M-812 5-ton trucks equippedwith a Ribbon Bridge launching mechanism. The fielded RibbonBridge has a few deficiencies and an updated Qualitative MaterielRequirement (QMR), dated March 1985, was Issued by the US ArmyEngineer School (USAES) for an Improved Ribbon Bridge (1RB). Thefielded Transporter was authorized by wavier to carry the 6-tonbridge bay payload. However, the addition of bouyant material an dthe lengthening of the IRB ramp bay to 22 feet resulted in a payloadrequirement of 7 tons. Although a wavier existed allowing the 5-tontruck chassis to carry 6 tons, the wavier could not be extended to 7tons. In 1986, a contract was awarded for the development of anIRB to meet the requirements stated in the QMR.As a result of the ovcr oading condition, the proposed fielding ofPaletized Loading Syst,:m (PLS) trucks, and subsequentdisplacement of Heavy Expanded Mobility Tactical Trucks(HEMTrs) by the Army, Deputy Chief of Staff for Operations andPlans (DCSOPS) determined that the displaced 10-ton HEMTTvehicles would be refurbished and utilized as the Transporter forthe IRB.The Initial prototype IRB Transporter under development exhibitedseveral technical problems and, due to funding constraints In 1989,this development effort was terminated. In mid-1989, CG LOGCenter recommended that USAES and Developer consider the PLSconcept for transporting bridging equipment, including RibbonBridge. Studies of this concept were underway at BRDEC. Multilift,Limited, In response to queries from BRDEC, presented theirLHS/BAP concept and subsequently a prototype system wasassembled. The alternative IRB Transporter utilizes a Government-owned HEMTT M-977 chassis, a Government-owned Multilift LoadHandling System (LHS), and a Bridge Adapter Pallet (BAP)purchased from Multilift, Limited.PROTOTYPE IRB TRANSPORTERThe prototype IRB Transporter was assembled at BRDEC and isbased on the LHS/BAP developed by Multiift, Limited. The LHSused for the prototype was an early Multilift MK-IV, taken from aGovernment-owned test vehicle. This L-S had been utilized by the

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Army to determine the effectiveness of the PLS concept and Isfunctionally similar to the Oshkosh/Multilift LHS. The LHS and BAPwere mounted with the aid of Multilift in BRDECs model an dfabrication facility. Multilift supplied technical Information as wellas Interfacing hardware. The Canadian Army purchased the PLSTrucks with the MK-lV LWS from PACCAR that the US Army leasedto evaluate the PLS concept. The BAP was developed by Multiliftfor the Ca, adian Army for use with their ribbon bridging program.IRB TRANSPORTER PERFORMANCEThe performance of the IRB Transporter Is expected to meet orexceed that of the current 5-ton Ribbon Bridge Transporter. Alongwith the added capability of retrieving and deploying North AtlanticTreaty Organization (NATO) Standard PIS Flatracks, launch an dretrieval times with the IRB Transporter should Improve. Theprototype system has not, however, been configured to operatewith the boat cradle/bridge erection boat and the 5-ton RibbonBridge cargo pallet. These changes will be designed, Installed, andtested during technical and operational testing. A contract forImprovements In the launcher and BAP has been awarded and willbe Installed on units for the future technical and operational tests.The testing and scope of this project were to determine theoperational feasibility of the LHS/BAP equipment mounted uponthe HEMTT vehicle in bridging operations (i.e., deploying,transporting, and retrieving bridge bays).

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Section IIInvestigation/SummaryDESCRIPTION OF MATERIELThe IRB Transporter consists of three distinct components:"* M-977 HEMTT Chassis with self-recovery winch(photo 1,Appendix A)."* Prototype Multilift MK-IV LHS (photo 2)."* Prototype Multilift BAP (photo 3).The MK-iV LHS was mounted on the HEMTT by the use of mountingbrackets and associated hardware supplied by Multilift, Limited(photos 4, 5, and 6).The MK-IV IHS necessitated minor modifications to the HEMTT.The drilling of mounting holes for attachment brackets, grinding,retapping, and relocating of mounting points was required to allowclearances around the battery box, fuel tank straps, and rear-reeveself-recovery winch guides (photos 7 and 8). None of theequipment Integral to the M-977 was removed with the exception ofa Gerry-can holder on the left rear side of the vehicle. The Gerry-can intefered with the rear mounting bracket on the LjIS and wasnot remounted on the truck for testing.The MK-IV LHS required significant modifications (photos 9, 10, 11,and 12). The middle frame of the LHS arm was truncated to provideclearance around the transfer case. The front cross member of theLHS compression frame was notched to clear the transfer case.Placement of the hydraulic lines, hydraulic controls, cabinetmountings, and other less significant changes were also made tothe system.The LHS was connected to the HEMTT hydraulically utilizing theauxiliary line from the power take off (PTO) and could be manuallyswitched from the auxiliary to the winch position so that the winchIs operational. Hydraulic lines, required to operate the BAP winch,were routed from the LHS electrical control unit, along the length ofthe LHS frame, and back along the middle frame to the hook arm(photos 13 and 14). Quick disconnects are located on the hook armso that the BAP can quickly hook up to the Transporter andbecome operational. Electrically, the system was wired Into thePTO switch In the cab. The -lectromechanical components of theLHS/BAP are activated whenever the PTO switch receives power. Aswitch to activate the Transporter's high Idle control (@ 1,500 rpm)was also wired Into the 710 switch and can be manually activatedwhenever the PTO Is engaged.

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The MK-IV LHS can be operated from two locations on th tTransporter. A cab-mounted control box was added to the ceiterconsole Inside the cab (photo 15). The Joystick activ-, Wiesystem to load or unload, and the selector swiItch at .- 3. 1,operator to choose the function. Position 2 moves tkt h30%rrn.,position 3 operates the middle frame, and position I ,-aar.uw.. r t'.-hook arm and'mlddle frame automatically. When opereted , :wautomatic mode, the hook arn will fully deploy, followed bymiddle frame. This allows the driver to retrieve or deplc.y :-., " SFlatrack or the BAP without leaving the cab. A remote co', .:.box,with approximately 20 feet of cable, was installed on top cl tiaedriver's side storage box (photo 16). The remote control can beremoved from the storage box and has three switches. The winch,middle frame, or the hook arm can be operated by turning theselector switches right or left, thus allowing the LHS to perform anytask that Is needed. The remote control Is the only location wherethe winch can be operated from. For safety, a rudimentary platformwas placed behind the engine (over the transmission) In front ofthe LHS system (photo 17). The platform enables an operator tostand while connecting hydraulic lines and throwing the the winchframe locking levers (photo 18).The BAP was modified In several ways (photos 19,20, and 21).Attachment hooks for the front stays of the BA? were added to theMK-V so that the BAP could lock down to the LIHS mechanism. Astorage container was removed on the drivers side of the BAP sothat there was no Inteference with the LHS system. Two rungs of aladder also had to be removed in this area due to the inteference.Additionally, the BAP front frame rail required modification toeliminate Inteference with US Ribbon Bridge ramp bays.SCOPEThe tests described below were performed by BRDEC personnel atBelvoir's facilities. The testing was conducted te determine:"s The functional adequacy and operational effectiveness of theBAP as a device to enable the Multilift LHS system to performRibbon Bridge operations."* The adequacy and operability of the interface of the I-iS/BAP tothe HEMTT."* The ability of the Transporter to perform all operations

necessary with a NATO Standard PLS Flatrack."* To discover and Identify any shortcomings, interferences,

operational difficulties, system Inadequacies, etc., while Inoperation.

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TEST OBJECTIVES* Determine the functional adequacy oi the IRB Transporter toefficiently perform the dual role of operations as a RibbonBridge Transporter and a PLS truck.* Verify that the interface between the M-977 HEMTT Chassis an d

the LHS system s functionaly adequate. Identify operational and procedural shortcomings and

inadequacies with the LHS/BAP in operation mounted upon theHEMTT Chasbis.9 Identify operational and procedural shortcomings and

inadequacies with the IRB Transporter when used to launch andretrieve the Eelded Ribbon Bridge.

o Provide data for refining or Improving the LHS and the BAPIn Its operation as an IRB Transporter.TEST RESULTSThe IRB Transporter was able to perform all operational andprocedural tests attempted. Operations with the system Inlaunching/retrieving fielded Ribbon Bridge bays were conductedwith little or no difficulty. The fit and function of the system did no tdegrade during the time of the operation and testing, althoughsigns of wear were present on the BAP where the bay came incontact with wear pads. Additionally, the overloading condition ofthe M-812 and M-945 Tranr porters was not present with the use ofthis system. The HM,'., when loaded with the LHS, BAP, an deither bay,does not exceed the gross vehicle weight rating asshown In the table below.

