101st Airborne Division

(Air Assault)

1 2 The Sabalauski 3 Air Assault School Handbook

The Sabalauski Air Assault School Handbook

November 2011

PREFACE 1 November 2011 1. The Sabalauski Air Assault School (TSAAS) is a FORSCOM TDA unit that trains leaders and Soldiers assigned to the 101st Airborne Division (Air Assault), as well as other Army units and armed services in several courses. By conducting the Air Assault and Pathfinder Courses The Sabalauski Air Assault School develops technically proficient and confident Soldiers capable of safely executing immediate and sustained air assault operations. The school also trains and qualifies military Rappel Masters, Fast Rope Masters and SPIES Masters in the application of infiltration and extraction techniques. The school provides quality basic airborne refresher and jumpmaster refresher training to airborne capable units. Finally, the school provides command and control of the 101st Airborne Division (Air Assault), Screaming Eagle Parachute Team. 2. This handbook is designed to facilitate the mission of the school, serving as a baseline of information for the Air Assault Course. It is not a substitute for applicable Army regulations, field manuals, training circulars, or technical manuals, but it is designed to complement the guidance in these publications in the area of air assault operations. The 101st Airborne Division (Air Assault) disclaims any responsibility for incidents occurring while applying these procedures. 3. The proponent for this handbook is the Commander of The Sabalauski Air Assault School. This 2011 update provides users with the latest doctrinal information regarding Air Assault Operations. Users of this publication are encouraged to recommend improvements or changes in writing to ACofS, G3/5/7/DPTM; ATTN: AFZB-K-GT-AA, Fort Campbell, KY 42223-5000. 4. The most current course information and detailed course descriptions can be found on the website: http://www.campbell.army.mil/units/AAS/Pages/AAS.aspx or by calling CML (270) 798-4410, DSN 635-4410, FAX (270) 798-2113.

RYAN KELLY MAJ, AV Commanding DISTRIBUTION: Special

WALTER JAMES SABALAUSKI (1910 - 1993) Walter James Sabalauski was born in Lithuania in 1910. His family moved to the United States while he was a small child. From 1929 to 1937, he boxed professionally while living in the Chicago area. An auto accident ended his career with an outstanding record of only two defeats in 33 bouts. Command Sergeant Major Sabalauski entered the Army in June 1941. During World War II, he served in the Pacific Theater, fighting on the beachheads of the Solomon Islands, Guadalcanal, and the Philippines. He later served in the Korean War with the 187th Regiment, Combat Team (Airborne) and 25th Infantry Regiment. In 1963, CSM Sabalauski went to Vietnam for the first time, where he served as an advisor to the 32d Vietnamese Ranger Battalion. After service in the Dominican Republic in 1965, he returned to Vietnam in 1966. It was during this tour that he fought his most memorable battle. Early in June of 1966, Charlie Company, 2d Battalion, 502d Infantry Regiment was conducting a mission to locate elements of the 24th North Vietnamese Regiment. Charlie Company made contact with what was estimated to be a battalion-sized enemy element. Under heavy enemy fire and unable to maneuver, the company commander, CPT William Carpenter called for air strikes on his position in an attempt to force the enemy to withdraw. The enemy ceased fire long enough to allow Charlie Company to consolidate, reorganize and establish a position from which to defend and begin evacuation of wounded personnel. 1SG Sabalauski, in utter disregard for his own safety, repeatedly placed himself at risk for the sake of his Soldiers during the conduct of this mission. For his extraordinary heroism in destroying the enemy and in evacuating the mass causalities, he received both the Distinguished Service Cross and the Silver Star. After his second tour in Vietnam he returned to the United States to serve as Cadet Regimental Sergeant Major at West Point. In 1968, he again returned to Vietnam and the 2-502d Infantry Regiment. Command Sergeant Major Sabalauski continued to serve until 1971 when he retired at the age of 61. Command Sergeant Major Sabalauskis awards include the Distinguished Service Cross, Silver Star, Legion of Merit, 8 Bronze Stars, 3 Air Medals, 6 Army Commendation Medals, 4 Purple Hearts, 3 Awards of the Combat Infantrymans Badge, and the Master Parachutist Badge along with campaign medals for service in World War II, Korea, Dominican Republic, and Vietnam.

Command Sergeant Major Sabalauski died in 1993 and was buried with full military honors in Arlington National Cemetery. To the Soldiers who served with him, he is remembered as a fearless leader in combat and as having a heart as big as any country in which he served.

THE SCREAMING EAGLE SONG We have a rendezvous with destiny. Our strength and courage strike the spark That will always make men free. Assault right down through the skies of blue; Keep your eye on the job to be done. Were the Soldiers of the hundred and first; Well fight till the battles won!

4 TABLE OF CONTENTS CHAPTER ONE AIR ASSAULT OPERATIONS PART I ROTARY WING AIRCRAFT OF THE UNITED STATES ARMY PART II AIRCRAFT SAFETY PART III AEROMEDICAL EVACUATION PROCEDURES PART IV HAND AND ARM SIGNALS PART V COMBAT ASSAULT PLATOON LEVEL ACTIONS PART VI CLOSE COMBAT ATTACK PART VII PATHFINDER OPERATIONS 1-42 1-38 1-30 1-37 1-21 1-17 1-15 1-2

CHAPTER TWO HELICOPTER EXTERNAL LOAD OPERATIONS PART I GENERAL PART II CLASSIFICATIONS OF SLING LOADS PART III CERTIFIED SLING LOADS 5,000 AND 10,000 LBS CAPACITY CARGO NET A-22 CARGO BAG M1151 Up-Armored (HMMWV) ONE TO FOUR 500 GALLON FUEL DRUMS M119A2 105MM HOWITZER PART IV SUITABLE SLING LOADS M149 SERIES WATER TRAILER 2-56 2-56 2-20 2-21 2-26 2-31 2-34 2-41 2-10 2-1

CHAPTER THREE RAPPELLING PART I RAPPELLING PART II FAST ROPE INFILTRATION, EXTRACTION SYSTEM (FRIES) TRAINING 3-13 3-1

APPENDICES APPENDIX A NINE LINE MEDEVAC REQUEST APPENDIX B AIR MISSION BRIEFING (AMB) APPENDIX C EXAMPLE AIR MOVEMENT TABLE APPENDIX D EXAMPLE AIR LOAD TABLE APPENDIX E CLOSE COMBAT ATTACK UNIT AND ENEMY LOCATION MARKINGS APPENDIX F SLING LOAD INSPECTION SEQUENCE APPENDIX G SLING CONVERSION TABLE APPENDIX H SLING LOAD INSPECTION RECORD INSTRUCTIONS DA FORM 7382-R SLING LOAD INSPECTION RECORD APPENDIX I FUEL BLIVET CONFIGURATION I-1 H-1 H-2 G-1 F-1 E-1 D-1 C-1 B-1 A-1

CHAPTER ONE AIR ASSAULT OPERATIONS References: ATTP 3-18.12, Air Assault Operations, March 2011 TM 1-1520-280-10, Army Model UH60 Helicopter, 1 November 2007 TM 1-1520-248-10, Army Model OH-58D Helicopter, 2 July 2007 (w/ change 4, dated 15 March 2010) TM 1-1520-238-10, Army Model AH-64A Helicopter, 22 December 2005 (w/ change 2 dated 3 August 2007) TM 1-1520-251-10-1, Army Model AH-64D Helicopter, Block I dated 30 June 2010 TM 1-1520-251-10-2, Army Model AH-64D Helicopter, Block II dated 30 June 2010 TM 1-1520-237-10, Army Model UH-60A/L Helicopter, 25 September 2009 (w/ change 1, dated 11 June 2010) TM 1-1520-240-10, Army Model CH-47D Helicopter, 22 February 2011 TM 1-1520-252-10, Army Model MH-47E Helicopter, 28 June 1995 (w/ changes 22, dated 31 October 2008) FM 3-04.113, Utility and Cargo Helicopter Operations, 7 December 2007 FM 3-21.8, Infantry Rifle Platoon and Squad w/ change 1, 1 March 2001 FM 8-10-6 Medical Evacuation in a Theater of Operations, 14 April 2000 FM 4-02.2, Medical Evacuation, May 2007 w/change 1, July 2009 FM 3-04.111, Aviation Brigades, 7 December 2007 FM 3-21.38, Pathfinder Operations, April 2006 101st Airborne Division (AASLT) Gold Book, 12 April 2010 FM 3-04, 126 Attack Reconnaissance Helicopter Operations

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PART I ROTARY WING AIRCRAFT OF THE UNITED STATES ARMY OBSERVATION AIRCRAFT
Main Rotor DIA: 35 FT

5 FT 5 IN DIA

12 FT 11 IN

7 FT 3 IN 41 FT 2 IN

OH-58D Kiowa Warrior References Characteristics 1. Four bladed main rotor blade system 2. Two bladed tail rotor blade system 3. Boomerang shaped vertical stabilizer 4. Pencil-like tail boom Maximum Airspeed/Cruise Flight time Crew Allowable Cargo Load (ACL) Missions 1. Reconnaissance 2. Security 3. Target acquisition/designation 4. Defensive air to air combat TM 1-1520-248-10 and FM 3-04.126 5. 6. 7. 8. Single turbine engine Mast Mounted Sight System (MMS) Pylons for armament purposes Skids for landing

110/90 knots 2 hours, 30 minutes 2 (Pilot, Co-Pilot) 0

Max Min Max Armament Load Range Range .50 cal (on left side only) 500 rds 2.75 inch FFAR 14 rds 8000 m Hellfire II Missile-laser guided 4 rds 500 m Stinger Air-to-Air Missile 2 rds Digital call for fire capability (to artillery, AH-64D, other OH-58Ds) 1-2

Max Effective Rg 2000 m 3000-5000 m 8000 m 5 km

ATTACK AIRCRAFT
Main Rotor DIA: 48 FT 9 FT 2 IN DIA

15 FT 3 IN

7 FT 11 IN 57 FT 8 IN

AH-64A Apache Reference Characteristics 1. Four bladed main rotor blade system 2. Four bladed tail rotor blade system 3. 30mm Chain Gun 4. Swept back vertical stabilizer Airspeed Maximum Cruise Flight Time Crew Missions 1. Anti-armor (primary) 2. Close air support 3. Reconnaissance Armament 30 mm chain gun Max Load 1200 rds TM 1-1520-238-10 and FM 3-04.126 5. 6. 7. 8. Horizontal stabilator Two turbine engines Winglets for armament purposes Wheels for landing

197 knots 120 knots 1 hour, 50 minutes 2 (Pilotrear, Co-Pilot/Gunnerfront)

Min Range

Max Range 4000 m

Hellfire II Missile-laser guided 16 rds 2.75 inch FFAR* 76 rds *FFAR: Folding-Fin Aerial Rockets

500 m 8000 m

Max Effective Rg 1500 mpoint 3000 marea 8000 m 3000-5000 m

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Main Rotor DIA: 48 FT

9 FT 2 IN DIA

16 FT 1 IN

7 FT 11 IN 57 FT 8 IN

AH-64D Longbow Apache Reference Characteristics 1. Four bladed main rotor blade system 2. Four bladed tail rotor blade system 3. 30mm Chain Gun 4. Swept back vertical stabilizer 9. Fire Control Radar (FCR) Airspeed Maximum Cruise Flight Time Crew Missions 1. Anti-armor (primary) 2. Close air support 3. Reconnaissance Armament 30 mm chain gun Hellfire II Missile-laser guided Longbow Hellfire-fire and forget 2.75 inch FFAR Max Load 1200 rds 16 rds 16 rds 76 rds TM 1-1520-251-10 and FM 3-04.126 5. 6. 7. 8. Horizontal stabilator Two turbine engines Winglets for armament purposes Wheels for landing

197 knots 130 knots 1 hour, 50 minutes 2 (Pilotrear, Co-Pilot/Gunnerfront)

Min Range

Max Range 4000 m

500 m 500 m 8000 m

Max Effective Rg 1500 mpoint 3000 marea 8000 m 8000 m 3000-5000 m

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

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ASSAULT / LIFT AIRCRAFT

11 FT DIA Main Rotor DIA: 53 FT 8 IN

12 FT 4 IN

7 FT 7 IN

6 FT 6 IN

1 FT 7 IN 64 FT 10 IN

UH-60A/L/M Blackhawk Reference TM 1-1520-237-10 and FM 3-04.113

Characteristics 1. Four bladed main rotor blade system 5. Two turbine engines 2. Four bladed tail rotor blade system 6. Oval shaped fuselage 3. Swept back vertical stabilizer 7. Wheels for landing 4. Large tapered horizontal stabilator(A/L), squared horizontal stabilator (M) Airspeed Maximum Cruise Flight Time Crew ACL for planning Combat equipped troops Cargo Hook Capacity UH-60A UH-60L/M Max Gross Weight Missions 1. 2. 3. 4. 193 knots 130 knots 2 hours, 30 minutes 4 (Pilot, Co-Pilot, 2 Crew Chiefs)

with seats11 without seats20 8,000 lbs 9,000 lbs 22,000 lbs

Air Assault and Air Movement Casualty Evacuation/Aeromedical Evacuation Sling load and re-supply operations FRIES/SPIES and Rappelling Max Range 2000m 1-5

Armament Available 2 x M240H 7.62 MG

99 FT Rotor DIA: 60 FT

18 FT 8 IN

4 FT 4 IN
6.5 FT 6.5 FT CARGO HOOKS 13 FT

Reference Characteristics 1. Two 3-bladed main rotor blade systems 2. Bus shaped fuselage 3. Two turbine engines 4. Wheels for landing Airspeed Maximum 170 knots Cruise 130 knots Flight time 2 hours, 30 minutes Crew for tactical operations 4 (Pilot, Co-Pilot, Flight Engineer, Crew Chief) ACL for planning Combat equipped troops 31 Maximum Litter Capacity 24 Cargo Hook Capacity Front Hook 17,000 lbs Rear Hook 17,000 lbs Center Hook 26,000 lbs Dual Hook Load (fore and aft combined) 25,000 lbs Planning Weight 19,000 lbs Maximum Gross Weight 50,000 lbs Missions 1. Troop and Cargo Transport 2. Sling load Operations 3. Waterborne Operations 4. Mass casualty evacuation when used during CASEVAC missions F Model has improved avionics, upgraded engine and digital cockpit. Armament Available 3 x M240H 7.62 MG 1-6 Max Range 2000m

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

MEDEVAC AIRCRAFT

HH-60A/L/M MEDEVAC Reference Maximum Airspeed Flight Time Crew ACL Normal Configuration Maximum Configuration Internal Rescue Hoist Capability Hoist Cable Length 4 litter patients and 1 ambulatory patient 6 litter and 1 ambulatory or 7 ambulatory 600 lbs 256 ft total, 250 ft usable TM 1-1520-237-10, FM 2-04.113 193 knots 2 hours, 30 minutes 4 (Pilot, Co-Pilot, Crew Chief and In-flight Medic)

External Store Support System (ESSS) consists of four fuel pods: Two large inner pods and two small outer pods. Each inner pod can hold 450 gallons and extend flight time by three hours. Each outer pod can hold up to 230 gallons and extend flight time by 6090 minutes. With all pods fully fueled, flight is extended to 11 hours 30 minutes.

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ADDITIONAL MILITARY AIRCRAFT UH-72A LAKOTA

Reference Maximum Airspeed Flight Time Crew ACL Normal Configuration Maximum Gross Weight 2 litter patients or 4 ambulatory patients 7,903 lbs 131 knots 2 hours, 30 minutes 4 (Pilot, Co-Pilot, 2 In-flight Medics)

Missions 1. Air movement 2. Aerial sustainment 3. Homeland defense 4. US Army Test and Training Center 5. US Army National Guard and Reserve 6. MEDEVAC

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ADDITIONAL MILITARY AIRCRAFT USMC

AH-1W SUPER COBRA Reference Airspeed Maximum Cruise Flight Time Crew Missions 1. 2. 3. 4. Anti-armor (primary) Close air support Air-to-air combat Armed escort Max Load 750 rds 76 rds 16 rds 4 rds 1 rd Min Range Max Range 9000 m 500 m 3750 m Max Effective Rg 3000-5000 m 8000 m 3750 m 10-18 mi TM 1-1520-236-10 170 knots 152 knots 2 hours, 20 minutes 2 (Pilotrear, Co-Pilot/Gunnerfront)

Armament 20 mm Gatling gun 2.75 inch FFAR Hellfire II Missile-laser guided TOW Missile Sidewinder Air-to-Air Missile

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ADDITIONAL MILITARY AIRCRAFT SPECIAL OPERATIONS

AH-6J/MH-6J Little Bird Airspeed Maximum Flight Time Maximum range Crew 2 Pilots ACL up to 6 personnel on outboard seats 125 knots 2.5 hours 310 nautical miles

Armament available 2 x seven-tube 2.75 inch rocket launchers 2 x 7.62 mm M134 "miniguns" .50 Cal. machine guns Hellfire missiles Mission: Perform infiltration, exfiltration, and close air support of special operations forces.

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ADDITIONAL MILITARY AIRCRAFT SPECIAL OPERATIONS

MH-60 Black Hawk Airspeed Maximum Cruise Flight Time Range Crew 178 knots 120 knots 4 hours, 20 minutes 450 nautical miles 4 (2 Pilots, 1 Flight Engineer and 1 Gunner)

Armament 2 x M134 7.62mm "miniguns Mission: Overt or covert infiltration, exfiltration, and re-supply of special operations forces in day, night or marginal weather conditions DAP mission: Conduct attack helicopter operations utilizing area fire or precision guided munitions and armed infiltration or exfiltration of small units.

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ADDITIONAL MILITARY AIRCRAFT SPECIAL OPERATIONS

MH-47 D/E Chinook

Airspeed Maximum Cruise Armament 2 x M-134 machine-guns 1 x M240 machine-gun

170 knots 130 knots

Internal rescue hoist with a 600 lbs capacity Mission: Overt and covert infiltrations, exfiltrations, air assault, re-supply, and sling operations in support of special operations forces in all terrain and environments.

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ADDITIONAL MILITARY AIRCRAFT USMC/USAF

V-22 Osprey Reference Airspeed Maximum Cruise ACL Cargo Hook Single Point: 10,000 lbs Cargo Hook Dual Point: 15,000 lbs Maximum 24 troops Mission: Moving troops to remote areas, especially those without landing strips, or conducting long-range rescue operations at sea. 64214_pGuide 275 knots 250 knots

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Rotary Wing Aircraft Overview Reference: AR 70-50, Designating and Naming Defense Military Aerospace Vehicles, 14 March 2005 First letter designator indicates basic mission:

AH = Attack Helicopter OH = Observation Helicopter CH = Transport / Cargo Helicopter UH = Utility Helicopter MH = Multi-mission Helicopter

Second letter designator indicates basic type: OH-58 = Helicopter

Two-number designator indicates design number of aircraft: UH-60 = Blackhawk AH-64 = Apache OH-58 = Kiowa

Letter designator after numbers indicates series/model: OH-58A = Kiowa OH-58D = Kiowa Warrior

Primary Rotary Wing Aircraft in 101ST ABN DIV (AASLT):

UH-60A/L Blackhawk HH-60 Blackhawk MEDEVAC CH-47D Chinook OH-58D Kiowa Warrior 1 - 14

AH-64D Apache

PART II AIRCRAFT SAFETY Reference: ATTP 3-18.12, Air Assault Operations, March 2011 Safety Briefing Checklist 1. a. b. c. 2. a. b. c. Items on Soldier at all times: ID card ID tags Earplugs Secure Headgear: Chinstrap fastened Twist fee Free of tape

3. Sleeves down: a. Protection from flying debris b. Protection from flash fires 4. a. b. c. d. Secure loose equipment: IAW unit SOP Grenades secured Antennas tied down or removed Unfix bayonets

5. Approach direction: a. UH-60: 90 degrees from side, away from tail rotor and front (lowest main rotor position) b. CH-47: 45 degrees from rear, away from engine exhaust. 6. Bend forward at the waist when approaching aircraft (A/C): a. Added stability b. Maintain low silhouette 7. Weapon carried muzzle down, no rounds chambered, on SAFE 8. a. b. c. Portions to stay away from: Main rotor blade Tail rotor blade Cargo hook 1 - 15

EMERGENCY EXITS 4 windows fall out All windows, minus CH-47D windshield 9. Fasten seat belts UH-60L

FIRST AID KITS 3 7

FIRE EXTINGUISHERS 2 3

10. Crash positions: a. UH-60L: Sit upright, muzzle pointed down b. CH-47D: Bend forward at waist, muzzle pointed down 11. Emergency Procedures: a. Water landing 1) Do not attempt to exit the A/C until it has landed and the main rotor blades have stopped turning 2) Exit the A/C and swim upstream away from the crash 3) If A/C rolls, wait to unbuckle seatbelt until A/C rolls belly up b. Hard surface 1) Wait for the A/C to come to a complete stop 2) Take all commands from the crew 3) Link up at the pre-designated rally point (3, 9, 12 Oclock @ 500 m) c. Fire 1) Exit immediately (use common sense) 2) Secure fire extinguishers, first aid kits, and unconscious personnel 3) Move upwind of smoke NOTE: Fire extinguishers are for personnel only. If all crew members are unconscious, the senior surviving person will take charge.

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PART III AEROMEDICAL EVACUATION PROCEDURES References: FM 4-02.2, Medical Evacuation, May 2007; FM 8-10-6, Medical Evacuation in a Theater of Operations, 14 April 2000 1. Definitions: a. Medical Evacuation (MEDEVAC): Movement and en route care by medical personnel of wounded, injured, or ill persons from the battlefield and/or other locations to Medical Treatment Facilities (MTF). b. Casualty Evacuation (CASEVAC): Movement of casualties aboard non-medical vehicles or aircraft. Casualties transported in this manner do not receive en route medical care. c. Mass Casualty (MASCAL): Any large number of casualties produced in a relatively short period of time that exceeds unit support capabilities. 2. Advantages of aeromedical evacuation: a. Timely treatment, contributing to saving lives and reducing permanent disability b. Movement of patients over relatively long distances in short periods of time c. Movement of patients over terrain where ground evacuation would be difficult or impossible d. Fewer and less frequent movement of MTFs e. Patients moved directly to the MTF best equipped to deal with their condition 3. Basic AEROMEDICAL missions/capabilities: a. Delivery of whole blood and biologicals b. Air-crash rescue support c. Movement of medical personnel and supplies d. Evacuation of selected casualties 4. Patient Classification by Type: a. Litterhead, neck, or back injury, unconscious or unable to walk b. Ambulatoryable to walk under own power (walking wounded) 5. History: OH-13 Sioux: The Angel of Mercy Disadvantages a. No in-flight medical treatment b. Casualties exposed to the elements c. Casualties exposed to enemy fire

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6. AEROMEDEVAC Assets: a. UH-1V: 4 Red Cross markings Crew: 4 (Pilot, Co-Pilot, Crew Chief, and In-flight Medic) ACL Normal Configuration: 3 litters and 4 ambulatory ACL Prior Notification: 6 litters or 9 ambulatory Loading Sequence: Litters loaded first, from top to bottom, loading most seriously injured last. Ambulatory loaded second. Most seriously injured are first to be unloaded. b. HH-60 5 Red Cross markings Crew: 4 (Pilot, Co-Pilot, Crew Chief, and In-flight Medic) ACL Normal Configuration: 4 litters and 1 ambulatory ACL Prior Notification: 6 litters and 1 ambulatory or 7 ambulatory Loading Sequence: Ambulatory first then litters from top to bottom, reverse Z pattern, most seriously injured loaded last. Most seriously injured are first to be unloaded. c. CH-47: Primary use: Mass Casualty Evacuation when used for Aeromedical Evacuation Identifiable marks: None Armed escort is required during MASCAL evacuations. Crew: 4 (Pilot, Co-Pilot, Crew Chief, and In-flight Engineer) ACL: 24 litters and 1 ambulatory or 31 ambulatory Loading Sequence: Ambulatory first then litters from front to back and top to bottom, in a Z pattern. Most seriously injured are loaded last and first to be unloaded. Medics: No medics are assigned; requires 1 medic for every 6 casualties 7. Methods of Casualty Extraction: a. Sit down method has a suitable landing zone b. Hoist method does not have a suitable landing zone 8. Special Equipment: a. High Performance Utility Hoist Tensile strength: 600 lbs Slow speed: Lifts 600 lbs at a rate of 125 ft per minute Fast speed: Lifts 300 lbs at a rate of 250 ft per minute Hoist cable tension strength: 600 lbs Hoist cable length: 256 ft long, only 250 ft are usablelast 6 ft marked in red b. Jungle Forest Penetrator Primary use: Evacuation of casualties through thick vegetation Tensile strength: 600 lbs ACL: 3 ambulatory casualties

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c. SKED Rescue System Primary use: Ground evacuation, sit down mission, hoist extraction, water rescue Tensile strength: 400 lbs ACL: 1 d. Basic Ridged Litter Primary use: Ground evacuation, sit down mission Tensile strength: 400 lbs ACL: 1 e. Kendricks Extrication Device Primary use: Casualty with suspected spinal injury Tensile strength: 400 lbs ACL: 1 NOTES: ACL OF ALL LITTERS: 1 TENSILE STRENGTH OF ALL LITTERS: 400 lbs 9. Patient Classification by Precedence: Priority I: URGENT Immediate evacuation is necessary to save LIFE, LIMB, or EYESIGHT within TWO hours. Priority IA: URGENT SURGICAL Must receive far forward surgical intervention to save life and to stabilize them for further evacuation. Priority II: PRIORITY Evacuation is required as soon as possible. LIFE, LIMB or EYESIGHT is not in immediate danger. Evacuation should be within FOUR hours. Priority III: ROUTINE Evacuation is required, but it may be delayed up to TWENTY-FOUR hours. Priority IV: CONVENIENCE Evacuation is not urgent nor priority, but it is required so as not to endanger the accomplishment of the unit tactical mission.

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10. Nine Line Request for AEROMEDEVAC (also see Appendix A) FM Frequencies at Fort Campbell: Range Control 49.95 Life Flight 36.90 LINE 1: Location of pick up site (use grid location) LINE 2: Radio frequency, call sign and suffix (use that of unit on ground at PZ) LINE 3: Number of patients by precedence (Urgent, Priority, Routine, and Convenience) LINE 4: Special Equipment needed (hoist, stokes litter, etc) LINE 5: Number of patients by type of casualty (litter or ambulatory) LINE 6 (COMBAT): Security of pick up site LINE 6 (PEACETIME): Wounds, injuries, and illness LINE 7: Method of marking pick up site LINE 8: Casualty Nationality and status a. US Military b. US Civilian c. Non-US Military d. Non-US Civilian e. Enemy Prisoner of War (EPW) LINE 9 (COMBAT): NBC contamination LINE 9 (PEACETIME): Description of pick up site NOTE: Need Lines 1-5 to get aircraft into air. After the minimum information is sent, it is OK to send additional information to update the MEDEVAC aircraft while en route (i.e. description of PZ and description of injuries/wounds).

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PART IV HAND AND ARM SIGNALS References: FM 3-21.8, Infantry Rifle Platoon and Squad w/ change 1, 1 March 2001; FM 21-60, Visual Signals, 30 September 1987 1. Standard hand and arm signals may be used to assist in landing and moving aircraft. 2. Position of the signal person: The signal person is located at a predetermined location outside the rotor disk diameter of the aircraft. The signal person is generally located 20 meters to the right front of an aircraft that is conducting sling loads and 40 meters to the right front of an aircraft that is landing. The signal person must keep eyeto-eye contact with the pilot at all times. 3. Signals at night are given by using lighted batons, chem lights or flashlights in each hand. The signals given at night are basically identical to the day signals. When using flashlights, care must be taken to avoid blinding the pilot. Batons and flashlights should remain lighted at all times when signaling. They should be off otherwise.

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

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The arms are extended horizontally towards the sides at shoulder level with the palms facing downward.

The arms are pointed directly forward at shoulder height with the palms facing upward. The forearms are repeatedly moved upwards and to the rear by breaking at the elbows.

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The arms are by the side of the body with the palms facing forward. The arms are swept forward and upward repeatedly to shoulder height.

The arms are extended horizontally sideways at the shoulders. The arms are repeatedly moved with the palms turned up. The hands should not touch above the head

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The arms are extended horizontally sideways at the shoulders. The arms are repeatedly moved with the palms turned down.

The arms are extended horizontally sideways with the palms facing upwards. The right arm is repeatedly raised from the horizontal position by breaking at the shoulder.

The arms are extended horizontally sideways with the palms facing upwards. The left arm is repeatedly raised to the horizontal position by breaking at the shoulder. 1 - 24

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

With the left hand at his side, the signal person steps off with the right foot in the direction of take off. At the same time, a circular motion is made with the right hand over the head and the right arm is thrust in the direction of take off.

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The arms are extended in front of the body and the wrists are crossed. Fingers are extended and joined.

The arms are repeatedly crossed in a waving motion above the head.

The left arm is extended horizontally with a clenched fist toward the sling load while the right arm with palm facing down makes a horizontally slicing motion under the left arm. The left foot is planted 10-12 inches to the front. 1 - 26

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PART V COMBAT ASSAULT Reference: ATTP 3-18.12, Air Assault Operations, March 2011 Definition: Air Assault Operations: operations in which air assault forces (combat, combat support, and combat service support), using the firepower, mobility, and total integration of helicopter assets in their ground or air roles, maneuver on the battlefield under the control of the ground or air maneuver commander to engage and destroy enemy forces or to seize and hold key terrain. Capabilities: 1. Attack enemy from any direction 2. Delay a much larger force 3. Fly over or bypass barriers, obstacles or enemy positions 4. Conduct deep attacks and raids well beyond the Forward Line of Troops (FLOT) 5. Rapidly secure and defend key terrain Limitations: 1. 2. 3. 4. 5. Adverse weather PZ/LZ availability Initial reliance on air re-supply and lines of communication High fuel and ammunition consumption Reduced ground mobility after insertion

Vulnerabilities: 1. Attack by ground, air, or artillery on PZ/LZ 2. Attack by A/C or Air Defense Artillery (ADA) during movement 3. Attack by Nuclear, Biological or Chemical (NBC) weapons 4. Electronic warfare 5. Small arms fire Tactical Employment: 1. 2. 3. 4. 5. Mass or shift combat power rapidly Use of surprise Flexibility, mobility, speed Gain and maintain initiative Extending depth and width of battlefield with little regard to terrain

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AIR ASSAULT TASK FORCE 1. Individual Units a. Infantry: Nucleus of Air Assault Task Force (AATF) b. Aviation: Attack, assault and recon aircraft under the control of the AATF Commander c. Artillery: Provide fire support d. Engineer: Emplace/breach obstacles and minefields e. Air Defense Artillery: Ground-to-air fire support f. Military Intelligence: Conduct electronic warfare, collect and disseminate information g. Reserve Forces: AATF requires fewer reserve forces due to superior mobility, flexibility, and speed h. Combat Support: Mission specific support Note: All units are placed under the command of a single command headquarters known as the AATF CDR. Normally an Infantry Commander. 2. Levels of an Air Assault Operation: a. Division Level: Lowest level with assets for an Air Assault Operation b. Battalion Level: Lowest level at which an Air Assault Operation can be planned or coordinated c. Company Level: Lowest level with a command headquarters to execute an Air Assault Operation 3. Five Stage Reverse Planning Sequence a. Ground Tactical Plan: Actions on the objective H-Hour: Time that first A/C of the first lift touches down on the LZ. All planning times are derived from H-Hour b. Landing Plan: Actions on the LZ. Must support Ground Tactical Plan. Ensures units arrive at designated locations and times prepared to execute the ground tactical plan. General considerations: (1) Availability, location, and size of LZs (2) Elements land with tactical integrity (3) Troops are kept informed of changes (4) Supporting fires must be planned (5) The plan includes re-supply and medical evacuation by air (6) Alternate LZs planned for each primary LZ Note: Load/Unload: 101st ABN DIV (AASLT) Gold Book standard is 2 minutes to load A/C and 30 seconds to unload A/C.

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c. Air Movement Plan: Actions during flight (1) Based on the ground tactical and landing plans (2) Specifies the schedule and instructions of air movement of troops, equipment, and supplies from PZs to LZs (3) Provides instructions regarding air routes, control points, as well as aircraft speeds, altitudes, and formations (4) Includes use of attack helicopters Flight Routes: Maps or overlays containing flight route information are prepared at AATF headquarters and disseminated to subordinate and support units (overlays are often used). A letter, number, or word designates flight routes and corridors.

DEPICTING FLIGHT ROUTES ON AN OVERLAY Air Movement Table: Tasking list organizing aviation to mission. Detailed list of units, aircraft, routes, PZ/LZs, and times. All times are derived from H-Hour. See Appendix C. Terrain Flight Modes. Pilots may use one of three terrain flight modes as dictated by the mission and the threat. Nap-of-the-Earth (NOE): Varying speeds and altitudes while flying as near as possible to the earths surface Contour: Varying speeds and altitudes while generally conforming to the earths surface Low Level Flight: Constant speed, heading, and altitude

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TERRAIN FLIGHT MODES d. Loading Plan: Actions on the PZ Ensures troops, equipment, and supplies are loaded on the correct aircraft. It is based on the Air Movement Plan. Considerations: (1) Tactical integrity: Fire teams and squads loaded on same A/C, platoons on same serial. Maintains fighting units upon landing. (2) Self-sufficiency of loads: Units should be functional by themselves whenever possiblecrews with vehicle/weapon, ammo with weapon system, commo within serial, and personnel available to unload equipment. (3) Cross loading: Ensures key personnel/equipment not on same A/C and spread throughout lift. (4) Bump Plan: Ensures key personnel/equipment arrive on LZ first. Bumped personnel/loads arrive later. Ensures key personnel/equipment not left on PZ. Bump Plan is executed if fewer A/C are available than planned because of maintenance, accidents, or enemy fire.