TRANSPORTER WEIGHTSHEMrr Grosw Vehilde Weights HEMTT ChassisFront Tandem - 30,000 lb Front Tandem - 21,000 lbRear Tandem - 32,000 lb Rear Tandem - 9,600 lbTotal Weight-- 62,000 lb Total Weight - 30,600 lbHEMFT with LIS HEMTT with LHS/CkPFront Tandem - 22,720 lb Front Tandem - 24,020 lbRear Tandem - 12,200 Ib Rear Tandem - 15,120 lbTotal Weight - 34,920 lb Total Weight - 39,140 lbHEMr with LHS/EAP/Ramp Bay HEMTr with LHS/BAP/Interlor BayFront Tandem - 24,600 lb Front Tandem - 22,520 lbRear Tandem - 26,200 lb Rear Tandem - 28,940 lbTotal Weight - 50,800 lb Total Weight - 51,460 lbDocumented test results are Included as Appendix B.

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The following minor shortcomings with the system were noted:"* Poor operation of the winch cable tensioner."* The hydraulic quick disconnect couplings between the BAP an dLHS were difficult to connect."* Interference preventing the engagement of the roadway-

roadway latch when a bay is locked down on the BAP(photo 22).

"* Mirrors are essential due to the lack of rear visibility."* Lack of catwalks on the BAP/LHS restrict access to the rear ofthe vehicle when in the water."* The overall height of the system Is above the 4 meter height

requirement." Difficult to retrieve bays In fast water. The bays would turnperpendicular to the rear of the BAP and the lockdown pins on

the bridge bay would ahang up" under the rear corner of theBAP."* The ramp bay does not rest on the roller-guides at the rear ofthe BAP when fully retrieved (photo 23) due to the center roller

on the BAP."* The lengths of winch cable and remote control cable are not aslong as desired.PIS Flatrack Launch/Retrieval TestsTesting with the PLS Flatrack was carried out with either one or twocrewmen. The system was operated using both the cab controls,with on- crewmember, and the remote control box, using tw ocrewmen. Operations were sufficient with one person (photos 24,25, and 26). The Flatrack can be picked up from angles varying upto 10 degrees with no difficulty. Vision, when backing to theFlatrack, was Impaired by the electrical control unit on the LHS.However, once the hookeye on the U-IS arm was engaged In theempty Flatrack, it could be retrieved in 45 seconds when thesystem -'ms operating at Nlgh Idle.There were no difficulties encountered during testing with theexception that occasionally the Flatrack did not properly lockdown. If the system was operated at Idle speed, In the automaticmode, the pallet did not lock down In tl.e rear. An electronic sensor(photo 27), which activates the hook arm, allows the hook arm toretract before the middle frame has completely retracted. As long

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as the Flatrack Is retrieved at high Idle or Is operated from theremote control unit, the Transporter loads and locks down theFlatrack properly.Empty and Laden BAP Launch and Retrieval TentsThe IRB Transporter retrieved the DAP at angles up to 10 degrees(photos 28,30, and 32). Once on the truck, hydraulic lines wereconnected and the winch frame lever arms were thrown to allowthe winch frame to become a part of the hook arm (photo 34).Sometimes there was difficulty In connecting the hydraulic quickdisconnects; however, this was often overcome by engaging anddisengaging the PTO switch to help relieve the pressure in thehydrauilc lines.When the BAP was loaded with a ramp (photos 29, 31, and 33) or aninterior bay, operations were also satisfactory. The system wasoperated from the cab controls and the remote control unit outsidethe truck without Incident. The overhang of the interior bay off ofthe BAP did not cause a reduction of visibility or any malfunction(photo 35) when operating the system or driving. Whenconnecting the hydraulic lines and engaging the lever arms, it wasimportant to payout the winch czble, after the hydraulic lines hadbeen connected, so that there was no tension on the cable. Tensionmade it impossible to engage/disengage the lever arms.Retrieval of a BAP from the ground, loaded or unloaded, wasaccomplished in 45 seconds. Connection of the hydrau',ics andengaging the lever arms and locking pins can be done in under 2minutes. Unloading the empty BAP or the BAP loaded with a baycan be completely accomplished in 2 minutes. Operations can becompleted by one person; however, for expedient operations, acrew of two is recommended when using the BAR.Deploy/Retrieval Bridge Bay Tests to GroundWhen loading or unloading the Ribbon Bridge bays (photos 36 an d37), it was Important not to extend the hook arm beyond the 8inches prescribed In the manual (photo 38). If he hook arm wasextended too far, the bay came in contact with the rear rollers(photo 39). ThIs was more evident on the ramp bay than theinterior, but was corrected by retracting the hook arm until thefront of the bay cleared the rear rollers of the BARIfa lockdown pin becomes tight against the lockdown assembly(photo 40), the winch can pull the bay forward or the hook arm canlilt the bay up to free the pin from the lockdown.Operations were completed with two crewmembers; however, it ispossible for one. To do this, the remote control unit was taken into

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the cab after the winch cable was hooked to the bay. This allowedthe operator to have a winch control in the cab. For safety reasons,this is not a recommended practice because the operator haslimited visibility to the rear and cannot pay proper attention to thesurroundings. The LHS should be operated by.a crewmember fromthe remote control unit standing off.to the side of the Transporter.The other crewmember should be driving the Transporter andmanuevering It under the bay. Operations of loading or unloadingcould be completed In less than 2 minutes.Controlled Launch TestThe controlled launch of the interior and ramp bays to the waterwas completed without Incident (photos 41,42, and 43). This testwas similar to launching the bays to the ground and the amount oftime needed to complete the operation was approximately 2minutes.There were s-.veral Instances during a controlled launch where aproblem could occur. If the bay turned sideways in the water an dthe lockdown pin got caught on the rear of the BAP, the hook armwould try to lift the bay, which could damage the bay and the BAP(photo 44). Additionally, during unloading in fast water, the baytends to turn sideways faster than it advances out. This will alsocausc the bay to hang up on the rear of the BAR Finally, the lergthof hook arm deployed (8 Inches recommended In the operator'smanual) Is crucial to the clearance of the front of the bay over therear cross member of the BARDuring this test, It was determined that catwalks would bebeneficlal for the Transporter. 'If he bay was to hang up on the rearof the BAP or the lockdown assemblies had to be adjusted, It wouldbe difficult and unsafe to gain access to the rear of the truck whileIn the water.It Is recommended to have a crew of two for a controlled launchoperation. A vehicle operator Is needed to back the truck Into thewater. The second crewman would operate the LHS using theremote controls from the bank.Free-Launch TestFree-launching the ramp and Interior bays was accompiished withlittle trouble during the trials (photos 45, 46, and 47). The outer-front resting pads on the BAP exhibited some wear due to the free-launching, but did not seem to affect operations (photo 48). Th euse of rollers Instead of wear pads would Improve launching Ifrollers were designed and incorporated. The lanyard required agreater effort to release during testing-however, this was due to thelanyard mechanism. After adjustment, the lanyard release wasImproved.

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In order to disengage the front roadway-to-roadway latch, the bayhad to be control-launched approximately 8 Inches so the latchcould be disengaged. This was due to a stop block located on thewinch frame of the BAP (photo 22). Due to Its position, there wasinsufficient space to throw this latch. After throwing the latch, thebay was returned and free-launch preparations were completed.The ramp bay often required a higher launching angle, due to thelocation of the center of gravity, than the Interior bay. Somedeformation was evident on the front center "slide" pad (photo 49)on the BAP where It met the bays, but this minor occurrence didnot affect the operations.When retrieval of the bay was attempted in fast water, the bayturned perpendicular to the truck and the lockdown pin on the bayhung up on the rear of the BAP (photo 44). Retrieval withoutInteference would not have been possible without the aid of a boat.Preparation and launch of the bay could be completed In under 4minutes. Once the hook was attached to the bay, the bay could beretrieved onto the truck In I minute. Launching the bay could bedone by one person and retrieval was best performed with twocrewmembers.High Bank Launch TestThe interior and ramp bays were lifted using the standard RibbonBridge lifting sling (NSN 3940-00-214-7493) without difficulty.However, due to the length of the current sling and the lower liftingheight of this Transporter, as compared with the M-945, the bayrested against the rear of the BAP when It was lifted off the ground(photos 50, 51, and 52). This caused the paint to be scraped off ofthe bay-,however, there was no damage to the aluminum skin. Thedesign on the rear of the BAP allows the bay to have metal-on-metalcontact instead of the bay resting on the rear bumper of the BARThe Interior bay was slung in two different manners (phhotos 53 and54). The first time, the sling was set up using uneven cable lengthswith the longer cable hooked to the rear of the bay. This picked upthe bay satisfactorily and the bay was level. The second time thebay was picked up, the sling had all four cable lengths equal (as Isdone with the current Transporters). When this setup was used,the bay was not picked up level and the setup did not work as well.Further analysis must be done to improve the slinging arrangmentof the bays.One other problem noted during the high bank launch was with thesnatch block. Once, the winch cable was brought in too far and thehook assembly damaged the wheel on the snatch block (photo 55).Although the setup was still operational, a "caution" for thils shouldbe put In the manuals.

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Section IIITest Details

INITIAL INSPECTIONObjectiveThe objective of the Initial inspection Is to take the HEMTToutfitted with the Multilift LWS unit, become familiar with Itsoperation, and study Its function as a Ribbon Bridge Transporter.CriteriaIn order for the Transporter to be a useful bridging truck, thefollowing criteria must be met during the Initial Inspection:I. The UiS mechanism must properly function In the automaticand manual modes. In the automatic mode, the system

operates only from the cab. The hook arm fully extends,followed by the middle frame, until the arm has reached Itsdesired height. In the manual mode, operations can beperformed from the cab or the remote control unit. Th econtrols are separate for the hook arm and the middle frameand are operated deploying the hook arm first. The manualmode allows the operator to control the amount that thecylinders are deployed.

2. The modified Transporter must operate mechanically In thesame manner as It operated before the modifications weremade.

MethodBefore testing the Transporter with all of the bridging equipment,the truck will receive a general review. All fluid levels will bechecked &nd filled accordingly. A drive around the facilities at thebridge hangar will be done to ensure that steering, brakes, and allpertinent equipment functions properly. Finally, the LHS will becycled five times to verily that the Individual components of theLHS system operate correctly In the automatic and manual modes.RemitsMotor oil was added to the engine and hydraulic fluid was added tothe reservoir prior to testing. The fuel gauge had not been properlygrounded after assembly and was not functioning. The fuel gaugeground wire was repaired and after driving the vehicle, it wasapparent that the modifications had had no advere effects on thetruck's performance. The LWS was deployed and retrieved In themanual and automatic modes and no deficiencies were found.

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AnalystsOn the basis of the initial inspection, It was determined that theTransporter was In satisfactory condition and that testing with thebridging components could begin.LAUNCH AND RETRIEVAL OF 16-TON STANDARD PIS FLA3RACKObjecliveThe objective of launch and retrieval cycles with the PLS Flatrack Isto deL'ermine whether or not the adaption of the LHS to the HEMTThas affected the operatiot~al compatability of the two components.CriteriaIn order for the test to be successful, the following criteria must bemet:1. The LHS must deploy and retrieve the Flatrack without Incident.2. The system must complete ten cycles without failure.3. The Transporter must be able to retrieve the Flatrack, withproper clearance, when it is on the ground at angles up to 10degrees to the longitudinal centerline of the Transporter.4. The system shall operate from the cab or the remote control

unit.MethodA cycle consists of one retrieval and deployment of an empty 16-tonstandard Flatrack. The truck is backed up to the Flatrack and isstopped approximately 10 feet away. The PTO switch Ic engagedand the LBS is deployed using the au',tomatic mode from the cab, ormanually using the remote control unit. The hook arm Is fullyextended, followed by the middle frame, until the hookeye on theLHS arm is lower than the hook point on the Flatrack. Thz truck isthen backed up so that the hook arm engages the Flatrack and theretrieval operation begins. Using the cab controls, thttoggle switch Is placed in the load position and the Flatrack isloaded. The operation can also te done manually using the hookarm and middle frame switches on the remote control. Once theFlatrack has secured Itself onto the Transporter, the truck will bepulled forward and then brought back and deployed. The deploycycle will be accomplished In the opposite procedure as theretrieval cycle.During testing, the system will be operated at high idle (1,500 rpm)and low idle (600 rpm) and the number of personnel needed tosuccessfully complete the mission will be determined. This will be

JrpovedRt~bocn BMdge (M8 Prtot)peTmvoer-.peraficna est 1


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done to determine their effects on the deployment and retrievaloperations.

;/ Results" he Transporter successfully retrieved and deployed the Flatrackten times without incident or fadluri. The Flatrack could be pickedup from angles varying up to 10 degrees from parallel with nodifficulty. Operations were carried out with either one or tw opersonnel. When a single crewmember was used, all operationswere completed using the controls in the cab. The system was alsooperated from the remote control box using two crewmembers an dIt was determined that operations were sufficient with one person.When backing up to the Fiatrack with the Transporter, vision wasImpaired by the electrical control unit on the W-S. The use of sidemirrors or the aid of a ground guide Improved the hookup. Oncethe hookeye on the LHS arm was engaged In the Flatrack, theFlatrack could be picked up In 45 seconds when the Transporterwas operating at high Idle speed.There were no problems encountered during testing with theexception that if the system was operated at Idle speed, in theautomatic mode, the Flatrack did not lock down in the rear. Thiswas due to an electronic sensor located on the LHS. Ifthe system Isoperated slowly, the middle frame will not fully retract before thehook arm starts to come in. This causes the rear of the Flatrack tonot lock In place. The problem was corrected by operating the LH Sat high idle or retrieving the middle frame manually before the hookarm was retracted.

Based on the test results and the perfomance of the equipment, theTransporter satisfactorily launched and retrieved the PLS Flatrack.There were no major problems with the equipment during testingand all criteria were met.lAUNQC AND RETRIEVAL OF EMPTYN/ADEN RAPObectIveThe objective of the deploy and retrieval cycles of the empty orloaded BAP Is to determine the compatibility of the LHS mechanismand the BAR and review whether or not the combined system willproperly withstand the operational test.

12 epv abb mvdge m/B) Prototype Tr aoer-cpmHord est

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- 7

CrteritaIn order for the following test to be acceptable, the followingcriteria must be met:1. The UiS unit must be able to launch and retrieve the BAP for

20 cycles (ten empty, five loaded with the Interior bay, and fiveloaded with the ramp bay) without failure.2. The BAP must lock down onto the Transporter at all specifiedpoints (I.e., front frame locks and rear LHS/BAP hooks).3. The winch frame levers shall engage to transfer the winchframe to the LHS, and hydraulic lines shall properly connect.4. The Transporter must be able to retrieve the BAP with properclearance when It Ison the ground at angles up to 10 degreesfrom the longitudinal axis of the Transporter.5. The system shall operate from either the cab controls or theremote control unit.MethodRetrieve the BAP onto the Transporter In accordance with ChapterI of the operator's manual (Appendix C). Launch the BAP from theTransporter in accordance with Chapter 8 of the manual.ResultsThe LHS system was operated a total of 20 times, ten cycles empty,five loaded with the ramp bay, and five with the Interior. Once onthe truck, the three hydraulic lines were connected and the leverarms on the winch frame engaged to transfer the winch frame tothe LHS. Sometimes there was difficulty in connecting thehydraulic lines; however, this was often overcome by engaging anddisengaging the PTO switch to help relieve the pressure in the lines.The Transporter had no problems picking up the BAP even atangles up to 10 degrees from parallel and the system could beoperated from the cab controls or the remote control unit.Whether the BAP was empty or loaded with a ramp or Interior bay,operations were satisfactory. The four foot overhang of the Interiorbay off of the BAP did not present a problem to unloading orloading; however, after extended usage, this could cause the rearbay locks to require adjustment to fasten the BAP to the bay(photo 56). When connecting the hydraulic lines and throwing thelever arms, It was Important to payout the winch so that there wasno tension in the winch cable. Tension on the cable made itImpossible to throw the lever arms.