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(5) PZ Control Party: Duties on the PZ PZ Control Party: OIC, NCOIC, RTO, chalk guide, signal person, hook up team, straggler control. To maximize operational control, aviation assets are designated into lifts, serials, and loads (a) Lift: All A/C assigned to the mission to pick up troops and/or equipment and set them down on the LZ (b) Serial: Two or more A/C separated by time or space from other tactical groupings within the same lift (c) Chalk: Personnel or equipment designated to be moved by a specific A/C

LIFTS, SERIALS, AND LOADS (6) Lifts: A lift is one sortie of all utility and cargo aircraft assigned to a mission. Each time all assigned aircraft pick up troops and/or equipment and set them down on the LZ, one lift is completed. The second lift begins when an aircraft returns to the PZ for a second load. (7) Serials: (a) There may be times when a lift has too many aircraft to fly in one formation. In such cases, the lift is organized into a number of serials. A serial is a tactical grouping of two or more aircraft under the control of a serial commander (aviator), and separated from other tactical groupings within the lift by time or space. The use of serials may be necessary to maintain effective control of aviation assets. For example, if a NOE flight were used, it would be difficult to control 16 aircraft as a single increment. However, a 16 aircraft lift with four serials of four aircraft with a 2-minute time separation is more easily controlled. 1 - 34

(b) Serials may also be required when the capacity of available PZs or LZs is limited. If there is a lift of 16 aircraft and available PZs and/or LZs will accommodate only four aircraft, it is best to organize into four serials of four aircraft each. (c) Serials are also employed to allow flexibility with flight routes. If there are several acceptable flight routes, the AATF commander may choose to employ serials to avoid concentrating his force along one flight route. If the commander wants all his forces to land simultaneously in a single LZ, he does so by having the serials converge at an aerial rally point before landing. With a lift of 16 aircraft and four available flight routes, the AATF commander could use four serials of four aircraft each. Each serial should use a different flight mode. Each time there is a new lift a new serial begins. For example, in lift one there are serials one through four. In lift two, serials start again with one. (8) Chalks: (a) Within each lift there is also a specific number of chalks. A load is personnel and/or equipment designated to be moved by a specific aircraft. When planning the air movement, each aircraft is termed a chalk. For example, within a lift of ten aircraft, the loads are numbered one through ten. For each lift thereafter, the chalks remain one through ten. For example, lift one loads are numbered one through ten; next lift is lift two, chalks are numbered one through ten. (b) An aircraft may also be referred to as a chalk load, chalk number, or a chalk and chalks also must be designated within serials just as they are within lifts. Counting within the serials is continuous up to the total number of aircraft in the lift. For example, in a lift of 16 aircraft with four serials of four aircraft. Serial twos are numbered five through eight. In lift one, serial three, are numbered nine through twelve. Finally, in lift one, serial four, are numbered thirteen through 16. e. Staging Plan: Actions prior to mission Troops, equipment, and supplies at the PZ are in the proper order for movement. Units should be in PZ posture 15 minutes before aircraft arrive. Air Load Table: Detailed tasking list assigning personnel/load to a specific A/C. See Appendix D. Air Mission Brief (AMB): Last meeting of key persons in an air assault mission to finalize details of the plan. See Appendix B for AMB Format.

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EXAMPLE LARGE ONE-SIDED PZ

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PLATOON LEVEL ACTIONS FOR AN AIR ASSAULT Reference: ATTP 3-18.12, Air Assault Operations, March 2011 1. Duties and Responsibilities a. Platoon Leader (1) Overall responsible for mission (2) Plans operation (3) Issue operations order and conducts rehearsals (4) Briefs leaders (5) Maintains commo with HQ b. Platoon Sergeant (1) Overall responsible for PZ (2) Set up PZ (3) Briefs chalk leaders (4) Devises and disseminates bump plan (5) Ensures everything has cleared the PZ (6) Rides in last A/C for control purposes c. Chalk Leader (1) Ensures his personnel know their tasks and position on the A/C (2) Ensures lights or panels for A/C are emplaced (3) Assigns area of security to personnel, supervise area of security (4) Supervises everyone on A/C while in flight (5) Ensures safe, rapid off loading and security for the A/C

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PART VI CLOSE COMBAT ATTACK References: FM 3-04.126, Aviation Brigades, August 2003; 101st Airborne Division (Air Assault) Gold Book, 12 April 2010 1. Definition: Close Combat Attack (CCA) is a technique to control attack helicopters (AH-64 or OH-58D) in a close air support role, usually very near to friendly troops in contact. It is a method to get the pilot to see the target that you are seeing. It is similar to call for fire for artillery or mortars. The primary difference is that you have to talk to the pilots, who also need to see the target. 2. Steps to control CCA: Gain communication with pilot Describe your location on the ground and mark it Describe the enemy location and mark it After the target is engaged, give the pilot feedback and adjustments (Battle Damage Assessment) a. Gain communication with pilot (1) Use frequency and call signs. Request CCA from higher HQ or use prearranged frequency. It is preferred that the aviation unit changes to the frequency of the ground unit. (2) Give the pilot a situation report (SITREP). Describe what the enemy is doing, what type of weapons they have, how the friendly forces are arrayed and their actions, the best direction for the pilot to approach from, etc. (3) Pilot should respond with number and type aircraft he has, number and type weapons available, and how long he can support the ground unit (station time). b. Describe your location on the ground and mark it: (1) The critical aspect is for the pilot to identify your location. Once that happens, you can use your position as a reference for everything else (i.e. the enemy is 180 degrees, 400 meters, from my position). Also, it greatly reduces the chance of fratricide. (2) Go from big picture to small picture. The best method is to use grid AND an identifiable terrain feature(s) that aircraft will be able to see (i.e. I am 2 km southwest of hill 1450.) Then describe exact location from there, and start marking the location. (3) If aircraft is in sight, but they cannot see the ground unit, describe the location from them (i.e. I am at your 3 oclock, 1500 m). (4) Once the pilot has identified the ground units location, the ground unit can usually stop marking unless the pilot requests it, or it has been coordinated otherwise.

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c. Describe the enemy location and mark it: (1) Use multiple methods to describe and mark (i.e. enemy is vicinity grid AB123456from my location270 degrees, 500 mmarking with IR laser.) (2) Target handover occurs once the pilot has identified the ground units position and the enemy position. The crew then engages the target while the ground unit provides adjustments and feedback to the pilot. d. The target is engaged and the pilot receives feedback and adjustments (Battle Damage Assessment) (1) Target destroyedend of mission (2) Target missedadjust fire by giving direction and distance in meters from impact to the target (i.e. adjust fire, add 200, right 50) (3) Weapon effects on target, re-engage 3. Common CCA Unit and Target Marking Marking targets for arriving attack aircraft is very difficult. Most CCA occur within 500 meters and may occur within 50 meters of friendly troops. Based on Apache and Kiowa thermal sights and NVGs, the following available for marking. They are noted for effectiveness for day and night (NVG and thermal): Unit Marking VS-17 panel Smoke Mirror IR strobe Target Marking Tracer bullets AN/PAQ-4C Briefing pointer GCP M-203 Illum Day go go go no go Day go no go no go no go go Night NVG no go no go no go go Night NVG go go go go go Night Thermal no go no go no go no go Night Thermal no go no go no go no go go

The best technique is to have all signals pre-coordinated between the ground and aviation units before the mission. Additionally, you should have multiple means for marking available and talk it out over the radio. Bottom Line: CCA cannot be conducted without positive ID of friendly and enemy forces. Both aviation and ground must agree that they know where everyone is before the Apaches/Kiowas engage.

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4. Attack Aviation Weapons and Munitions In order to effectively employ attack aviation in CCA, one must understand their weapons capabilities and how they can best support the ground unit. a. 30 mm chain gun Max Range Max Effective Rg 1500 mpoint 4000 m 3000 marea b. 2.75 inch FFAR Max Range Max Effective Rg 8000 m 3000-5000 m c. Hellfire Missile Max Range Max Effective Rg 8000 m 8000 m Danger close 150 m Burst radius 4m Remarks Rate of fire: 600-650 rpm

Danger close 200 m

Burst radius Remarks 10 m Lethal to 50 m

Danger close 750 m

Min Range 500 m

Remarks Penetrating warhead

Note: If the enemy is being engaged within the danger close range, friendly forces must be behind adequate cover to prevent fratricide. 5. CCA Request Here is what a CCA might sound like on the radio: Infantry in Contact Apache 16 this is Air Assault 6, fire mission, over. AH-64 Air Assault 6 this is Apache 16, with 2 AH-64s, 2hrs, 500 x 300mm, 58 PD rockets, 4 hellfire; at IP Charlie. Send Fire mission, over. Apache 16 this is Air Assault 6, my location is DF12345678, marked with VS-17 panel, target is bunker, 275 degrees at 1000m, target will be marked with steady tracer, over. Air Assault 6 this is Apache 16, have your position, start target mark, over. Apache 16 this is Air Assault 6, marking target near large knoll on ridge line, over. Air Assault 6 this is Apache 16, I have identified your target, over. Apache 16 this is Air Assault 6, you are clear to engage, over. Air Assault 6 this is Apache 16, engaging with rockets, over. 1 - 40

Apache 16 this is Air Assault 6, target destroyed, end of mission, over. Air Assault 6 this is Apache 16, target destroyed, end of mission, out. Roger, target destroyed, end of mission, out.

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PART VII PATHFINDER OPERATIONS References: FM 3-21.38, Pathfinder Operations, April 2006 ATTP 3-18.12, Air Assault Operations, March 2011 1. Definition: To provide navigational assistance and air traffic advisories to Army aircraft that encompass selecting, improving, marking, and controlling the pick-up zone/landing zone (PZ/LZ) that supports any phase of an air assault or ground operation. 2. a. b. c. Phases of PZ/LZ Operations: Selection Marking Controlling

3. Selection Phase (definitions and selection factors): a. Landing Point size: Cleared circular area, can support one A/C Landing Point Sizes (cleared diameter distances) SIZE 1: 25 meters OH-58D, OH-6 SIZE 2: 35 meters UH-1H, AH-1 SIZE 3: 50 meters UH-60, AH-64 SIZE 4: 80 meters CH-47 SIZE 5: 100 meters All sling load aircraft and aircraft of unknown origin b. Landing Site: One or more landing points (must have control facilities) c. Landing Zone (LZ): One or more landing sites (may or may not have control facilities) Requirements of LZ (must consider the following): d. Number of A/C: PZ/LZ must support both number and type of A/C e. Flying/Landing Formations (nine standard A/C formations): (1) Trail (2) Echelon Left/Right (3) Heavy Left/Right (4) Staggered trail Left/Right (5) Vee (6) Diamond

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AIRCRAFT FORMATIONS AIRCRAFT ARE SPACED ACCORDING TO LANDING POINT SIZE 1 - 43

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 tactically as 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, left and right stem lights, used to mark #1 Touchdown Point (TDP) at night (NO red lights) (4) Additional TDPs: Size 1-3: 5 m x 5 mfor observation and utility A/C Size 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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EXAMPLE LANDING ZONE FOR THREE SIZE 3 AIRCRAFT IN A TRAIL FORMATION 1 - 48

COMMON PATHFINDER LANDING SYMBOLS

INVERTED Y NATO T #1 TDP MARKING METHODS

ADDITIONAL TDP LIGHTS

EMERGENCY LIGHTING

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SLING LOAD TDP

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5. Controlling Phase: a. Visual b. Electronic c. Verbal 6. When establishing an PZ/LZ: a. Establish control facilities: (1) Must have Ground to Air (GTA) communications (2) Must be able to observe the entire PZ/LZ b. Determine length and width of PZ/LZ: Pace both and make a record of it c. Determine area of unusable: (1) 10:1 ratio, straight edge method (2) #1 TDP at edge of unusable d. Obstacles: Four Rs: Remove, Reduce, mark with Red, Radio advisory to pilot e. Mark and clear TDPs: (1) VS-17 panel during daylight (2) Inverted Y at night (3) Clear the PZ/LZ using zig-zag method in each cardinal direction

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Landing Formation Advantages and Disadvantages 1. Trail a. Advantages: (1) Suitable for long narrow LZs. (2) Each aircraft has the freedom of lateral movement. (3) Allows unrestricted fire for door gunners. (4) Simple for troop line-up on PZ. (5) Allows the infantry assault element to depart the aircraft in line formation. b. Disadvantages: (1) The highest vulnerability to enemy fire of any formation. (2) Long time to cross an area due to the length of the formation. (3) The use of identical ground track for all aircraft. (4) Requires step-up due to rotor wash. (5) Hazardous during takeoff and landing due to rotor wash and stacking on the final approach. (6) Requires a long LZ. 2. Echelon Left/Right a. Advantages: (1) Each aircraft has freedom of lateral movement. (2) No rotor wash encountered by trailing aircraft. (3) No step-up required. (4) Formation take-off possible. (5) Separate ground tracks for all aircraft. (6) Suitable for low-level flight. b. Disadvantages: (1) Requires relatively large loading zones. (2) Difficult to hold positions in turns. (3) Requires special training of troops to line-up on the PZ. (4) Difficult for attack helicopter escort to cover. 3. Heavy Left/Right a. Advantages: (1) Each aircraft has freedom of lateral movement. (2) No rotor wash encountered by trailing aircraft. (3) No step-up required. (4) Separate ground tracks for all aircraft. (5) Suitable for low-level flying. (6) Formation take-off possible. (7) Short turning radius. b. Disadvantages: (1) Requires relatively large LZs. (2) Some restrictions to inboard gunners. 1 - 52

(3) Requires special training of troops to line-up on the PZ. 4. Staggered Trail a. Advantages: (1) Provides shorter linear disposition of aircraft and vulnerability to enemy fire as compared to trail. (2) Offers flexibility. (3) Simple for infantry to load. b. Disadvantages: (1) Long time to cross an area due to the length of the formation. (2) Requires step-up due to rotor wash. (3) The use of the same ground track by trailing aircraft. (4) Hazardous during take-off and landing due to rotor wash and stacking on the final approach. (5) Restrictions to inboard gunners. (6) Vulnerable to enemy fire. (7) Requires a wider area for a LZ. 5. Vee a. Advantages: (1) No rotor wash encountered by trailing aircraft. (2) No-step required. (3) Formation take-off possible. (4) Separate ground tracks for all aircraft. (5) Short time to cross an area due to the length of the formation. (6) Ease of escort by attack helicopters. b. Disadvantages: (1) Air maneuverability limited. (2) Requires a wider area for a LZ. (3) Control is more difficult.

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FOUR SIZE 3 AIRCRAFT IN A STAGGERED TRAIL RIGHT

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FOUR SIZE 2 AIRCRAFT IN A HEAVY LEFT FORMATION ALSO TWO SIZE 4 AIRCRAFT IN TRAIL WITH SLING LOAD (SLING LOAD AIRCRAFT NOT LANDING) SHOWING 100 METER SEPARATION BETWEEN AIRCRAFT OF DIFFERENT SIZE LANDING POINTS

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CHAPTER TWO PART I HELICOPTER EXTERNAL LOAD OPERATIONS GENERAL References: FM 4-20.197, Multi Service Helicopter Sling load: Basic Operations and Equipment, July 2006 FM 4-20.198, Single-Point Load Rigging Procedures w/ change 3, 20 February 2009 FM 4-20.199, Dual-Point Load Rigging Procedures w/ change 3, 20 February 2009 TM 10-1670-295-23P, Technical Manual for 10,000 lb and 25,000 lb External Transport Sling Assembly and 5,000 lb and 10,000 lb External Transport Cargo Net, dated 22 May 1991 ATTP 3-18.12, Air Assault Operations, March 2011 FM 3-21.38, Pathfinder Operations, April 2006 101st ABN DIV (AASLT) Gold Book 1. Introduction The helicopter sling load method of carrying cargo and equipment overcomes many of the obstacles that hinder other modes of movement. Helicopters move cargo by external sling load when: a. The cargo compartment cannot hold the load. b. The load exceeds the helicopter's internal load limitation. c. The ground crew must load or unload the cargo at once. d. Landing zone conditions prevent the aircraft from touching down. 2. Employment Considerations a. Advantages of sling load: (1) Allows rapid movement of heavy, oversized equipment, or emergency supplies directly to the user. (2) The rapid relocation of supplies and equipment. (3) The ability to bypass surface obstacles. (4) The use of multiple flight routes and landing sites to enhance sustainability and security of ground units. (5) The establishment of multiple landing sites to support the maneuvering unit requirements. (6) Greater movement flexibility for the ground commander to accomplish the tactical mission. b. Limitations of sling load: (1) The weight of the load is restricted to the aircrafts operating capability. (2) Load instability during flight may restrict aircraft airspeed or maneuvering capabilities. (3) Adverse weather and darkness (low visibility) may limit sling load operations. (4) Atmospheric conditions (pressure, altitude, temperature, and winds) affect the helicopters lift capacity.

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(5) A limited number of helicopters are available for sling load missions. (6) Landing site surface conditions may restrict helicopter operation. Loose debris, dust, and snow are safety hazards that also limit pilot visibility. (7) Landing site size must be increased during the hours of darkness or reduced visibility to allow the pilot more room to maneuver. 3. Aircraft a. Allowable Cargo Load (ACL) for external loads (1) Actual maximum weight is determined by factors such as fuel in the A/C, distance to be flown, density altitude, temperature, altitude, humidity, and age of airframe. (2) UH-60A: 8,000 lbs (3) UH-60L/M: 9,000 lbs (4) CH-47D: 17,000 lbs front or rear hook 26,000 lbs center hook 25,000 lbs combination of front and rear hooks (tandum) b. Cargo Hook Release (1) Ground crew may manually release cargo hook. This is only done when the hook malfunctions and will not release by other means. (2) UH-60 (a) Pilot or crew chief can release hook (b) Manual release lever on right side (3) CH-47D (a) Pilot or crew chief can release all hooks electronically (b) Crew can release all hooks manually from inside the aircraft. (c) Fore and aft hooks have manual release knob on right side. Turn counterclockwise to activate. They are 13 ft apart. (d) Center hook has no release lever for ground crew. Manually depress the spring loaded keeper and remove apex.

UH-60 CARGO HOOK SYSTEM

22

CH-47 CARGO HOOK LOCATIONS

CH-47 FORE AND AFT HOOKS

4. Units There are normally three different units involved in a sling load operation: supported unit, aviation unit, and receiving unit. Their responsibilities are: a. Supported Unit: (1) Selecting, preparing, and controlling the PZ (Pick-up zone) (2) Requisitioning all the equipment needed for sling load operations (3) Storing, inspecting, and maintaining all sling load equipment (4) Providing trained ground crews for rigging and inspecting as well as filling inspection forms, controlling aircraft, aircraft guides, hooking up loads, and clearing the aircraft for departure (5) Securing and protecting all sensitive items (6) Providing load dispositions and instructions to the aviation and receiving unit for the sling load equipment (7) Verify the load weight (to include rigging equipment) b. Aviation Unit: (1) Establish coordination with the supported and receiving units (2) Advises the supported unit on load limitations (3) Advises the supported and receiving units on the suitability of selected LZs and PZs

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(4) Provides assistance in the recovery and return of sling load equipment (5) Establishes safety procedures and understanding of duties and responsibility between the flight crew and ground crew c. Receiving Unit: (1) Selects, prepares, and controls the LZ (Landing zone) (2) Provides trained ground crews to guide the aircraft and de-rig the loads (3) Coordinates with the supporting unit for the control and return of the sling load equipment (4) Inspects the rigging of back loads (sling load equipment returning to supporting unit) NOTE: See FM 4-20.197, FM 4-20.198, 4-20.199, ATTP 3-18.12 for additional information on these procedures. 5. Equipment a. Helicopter sling sets (1) Items: (a) Sling set, helicopter, 10,000 lbs capacity, NSN 1607-00-027-2902 (b) Sling set, helicopter, 25,000 lbs capacity, NSN 1670-00-027-0900 (2) Data: There are two models with capacities of 10,000 lbs and 25,000 lbs. Both sets consist of a metal apex fitting assembly, four sling leg assemblies, and an aviators kit bag. (a) 10,000 (10K) lbs set Rope Double-braided nylon Olive drab colored 7/8 inch in diameter 12 feet long Chain and grabhook assemblies Forged steel 8 feet long (chain) 110-115 chain links Apex fitting is dull gray aluminum. The pin portion is 1 1/8 inches in diameter. Weight is 52 lbs (with four leg assemblies)

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(b) 25,000 (25K) lbs set Rope Double-braided nylon Black colored 1 1/4 inch in diameter 12 feet long Chain and grabhook assemblies Forged steel 8 feet long (chain) 84-88 chain links Apex fitting is gold colored steel. The pin portion is 1 1/2inches in diameter. Weight is 114 lbs (with four leg assemblies) (3) Storage: (a) Sling sets are stored in the aviator's kit bag, which is furnished with each set. (b) Store kit bag in a dry place protected from direct sunlight. (4) Inspection: (a) Inspect equipment IAW FM 4-20.197, damage criteria chart in Chapter 6. Inspect before and after every use or every six months. (b) Inspect metal for rusts, nicks, burrs, cracks, dents, bends, metal distortion, and proper operation. (c) Inspect nylon portion for grease, oil, acid, and foreign matter. (5) Maintenance: (a) Wash off dirt and all substances with a mild detergent or hand soap. (b) After washing, rinse thoroughly and air dry. Do not wring water out or dry in the sun. (c) Remove corrosion from metal part with a wire brush, emery cloth, or similar material. (d) Remove burrs or sharp edges from metal parts with a file. Metal distortions, 1/8 inch dents, or missing components will render equipment unserviceable. (e) Replace any defective components.

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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 glass and plastic surfaces and for padding material. It is also used to secure most excess on loads. Can be used as a breakaway. (2) Type III nylon: Rated capacity550 lbs. Used as a permanent tie to secure excess on loads. (3) 1/4 inch cotton webbing: Rated capacity80 lbs. Used as breakaway material on various loads. Breakaway material prevents sling legs from becoming misrouted or tangled during sling load operations. It is flat and rough to the touch.

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(4) 3/8 inch hemp rope: Rated capacity3,180 lbs. Used to secure items and as a lacing material. (5) 7/16 inch nylon rope: Rated capacity4,500 lbs. Used to secure items, rappel, lacing material and tie Swiss seats. (6) CGU-1B: Rated capacity5,000 lbs. Used to secure cargo in vehicles and trailers. Also used to secure two or more items together. (7) Static Probe: Used to protect the hook up person from static electricity during sling load operations. FM 4-20.197, Appendix D, provides instructions needed to fabricate a field expedient static discharge wand. (8) Cargo Hook Reach Pendant (CHRP): Rated capacity11,000 lbs (green bottom loop) and 25,000 lbs (black bottom loop). The large looped end is attached to the apex and the small looped end is placed into the cargo hook of the aircraft. The CHRP is approved for use with all loads and all sling loading aircraft. The CHRP reduces hook up time and gives the hook up team more room and safety. Reach pendants are not recommended for use on loads that have a tendency to spin during flight. A static discharge person is not required when using a reach pendant. c. Other Equipment (may be required to rig certain certified or unique loads) (1) Clevises (a) Large clevis: Rated capacity12,500 lbs. Used as a field expedient apex and as a junction point when suspending an accompanying load under a howitzer. (b) Medium clevis: Rated capacity6,250 lbs. Used on the A-22 cargo bag. (c) Small clevis: Rated capacity6,250 lbs. Used as a lift point. (d) 5/8 inch screw pin clevis: Rated capacity4,420 lbs. Used as a lift point on fuel blivets. (e) Small screw pin clevis: Rated capacity8,650 lbs. Used as a tie down or lift point. (f) Platform clevis: Rated capacity7,000 lbs. Used on Air Force pallets. (g) Manufactured Apex: Rated capacity10,000 lbs. Used on 5,000 lbs and 10,000 lbs cargo nets.

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(h) Chain safety clamp: Rated capacity- 2000 lbs. Used on the M119A2 Howitzer. (2) 15-foot tie-down strap (two versions): Rated capacity5,000 lbs and 10,000 lbs. Used to secure cargo in vehicles and trailers. Used in conjunction with the silver and black load binders. (3) Silver and black load binders: Rated capacity5,000 lbs (silver) and 10,000 lbs (black). Load binders are a locking device used to secure and tighten lashing straps such as the 15-foot tie down strap. (4) 1/2 inch tubular nylon: Rated capacity1,000 lbs. Used for securing equipment, excess, and links on the M119A2 Howitzer. (5) Aerial Delivery Sling (ADS) Type XXVI Multi-loop line: Rated capacity 10,000 lbs in the following configuration: three-foot ADS used in conjunction with the Type IV connector link to construct a three-foot apex ring. The ADS is available in varying lengths and capacities. (a) Inspection of the ADS: Inspect all ADSs before and after every use, or every six months. Serviceable slings must be stenciled with the inspection month and year using one inch stencils and black or blue parachute marking ink. Unserviceable slings must be stenciled "unserviceable" and disposed of according to unit SOP. (b) Criteria for unserviceability: Three or more consecutive loose or broken stitches or five stitches loose or broken in a row in the same area Petroleum, rust or mildew stains that cannot be removed Any cuts Excessively worn or frayed Missing cotton buffers Missing keepers NOTE: Tetrachloloethylene (dry cleaning solvent) should be used to clean slings, A-22 bags or ADS. Use only in a well vented area. Type IV connector link: Rated capacity12,500 lbs. Used to construct a three-foot apex ring or connect ADS slings. Component parts: base plate, two aluminum rollers, one locking plate.
(6)

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AIR DELIVERY SLING WITH BROKEN OR LOOSE STITCHES FIGURE 2-5

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PART II Classifications of Sling loads 1. Classification definitions of sling loads: a. Certified Sling loads: Certified sling loads are those items of equipment and their associated rigging procedures which have completed the evaluation and testing required for sling load certification. These rigging procedures are in FM 4-20.197 and FM 4-20.198/199. The following restrictions apply to certified for sling loads: (1) The load must be within the lifting capability of the desired helicopter model and not exceed the rated capacity of the sling set being used. (2) The load shall be rigged in accordance with the certified rigging procedure. (3) The recommended stable airspeed specified for the load in the applicability section of the rigging procedure is a recommendation and not a restriction, unless so stated. NOTE: When carrying loads at weights close to the aircraft hook limitations, close coordination with the aviation unit is required. b. Suitable Sling loads: Suitable sling loads are those items of equipment and their associated rigging procedures that have not been certified but have demonstrated acceptable static lift and flight characteristics during a flight test. In most cases these loads were not pull tested in accordance with MIL STD 913, but are known loads which have been flown without incident for years and which are considered to be proven safe. These rigging procedures can be found in FM 4-20.197 and FM 420.198/199 c. Unique Sling loads: Unique loads are equipment carried on a one time or lowfrequency basis such as telephone poles, artillery targets, or barrier material. The lack of sling load certification does not preclude a unit commander from carrying a load that is not certified. d. Prohibited Sling loads: Prohibited sling loads are items of equipment that are prohibited from sling loading. These loads have been denied sling load certification and are a safety hazard if carried. They have either structural deficiencies or have exhibited unstable flight characteristics during flight testing. 2. Sling load of unique items of equipment: Helicopter sling loading of unique items, due to operational requirements, will be at the discretion of the commander. Equipment not listed in FM 4-20.197 and FM 420.198/199 should be static lifted (when possible) by a crane to determine proper rigging and stability characteristics. Personnel thoroughly familiar with sling load rigging procedures should assist in the static lift testing/rigging and hook up. Flight evaluating may be conducted after a satisfactory static rigging configuration has been determined.

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Other examples of unique sling loads: Destroyed or mired vehicles Construction materials Downed aircraft will be rigged using procedures in FM 3-04.513 Battlefield Recovery and Evacuation of Aircraft, dated 27 September 2000. 3. Techniques for rigging a unique load: Safety Note: This is only a technique and not a doctrinal method of conducting sling load operations. The Sabalauski Air Assault School and the 101st Airborne Division (Air Assault) assume no liability in the sling load of unique loads while using this technique. Rigging and sling loading unique loads is inherently dangerous and should only be conducted by the most qualified and experienced personnel and crews. These techniques should only be employed when the situation dictates that there is no other way to accomplish the mission. The commander must conduct a thorough risk assessment with appropriate risk reduction measures applied. The commander with high risk approval authority (O-6) is the approval authority for flying non-standard loads. a. Acquire suitable air items and special equipment such as a sling set of appropriate capacity, applicable apex setup for the aircraft to be used, additional chains, tie down and break away material, lashing straps, ADS slings, clevises, etc. b. Determine if the load is structurally sound and strong enough to be lifted and sling loaded. c. Determine the center of balance of the load. Consider that the heaviest portion will fly forward. d. Determine suitable lifting points on the load. Must be strong enough to lift the load and will allow the air items (sling legs and chains) to be routed in a manner that will not damage them. e. Determine link count. Start with 3. This will provide the most distance between the load and the aircraft on the initial pick up attempt in the event the load shifts or rolls. It also makes adjustments quick and easy because the hook up team will only need to shorten the appropriate legs, if required, instead of both lengthening and shortening. f. Use extended sling legs if possible/feasible. This will reduce the amount of time the A/C needs to spend hovering over the load, as it can land next to the load while link count and rigging procedures are modified, and creates more space between the load and A/C.

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g. Hook up using the appropriate techniques then clear the hook up team from the load. The signal person then has the aircraft move upward slowly, take up slack in the sling legs, and begin to lift the load. At the same time, all hook up team members observe the load. If at any time the load appears to become unstable, unbalanced, or structurally weak, the signal person will immediately give the command to move the load back down, and release sling load. The hook up team moves back to the load, and attempts to fix the problem, if possible. This process may have to be repeated several times until the desired result is achieved. Whenever possible, there should be ground to air communication between the ground crew and pilot. NOTE: Low density equipment with low weight and large surface area (flat surfaces), such as shelters, empty trailers, pallet loads, boat shaped items, and empty fuel or water drums, are likely to become extremely unstable when flown during sling load operations, even at low airspeeds, and should be flown with extreme caution.

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4. Personnel required for sling load operations a. General. Three personnel are normally used for the ground crew in external load operations on the PZ/LZ: a signal person, a static probe person, and a hook up person. b. Static Probe Equipment: (1) The static electricity probe consists of an insulated contact rod joined by a length of metallic tape or electrical wire to a ground rod, NSN 1670-01-194-0926. (2) The ground rod is driven into the ground and the hook up team's static probe person holds the contact rod to the cargo hook of the aircraft. c. Protective Equipment. All ground crew personnel will wear the following equipment: (1) Kevlar helmet, chinstrap fastened (2) Goggles (3) Earplugs (4) Gloves (5) Sleeves rolled down (6) ID card and ID tags d. Ground Crew Emergency Procedures. In an emergency, the ground crew moves to a pre-designated rendezvous point identified by prior coordination with the aviation unit. e. Hook Up Procedures: (1) General. The aircraft approaches the hook up site and the signal person guides it into position over the load. The static probe person discharges the static electricity from the aircraft cargo hook. The hook up person then attaches the apex fitting to the aircraft cargo hook. (2) Duties of the Hook Up Team: (a) Before the arrival of the aircraft, the signal person directs the spotting of the sling load for hook up, inspects the load to ensure that the slings are not fouled and ensures that the load is ready for hook up. (b) Prior to the aircraft approaching the hook up site, the hook up team dons their protective equipment and the signal person positions himself at the precoordinated location so that he maintains eye-to-eye contact with the pilot. He must stay outside of the rotor disk diameter of the aircraft at all times. The hook up team will position themselves next to the load on the assembly area side. The hook up person will stand next to the load, with the sling legs between the load and themselves. They will hold the bell portion of the apex high above their head and will ensure the pin portion of the apex is skyward

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and the sling legs are not routed or tangled around their body. The static probe person stands next to the hook up person, closest to the assembly area. The static probe person will wrap their arm around the waist of the hook up person for added stability. With their outside hand, the static probe person will hold the static probe high above their head. (c) The signal person must be in a position from which the pilot can plan the approach. Unless terrain features or obstructions prevent an upwind approach, the signal person remains in this position. If an upwind approach is unfeasible, the signal person observes the approaching helicopter and moves to a position from which he can guide the pilot. As the pilot maneuvers the aircraft into the wind, the signal person adjusts his position to remain to the front of the aircraft and in view of the pilot. (d) The signal person guides the aircraft until the aircraft is approximately centered over the load. The signal person gives the hand and arm signal of hover. At this time, the pilot will use the signal person as a reference point. The crew chief or flight engineer will guide the aircraft over the load. (e) Once the cargo hook is within reach, the static probe person will place the static probe into the cargo hook of the aircraft, discharging all static electricity. The static probe person will maintain constant contact with the cargo hook. The hook up person will then place the pin portion of the apex into the cargo hook of the aircraft. The hook up person will ensure the pin portion of the apex is seated properly, and will release the apex. At this time, the static probe can be removed from the cargo hook. Both the static probe person and the hook up person will then police up the static probe and double time toward the assembly area. Once they are a safe distance outside the rotor disk diameter of the aircraft, they will turn, face the load, and kneel. When the hook up team is clear of the aircraft, the signal person gives the pilot the "hook up complete" signal and then the "move upward" signal. This signal is given so that the aircraft rises slowly taking up slack in the slings until the load is six to eight inches off the ground. The signal person is alert to ensure that the sling legs are not fouled and the load is properly attached to the cargo hook. If the legs are fouled or if the load is improperly suspended, the signal person gives the "move downward" signal and directs the release of the load. The hook up person and the static probe person will conduct an inspection of the load from their position. If everything looks proper and the load appears safe to fly, they will give the "thumbs up" signal to the signal person. After the signal person ensures the load is correctly suspended, he gives the pilot the "takeoff" signal. f. Release Procedures: (1) General. The aircraft approaches the release site the signal person guides it into position. The hook up release team stands by, but is not actively employed

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unless the slings cannot be released from the aircraft. Normally, the ground crew consists of one signal person and two release personnel. (2) Duties of the Signal Person: (a) As the aircraft approaches the cargo release site, the signal person positions himself as he would for a hook up. (b) Using appropriate hand and arm signals, the signal person guides the pilot until the sling load is positioned a few feet above the cargo release point. He directs a gentle lowering of the aircraft until the load rests firmly on the ground. (c) After the load is safely landed and there is slack in the sling legs the signal person gives the pilot the "release sling load" signal. (d) The signal person ensures that the load is properly on the ground and that the sling legs are released entirely from the hook. (e) When the load is free of the hook, the signal person gives the pilot the "takeoff" signal. (3) Duties of the Release Team: (a) Prior to the aircraft approaching the cargo release site, the release team dons protective equipment and moves to their pre-coordinated positions. The cargo release team remains in this position unless directed by the signal person to move under the aircraft and manually release the load from the fouled or jammed cargo hook. (b) If directed by the signal person, both Soldiers move in under the helicopter. (c) The Soldier handling the static electricity probe grounds the cargo hook by contacting it with the probe, and then grabs the hook. (d) The second Soldier manually operates the cargo hook release or disengages the fouled sling from the hook. If required, both Soldiers work to accomplish cargo release. (e) When the sling legs are released from the hook, the Soldiers quickly move outside of the aircraft take-off path. (f) Night OperationsGreater care and thorough planning must be taken for night operations. The signal person uses baton flashlights and the release team carries flashlights. 5. Apex Set Up: a. b. c. d. UH-1H requires a nylon point of attachment such as a 3 ft apex ring. UH-60 requires an aluminum spacer when using a 10,000 lbs apex. CH-47 has no special apex requirement. The apex will ALWAYS be configured with the pin facing up (toward the aircraft).

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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 the proper manuals. Section II and III of this chapter outline preparation and rigging of selected loads. b. Inspection (Phase II): A Pathfinder School graduate, Sling load Inspector Certification Course (SLICC) graduate, or an Air Assault School graduate in the rank of E-4 and above. All loads are inspected a minimum of two times. The individual who rigged the load cannot inspect the same load. Recorded on a DA FORM 7382R Sling load Inspection Record. Load verified as safe by a qualified inspector. (1) Give a copy to the supporting aviation unit (not necessarily the pilot). (2) Securely tape or tie a copy to the load. (3) Give a copy to the supported unit.

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c. Sling load Operation (Phase III): Trained ground crews hook up loads.