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Retrieval of a BAP, loaded or unloaded, could be accomplished In45 seconds. Connection of the hydraulic lines and the rotation ofthe winch frame lever arms and locldng pins could usually be doneIn under 2 minutes. Unloading the equipment could be completelyaccomplished in 2 minutes. Operations can be completed by on eperson; however, for expedient operations, a crew of two Is-recommended.One additional point that was studied during testing was the effecton the BAP if he winch cable was or was not attached to the baywhen the loaded BAP was retrieved or deployed. The winch cablewas tested taunt, loose, and disconnected from the bay and Itseffects were reviewed. The system worked best when the winchwas taunt because the bay added structural stability to the BA?.However, the system worked adequately when the bay wasdisconnected from the winch cable. This would allow the systemto possibly be retrieved by a PLS truck In the future, which couldthen free-launch the bay without the use of the hydraulic winch.AnalysisTesting and Interfacing the BAP with the Transporter werecompleted without Incident. The IRB Transporter satisfactorilyretrieved and deployed the empty or laden BAP and all criteriatested for was met.LAUNCH AND RETRIEVAL OF BRIDGE BAYS FROM GROUNDObjectiveThe objective of the following test Is to study the operability of theHEMTT as a bridging Transporter. The Transporter has to be ableto pick up Interior and ramp bays onto the BAP without Incident.CriteriaIn order for the system to be acceptable, the following criteria mustbe met:I. The Transporter shall successfully complete ten cycles, fivewith the Interior bay and five with the ramp bay.2. The Transporter shall retrieve the bay from angles 10 degressfrom the longitudinal axis of the Transporter.3. The system shall operate using either the controls in the cab

(except for the winch) or the remote control box.

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MethodRetrieval operations of a Ribbon Bridge bay from the ground arelocated In Chapter 2 of the operator's manual (Appendix C). Inorder.to deploy the bay, see Chapter 3 and perform accordingly.During testing, the system will be operated at low and high Idlespeeds with the number of personnel varied. Operations will beobserved and deficiencies and problems will be recorded.ResultsThe Transporter successfully loaded and unloaded the Interior an dramp bays a total of ten times. The position between thecenterlines of the truck and the bay could be offset up to 31/2 feetand the Transporter could manuever under the bay and load It. Inaddition, the system was operated from both the cab controls andthe remote control unit with retrieval/deploy operations completedIn less than 2 minutes.When retrieving or deploying the bays from the Transporter, It wasImportant to not extend the hook arm much beyond the 8 Inchesprescribed in the manual. Ifthe hook arm was extended too far, thebay would come In contact with the rear rollers (photo 39). Thiswas more evident on the ramp bay than the Interior bay, but Iscorrected by bringing the hook arm "in" until the front of the bayhas been elevated so that It will clear the rear beam of the BAP.If a lockdown pin became tight against the lockdown assembly(photo 40), the winch could pull the bay forward or the hook armcould lit the bay up to free the pin from the lockdown.Operations were completed with two crewmembers; however, Itwas possible for one. To do this, the remote control unit was takeninto the cab after the winch cable had been hooked to the bay.This allowed the operator to have a winch control Inside the cab.For safety reasons, this Is not a recommended practice because theoperator has limited visibility to the rear and cannot pay properattention to the surroundings. The LHS should be operated by acrewmember from the remote control unit standing off to the sideof the Transporter. The other crewmember should be driving theTransporter and manuevering It under the bay. Operations ofloading or unloading could be completed in less than 2 minutes.AnalysisThe Transporter was able to launch and retrieve the bayssuccessfully during testing. All criteria tested for was met andthere were no major problems with the test. The bays locked downto the BAP and the system was ready to be tested in the water.

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CONTROLLED LAUNCH OF BRIDGE BAYS INTO WATERObjectiveThe objective of the following test Is to determine If theTransporter can properly perform a controlled launch of theRibbon Bridge bays to the water,CriteriaIn order for the controlled launch test to be successful, thefollowing criteria must be met:1. The Transporter shall complete ten cycles, five with the

ramp bay and five with the interior bay.2. The Transporter shall operate from the cab controls, except for

the winch, and the remote control unit.MethodPerform the controlled launch of a Ribbon Bridge bay inaccordance with Chapter 5 of the operator's manual (Appendix C).Retrieval of the bay shall be performed In accordance with Chapter6 of the operator's manual.During testing, operate the system at high and normal Idle speedsand vary the crew size o determine the effects on the mission.ResultsThe controlled launch of the Interior and ramp bays to the waterwas completed without Incident (photos 41, 42, and 43). This testwas similar to launching the bays to the ground and the amount oftime needed to complete the operation was approximately 2minutes.There were several Instances where a problen, could occur duringthis procedure. If the bay turned sideways in the water and thelockdown pin got caught on the rear of the BAP, the hock armwould try to lift the bay. This could cause damage to the bay andthe BAP (photo 447). Additionally, during unloading in fast water,the bay tends to turn sideways faster than It advances out. Thiswill also cause the bay to hang up on the rear of the BAR Finally,the amount the hook arm is deployed (8 Inche- recommended Inthe operator's manual) is crucial to the clearance of the front of thebay over the rear cross member of the BARDuring this test, It was determined that catwalks would bebeneficial for the Transporter. 11he bay was to hang up on the rearof the BAP or the lockdown poiVs had to be adjusted, it would bedifficult and unsafe to get to the rear of the truck while in the water. U

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It Is recommended to have a crew of two for a controlled launchoperation. A vehicle operator is needed to back the truck into thewater. The second crewmen would operate the UiS using theremote controls from the bank.AnalysisThe controlled launch test of the Ribbon Bridge Bays wasacceptable and met all criteria that was prescribed. Th eTransporter had no trouble launching and retrieving the bays;however, no major tests were undertaken in fast water.FREE-LAUNCH OF BRIDGE BAYS INTO WATERObjectiveThe objective of the following test Is to see whether or not theTransporter can effectively free-launch and retrieve a RibbonBridge bay to and from the water.CriteriaIn order for the free-launch test to be successful, the followingcriteria shall be met:1. The Transporter shall complete ten cycles, five with the rampbay and five with the interior bay.2. The Transporter shall operate from the cab controls (except forthe winch) and the remote control unit.MethodPerform free-launch operations of the Ribbon Bridge bay inaccordance with the procedures outlined In Chapter 4 of Operator'sManual (Appendix C). Retrieve the bay In accordance with Chapter6 of the manual.During testing, vary the Idle speed (high and low Idle) and the crewsize to determine the optimum conditions for a mission.ResultsFree-aunching the Interior bay was accomplished with little troubleduring the trials (photos 45,46, and 47). The outer-front restingpads on the BAP exhibited some wear due to the free-aunching, bu tdid not seem to effect the operations (photo 48). The use of rollersinstead of wear pads would help to Improve launching Ifrollerswere Incorporated. A greater effort was required to pull thelanyard during testing; however, this was due to the lanyardmechanism. After adjustment, the lanyard release was improved.

knprovedRbbon Brdge aRB) PrototypeTron-oprter-.ornoiest 17


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In order to throw the front roadway-to-roadway latch, the bay hadto be control-launched approximately 8 Inches so that the latchcould be engaged. This was due to a stop block that was locatedon the winch frame of the BAP (photo 22). Due to Its position,there was Insufficient room to engage this latch. After engaging thelatch, the bay was brought back down and free-launch preparationswere completed.Free-launching the ramp bay was also successful. The ramp bayoften required a higher launching angle than the interior bay dueto the location of the center of gravity. Some deformation wasevident on the front center 'slide" pad (photo 49) on the BAP whereit met the bays, but this was a minor occurrence that did not secmto affect the operations.When retrieval of the bay was attempted In fast water, the bayturned perpendicular to the Transporter and the ockdown pin onthe bay hung up on the rear of the BAP (.nhoto 44). Retrievalwithout Inteference would not have been possible without the aidof a boat.Under normal circumstances, once the hook was attached to thebay, the bay could be retrieved onto the Transporter in I minute.Preparation and launch of the bay could be completed in under 4minutes. Launching the bay could be done by one personi andretrleval was best performed with two crewmembers.AnalysisThe Transporter sucessfully free-launched and retrieved Interiorand ramp bays from the water. Launching could be Improved bythe use of front rollers on the BAP, but testing went well overall.HIGH BANK LAUNCH OF BRIDGE BAYSObjectiveThe objective of the high bank launch Is to determine whether ornot the Transporter can effectively pick up and transport a RibbonBridge bay in the high bank configuration.CriteriaIn order for the following test to be successful, the Transportershall launch and retrieve Ribbon Bridge Interior and ramp baysfrom the high bank launch configuration. Crew size and proceduralsteps for launching will be reviewed.