7. Factors of In-flight Stability: (1) Proper weight (a) Minimum weight for any sling load is 500 lbs. (b) The maximum weight cannot exceed the lift capacity or the cargo tensile strength of the aircraft. (2) Proper drag surface (a) Load must be as aerodynamic as possible (b) Balanced loads fly best when level (c) Unbalanced loads must have a nose (heavy end) down attitude which is achieved by the proper link count. (3) Proper air speed. Determined by the Aviation Unit Commander or, in his/her absence, the pilot in command (4) To improve In-Flight Stability: (a) Increase weight of load (b) Redistribute weight (load plan) (c) Alter drag surface (link count) (d) Install drogue chute (e) Reduce airspeed (least preferred)

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PART III CERTIFIED SLING LOADS 1. General. All procedures outlined in this chapter are in accordance with FM 4-20.197, FM 420.198, and FM 4-20. 99. Additional safety requirements have been added to the preparation and rigging procedures outlined in the reference material. Inspection sequences discussed in this chapter are the recommended procedures at The Air Assault School. 2. General Rigging Instructions a. Preparation. The preparation steps are intended to reduce the possibility of damage to the equipment caused by sling leg entanglement during the hook up and lift-off operations or by wind resistance encountered during the flight. Since these preparation steps are not directive in nature, the commander assumes responsibility for any damage to the equipment caused by deviation from the preparation steps. Typical preparation instructions will provide information to secure loose items, remove or secure canvas covers, and remove obstructions, such as antennas. Place protective padding on windshields and other components that could be damaged by the metal parts of the sling set during hook up or release. The load should be secure enough to withstand winds in excess of 120 knots caused by the forward airspeed of the aircraft. If possible, position the load in the takeoff direction so the pilot does not have to pick the load up and then turn the aircraft into the takeoff direction. b. Rigging. The rigging steps give information such as the position of the apex fitting on the load, routing orientation of the sling legs, location of the lift provisions, chain link number for each sling leg, and steps required to prevent the sling legs from becoming entangled on the load. Do not change the chain link number in the rigging procedures under any circumstances as it may change sling leg loading and cause lift provision failure. c. Breakaway safety ties. Used to temporarily restrain the sling legs to keep them from becoming entangled on the load as the helicopter lifts the load. These safety ties are made of Type I, 1/4 inch cotton webbing or two-inch tape. d. View of the load. Left, right, front, and rear directions are designated from the drivers perspective for vehicles and towed equipment. Howitzer gun tubes are considered the front of the load. To improve flight stability, some loads are transported backwards. Do not confuse the front of the load as it is carried with the end designated as the front for rigging purposes. e. Sling load Inspection Record. Load verified as safe by a qualified inspector. (4) Give a copy to the supporting aviation unit (not necessarily the pilot). (5) Securely tape or tie a copy to the load. (6) Give a copy to the supported unit.

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CARGO NETS 5,000 AND 10,000 LBS CAPACITY 1. Load description: Cargo Net, 5,000 lbs and 10,000 lbs a. Characteristics: 5,000 lbs capacity (1) 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 place the cargo in the net so that 75% or more of the cargo is inside of the 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 is pulled tight. Next, thread a piece of the 7/16 inch nylon or 3/8 inch hemp rope (or A7A strap) through the web portion of the net. Tighten the rope so that the hole created is smaller than the smallest object inside the net, and tie the rope in a secure knot. Tape all the excess rope with two-inch tape.

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3. Place the hooks on the manufactured apex. The hooks are numbered in a clockwise or counter-clockwise direction, starting from the #1 hook. Remember, the #1 hook will have the manufactured apex tied to it with a piece of type III nylon. The hook sequence will be 1, 3, 4, 2 or 1, 3, 2, 4. The hook openings should be alternated on the manufactured apex. Place the #1 hook on the apex. Then go to the opposite side of the load and place the #3 hook on the apex. Move to either the left or the right side of the load and place either the #2 or the #4 hook on the apex. Finally, take a piece of two-inch tape and tape all the hooks so they will not come off the apex. Part 1 of Phase 1, Preparation, is complete. PHASE I (PART 2) RIGGING 1. Use the appropriate number of sling legs for the weight in the cargo net. One sling leg of a 10K set has the rated capacity of 2,500 lbs. One sling leg of a 25K set has the rated capacity of 6,250 lbs. Take the free running end of the chain and route it through the manufactured apex and secure a link count of 3 by dropping the 3rd link into the keeper of the grab hook assembly. 2. Once the link is secure, tie three mandatory breakaways. You will take three pieces of 1/4 inch cotton webbing and tie them around the lifting legs on the cargo net approximately 3 feet apart. 3. The final step for rigging is to check the apex on the 10K sling set. If a UH-60 Blackhawk is coming to pick up the load, there must be an aluminum spacer on the pin portion of the apex. For a UH-1H, you need a donut ring or a basket hitch on the pin portion of the apex. A CH-47 does not need any additional equipment. Check the pin to ensure it has been secured with a bolt. The bolt has been secured with a castellated nut; it must have a cotter pin in the bolt. PHASE II INSPECTION OF PREPARATION AND RIGGING 1. There are three personnel who can inspect a sling load. They are a Pathfinder School graduate, Sling load Inspector Certification Course (SLICC) graduate, and an Air Assault School graduate. Only these personnel may inspect a sling load and when they do, they must inspect it a minimum of two times or until they are 101% sure the load will fly safely.

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2. To inspect a sling load, start at one point and work around the load in a clockwise or counter-clockwise method. Correct all preparation and rigging deficiencies that are identified. After correcting a deficiency, that point will mark where the inspection will resume. 3. Start at the apex of the cargo net. If a UH-60 Blackhawk is picking up the load, it must have an aluminum spacer when using the 10K apex. A CH47 does not need a spacer, but it can pick up the load if one is present. Ensure that the pin of the apex has been secured with a bolt. The castellated nut must have a cotter pin through the bolt. 4. Determine if there are enough sling legs to support the weight of the cargo inside the net. One 10K sling leg has a rated capacity of 2,500 lbs. For accountability purposes, it is best to rig the cargo net with all four sling legs, but it is not mandatory. 5. Move to the grab hook assembly on the sling leg. There should be a link count of 3. Remember, if all four sling legs are used, the chain link count will be 3 for all sling legs. Continue to follow the chain down to the manufactured apex to ensure the chain or chains have been routed through the manufactured apex properly. 6. Check the hook sequence on the manufactured apex. To do this, determine which side of the apex has the small indentation/notch on it. Then go to the hooks, the #1 hook or the one with the lanyard tied to it should be the farthest from the indentation/notch with the #3 hook being next. The last two hooks will be #2 and #4 in any order. Ensure that the hooks have been taped with two-inch tape. This is so the hooks will not come off the apex. Lastly, ensure that the hooks are facing in alternate directions. 7. Check the mandatory breakaways. They must be 1/4 inch cotton webbing and must be tied around all of the lifting legs in three places. 8. Inspect the cargo net. First, check the securing rope on top of the load. The rope should be tightened down so that the hole is smaller than the smallest object inside of the net. Also, check the knot to ensure it is a secure knot and that all excess rope has been taped with two-inch tape. 9. The final check is to ensure that the load is centered. At least 75% or more of the cargo must be inside the yellow border cord and nothing can be protruding from the net. (NOTE: DA Form 7382-R must be filled out IAW FM 4-20.197 see Appendix I)

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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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A-22 CARGO BAG SERVICEABILITY AND ACCOUNTABILITY INSPECTION 1. The minimum safe sling load weight for the A-22 bag is 500 lbs. The maximum weight is 2,200 lbs. 2. Prior to preparing or rigging the A-22 bag for a sling load operation, inspect all of its component parts for serviceability and accountability. 3. Inspect for holes, rips, or frays in excess of one inch in diameter. If any holes, rips, or frays are present, replace or repair that component. 4. Inspect for petroleum base stains, rust, or mildew. If these are present, attempt to remove them with warm soapy water and a stiff brush. 5. Inspect all stitching for loose or broken stitches. Utilize the stitch rule: If 3 consecutive stitches or 5 in one area are loose or broken repair or replace the component. 6. Inspect the lacing loops to ensure that they have not been sewn closed and are present. 7. Inspect the rectangular portion of the canvas cover for a current inspection date. It must be current within six months of the inspection date. It will be in 1 inch block letters (in black or blue parachute rigging ink) indicating the month and year it was inspected. 8. Inspect the scuff pad assembly. 9. Inspect for holes, rips, or frays in excess of 1 inch in diameter. 10. Check for petroleum base stains, rust, or mildew. 11. Inspect all stitching using the stitch rule. 12. Inspect the vertical and lateral straps for cuts, frays, and stains. 13. Inspect the metal portions of the A-22 bag for rust, cracks, dents, nicks, or burrs. 14. Inspect the two 188 inch straps for cuts, frays, or stains. 15. Inspect the suspension webbing straps. There should be four. Each strap has a rated capacity of 2,200 lbs. There are two types of straps: cotton and nylon. Never mix the two types of straps. Cotton straps can be identified by its off white

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color and the red stitching. The nylon strap is OD green in color and is half the thickness of a cotton strap. 16. Inspect the straps for frays, cuts, or stains. 17. Check for loose or broken stitches using the stitch rule. 18. Inspect all metal portions for rust, cracks, dents, nicks, or burrs. 19. Ensure butterfly hooks are spring loaded and move freely. 20. There are three types of lacing ropes that can be used with the A-22 bag. They are 3/8 inch hemp rope, 7/16 inch nylon rope, and type III nylon. A total of four ropes are needed. 21. The rated capacity for 3/8 inch hemp rope is 3,180 lbs. The rated capacity for 7/16 inch nylon rope is 4,500 lbs. Type III nylon has a rated capacity of 550 lbs. 22. Inspect the free running ends of the ropes to ensure that they are not excessively frayed and have been secured with two-inch tape or have been whipped and dipped. 23. Inspect each strand of rope to ensure it is not cut or frayed more than half the diameter of an individual strand. 24. Check the medium clevis for rust, cracks, nicks, dents, and burrs. Also, ensure the clevis has the bolt and nut and that they are not stripped out. PHASE I (PART 1) PREPARATION 1. Place the scuff pad on the ground with the over sewn portion facing down. 2. Place the canvas cover on top of the scuff pad assembly. Match up the rectangular portions. 3. Place the load on the rectangular portion of the canvas cover so that it is centered. PHASE I (PART 2) RIGGING 1. Fold the canvas cover the top of the load. Fold any excess cover material under the top flaps. 2. Secure the corners with the lacing types. To do this, route the lacing rope from ground-to-sky through the bottom two loops. 2 27

Then form an X with the lacing rope and route the free running ends through the top two lacing loops from ground skyward. Secure the rope with a bow knot and tape the excess rope with two-inch tape. 3. Secure the 188 inch straps across the load so that they form a cross. Then locate the friction adapter buckle opposite of each strap. Route the 188 inch strap through the friction adapter and then tighten down. Do not incorporate any twists. Secure the excess strap with two-inch tape or 1/4 inch cotton webbing. 4. Route the lateral straps to their friction adapters. To tighten, start from the bottom and move to the top. Tighten down opposite corners at the same time. Then roll and tape all excess straps; do not incorporate any twists. 5. Place the suspension webbing straps onto the suspension webbing D-rings. To do this, hook the butterfly fasteners onto the D-rings with the hooks facing down toward the load and tape the hooks with two-inch tape. 6. Attach the D-rings of all four suspension webbing straps, to the bolt of the medium clevis in a clockwise or counter clockwise sequence. Ensure that the straps are not twisted more than a half twist. 7. Secure the bolt with the nut and tape both ends of the bolt with two-inch tape. 8. Route the free running end of the chain from the sling leg through the medium clevis and place a chain link count of 3 into the keeper portion of the grab hook assembly for a 10K sling set or link count of 5 for 25K sling set. 9. Rig the apex of the sling leg for the type of aircraft that will be picking up the load. A UH-60 Blackhawk must have an aluminum spacer on it, and a UH-1H must have an apex ring or a basket hitch. A CH-47 does not require any additional items on the apex. Check the nut on the apex. The castellated nut must have a cotter pin in it. PHASE II INSPECTION OF PREPARATION AND RIGGING 1. Start the inspection at the apex. Check to ensure the bolt is present and secured with a nut. The castellated nut must have a

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cotter pin in it. Inspect to ensure that the apex is setup for the appropriate inbound aircraft. A UH-60 requires an aluminum spacer, a UH-1H requires a basket hitch or donut ring, and a CH-47 does not require additional items on the apex. 2. Check the link count to ensure you have a link count of 3.

3. Check the medium clevis to ensure it has tape on both ends of the bolt and that the D-rings are on the bolt and in the proper sequence. 4. Check to ensure the suspension webbing straps are all of the same type (either all cotton or all nylon). Check the butterfly snap hooks to ensure that they are all facing down toward the load and taped with two-inch tape. Check the 188 inch straps to ensure they form a cross on top of the load. Ensure they are routed under the lateral straps. Also, check to ensure they have been tightened down, free of twists and do not have quick releases. Ensure that all of the excess strap has been taped with two-inch tape. Move to any corner of the load and start at the top. Check the lateral strap for proper routing, that it is free of twists, and verify that it has been tightened down and excess strap has been taped with two-inch tape. Check the middle and bottom strap for the same things. Remember, if one strap has a quick release, all lateral straps must have a quick release. Check the lacing rope to ensure it has been properly routed through the lacing loops from ground to the sky. Check that the rope forms an X and is routed properly through the top lacing loops. Finally, check the rope to ensure it has been secured with a bow knot, and that the excess rope has been secured with two-inch tape. Inspect the other three corners in the same manner.

5.

6.

7.

8.

(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 PHASE I (PART 1) PREPARATION WARNING The M1151 armament carrier HMMWV should not be flown empty under the CH-53 in a dual-point configuration. The weight distribution may exceed aircraft limitations. Certified Dual-Point Rigging Procedures for Wheeled Vehicles FM 4-20.199/MCRP 4-11.3E, VOL III/NTTP 3-04.13/ 20 February 2009 AFMAN 11-223 (I), VOL III/COMDINST M13482.4B 2-5 Materials. The following materials are required to rig this load: Sling set (10,000-pound capacity, 25,000-pound capacity, or 40,000-pound capacity) with one additional apex fitting for the sling set being used. OR Sling set (15,000-pound capacity) with one additional web ring. 2 31

 Chain length, from a 15,000-pound capacity sling set (4 each) (used on M1043A2 with MAK). Coupling link, from a 15,000-pound sling set (4 each) (used on M1043A2 with MAK). Tape, adhesive, pressure-sensitive, 2-inch wide roll, 80lb per wrap breaking strength. Cord, nylon, Type III, 550-pound breaking strength. Webbing, cotton, 1/4-inch, 80-pound breaking strength (per wrap) Felt sheet, cattle hair, Type IV, 1/2-inch or suitable padding. Personnel. Two persons can prepare and rig this load in 15 minutes. Procedures. The following procedures apply to this load: Preparation. Prepare the load using the following steps: Extend the sling leg chains by connecting one additional chain length to each chain on a 15,000-pound capacity sling set with a coupling link (used on M1043A2 with MAK). Fold mirrors inward towards doors for added protection and tie door together withType III nylon cord. Secure all equipment and cargo inside the vehicle with tape, nylon cord, or lashings. Remove antennas and stow inside vehicle. Ensure the fuel tank is not over 3/4 full. Inspect fuel tank cap, oil filler cap, and battery caps for proper installation. Engage the vehicle parking brake and place the transmission in neutral. Ensure the front wheels are pointed straight ahead. Tie down the steering wheel, using the securing device attached under the dashboard. CAUTION Do not apply tape to the windows or windshield of the M1114 uparmored HMMWV. Tape will damage the windows. Rigging. Rig the load according to the steps in Appendix F-2. Hookup. The hookup team stands on the roof of the vehicle. The static wand person discharges the static electricity with the static wand. The forward hookup person places apex fitting 1 onto the forward cargo hook. The aft hookup person places apex fitting 2 onto the aft cargo hook. The hookup team then carefully dismounts the vehicle and remains close to the load as the helicopter removes slack from the sling legs. When successful hookup is assured, the hookup team quickly exits the area underneath the helicopter to the designated rendezvous point. Derigging. Derigging is the reverse of the preparation and rigging procedures. Chapter 2 FM 4-20.199/MCRP 4-11.3E, VOL III/NTTP 3-04.13/ 2-6 AFMAN 11-223 (I), VOL III/COMDINST M13482.4B 20 February 2009 1. Connect 2 sling legs to apex fitting number 1. Position the apex fitting on top of the hood. 2. Loop the chain end of the sling legs through their respective lift provisions that protrudes through the hood. Place the correct link from Appendix F-2 in the grab hook.

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3. Connect 2 sling legs to apex fitting number 2. Position the apex fitting on the roof of the vehicle. 4. Loop the chain end of the sling legs through their respective eyelet openings in the upper corner of the tailgate. Loop the chain end through the lift shackle on the rear bumper and thread back through the eyelet opening in the tailgate. Place the correct link from Appendix F-2 in the grab hook. Pad the chains with felt where they contact the vehicle. 5. Secure all excess chain with tape or Type III nylon cord. 6. Cluster and tie (breakaway technique) the sling legs in each sling set on top of the vehicle to prevent NOTE: DA FORM 7382-R must be filled out IAW FM 4-20.197, see Appendix I

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ONE TO FOUR 500 GALLON FUEL DRUMS 1. Applicability: One fuel drum is certified by the US Army NATICK for UH-60 and CH-53A/D/E helicopters at airspeeds up to and including 80 and 120 knots, respectively. One to four fuel drums is a suitable load for the CH-47 helicopter at airspeeds up to and including 80 knots. 2. Load description: a. Drum, fabric, fuel, 500 gallons capacity b. Weight: (1) Drum, empty250 lbs AVG (2) One drum, maximum weight4,200 lbs (3) Two drums maximum weight8,400 lbs (4) Three drums maximum weight12,600 lbs (5) Four drums maximum weight16,800 lbs NOTE: Exact weight of each drum may vary depending on type and amount of fuel. 3. Materials: a. Sling sets: (1) One drum, 2 x 10,000 lbs or 2 x 25,000 lbs capacity sling legs (2) Two drums, 4 x 10,000 lbs or 4 x 25,000 lbs capacity sling legs (3) Three drums, 4 x 25,000 lbs capacity sling legs (4) Four drums, 4 x 25,000 lbs capacity sling legs b. Two-inch tape, 80 lbs breaking strength per wrap c. 1/4 inch cotton webbing, 80 lbs breaking strength d. Type III nylon, 550 lbs breaking strength

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4. Personnel: Two people can rig one to four drums in 5 to 15 minutes. SERVICEABILITY AND ACCOUNTABILITY INSPECTION 1. When preparing the fuel blivets, conduct a serviceability inspection. The three sections which must be inspected are: a. Front circular portion b. Rear circular portion c. Black rubber portion 2. When inspecting the front circular portion, look for the following: a. Fuel nozzle (1) Foreign materials (if any is present, remove it) (2) Ensure black rubber gasket inside is present b. Fuel cap (1) If the fuel cap is not present, cover fuel opening with two-inch tape. (2) When the locking levers are folded to the sides, the cap is in the locked position. When the locking levers are extended, the cap is in the unlocked position. (3) Inspect the inside of the cap. The black rubber gasket must be present. c. Lift points (1) Lift points are 5/8 inch screw pin clevis, which has a rated capacity of 4,420 lbs. (2) Inspect threads of screw pin clevis to ensure they are not stripped and the cotter pin is present. (3) Inspect for rust, cracks, nicks, dents, and burrs, then take the appropriate action. d. Bezel ring (1) Ensure the bezel ring rotates freely 360 degrees in both directions because the fuel blivets tend to rotate while in flight.