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MethodPerform the high bank launch in accordance with Chapter 10 of theOperator's Manual (Appendix C).ResultsThe Interior and the ramp bay were liftid using the stand&rdRibbon Bridge lifting sling (NSN 3940-00-214-7493) without difficulty.However, due to the length of the current sling and the lower liftingheight of this Transporter, as compared with the M-945, the bayrested against the rear of the BAP when It was lifted off of theground (photos 50, 51, and 52). This caused the paint to bescraped off of the bay-, however, there was no damage to thealuminum skin. The design on the rear of the BAP allowsthe bay to have metal-on-metal contact instead of the bay restingon the rear bumper of the BAR. The Interior bay was slung in twodifferent manners (photos S3 and 54). The first time, the sling wasset up using uneven cable lengths with the longer cable hooked tothe rear of the bay. This picked up the bay satisfactorily and thebay was level. The second time the bay was picked up, the slinghad all four cable lengths equal (as Is done with the currentTransporters). When this setup was used, the bay was not pickedup level and the setup did not work as well. Further analysis mustbe done to Improve the slinging arrangment of the bays.One other problem noted during the high bank launch was with thesnatch block. Once, the winch cable was brought in too far and thepulley orn the snatch block (photo 55) was damaged. Although thesystem was still operational, a *caution" for this should be put inthe manuals.AnalysUThe Transporter successfully retrieved and deployed the RibbonBridge bays Into the water. The only concern was with the liftingsling which will have to be analyzed to see Ifan Improved sling orprocedure c,n be established for the high bank configuration.

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Section IVConclusions.The Transporter that was modified 'and assembled at Fort Belvoircompleted testing with little difficulty. There were only minorfailures during Its continued use, and most of those were related tothe hydraulics.Overall, there were a few operational and design problems thatbecame apparent during testing. To remedy these problems, thefollowing areas need to be reviewed by the designer for possiblemodifications which will Improve the overall system:"* A high Idle switch, which was added to our Transporter duringtesting by Belvoir personnel, alleviated the *Jerky" motion of the

W-S and improved operation times."* A catwalk Is needed to allow personnel to gain access to therear of the Transporter when It is In the water. Ifthe bay was toInterfere with the BAP or a locking ear Is not properly set,access to the bay is difficult."* Increasing the length of the remote control cable to at least30 feet would give the operator sufficient room for visibility an dsafety when the Transporter is In the water."* The length of wire rope on the winch drum needs to beIncreased. Currently, there is no more than 25 feet of cable an dat least 50 feet of wire rope on the drum Is needed in order to

retrieve the Ribbon Bridge erection boat and cradle assembly.During testing with the PLS Flatrack, It was noted that the Flatrackwould not properly lock down onto the Transporter If the U-IS wasoperated at Idle speed In the automatic mode. The cause wasdetermined to be because a proximity switch on the UiS allowedthe hook arm to begin retracting before the middle frame hadcompletely retracted. This did not allow the rear of the Flatrack tofasten. Retrieving the Flat.rack at high Idle speed or bringing theLHS arms in manually eliminated this problem.The ramp bay did not rest on the rear of the BAP. The bay rests onthe rear center roller and, due to a metal-on-metal Inteference, theroller was not low enough to allow the bows to come In contactwith the BAP outer rollers (photo 23).

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When free-launching the bays, there were several areas of concern:* In order to disengage the front roadway-to-roadway latch, the

bay had to be control-launched approximately 8 inches so thatthe latch could be disengaged. This was due to a stop blockthat was located on the winch frame of the BAP (photo 22). Dueto Its position, there was insufficient space to disengaqe thislatch. After disengaging, the bay was brought back down an dfree4Wunch preparations were completed.

* The hook on the winch cable should be spring-loaded like thehook on the existing Transporter. Trying to use the cotter keythat came on the system would be difficult in cold weather andthe cotter key is easily damaged.

* The rear of the BAP should be redesigned to remove theopening where the bridge bays hang up (photo 57). As it iscurrently built, there Is a gap between the plastic guard and therear ground support. This is an area In which the bay lockdownpin can get caught if the bay is retrlevd from the water when itIs perpendicular to the Transporter.

* The hook arm has to be extended out further when the rampbay is launched (8 to 10 Inches) due to the center of gravity ofthe bay. Ifrollers were added to the middle supports, launchingof the-bays would improve and the wear pads on thesesupports would not become worn.e The lanyard and pulling mechanism on the BAP was difficult to

release for some of testing, but as the system was functionedmore and more, operation improved.Throughout testing, there were problems with the winch and itshydraulics.* The hydraulic quick disconnects were difficult to hook up.Once the lines were uncoupled and the PTO switch wasengaged, the lines would become pressurized and makeconnection impossible. By cycling the PTO switch on and off

rapidly, the pressure was eliminated and the connection couldbe made. After testing, improved quick disconnect couplingswere installed, alleviating most of the connection problems.

I Problems with the quick disconnects led to three separatehydraulic line failures. However, since the couplings werechanged, no failures have occurred.

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The first failure occurred when one of the hydraulic quickdisconnects to the winch was not properly fastened. After thewinch did not work, the idle was Increased. The controls wereoperated, overpressurizing the main hydraulic line to the auxlUaryswitch, causing the line to rupture.The two othei Incidents occurred when twice the case drain line onthe winch ruptured. The case drain line overpressurized an dcaused the low pressure hose to rupture. All hydraulic line failureswere attributed to the quick disconnects not properly connectedby the operator. Operation of the system is detailed and properprocedures must be followed to Insure safe operation.Testing of the Transporter went very well. The system was able tointerface with all of the equipment that was tested and perform alloperations expected. Information was Included that will help toImprove and minimize deficiencies In the future Transporters.

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Appendix APhotographs

Photo # Caption PageI Standard M-977 Hi-.MTT Chassis withself-recovery winch ........................... ....A.42 Prototype Multillft Mark IV LHS mounted on an

M-977 HEMrT. The LHS Is extended ..................... .AA3 Prototype Multilift Bridge Adapter Pallet (BAP)....-.A-54 Brackets were mounted onto the HEMTTso that the LHS would clear the differential ........... .A-55 The front mounting bracket Is assembled aroundthe driveshaft and electrical line ............................ A46 The WHS is lowered onto the HEMTT duringmodification .... ...................... .A-67 *The ear-mounting bracket of the LHS had to becut so that the winch cable guide could be

mounted .............................................. ..- 78 The fuel tank was removed so that the LH S

mounting brackets could be bolted to the frame ....A-79 The middle frame of the LHS was truncated .......... .A-8

10 The front cross member of the LHS was notchedto clear the transfer case .....................................

I I A passageway was cut In the hook arm to routehydraulic lines .... ... ... ... ... .A-9

12 Hydraulic control box and mountings moved4 Inches to the left and rewelded ............................ A-913 Hydraulic lines mounted through the back of

the LHS and through to the middle frame .............. A-1014 The hydraulic lines were mounted alongside

the middle frame and the hook arm .. .............. A-1015 A cab mounted control box Is located to thedriver's right. The selector switch controls theoperation . ....... ...... ............... A-11

16 Remote control box has separate switches forthe winch, hook arm, and middle frame ................ A-1 1hpvoved bbn Bdve m?8) PrototypeT eor?-per-wonoITest A-1


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Photo # Caption Page17 A platform was added over the transmissionIn front of the LHS ................ A-1218 An operator stands on the platform while

throwing the winch frame levers andconnecting hydraulic lines ............... A-1219 The front locks on the BAP attach to the L-S ........ A-1320 The two bottom rungs of the ladder and the left

side storage box removed due to Interference ....... A-1321 The front frame rails were cut and lowered toprovide clearance with the lever arms

(see photo 22 for Interference) .. ..... A-1422 The roadway to roadway latch could no tbe thrown because it interfered with the stop

block on the winch frame . .......... . ...A-1423 The ramp bay bow ponton did not rest

on the rear roller .................................. A-1524 The Transporter begins to pick up the Flatrack......A-1525 The Flatrack is loaded halfway onto theTransporter ........ ................. ..A-1626 The Flatrack is locked down and ready for

transport................................ A-1627 The electronic sensor has prevented the middleframe from fully retracting ................. ............ .A-1728 The Transporter begins to retrieve the BAP ..... -A-1 729 The BA? preloaded with a ramp bay ...................... A-1830 The BA? lifted over the rear rollers ........... A-1831 The BAP and bay lifted off the ground

by the Transporter ........ ......... A-1932 The BAP locked down onto the Transporter ......... -A-1933 The hook arm lowers the BAP and bay

onto the truck ......... .. ............. ..A-2034 The winch frame becomes part of the hook arm ....A-2035 The Interior bay hangs over BAP byapproximately 4 feet. . ... ........ A-2136 WInch lifts the bay off the ground and themiddle frame Is ready to retrieve the bayonto the truck .......... ................ ... .A-21