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(2) Check all hex head bolts to ensure none of them are protruding from the bezel ring or large circular portion. (3) When inspecting the rear circular portion, it is the same as the front, except there may or may not be a fuel nozzle. (4) When inspecting the black rubber portion, look for the following: cuts, cracks, gouges, or areas worn to the white threading. Anything that is leaking or could become a leak, will deem the fuel blivets unserviceable. PHASE I PREPARATION AND RIGGING 1. Install all fuel caps and ensure they are secured in the locked position with type III nylon. 2. If no dust cover is present, cover the fuel opening with two-inch tape. 3. Ensure screw pin clevises have cotter pins. 4. Rigging of the 500 gallon fuel blivets with 25,000 lbs sling set. a. One fuel blivet (1) Two sling legs with one apex (2) Lift points rotated to the 12 o'clock position (3) Link count 5 at each lift point (4) Tie one mandatory breakaway with 1/4 inch cotton webbing b. Two fuel blivets (1) Four sling legs and apex (2) Apex order as follows: (a) The center legs to the lightest fuel blivet (b) The outer legs to the heaviest fuel blivet (c) Link count of 3 at each lift point

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NOTE: If a 10,000 lbs sling set is available, it may be sling loaded exactly the same way one and two fuel blivets are rigged with a 25,000 lbs sling set. However, two fuel blivets are the maximum that can be lifted on a 10,000 lbs sling set with four legs. c. Two fuel blivets (pilot preferred method) (1) Two fuel blivets rigged as a dual load on two sling legs. (2) Rotate lift points to the 3-9 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 right through 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 one blivet in the single hook up mode. (2) Utilize four sling legs and apex to the 25,000 lbs sling set only. (3) Apex order is as follows: (a) The inside sling legs to the single fuel blivet. (b) The outside sling legs to the pilot preferred blivets. (4) There are two mandatory breakaways: one breakaway around one set of dual hook ups and one between the single hook up. e. Four fuel blivets.

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(1) Configuration: rig two pair in pilot preferred methods. (2) Utilize four sling legs and apex to the 25,000 lbs sling set only. (3) Apex order is as follows: (a) The inside sling legs are routed to the lightest pilot preferred blivets. (b) The outside sling legs are routed to the heaviest pilot preferred blivets. (4) There are two mandatory breakaways: one between each pilot preferred method. PHASE II INSPECTION OF PREPARATION AND RIGGING 1. The only personnel qualified to inspect this load are a Pathfinder School graduate, Sling load Inspector Certification Course (SLICC) graduate, or an Air Assault School graduate. These personnel must inspect this load at least twice or until they are 101% sure that it will fly safely. 2. When inspecting this load start at one end of the load and work in a 360 degree manner and from top to bottom. If a deficiency is found, stop and correct that deficiency, and restart the inspection process from there. The inspection will start at the apex. 3. Apex has a castellated nut with cotter pin. 4. Apex order is as follows: a. One blivet (1) The left sling leg to the left side. (2) The right sling leg to the right side. b. Two blivets (four legs) (1) The inside sling legs to the lightest blivet. (2) The outside sling legs to the heaviest blivet. c. Three blivets (1) The inside sling legs to the single blivet.

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(2) The outside sling legs to the dual blivets. d. Four blivets (1) The inside sling legs to lightest set of blivets. (2) The outside sling legs to heaviest other blivets. 5. Sling legs Ensure they are not crossed, misrouted through, or under the triangle on the dual blivets, or out of order. 6. Breakaways Ensure they are made of 1/4 inch cotton webbing. Ensure that there is one breakaway for every two sling legs, tied on top and in the center of the fuel blivets or between the dual blivets. 7. Sling leg chains a. Ensure a link count of 3 (or 55 for a single blivet in a three blivet configuration). b. Ensure the chain passes through one lift point and is not misrouted around the fuel cap/nozzle. c. Ensure that the excess link count of 10 or more is secured with type III nylon. d. Ensure there is no chain to chain contact present on the pilot preferred blivets. 8. Lift points a. Ensure they are routed to the 12 oclock position for the single blivet, or 3-9 oclock position for dual blivets. b. Ensure the cotter pin is in the 5/8 inch screw pin clevis. 9. Fuel nozzle a. Ensure the cap is in place and secured properly with type III nylon on the locking arms or with two-inch tape over the fuel nozzle. b. Move to the rear of the fuel blivets and inspect it in the same sequence. Keep in mind that the fuel blivets might have a fuel nozzle on both sides. (NOTE: DA Form 7382-R must be filled out IAW FM 4-20.197 see Appendix I)

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DIRECTION OF FLIGHT

FUEL BLIVETS

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M119A2 105-mm HOWITZER Forward/Firing Position 1. Applicability: This load is suitable for all helicopters with suitable lift capacity by the US Army NATICK. 2. Load description: a. Weights: (1) Maximum with 10K sling 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 accompanying load) c. Reach pendant, 11,000 or 25,000 lbs capacity d. Tape, adhesive, pressure-sensitive, 2-inch wide, 80lbs breaking strength per wrap e. Type III nylon, 550 lbs breaking strength f. 1/4 inch cotton webbing, 80 lbs breaking strength g. Line, multiloop, Type XXVI, 4-loop, 3 foot (for accompanying load) h. Clevis, suspension, medium (2 each) (for accompanying load) i. Bag, cargo A-22 or net, cargo, 5,000 or 10,000 lbs capacity(accompanying load)

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j. Chain length, from 25,000 lbs capacity sling set (1 each) (for accompanying load) k. Coupling link, from 25,000 lbs capacity sling set (1 each) (for accompanying load) l. CGU-1B tie-down Personnel: Two people can prepare and rig the load in 30 minutes. PHASE I (PART 1) PREPARATION 1. Place the Howitzer in the forward/firing configuration.. 2. Mark the wheel hubs at the center of gravity with tape. The CG is located 6 inches behind (towards the lunette) the center of the hub. 3. Mark the center of the firing platform with tape. Roll the howitzer onto the firing platform aligning the tape strips. The wheel knock-off hub must be horizontal. Engage both parking brakes. . 4. Connect the firing platform to the weapon and add an additional CGU-1/B tiedown strap. 5. When the firing platform is carried on top of the trails ensure the wheel knock-off hub is horizontal. Engage the right wheel parking brakes. 6. Secure the sight cover to the dial sight with tape or Type III nylon cord. 7. Secure the firing platform (if carried), hand spike, and jack to the trail assembly with the clamps provided and two-inch tape. 8. Ensure the lunette is in the extended position. Install the towing eye stop (C-clamp_ on the lunette and secure in place with its retaining pins, when applicable. 9. The sling set chain safety clamp is an additional authorized item. Refer to TM 91015-252-10 for NSN and installation information. 10. When the detachable field spade is attached to the permanent spades, ensure the two locking pins are installed and locked. Route and tie a length of Type III nylon cord through the key ring of the cable and around the end of the locking pin. 11. When moving the howitzer without an accompanying load, extend the chain on sling leg 3 by removing the chain length and coupling link from sling leg 4 and attaching them to the end of the chain on sling leg 3.

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

PHASE I (PART 2) RIGGING WARNING: When moving the howitzer with an accompanying load, the 25,000 pound capacity sling set must be used. Accompanying loads must not exceed the weight limits of the cargo net, cargo bag, sling leg, or exceed the lift capacity of the helicopter. 1. Attach a reach pendant on the sling set apex fitting. 2. Position the apex fitting and the reach pendant on the breech assembly. Route outer sling legs 1 and 2 to the wheel hubs. Route inner sling leg 3 to the lunette. 3. Route the chain end of sling leg 1 around the left wheel hub. Place link 55 (when using the 10,000-pound capacity sling set) or link 45 (when using the 25,000-pound capacity sling set) in the grab hook. Pull the chain taut and ensure the chain is centered on the hub. Install the sling set chain safety clamp on the two chain links closest to the top of the wheel hub. If the sling set chain safety clamp is unavailable or if the 25,000-pound capacity sling set it being used, tie the two chain links together with 1/2 inch tubular nylon webbing. Repeat with sling leg 2 on the right wheel hub. Place link 50 (when using the 10,000-pound capacity sling set) or link 40 (when using the 25,000-pound capacity sling set) in the grabhook. Secure the excess chain with Type III nylon cord. 4. Route the chain end of the extended sling leg 3 through the lunette. Place link 35 (when using the 10,000-pound capacity sling set) or link 28 (when using the 25,000pound capacity sling set) in the grab hook. Secure the excess chain with Type III nylon cord. 5. Cluster and tie or tape (breakaway technique) the sling legs together on top of the Howitzers to prevent entanglement during hookup and lift-off. 6. Attach the accompanying load (if required) by routing the 3-foot, 4-loop, Type XXVI multiloop line through the eye of the sling leg attached to an A-22 or the apex fitting of a cargo net. Place a medium suspension clevis through the loop on each end of the multiloop line and attach to the provisions located under the howitzer carriage and inboard of the wheels.

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

M119/M119A2 105MM HOWITZER FORWARD/FIRING POSITION PHASE II INSPECTION OF PREPARATION AND RIGGING 1. The only personnel qualified to inspect this load are a Pathfinder School graduate, Sling load Inspector Certification Course (SLICC) graduate, or an Air Assault School graduate. These personnel must inspect this load at least twice or until they are 101% sure that it will fly safely. 2. When inspecting this load start at one end of the load and work in a 360 degree manner and from top to bottom. If a deficiency is found, stop and correct that deficiency, and restart the inspection process from there. The inspection will start at the muzzle.

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M119/M119A2 105mm HOWITZER Forward/Firing Position, Platform Down, with additional boxes of ammunition 1. Applicability: This load is suitable for all helicopters with suitable lift capacity by the US Army NATICK. 2. Load description: a. Weights: (1) Maximum with two boxes of ammunition on the firing platform4,850 lbs (2) Maximum with two boxes of ammunition on the firing platform and ammunition in A-22 cargo bag or cargo net7,690 lbs 3. Materials: a. Sling set, 10,000 lbs capacity b. Sling set 25,000 lbs capacity c. Reach pendant (11,000 or 25,000-pound capacity) d. Tape, adhesive, pressure-sensitive, 2-inch wide, 80lb breaking strength per wrap e. Cord, nylon, Type III, 550-pound breaking strength f. Webbing, cotton, 1/4- inch, 80-pound breaking strength g. Also authorized is the Suncor Stainless 316 precision cast, heavy duty Jaw and Swivel device, Item # S0156-HD008 (for use with 10K and 25K sling sets) or a safety clamp (Picatinny Arsenal Part # 12591189; Cage Code 19200) designed for the 25K sling set . h. Line, multiloop, Type XXVI, 4-loop, 3-foot (for accompanying load). i. Clevis, suspension, medium (2 each) (for A/22 or cargo net). j. Bag, cargo A/22 or net, cargo (5,000- or 10,000-pound capacity). k. Chain length, part number 38850-00053-102, from a 25,000-pound capacity sling set (1 each) (for A/22 or cargo net).

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l. Coupling link, part number 664241, from a 25,000-pound capacity sling set (1 each) (for A/22 or cargo net). m. Strap, cargo, tiedown, CGU-1/B (as required). 4. Personnel: Two people can prepare and rig the load in 30 minutes. PHASE I (PART 1) PREPARATION 1. Place the howitzer in the forward/firing position. 2. If the firing platform is to be carried in the down position, follow these steps: a. Mark the wheel hubs with tape at the center of gravity (CG). The CG is located 6 Inches behind (towards the lunette) the center of the hub. b. Mark the center of the firing platform along the length (lunette to muzzle) and width (side to side) with strips of tape. Ensure the hand holes (used to secure the ammunition boxes) are equally spaced on either side of the long axis of the gun. c. Roll the howitzer onto the firing platform. Align the CG masking tape with the side to side tape strips. The wheel knock-off hub must be horizontal. Engage both parking brakes. d. Connect the firing platform to the weapon. Tie the ammunition boxes together with Type III nylon cord. Secure the two ammunition boxes (if carried) by routing a CGU1/B tiedown strap through the platform hand holes and the carrying handles of each box. Pad the CGU-1/B where it rubs on the boxes and platform. e. Pad and tape the trailing edge of the platform when carrying an accompanying load in an A/22 cargo bag or a cargo net. 3. Secure the sight cover to the dial sight with tape or Type III nylon cord. 4. Secure the firing platform (if carried), hand spike, and jack to the trail assembly with the clamps provided and two-inch tape. 5. When the detachable field spade is attached to the permanent spades, ensure the two locking pins are installed and locked. Route and tie a length of Type III nylon cord through the key ring of the cable and around the end of the locking pin. 6. When moving the howitzer without an A/22 cargo bag or a cargo net load, extend the chain on sling leg 3 by removing the chain length and coupling link from sling leg 4 and attaching them to the end of the chain on sling leg 3.

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7. When moving the howitzer with an accompanying load and using sling leg 4 on the accompanying load, extend the chain on sling leg 3 by adding an additional length of chain with a coupling link from a 25,000-pound capacity sling set. PHASE I (PART 2) RIGGING 1. Attach a reach pendant on the sling set apex fitting. 2. Position the apex fitting and the reach pendant on the breech assembly. Route outer sling legs 1 and 2 to the wheel hubs. Route inner sling leg 3 to the lunette. 3. Route the chain end of sling leg 1 around the left wheel hub (looking at the howitzer from the lunette). Place link 55 (when using the 10,000-pound capacity sling set) or link 45 (when using the 25,000-pound capacity sling set) in the grab hook. Pull the chain taut and ensure the chain is centered on the hub. Install the sling set chain safety clamp on the two chain links closest to the top of the wheel hub. If the sling set chain safety clamp is unavailable, tie the two chain links together with 1/2-inch tubular nylon webbing. Repeat with sling leg 2 on the right (knock-off) wheel hub. Place link 50 (when using the 10,000-pound capacity sling set) or link 40 (when using the 25,000-pound capacity sling set) in the grabhook. Secure the excess chain with Type III nylon cord. 4. Route the chain end of the extended sling leg 3 through the lunette. Place link 35 (when using the 10,000-pound capacity sling set) or link 28 (when using the 25,000pound capacity sling set) in the grab hook. Secure the excess chain with Type III nylon cord. 5. Cluster and tie or tape (breakaway technique) the sling legs together on top of the howitzers to prevent entanglement during hookup and lift-off. 6. Attach the accompanying load (if required) by routing the 3-foot, 4-loop, Type XXVI multiloop line through the eye of the sling leg attached to an A-22 or the apex fitting of a cargo net. Place a medium suspension clevis through the loop on each end of the multiloop line and attach to the provisions located under the howitzer carriage and inboard of the wheels. PHASE II INSPECTION OF PREPARATION AND RIGGING 1. The only personnel qualified to inspect this load are a Pathfinder School graduate, Sling load Inspector Certification Course (SLICC) graduate, or an Air Assault School graduate. These personnel must inspect this load at least twice or until they are 101% sure that it will fly safely.

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

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M119A2 105mm HOWITZER Forward/Firing Position, Platform Down 1. Applicability: Those rigging procedures have been approved by the US Army NATICK for flight by UH-60 and CH-47 at 110 knots. 2. Load description: a. Weights: (3) Maximum with 10K sling set4,690 lbs (4) Maximum with accompanying load with 25K sling set7,690 lbs (5) Maximum Accompanying Load3,000 lbs 3. Materials: b. Sling set, 10,000 lbs capacity c. Two-inch tape, 80 lbs breaking strength per wrap d. 1/4 inch cotton webbing, 80 lbs breaking strength e. Type III nylon, 550 lbs breaking strength f. 1/2 inch tubular nylon, 1000 lbs breaking strength g. Appropriate padding material h. CGU-1B tie-down i. Clamp, chain link 4. Personnel: Two people can prepare and rig the load in 30 minutes. PHASE I (PART 1) PREPARATION 1. Begin preparing the load at any point and continue either clockwise or counterclockwise around in a 360 degree motion. 2. Place the Howitzer in the forward/firing configuration. Place the tube in forward travel lock and secure it with the pushpins.

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3. Place the howitzer on the firing platform and secure it with the front and rear stays with push pins. Once the front stays are tightened with the saddle clamp, secure the clamp with type III nylon. 4. Pad the machined surface on the cross member. 5. Additionally, secure the firing platform with a CGU-1B, by routing it through the lifting holes and through the cradle of the howitzer. Ensure the CGU-1B is routed across the padding material on that machined surface. 6. Place the muzzle cover on the muzzle and secure it with the strap provided. 7. Pad the nitrogen reservoir with enough material to protect it from being damaged by the sling legs when the A/C picks up the load. 8. Take a piece of type III nylon, approximately 8 to 10 feet long and route it through the hole portion of the cross bar on either side. Pull it tight and wrap it one complete time around the hex portion of the equilibrator shaft. Keeping it tight, wrap it around the buffer assembly. From the buffer, take the type III to the equilibrator shaft on the opposite side, and wrap it one complete time. Take it down through the hole portion of the cross member on the opposite side and secure it with a non-slip secure knot. This is done to prevent the sling legs from becoming caught on the equilibrator shafts and the buffer assembly. 9. Place brakes in the on position. 10. Place covers on equilibrators and secure them with straps provided. 11. Rotate the gunner's site mount all the way back and in. Place the mount cover over the mount and secure it with the strap provided and additionally secure the cover with type III nylon to a fixed portion of the load. 12. Install the run-back stop in the breech, and place the breech cover over it while securing it with the strap provided. Additionally, secure the cover with type III nylon to a fixed portion of the load. 13. Take a piece of type III nylon, approximately 8 to 10 feet long and tie it to left trail. Pull it tight and place through the hole portion on the back of the equilibrator. Keeping it tight, go to the opposite trail. From that trail, take the nylon through the hole portion of the opposite equilibrator, and tie it back to the original tie down point. 14. Ensure firing platform clamps are hand tight. 15. Ensure the jack strut is secured with pin and additionally secured with two-inch tape.

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16. Ensure the rear brake assembly is padded. 17. Ensure the detachable spade is secured with large pins and secured from pin to pin with type III nylon. 18. Ensure the trail hand spike is placed in the mounts provided and secured in two places with two-inch tape. 19. Ensure the knock off hub is parallel with the ground. PHASE I (PART 2) RIGGING 1. Place three sling legs on the apex. Take fourth sling leg and remove the lifting chain. Add that lifting chain to the middle sling leg on apex. Place the sling set on top of load. 2. Secure the free running end of left sling leg, route the chain around the center portion of the left tire. Secure a link count of 55. Additionally secure chains with chain clamp or 1/2 inch tubular nylon. Secure excess links with type III nylon. 3. Secure the free running end of the center sling leg, route the chain through the towing lunette, securing a link count of 35. Additionally secure the excess with type III nylon. 4. Secure the free running end of the right sling leg, route the chain around the knock off hub of right tire. Secure a link count of 50. Additionally securing the excess links with type III nylon. Ensure the knock off hub is parallel to ground. 5. One cluster breakaway located on M90 chronograph mount. Second breakaway located on bar portion of rear travel lock assembly. Third breakaway is located on base portion behind the brake assembly above the lunette. PHASE II INSPECTION OF PREPARATION AND RIGGING 1. The only personnel qualified to inspect this load are a Pathfinder School graduate, Sling load Inspector Certification Course (SLICC) graduate, or an Air Assault School graduate. These personnel must inspect this load at least twice or until they are 101% sure that it will fly safely. 2. When inspecting this load start at one end of the load and work in a 360 degree manner and from top to bottom. If a deficiency is found, stop and correct that deficiency, and restart the inspection process from there. The inspection will start at the muzzle.

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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, excess rolled and additionally secure with two-inch tape 10. Brake on 11. Link count left side 55, excess secured with type III nylon 12. Chain clamp or 1/2 inch tubular nylon (two square knots) present on chains, additionally secured with two-inch tape 13. Equilibrator cover present 14. Castellated nut and cotter pin 15. Apex order, left-to left, right-to-right, center-to-rear 16. Sling legs routed properly 17. Breakaway (each leg wrapped individually) 18. Gunners sight mount cover secured with strap and additionally with type III nylon 19. Rear stays secure with push pins 20. Spider web rear in X line 21. Breech cover secured with strap and additionally with type III nylon 22. Run back stop present 23. Firing platform clamp secured 24. Jack strut secure and additionally with two-inch tape

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25. Link count rear 35, excess secured with type III 26. Breakaway around travel lock bar 27. Brake on 28. Brake assembly padded 29. Breakaway 30. One chain through rear lift point 31. Detachable spade secured with type III nylon 32. Firing platform clamp secured 33. Trail hand spike secured in two places with two-inch tape 34. Rear stays secure with push pins 35. Equilibrator cover present 36. Brake on 37. Knock off hub parallel to ground 38. Link count right side 50, excess links secured with type III nylon 39. Clamp or 1/2 inch tubular nylon (two square knots) (NOTE: DA Form 7382-R must be filled out IAW FM 4-20.197 see Appendix I)

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M119 105MM HOWITZER FORWARD/FIRING POSITION, PLATFORM DOWN

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PART IV SUITABLE SLING LOADS M149-SERIES WATER TRAILER 1. Applicability: This load is suitable for CH-47 helicopters at airspeeds up to and including 80 knots. 2. Load description: Trailer, water, 400 gallon, M149-series, with original lift provisions, LIN W98825 Weight: M149A2 Empty 2,800 lbs Loaded 6,320 lbs (see Warning)

WARNING: The M149, M149A1, and M149A2 water trailer without modified clevis-type lift provisions are not currently certified for Sling load Operations due to inadequate lift provision strength when the trailer is loaded. 3. Materials: a. b. c. d. Sling set, 10,000 lbs capacity Two-inch tape, 80 lbs breaking strength per wrap Type III nylon, 550 lbs breaking strength 1/4 inch cotton webbing, 80 lbs breaking strength

4. Personnel: Two personnel can prepare and rig this load in 10 minutes. PHASE I (PART 1) PREPARATION 1. Secure the light cable and air hoses to the drawbar with tape or type III nylon. 2. Place the support leg and wheel in the down and locked position. Secure raising handle with type III nylon. 3. Secure faucet boxes with the latches provided and additionally with type III nylon. 4. Secure safety chains to handles with type III nylon. 5. Shatterproof reflectors and brake lights with two-inch tape. 6. Tape the top edge of the aft end of the water tank to prevent the sling legs from chafing on the top of the tank. Ensuring to cover the upper 1/3 portion of the rear tank.

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7. Engage both hand brakes. 8. Make sure that the fill port is closed. Additionally secured with two pieces of Type III nylon. 9. Water trailer must be empty or full. PHASE I (PART 2) RIGGING 1. Position apex on top of the tank. Route the outer sling legs to the front of the trailer and the inner sling legs to the rear. 2. Route the free running ends of the front chain legs through the lunette front eye and insert a link count of 75 in the grabhook assembly. 3. Using the rear lift provisions as a guide to keep the chains in place, route the free running end of the left chain leg down between the tank and the cross member, under the rear cross member and back up through the lift provision. Secure a link count of 90 in the grabhook assembly. Repeat the same process on the right side. Secure all excess chain with type III nylon.

4. 5.

Tie a cluster breakaway on all four sling legs with one turn of 1/4 inch cotton webbing on top of water tank to prevent entanglement during hook up. PHASE II INSPECTION

1. Begin inspection sequence at the towing lunette. Inspect for a link count of 75 on both chain legs. a. Excess chain secured b. Light cable secured c. Air hoses secured d. Support leg and wheel in down position e. Right hand brake engaged

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2. Move around the right side of the load. a. Right rear link count of 90 b. Excess chain secured 3. Step up onto right rear bumper. a. Top edge of trailer taped and padded b. Fill port secured c. Trailer full or empty d. Cluster breakaway 1/4 inch cotton webbing around all four sling legs e. Apex order: outer front, inner rear f. Castellated nut, cotter pin 4. Move to the left rear lift point. a. Left rear link count 90 b. Excess chain secured c. Left hand brake engaged (NOTE: DA Form 7382-R must be filled out IAW FM 4-20.197 see Appendix I)

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M149 WATER TRAILER NOTE: The M149A2 Water Trailer will fly backwards due to the tank being the heaviest part of the load.

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CHAPTER THREE PART I RAPPELLING References: TC 21-24, Rappelling, January 2008; USSOCOM Reg 350-6, 18 June 2007; FM 3-97.61, Military Mountaineering, August 2002 1. Equipment: a. Rope, climbing, nylon, NSN 4020-00-931-8793 (1) (2) (3) (4) (5) 120 feet long 7/16 inch diameter 3 strand, multi-filament, twisted with a right-hand lay 4,500 lbs of tensile strength (15% less when wet, knotted or frozen) It will stretch 1/3 of its length

b. Rope, sling. This is the rope used to construct the Swiss and Australian rappel seats. Cut a 120 foot nylon climbing rope into 12 to 15 foot sections to make the seats. c. Snap link, steel, locking carabiner with locking nut, 8,818 lbs capacity, Model: MD 71653 d. Glove, leather, workman's, NSN 8415-00-268-7868 e. Insert, wool glove, OG-208, NSN 8415-00-682-6577 2. Personnel: a. The following are the minimum personnel required to conduct rappelling operations from towers, ground, or aircraft: (1) Rappel Safety NCOIC or OICSFC or above, Air Assault or Ranger qualified. Must have commo with A/C and other required agencies, such as range control or higher HQ. (2) Rappel Master (RM)responsible for safety of rappellers. There must be a qualified RM in each aircraft and one with each tower rappel site at all times. A qualified RM must be a CPL or above and graduate of both the Air Assault Course and the Rappel Master Course. A qualified RM must maintain currency by performing duties at least once every six months. If a RM becomes uncurrent, they must attend a rappel master refresher course conducted by a current Rappel Master IAW TC 21-24, CHAPTER 1. The RM is responsible for all matters of training and safety, to include: (a) Inspection of all equipment

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(b) Inspection of aircraft, tower and ground anchor point rigging (c) Aircrew briefing and rappel safety briefings (d) Training of all rappellers, lane NCOs, belaymen, and belay controllers (3) Rappel Lane NCOmust be a CPL or above and Air Assault or Ranger qualified. Responsible for safety of a rappel lane, to include: (a) Inspection of proper hook ups (b) Rappel commands and control of rappeller (c) Emergency procedures (4) Belay Controllerensures belay personnel are performing their duties properly. A belay controller must be a graduate of the Air Assault Course or Ranger Course. There must be at least one belay controller for every four ropes during tower and ground rappels. There must be a belay controller for every two sets of rappel ropes on A/C rappels. (5) Belaymanthere must be a belayman on every set of rappel ropes. The belayman will wear a helmet for protection from falling objects. Normally, the belay will not wear gloves. (6) Medica medically qualified individual with a medical aid bag and equipment (backboard, neck brace, etc) will be present at the rappel site at all times. In addition, there must be military transportation for the evacuation of injured personnel at the site. 3. Construction of the Rappel Seat: a. Rappel Seat (seathip rappel): (1) Locate the midpoint (center) of the length of the sling rope and form a 3-5 inch bite. Place the midpoint on the guide hand hip opposite the brake hand. The brake hand is the strong hand. (2) Bring the sling rope around the waist above the hip bone. Tie a double overhand lay above the belt and below the rib cage. This forms the waist-rope. (3) Let the two free running ends of the sling rope fall to the ground to the front. (4) Bring the two free running ends of the sling rope down between the legs and up over the buttocks. Ensure that the two free running ends do not cross. The free running ends will form the leg-ropes. (5) Pass the ends of the rope over then behind the rope that is tied around the waist-rope at the two points above the centers of the two rear seat pockets, resulting in the leg-ropes being routed from top-to-bottom behind the waist-rope.

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Ensure that the free running ends are running towards the center of the buttocks, and are between the waist-rope and the rappellers body. (6) Grab the free end of the rope that is on the left side of the body with the left hand, and the free end of the rope that is on the right side of the body with the right hand. (7) Squat down and simultaneously pull down on both running ends of the ropes and stand up. This will tighten the seat. (8) Take the two free running ends of the rope and route them over the top of the waist rope, forming two half hitches over the leg ropes. (9) Tie the two running ends into a square knot with overhand knots securing each side of the square knot. The square knot is tied on the opposite side of the body from the brake hand.

(10) Place any excess rope in the trouser pocket near the square knot. (11) With the gate down and the hooked end of the snap link against the navel, place the snap link through the single rope that is around the waist and the two ropes forming the double overhand lay. (12) Rotate the snap link a half turn so that the gate is facing up and will open away from the body. 4. Rappeller Preparation: a. Shirt tails, loose clothing, and equipment straps must be secured. Sleeves will be rolled down.

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b. Helmets will be worn during rappelling. All straps will be properly fastened and the helmet will be in serviceable condition. c. Heavy leather workman's gloves will be worn when rappelling. Glove inserts are worn when rappelling from aircraft or as determined by the unit leadership. d. Rappellers will have ID tags and ID card e. Eye and ear protection will be worn when rappelling from a helicopter. f. When rappelling with equipment, LBE or LBV should be unfastened in the front or fastened loosely behind the back of the rappeller. The rucksack should be worn high and tight on the back of the rappeller to allow the brake hand to reach the small of the back. Rucksack adjustment straps will be tied across the chest or tucked away g. The rappellers weapon will be slung diagonally across the back, muzzle down near hip on guide hand side, with the weapons butt stock on the brake hand side near 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 the anchor point. (2) Grasp the two ropes with both hands and drop the two ropes through the gate of the snap link. At this point, there should be two ropes running through the snap link. (3) Using the hand closest to the anchor point, pull slack towards the anchor point, rotate the slack down under and over the top of the snap link. (4) Drop the two ropes a second time through the gate of the snap link. At this point there should be four ropes running through the snap link. (5) If the rappeller weighs more than 200 lbs or is carrying equipment in excess of 50 lbs, he should consider using a friction hook up. This is accomplished by repeating step three and four. At this point there should be six ropes running through the snap link. (6) Place the guide hand on the rope between the anchor point and the snap link, palm facing skyward.

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(7) Place the brake hand around the running end of the rope, palm facing downward, and place the brake hand with the rope in the small of the back. 6. Rappel Commands (verbal and hand and arm signals): a. Tower or Ground Rappel Commands: (1) Get ReadyExtend both arms to your front with elbows locked, fists clenched and thumbs pointing upward. (2) Position (a) Primary method. Extend both arms to the front, elbows bent, forearms pointed upward, fists clinched and index fingers pointing upward. Make a circular motion with both forearms rotating in opposite directions. (b) Alternate method. Extend both arms to the front with elbows locked, fists clenched and index fingers extended. Bend at the waist so that your arms below your waist. Make a circular motion with arms rotating in opposite directions. (3) GoExtend an arm with elbow locked, fingers extended and thumb along the index finger and point directly at the rappeller. b. UH-60 Tactical Rappel Commands: (1) Get ReadyAlerts the rappeller. The rappeller and the Rappel Master checks the hook up, rappel seat, snap link and equipment should make final. The rappeller also checks the deployment bag to ensure that it is not entangled and that it is ready to toss. (2) Throw RopesKeeping his brake hand in the small of his back, the rappeller will toss his deployment bag with ropes out and away from the helicopter with his guide hand. The rappeller will observe that the ropes are touching the ground and are not knotted or entangled. (3) PositionForm a squatting position with the brake hand in the small of the back, the rappeller rotates 90 degrees so that he is facing the inside of the aircraft and the RM. The rappeller then places his heels on the edge of the floor of the helicopter doorway and leans out into a good L shaped body position. Feet should be shoulder width apart, balls of the feet on the edge of the doorway, knees locked and body bent at the waist towards the helicopter. (4) GoInitiates the rappel. The rappeller flexes his knees and jumps vigorously backwards. At the same time the rappeller throws his brake hand out at a 45

35

degree angle, letting the running ends of the ropes slide through both the brake hand and the guide hand.

L POSITION (5) The commands for basic UH-60 helicopter rappels are the same as for tactical rappel except that the command Throw Ropes is omitted. In addition, when the command Get Ready is given, the rappeller also checks to ensure that there is a belayman on his ropes. 7. Exiting the aircraft: a. There is one way to exit the aircraft: (1) The RM will send rappellers individually, moving diagonally across the aircraft (i.e. left front, right rear, right front, and left rear). (2) After each rappeller has exited, the RM will check the rappellers descent to ensure he is a safe distance below the aircraft prior to sending the next rappeller. 36

b. The RM will maintain a minimum of one second delay between rappellers. 8. Rappelling Conduct: a. The rappeller will approach the helicopter from the sides of the aircraft. b. Upon boarding the helicopter the rappeller will sit or kneel, hook up and apply his brake hand to the small of his back prior to helicopter ascent. c. Rappellers weighing 200 lbs or more, or are rappelling with equipment in excess of 50 lbs, will use two turns around the snap link. There should be six ropes running through the snap link. d. Rappellers will not step over a rappel rope. e. Rappellers will not exit the helicopter until told to do so by the RM. f. Rappellers will not release their brake hand from the rappel rope while conducting rappelling. g. During the descent the rappeller will keep his feet together and legs straight while maintaining an L shaped body position by bending at the waist (see figure above). h. After leaving the aircraft, the rappeller will maintain eye to ground contact. i. The rappeller will brake a minimum of three times during descent. 9. Belay: a. A basic rappeller will not be permitted to rappel without a belayman. b. During helicopter rappelling, a minimum of 20 feet of rope will be on the ground. The last 20 feet of rappel rope may be color-coded so the RM and the rappeller may more rapidly and accurately determine if 20 feet of rope is on the ground. For tower rappelling, a minimum of 10 feet of rappel rope will be on the ground. c. The belayman will grasp the rappel ropes with both hands above head and eye level in such a manner as to allow the rappeller to acquire slack and the belayman the ability to quickly apply a downward pull. Normally, gloves will not be worn. If the rappeller states Falling, or loses control during descent the belayman will immediately stop the rappeller by pulling the ropes taut. If a Soldier becomes a fallen rappeller from an aircraft, the belayman will turn the opposite direction from the aircraft, simultaneously throwing ropes over either shoulder. The belayman will run away from the aircraft, creating a slide for life for the rappeller by pulling slack from the ropes.