A-2 hpoved abm wdge aps) Pmowe Tnsorter-cmt Too

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Photo # Caption Page37 The Interior bay rests on the rear rollers as it Isloaded onto the Transporter ..................................... A-2238 The hook arm should not be extended beyond8 Inches when retrieving a bay ............. A-2239 The bay is interfering with the rear rollers and

bay guide because the hook arm is extendedtoo far ................................................................... .. A-23

40 Interference between the lockdown assemblyand the pin on the bay prevents release ....... A-23

41 The bay is winched In and bumped against therear of the BAP until it Is parallel with theTransporter ................................................................. A-24

42 The bay lifted over the rear rollers ........... A-2443 The bay is retrieved onto the truck and readyto drive away .................... A-2544 When the bay turns sideways, the lockdown pin

can get caught on the rear of the BAP ......... A-2545 The BAP Is tipped for free launch ............ A-2646 The bay Is sliding off of the BAP ............ A-2647 The bay clears the BAP and unfolds In the water ...A-2748 The front resting pads were worn by launch andretrieval ........................................................................ A-2749 The center slide pad was worn by the ramp bay ....A-28so The Interior bay Is set up for high bank launch ..... .A-2851 There Is metal on metal contact when the bayrests against the BAP ................... A-2952 The bay Is lowered Into the water ........... A-2953 The Interior bay slung with unequal sling cablelengths .......................................................................... A-3054 The high bank launch setup of the ,nterior baywhen equal lengthed sling legs were used .............. A-3055 The snatch block was damaged when the cablewas winched in too far ................... A-3156 After extended use, the fit between the rear lock-down assembly and the pin can become loose ..... A-3157 There Is a gap between the rear bumper and theground support cn the rear of the BAP ........ A-32

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Photo 1. A standard NI-977 IIEMT Chassiswith self recovery winch

-1,4j

Photo 2. A prototype Multilhft Mark IVLI-S mountedon a M-.977 HEMrr. The LH-S Is extended.

A-4 krnproved Rfbtbon Bddge (1128)rototypeTranspoder-Operatic.,oI TO s


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Photo 3. A prototype Multilift Bridge Adapter Pallet (BAP)

Photo 4. Brackets have been mounted onto the HLFMTso that the LHS will clear the differential

Inproved Ibbon &idge IRS) PrototypeTrnsporter-Operaf'onol est A-5


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Zz. .-

Photo 5. The front mounting bracket is assembledaround the driveshaft and electrical line

If1

Photo 6. The LH-S Is lowered onto theHEMrJr during modification

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Photo 7. The rear mounting bracket of the LHS had to becut so that the winch cable guide could be mounted

Photo 8. The fuel tank was removed so that the LH-Smounting brackets could be bolted to the frame

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Photo 9. The middle frame of the LBS was truncated

Photo 10. The front crows member of the LHSwas notched to clear the transfer case

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Photo 11. A pa-jsageway was cut in thehook arm to route hydraulic lines

Pht2.Tehyruiccnro o admduigwer mve 4INchst h etadrwl

7r rvdRbo ig l~)Pootp rnpreOeoirlTs -


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Vt-

Photo 13. Hydraulic lines were mounted through the backof the LHS and through the middle frame

k

Photo 14. The hydraulic lines were mounted alongsidethe middle frame and the hook arm

A-10 Improvedftiboin&dge SOT~) ROfOty Trcr-vtei-Cp~affordc Test


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Photo 15. A cab mounted control box Is located to thedriver's right. The selector switch controls the operation.

Photo 16. The remote control box has separate switchesfor the winch, hook arm, and middle frame

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Photo 17. A platform was added overthe transmission In front of the WHS

Photo 18. An operator can stand on the platform while throwingthe winch frame levers and connecting hydrauic ilnes

A-i12 rnprovecl Pbbon Bride (IRB) Prototype Tronsporter-Operolional Test


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Photo 19. The front locks on the BAP attach to the LHS

Photo 20. The two bottom rungs of the ladder and theleft side storage box were removed due to Inteference

kn~roved Ribbon Bndge OIRB) Prototype Trowrtscer-Operolioriol Test A-1


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Photo 21. The front frame rails were cut and lowered to provideclearance with the lever arms (see Photo 22 for interference)

Photo 22. The roadway to roadway latch could not be thrownbecause It intefered with the stop block on the winch frame

A-14 twpoved mbmo 1dge am B)Pofot'. Tromwoer-opwo11oio Test


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A-g

Photo 23. The ramp bay bow ponton did not reston the rear roller

?'

Photo 24. The Transporter begins to pick up the flatrack

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Photo 25. The Rlatrack is loaded halfway onto the Transporter

Photo 26. The FltrackIs locked down and realy for Transport

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Photo 27. The electronic sensor has preventedthe middle frame from fully retracting

Photo 28. The Transporter begins to retrieve the BA?

In roved IMton B ~ge OR~B Prototype Tronspceter-Operaflono Test A 17


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Photo 29. The BAP Is preloaded with a ramp bay

Photo 30. The BAP is ifted over the rear rollers

A-i18 knproved Ribboni &ic$e ORPB)Rototype Tronspoter-Cpeaalional Test


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Photo 31. The BAP and bay are lifted offthe ground by the Transporter

Photo 32. The BAP Is ockced down onto the Transporter

improved Ribbon Bo4ge (IRB) Proto"p Tronspater-Operoofln Test A-1~9


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/17

Photo 33. The hook arm lowers the BAP and bay onto the truck

~A .

Photo 34. The winch frame becomes part of the hook arm

A-20 krprovedimbbn Bwdge aRB) Protoype Trcns'orer-C-ero#ov, Test


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Photo 35. The interior bay hangs over the BAPby approximately 4 feet

Photo 36. The winch lifts the bay off the ground and themiddle frame is ready to retrieve the bay onto0 the truck

kkTmpeod Ibon Brdge (ff) prototype Tronspciter--opercflooiiiT~e-st A-21I


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Photo 37. The Interior bay rests on the rear rollersasIt Is oaded onto the Transporter

Photo 38. The hook arm should not be extendedbeyond 8 Inches when retrieving a bay

k-22 kiprovedkPbbon&fdge 10B) Prototye TrroffOprfo~ Test


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Photo 39. The bay Is interfering with the rear rollers andbay guide because the hook arm ts extended too far

Photo 40. Interference between the Iockdown assembly andthe pin on the bay prevents release

h7troedmtto Broge (aP) rotot'eTransporter-operdlonoi Test A-23


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AAA

Photo 41. Th bay is winched In and bumped agalnst therear of the BAP until It is parallel with the Transporter

SWUN.

4.4

Photo 42. The bay is lifted over the rear rollers

'4 krnpived r~bbon Bddge ORB) Protot'~e Tronvorfer-Operolimalo Test


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Photo 43. The bay Is retrlevd onto the truck andready to drive away

4

Photo 44. When the bay turns sideways, the Iockdown pincan get caught. on the rear of the BAP

mproved Ribbon 86dge OJRB) Prototype Trcnspodrer--Operctional Test A


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Photo 45. The BAP Is tipped up for free launch

Photo 46. The bay Is liding off of the BAP

A-26 k7rproved Thbbon Btidge (IRB) Protow~e Transporter-Operct~oncI Test


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Photo 47. The bay dears the BAP and unfolds in the water

Photo 48. The front resting pads were wornby launch and retrieval

Improved Ilibbon Bridge OIRB) Prototype Tronsporter-Operationcl Test A-27


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Photo 49. The center slide pad was worn by the ramp bay

Photo 50. The Interior bay is set up for a high bank launch

A-28 Improved l~bbon &idge (MP)~ctc,^,pe Trcnspodew-Opero1onoI Test


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Photo 51. There Ismetal on metal contact whenthe bay rests against the BAP

Photo 52. The bay Is owered into the water

Inwpoved Ribbon Bfdge ((RB) Prototye rrorsportef-OpgrafionoI est A-29


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Photo 53. The interior bay slung with unequal sling cable lengths

Photo 54. The high bank launch setup of the Interior baywhen equal lengthed sling legs were used

A-30 klnpoved Ribbon Bidge IRBJ Protot~pe Transporter-Operaiom-io Test


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Photo 55. The suiatch block was damaged whenthe cable was w inched In too far

// 7

Photo 56. After extended use, the fit between the rearlockdown assembly and the pin can become loose

Inprovedrdbbor Broe (RB) Protot',e Trowwwt-cOpra1onci Test A-


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Photo 57. There is a gap between the rear bumper andthe ground support on the rear of the BAP

A-32 kinproved Ribbon &idge (llB) Pro ot~pa Transport er-Opefafioncl rest


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Appendix BTest Results

General Information and Initial Inspition ............... ... B-2Launch and Retrieval of 16-ton Standard PLS Flatrack ....B-3Launch and Retrieval of Empty andPreloaded Bridge Adapter Pallet (BA) ...................... .- 5Launch and Retrieval of Ribbon BridgeBays to Ground ................................................ B-10

Controlled Launch of Ribbon Bridge Bays In Water ........ B-14Free-Launch of Ribbon Brldue Bays from HEMTT ............ B-16High Bank Launch of Ribbon Bridge Bays .......................... B-19

hTnpovedmJbbOn &ldoe oRB) Prototype Transwoe--peraflonrc Test B-I


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General Information and Initial Inspection

TEST RECORD FORMHEMTT-PLS/EAP-RIEBON BRIDGE INTEROPERABILITTEST:..e-s~n - = -----.............

NOTE{S)':..C - UL,-A.1 3jtk24 gwod------------------------- - ------------

-v~ -ot.rW ad "I-

----------------------------------------

-~ -C~

INCIDENT(S): - - - - - - - - - - -- - - -

I--------------------------

DIAGRAM(S):

B-2 knpmved wvbn aidge 7PB) Prototype r oder-4ctrondr, Te o


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Launch and Retrieval of16-ton Standard PLS Flatrack

TEST RECORD FORMHEMTT-PLS/EAP-RIEEON BRIDGE INTEROPERABILITTEST:_- - ,. ,o Ii.*-o.- 3Ta ' S_ EjL_-DATE:.. ... . . ,.NOTE S):h nmQ.

LP -a 1 -v-_2. C o.... m

INCIDIAGRATM(S): 4 31 1 .----------------ide ( ----

- - - --------------------------------------------------

------------------------------------------DIAGRAM(S):

Iiiproved Thbbon &ldge (7B) Pr to~pe Tronporter-cpeotiobnaTe,- B-3


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TEST RECORD FORMHEMTT-PLS/EAP-RIESON BRIDGE INTEROPERASILITTEST:E.A- ..~DAT E:...X--

-- -- - - - - - - - - - - ~~---

INCENTS):.- - ------ - ----

B-4.Ynroe subbon- lg~~ttr ----- T

- --- -- LA- -- -- ---


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Launch and Retrieval of Empty andPreloaded Bridge Adapter Pallet (BAP)

TEST RECORD FORMHEMTT-PLS/BAP-RIBBON BRIDGE INTEROPERABILITTEST:J__a,_/_ y,J..._ ,.._,,_ ..DATE:_ 2 4tJ0- _..? .. 9oNOTE(S):_3Q " , -B--.W

,., Ag= .J / 4 -_ (=,- -'- ----.- ----- '- -- --- ---..-_ =

INCIDENT(S):_ i___cj_.._q 4 __----------------------------------------------- . .- ------.__- ---.-

DIAGRAM(S):

A4

h7mpr'o'd I'bbon 8nckqe (i~za) Foroltype T-r,,ote~pr-Op~tinaI Test B-5


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TEST RECORD FORMHEMTT-PLS/BAP-RIBBON BRIDGE INTEROPERABILITTEST:_ 42A_/_.._,4 - Cd_Z-------------DAT E:..3-0.-r_ .oLQ----NO0TE(S ):_E - . u /--,.-- _L= .A-- - -

=, r ---__. -__ _._Ak _

INCIDENT(S):.a '_ '...g. ---- _

DIAGRAM(s):~._& ----------

11

-B,

B-~#~vdP~bn&dg 7B Poo~e rnod-pa/xITs


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TEST RECORD FORMHEMTT-PLS/BAP-RIBBON BRIDGE INTEROPERABILITTEST:- aL,


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TEST RECORD FORMHEMTT-PLS/EAP-RIEBBON BRIDGE INTEROPERABILITTEST:JXa-je~effW..V --- - -- - -

NOTE(S):- d r2------- _ jL .....

DIAGRAM(S):

B-8 knproved Ptbbon Bddge (IRB) Prototype Trasorter'-Coeracfaim Tos


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TEST RECORD FORMHEMTT-PLS/BAP-RIEBON BRIDGE INTEROPERABILITTEST:__z...O.=..;=L.-.,_//..PDATE:_(al .D ------

_- - --------

DIAGRAM(S):* JIh7,pved tibotn B4de (IRB) Prototype Tron~xer-.Operat~nalt est B

LT - -- - - --- - - - - - - - - - - - - - - - - - - -


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Launch and Retrieval ofRibbon Bridge Bays to Ground

TEST RiECORiD FORMHEMITT-PLS/BAP-RIEBON BRIDGE INTEROPERABILITDTES: ~.L~aA4~rL

-AE.. -- - ---- (S)-4 J:UQ. _qA ',- - - - -

DIAGDEAM(S):Qw -

B-i 0~A r' ---e RL'bcv BigIB..fp----------------------est


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TEST RECORD FORMHEMTT-PLS/BAP-RIB0ON BRIDGE INTEROPERABILITTEST:Z.. . .-- _,'-_ . o. ,. . , ." =___DAT E.,-=; . -----NOTE(S):.03-46 z 0- .---- ----.---..- ,-

INCIDENT(S):.._--------"- ............. ...... .-

j--- DIAGRAM(S)=

Mwprved tbon Bridge rPR) PrototypeTrmrsporer-Opermtion Test B-1


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TEST RECORD FORMHEMTT-PLS/BAP-RIBBON BRIDGE INTEROPERABILITTEST: - 10_v - --DATE:-NOTE(S):...TE f.s __ /- _ _#___- .. Ab= '.4.Lk-f,- ,,.-.. . ------- /.-.-----------------------w ------------- j.----------- -----------

IN I'4 T()A "_

------------

DIAGRAM(S):

~

"WI 12 v BTe

B-12 inproved Rfbbon mrdge awB Prototype Traqnorer--cper;,ond est


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TEST RECORD FORMHEMTT-PLS/BAP-RIB2ON BRIDGE INTEROPERABILIT

.- TEST:_ --'---.,_ z=__ .. __DATE-._........

cQ L zo - w

------------------------------------------DIAGRAM(S):

bhroved lwbbcin Bdge (IRB) Prototmpe Tronsorter-operdlond Test B-1 3


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Con'rolled Launch ofRibbon Bridge Bays in Water

TEST RECORD FORMHEMTT-PLS/BAP-RIBSON BRIDGE INTEROPERABILITTEST:.._ -- '- ---------

. ... DAT E:-:.7 ------

-- -~k" o-

NOI E S):.

INCI DEN.(S):_ .. a... ,,t f..t.., __,' _ _,,-,

DIAGRAM(S):

B-14 knproved R-bon ridgeamR)rototype Tnporter--Operathld Test


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TEST RECORD FORMHEMTT-PLS/BAP-RIEBON BRIDGE INTEROPERABILITTEST: ----- --- ---D TE: -- ---NO TE{S) :G 46. au2s/~

-11 71 -- - -

DIAGRAM(S):

krpvvedPftbbo &idge (10B) FRototype Tronspater-Operahond Test B-15


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Free-Launch ofRibbon Bridge Bays from HEMVTT

TEST RECORD FORMHEMTT-PLS/SAP-RIESON BRIDGE INTEROPERABILITDTES:Asr -ZL -----

r~ - - - - - - - - - -

~~~~~I_X ...-.....A...U----------------------- -- ---- - - - - - -------------------------------------------

DIAGRAM(S---

B- 6goedP cw d ------cr~oe-- cpe -- --- ---est


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TEST RECORD FORMHEMTT-PLS/SAP-RIESON BRIDGE INTEROPERABILITTEST:~L-EseLo~c, ---------DA TE:_l_ A.. - -....NOTE(S): . j Ia _ 2_

~~~- -- ------------------------------------

INCIDENT( Sh)_.. ..&=a ~A- t- _ bv. __

-- --- ----._ . _ -------- ----------- 7

DIAGRAM(S):

t'proved ibbon &idge (IRB) Prototpe Tronoter--operaton Test B-17


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TEST RECORD FORMHEMTT-PLS/EAP-RIBEON BRIDGE INTEROPERABILITDATE:

INCIDENT(S):-- - - - - - - - - - - - - -

D---AG- -- ---(-- -- ---

BI8eRIbc~ ide ZR) ~oo 7p rnoe --- --- --- --- --s

- - - - - - - - -- - - - - - - - - - - - - - - - - -


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High Bank Launch ofRibbon Bridge Bays

TEST RECORD FORMHEMTT-PLS/SAP-RIEBON BRIDGE INTEROPERABILITTE-ST:-.*B -.-

--------------- - - - ---------------------------------- ------------------

lNCIDENT(S):-.nL a4c~w------------- ~--- - - - - - - - -- - - - - - - - -

- --- -----------------------------DIAGRAM(S): T:h

. -u,., 4(,, I"

htroved Ibbon ridge(Is) Prototyme Tror:rter--C:ctiondTest B-19


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TEST RECORD FORMHEMTT-PLS/BAP-RIBBON BRIDGE INTEROPERABILITTEST:_WiLH'B 4.q4..J.0-- ,, " --.- -....NOTE(.S):_ .w _4o. .P ,./=-._=J___,

------------ -------------------

------- ----- -------------------

--------------------------------------------------------------

-------------------------------------

INCIDENT(S):---------------------------------- S):-------------------------------------------- ;---------------------------------------------------------------------------------------------------------------- ------------------------------------------------------------------------------- --------------DIAGRAM(S):

B-20 knproved RbbonB ide ORB) Frototype rrode.-cper'-Cmcnd est


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Appendix CMultilift Bridge AdaptorPalletOperator'sGuide

Death or severe Injury to personnel and damage to equipment mayresult if personnel fall to observe safety precautions whilstoperating this equipment.* Use extreme caution when connecting Bridge Says.

Make sure you have a secure footing when working withBridge Launching Equipment. Slipping etc may result Insevere Injury.When disconnecting hydraulic lines, open line slowly andensure face Is protected. Hydraulic oll may spray out dueto residual pressure in the system.

1 7Always wear leather gloves when handling winch cable andnever allow cable to run through hands.Always ensure transport locks are properly In place beforedriving vehicle on roads.Always ensure that relevant safety equipment Is flags, wideload signs are positioned before driving vehicle on roads.In common with all demountable body syitems the equipmentshould only be operated by an author'sed operator.S-nsure that operating area Is clear of personnel beforedemounting body.Ensure that no personnel are on the rear of the vehiclewhen operating either BAP or Load Handling System (exceptfor an operator moLnted In the operator's platformposition).Ensure that 'No transit* light on LHS controls Isextinguished before moving vehicle.

oved ftbw &)dge TRB3)toty'pe Trcporterac orl Test


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INDEChapter 1 Loading the Bridge Adaptor Pallet from the

ground; with or without bridge bay.

Chapter 2 Loading the Bridge Bay from the ground whenBridge Adaptor Pallet Is mounted on vehicle.

Chapter 3 Unloading Bridge Bay to the ground.Chapter 4 Free launch of the Bridge Bay.Chapter 5 Controlled launch of Bridge Bay.Chapter 6 Retrieval of Bridge Bay.Chapter 7 Handling of partially closed Bridge Bays.Chapter 8 Unloading of Bridge Adaptor Pallet with or

without Bridge Bay.

Chapter 9 Retrieval of Bridge Bays In fast running water.Chapter 10 Vertical Launch.Chapter 11 Lubrication.Diagram of SAP and MKIV LHS

IIIrIedbw Sidge MB) Pfctotm rvr -Cpw4,3... IdO_


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The following Instructions are an operator's guideonly and should be utillsed In conjunction withexperience and common sense. They should beused In conjunction with the vehicle operator'sguide and the Operator's Manuals for therelevant Folding Float Bridge Bays.

Any errors, observations or omissions should bereported to Multilift Ltd, Government BusinessOperations, Harlescott Lane, Shrewsbury,Shropshire, England, SY1 3AG

7'ovedtbw ,geRB) ProtopeTraispater-opw'atiord Test


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Loading of the Bridge Adaptor Pallet from the ground with orwithout Bridge Bay.

1. Ensure vehicle Is In safe operating area and condition.1.1 Mount vehicle, start engine and manoeuvre vehicle towards

the Bridge Adaptor Pallet

1.2 Engage power take-off.1.3 Adjust vehicle Idle to set engine speed at approximately

1500 revs per minute.

1.4 Using Load Handling System controls load the bridgeadaptor pallet as per a normal flatrack, Is extend hookarmand middle frame cylinders using automatic mode or manualmode In the unload direction until the hook on the loadhandling system Is adjacent to the hook bar of the bridgeadaptor pallet. Manoeuvre the vehicle until the hook isengaged with a hook bar. Using the load handling systemcontrols In the load direction (automatic or manual mode)load the bridge adaptor pallet taking care that the mainrunners of the bridge adaptor pallet engage the rear rollersof the load handling system, (the vehlhle may need to besteered under the bridge adaptor pallet). When bridgeadaptor pallet Is clear of the ground apply vehiclehandbrake. Ensure that bridge adaptor pallet Is fullyloaded, this Is Indicated by the "No-transit" light on a loadhandling system controls going out.

1.5 Working from the ground lock bridge adaptor pallet framelocks by turning the spring loeded pin handles In adownwards direction (one lock on each side of load handlingsystem towards the front of each side).

1.6 Mount operator's platform and unlock the control lockers.

0-4 6Ioved PbbonBdge (RB) Iotot~vrIct-Opcvtci TO


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1.7 Disconnect the 3 winch hoses of the bridge adaptor palletfrom their stowage locations and connect to the quickdisconnects mounted on the bottom of the hookarm.Connect the smaller (drain line) first The two large linesare male and female so cross-connection is not possible.Disconnects should be pushed home quickly and firmly as alittle residual pressure remains In the pipes.

1.8 Using the remote control location on the operator's platformin manual mode drive the hookarm and middle frame downand using the two locking levers mounted on the bridgeadaptor pallet winch frame, secure the winch frame to thehookarm of the LHS. The locking levers are turned In anupwards direction and secured with their safety pins. Note:there Is a 45 second delay In the LHS hydraulic systembefore the transit circuit operates making connectionImpossible. If connection Is found to be difficult, drive thehookarm and the middle frame down ant: try again.

1.9 If a bridge bay was already on the bridge adaptor palletwinch In and tighten the cable then release the cabletension by winching out to 5cm (2).

1.10 Working from the ground ensure the front locking ears areup and secured.

1.11 Working from the ground check the rear guide locking earsare n position and secured.

1.12 Disengage PTO.1.13 Fit wide load sign and other warning devices to the rear of

the vehicle.1.14 Vehicle is now ready to move.

h7~pow.d abbcn &fgePB) Prototyp Tro oder-CerafforxI Test C


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" ~CHAPT1ER2Loading of the Bridge Bay from the ground.2.1 Load bridge adaptor pallet as In Chapter 1. Drive vehicle

to bridge bay, line up with rear of vehicle adjacent to frontend of a bridge bay. Vehicle approximately In line with baywith approximately 1.5m (4'6) gap between bay ant rear ofvehicle.

2.2 Engage the vehicle handbrake.2.3 Engage power take-off.2.4 Adjust engine Idle speed to approximately 1500 revs perminute.2.5 If required operate vehicle bogle blocking system or

suspension lock-outs.2.5 Working from ground check brid;e adaptor pallet frame

locks are locked.2.7 Check the front BAP locking ears are turned up noting thespring loaded pins should be In the correct position.2.8 Check the release hook at the front left locking ear Islocked (in its up posltloii).2.9 Check the rear guide locking ears are turned back and

secured.2.10 Mount the operator's platform and open control locker.2.11 Check that the winch frame Is locked to the LHS hookarm.

The two locking levers should be In their uo position andsecured with safety pins, check that the 3 hoses areconnected.

C-6 bproved Mbon &idge (0e) PrototypeTroriorterCo Tedst


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/ -

2.12 Using the operator's platform remote control, drive hookarmcylinders out approximately 20cm (8w).

2.13 Drive out the main cylinders which will move the middleframe rearward until It Is possible to reach the cable hookfrom the ground. Demount from the operator's platformwith the remote control unit or by using another operatorwinch out approximately 1 (3') metre of cable.

2.14 Attach the cable to the lifting eye of the bay. The throatof the hook upwards. Check that the safety clip hasoperated. Check security of the bay transport locks.

2.15 Using the winch apply tension to the cable.

2.16 From the operator's platform winch In cable until flange ofthe hook lies lightly between the flanges of the cableguide.

2.17 Release vehicle handbrake directly or using remote control.2.18 Bring middle frame of load handling system forwards and

allow truck to roll under bridge bay checking that the loweredge of the bridge bay and tie-down lugs will pass free

Improved Ribbon Bridge Operational Test

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