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d. The belayman will position himself below the anchor point. NOTE: For non-tactical helicopter rappelling, the belayman will maintain control of the ropes at all times. When the aircraft is on the ground the belayman will take a knee 5 meters outside the rotor disk diameter. As the aircraft moves up, the belay will let the rope slide through his hands until the aircraft is 25-30 feet off the ground. At this time the belayman will walk in and take a position under the aircraft. When the aircraft starts down, the belayman will keep the ropes taut and away from the aircraft at a 45 degree angle. Once the aircraft is on the ground, the belayman will cautiously work towards the original position while still maintaining positive control of the rope. e. The belayman will focus his attention on the rappeller and maintain visual contact with the anchor point. f. The belayman will wear a correctly fastened Kevlar helmet to prevent injuries from falling rappellers, equipment, etc. 10. Emergency Procedures for Helicopter Rappelling: a. If the helicopter gains altitude above the length of the rappel ropes, the rappeller will immediately brake and lock-in and wait for the descent of the aircraft. Procedures for lock-in are as follows: (1) Place the brake hand in the small of the back and brake to a complete stop. (2) Release the guide hand from the ropes. (3) Bring the guide hand around the back and grasp the running ends of the two rappel ropes behind the brake hand. Do not release the brake hand. (4) Using the guide hand, bring the two running ends of the rappel ropes around to the front of the body. (5) Secure these two running ends of the rappel ropes with the two anchor ends of the rappel ropes in the guide hand. This is now the new brake hand. (6) Take the old brake hand out of the small of the back. Bring it around to the front and grasp the four ropes (two from the anchor point and the two running ends) either above or below new brake hand. The old brake hand is now the new guide hand. (7) Place head and eyes back on the RM to continue the descent, bring the new brake hand to a 90 degree angle to the side. To brake, bring the new brake hand around to the front, diagonally across the chest to the guide hand shoulder.

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b. In case of an engine failure or an aircraft emergency during rappelling, the rappellers on the ropes will descend as rapidly as possible and move from beneath the aircraft by moving to the sides of the aircraft. If possible, maintain control of the rope to prevent it from entangling in the rotor. The aircraft should move forward and down. 11. Maintenance of Equipment: a. A rappel rope is unserviceable if it is saturated with petroleum products, mildewed, excessively frayed or if one of three strands is cut more than half of its diameter. b. The life of the rappel rope is directly related to the care that the rope receives. Ropes will remain serviceable for approximately 200 rappels under good conditions. To maximize rope life, follow these simple dos and donts: DONT (1) Do not allow a nylon rope to contact heat. (2) Do not smoke around the rope. (3) Do not allow the rope to come in contact with any petroleum based products. (4) Do not store a wet rope without daisy chaining. (5) Do not store a dirty rope without cleaning in a mild soap. DO (1) Remove all knots after use. (2) Clean and dry after use. (3) Store in a ventilated place. (4) Mountain coil neatly before storage. (5) Inspect the ropes before and after use. c. Records should be maintained on all rappel ropes to indicate the number of times used and the dates used using a DA Form 5752-R. See Appendix H. Unserviceable ropes will be marked, segregated and disposed of properly. d. Gloves will be checked for holes on the friction bearing surfaces and any holes along the seams. Holes in the friction bearing surface or fingers that expose skin will cause the glove to be unserviceable. e. Snap links will be checked for excessive rust and sharp edges inside and out. Opening gates must open and close freely. The pins for the gates must not move left or right and gate must not be able to move past the hook portion. Any of these deficiencies will cause the snap link to be unserviceable.

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12. Rappel Safety Briefing: a. Prior to the conduct of any rappelling, the RM should give a safety briefing to all personnel. b. This briefing should include as a minimum the following instructions: TOWER RAPPELLING (1) Loose clothing and equipment will be secured. (2) Rappel seats will be tied by the Soldier and inspected by a RM before climbing the tower. (3) Rappellers will climb the tower only when directed by a RM. (4) Rappellers will stay in the center of the tower until instructed to move a rappel point. (5) All RMs, instructors and anyone else standing near the edge of the top of the tower will wear a restraint strap or safety rope attached to an eyebolt on the tower floor or the UH-60 tubular frame. (6) No one will be allowed to lean or sit on the railings or the banisters of the tower. (7) No one will be allowed within 3 feet of the edge of the tower without being secured, unless moving to a hook up point. (8) When attaching the rappel rope to the snap link, the slack will always be pulled from the anchor point. (9) Only a qualified RM will hook up an Australian rappeller. (10) Personnel weighing in excess of 200 lbs will conduct a standard hook up rappel to determine if they require a friction hook up. A friction hook up is created by placing an additional two ropes in the gate of the snap link (for a total of six ropes in the snap link). (11) Combat equipment will be positioned on the individual in a way that will not obstruct the path of the brake hand. The weapon will be slung diagonally across the back with the muzzle pointing down and on the opposite side of the brake hand and the canteen will be worn on the guide hand hip. Ensure that equipment is worn in a manner that nothing interferes with the placement of the brake hand, or the routing of the rappel rope on the brake hand side to the snap link.

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(12) Heavy duty gloves are required for all rappels. (13) Kevlar helmets with chin straps fastened will be worn during rappel training. (14) While on the tower or ground hook up point, the rappeller will maintain eyeto-eye contact with the RM and take all commands from him. (15) The rappeller will ensure that there is a belayman on his rope. (16) The belayman will not wear gloves and will keep both hands on the ropes at all times. He will also keep his head and eyes on the rappeller at all times. (17) Slack rappels will not be allowed. NOTE: The only slack rappelling to be done will be by a Rappel Master qualified, Air Assault School Instructor for demonstrations and as approved by the Commandant of The Air Assault School. When slack rappel is approved, only 8-10 feet of slack will be coiled. Slack rappelling is to be considered dangerous. (18) All tower rappelling will be done with a double strand of rope. (19) There will be no running on the tower. (20) There will be no smoking or eating near the tower. NOTE: After each rappel, the rappellers must untie, retie, and be re-inspected before conducting another rappel. HELICOPTER RAPPELLING (NON-TACTICAL) (The areas below which apply, will be briefed before tactical rappelling) 1) Loose clothing and equipment will be secured. 2) Kevlar helmets will be worn with chin straps fastened. 3) ID tags and earplugs will be worn. 4) Sleeves will be rolled down. 5) Weapons will be slung diagonally across the back with the muzzle pointing down and on the side opposite the brake hand. 6) A RM must inspect all equipment prior to rappelling. 7) Personnel will approach and depart a UH-60 helicopter at a 90 degree angle from the side of the aircraft. When approaching or departing the helicopter,

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personnel will also bend their bodies forward at the waist to ensure clearance of the rotor blades. At no time will personnel go near the rear of the aircraft. 8) Upon boarding the aircraft the rappeller will kneel down, hook up, and apply his brake hand to the small of his back. 9) While in the helicopter, the rappeller will maintain eye-to-eye contact with the RM and take all commands from him. 10)The rappeller will ensure that he has a belayman on his rope at all times. 11) During descent the rappeller will maintain eye-to-ground contact. 12) If the rappeller sees his ropes coming off the ground or sees that his belayman has lost control of his ropes, the rappeller will immediately brake and execute a lock-in. He will then wait for commands from the RM. 13)The rappeller will brake a minimum of three times during descent. 14)The belayman will not wear gloves and will keep both hands on the ropes at all times. He will also keep his head and eyes on the aircraft at all times. Positive control of the rappel rope will be maintained by the belayman at all times. 15)All rappelling will be conducted using a double strand of rope. 16) While the helicopter is on the ground the belayman and belay controller will stay outside of the rotor disk. NOTE : After each rappel, the rappellers must untie, retie, and be reinspected before conducting another rappel.

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PART II FRIES TRAINING References: USSOCOM Reg 350-6, Chapter 6, 18 June 2007; TC 21-24, Rappelling, January 2008 IMPORTANT SAFETY NOTE: IAW TC 21-24 and USSOCOM Reg 350-6, Headquarters, Department of the Army policy specifies that FRIES is NOT approved for Army-wide use and names the Commanding General, United States Army Special Operations Command (CG USASOC) as the executive agent for FRIES doctrine. The use of FRIES is restricted to special operations forces, pathfinders, long range surveillance units, and HQDA schools with a USASOC-approved FRIES program of instruction. Requests for other units to conduct FRIES operations should be submitted to Commander, USASOC, ATTN: AOOP-TRS, Ft Bragg, NC 28307-5000. 1. General. Fast Rope Insertion, Extraction System (FRIES or Fast Rope) is an expedient means to insert and extract Soldiers into difficult terrain. However, FRIES training does not feature the redundant safety measures (belayman, snap link, and seat) found in rappelling. 2. Equipment: The fast rope is an olive drab eight-strand ply-moor rope, polypropylene mixed with polyurethane. It has a diameter of approximately 1 3/4 inches. The rope weighs .86 lbs per foot and comes in varying lengths from 50 feet to 120 feet. The average tensile strength is 35,000 lbs. 3. FRIES Hook Up Systems: a. The eye splice system: An eye splice is formed on one end of the rope, to be used as an attachment point to the anchor system. The tensile strength is 29,500 lbs. b. The high-tech hardware system: a high-tech metal sleeve is attached to the end of the rope. This system has a steel cable, secondary line. The tensile strength of the metal sleeve is 9,000 lbs and the secondary anchor cable is 500 lbs. 4. Roper Preparation: a. Shirttails, loose clothing, and equipment straps must be secured. b. Helmets will be worn while fast roping. All straps will be in serviceable condition. c. Heavy leather workman's gloves with inserts will be worn when fast roping. d. All ropers will wear ID tags and ID card. e. Eye and ear protection will be worn when fast roping from a helicopter.

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f. Sleeves will be rolled down. g. Only boots with a well-defined heel may be worn during fast roping (no slick-sole or ripple sole boots). h. No loads in excess of 50 lbs of equipment (helmet, LBE, and weapon) during FRIES training. Rucksack weight will not exceed 35 lbs. i. Equipment that is unsafe for the roper to descend with because of weight or bulk, may be lowered from the aircraft using a belay device. j. Weapons will be slung to the front or side with muzzle down (not across the back). This reduces chance of damage to the weapon in the event of a hard landing and makes it readily available for use once on the ground. 5. Actions in the aircraft: a. Commands used during fast rope training. (1) Get Ready (2) Stand By (3) Throw Ropes (4) Go b. FRIES commands can be given: (1) Verbally (2) Hand and arm signals (3) Combination of verbal and hand and arm signals NOTE: All commands must be coordinated between the Fast Rope Master (FRM), ropers, and crew, and rehearsed prior to mission. c. Explanation of commands. (1) Get Ready (1 minute)The FRM gives this signal with arms extended horizontally, clenched fists, thumbs pointing up. The FRM and number 1 roper will prepare the fast rope for deployment. If not already conducted, breaking of chem lights occurs at this time (night operations). The roper then directs his head and eyes to the FRM. Ropers will unbuckle the seat belt or unfasten the safety rope ONLY at the predetermined time, event or on the command as determined by the FRIES Master. (2) Throw RopesThe FRM forms both hands at mid-chest level, hands open, palms facing down, and sweeps arms horizontally outward. Rope Master will

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assist the first roper by pushing the rope out of the aircraft. Ropers position to get ready to exit. (3) GoThe FRMs arms are raised to horizontal; hands closed with index fingers extended pointing from the roper to the ropes. Signal is given for each roper to control interval during exit. (4) Stop StickClosed fist, palm facing ropers. Used to stop any roper movement in the event of an emergency. 6. Actions of the Roper: a. At the command of Go, the roper will grasp the rope firmly with both hands and exits the aircraft while holding the rope close to the body and turns his body 90-180 degrees in a direction to ensure the weapon and equipment clears the aircraft (do not jump for the rope), while simultaneously placing the rope between the insteps of both boots. Once the rope is between the boots, the roper will extend his arms, locking the elbows and keeping hands at eye level. The roper locks his knees to the rear and upon assuming a good L shape, descends to the ground. The roper maintains visual contact with the ground and lower ropers during the entire descent. NOTE: Ropers will not place the rope between their groin or knees because this will cause severe burns and discomfort. b. If during decent the roper observes that the rope does not contact the ground or becomes fouled, immediately conduct a lock-in. A lock-in is accomplished by executing a static hold. This is done by increasing the grip on the rope with hands. Remove one foot from the rope and wrap that leg around the rope, resulting in the rope becoming routed over that foot. Place the opposite foot on top of the rope, sandwiching it between both feet. Once the rope touches the ground again, or the emergency is remedied, return to a normal fast rope descending posture and descend to the ground. c. Landing Procedures: Approximately 3-5 feet above the ground, the roper will remove his feet from the rope and assume a prepare to land attitude by flexing the knees slightly and will prepare to roll upon contact with the ground. Immediately, upon contact with the ground, the roper will move away from the rope. 7. Safety: a. There must be a qualified FRM on the tower or in the aircraft when conducting FRIES training. b. There must be a qualified FRM on the ground to act as a safety. During aircraft fast roping, there must be communications with the aircraft.

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c. There must be an EMT qualified medic with appropriate equipment (such as aid bag, back board and neck brace and a military vehicle for medical evacuation) present at the training site at all times. d. There must be at least 15 feet of rope on the ground when conducting aircraft fast roping. e. When conducting FRIES training during hours of limited visibility there will be a chem light affixed to the apex of the rope, so that the roper can identify where to place the hands. On the opposite end of the rope, affix two chem lights to the end (bottom) and two more affixed 15 feet from the end of the rope. This indicates to the rope master that there is enough rope on the ground. A chem light may also be placed on each roper's helmet. f. All units, prior to conducting FRIES training with the aircraft, must conduct FRIES tower training within 24 hours of the mission. Fort Campbell units that are designated IAW USSOCOM 350-6 to conduct FRIES training are: (1) The Sabalauski Air Assault School (2) Pathfinder/4-101 AVN (3) Pathfinder/5-101 AVN (4) SOCOM units

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APPENDIX A NINE LINE MEDEVAC REQUEST

Where/ How Obtained From Map Who Normally Provides Unit Leader(s)

Line 1

Item Location of Pickup Site

Radio Frequency, Call Sign, and Suffix

Number of Patients by Precedence

Explanation Encrypt the grid coordinates of the pickup site. When using the DRYAD Numeral Cipher, the same SET line will be used to encrypt the grid zone letters and the coordinates. To preclude misunderstanding, a statement is made that grid zone letters are included in the message (unless unit SOP specifies its use at all times). Encrypt the frequency of the radio at the pickup site, not a relay frequency. The call sign (and suffix if used) of person to be contacted at the pickup site may be transmitted in the clear. Report only applicable information and encrypt the brevity codes. A Urgent. B Urgent-Surgical. C Priority. D Routine. E Convenience. If two or more categories must be reported in the same request, insert the word BREAK between each category.

Reason Required so evacuation vehicle knows where to pick up patient. Also, so the unit coordinating the evacuation mission can plan the route for the evacuation vehicle (if the evacuation vehicle must pick up from more than one location).

From SOI

RTO

Required so evacuation vehicle can contact requesting unit while en route (obtain additional information or change in situation or directions).

From Evaluation of Patient(s)

Medic or Senior Person Present

Required by unit controlling the evacuation vehicles to assist in prioritizing missions

A-1

Line 4

Item Special Equipment Required

Explanation Encrypt the applicable brevity codes. A None. B Hoist. C Extraction equipment. D Ventilator. Report only applicable information and encrypt the brevity code. If requesting MEDEVAC for both types, insert the word BREAK between the litter entry and ambulatory entry. L+# of Patient Litter A+# of Patient Ambulatory (sitting) N No enemy troops in area. P Possible enemy troops in area (approach with caution). E Enemy troops in area (approach with caution). X Enemy troops in area (armed escort required). Specific information regarding patient wounds by type (gunshot or shrapnel). Report serious bleeding, along with patient blood type, if known. Encrypt the brevity codes. A Panels. B Pyrotechnic signal.

Where/ How Obtained From Evaluation of Patient/ Situation

Who Normally Provides Medic or Senior Person Present

Reason Required so equipment can be placed on board evacuation vehicle prior to the start of mission.

Number of Patients by Type

From Evaluation of Patient(s)

Medic or Senior Person Present

Required so appropriate number of evacuation vehicles may be dispatched to pickup site. They should be configured to carry patients requiring evacuation.

Security of Pickup Site (Wartime)

From Evaluation of Situation

Unit Leader

Required to assist the evacuation crew in assessing the situation and determining if assistance is required. More definitive guidance can be furnished the evacuation vehicle while it is en route (specific location or enemy to assist an aircraft in planning its approach).

Number and Type of Wound, Injury, or Illness (Peacetime)

From Evaluation of Patient

Medic or Senior Person Present

Required to assist evacuation personnel in determining treatment and special equipment needed.

Method of Marking Pickup Site

Based on Situation and Availability of Materials

Medic or Senior Person Present

Required to assist the evacuation crew in identifying the specific location of the pickup. Note that the color of the panels or smoke should not be transmitted until the evacuation vehicle contacts

A-2

Line

Item

Explanation C Smoke signal. D None. E Other. The number of patients in each category need not be transmitted. Encrypt only the applicable brevity codes. A = U.S. military. B U.S. civilian. C Non-U.S. military. D Non-U.S. civilian. E EPW Include this line only when applicable. Encrypt the applicable brevity codes. N Nuclear. B = Biological. C Chemical. Include details of terrain features in and around proposed landing site. If possible, describe relationship of site to prominent terrain feature (lake, mountain, tower).

Where/ How Obtained

Who Normally Provides

Reason the unit (just prior to its arrival). For security, the crew should identify the color and the unit should verify it. Required to assist in planning for destination facilities and need for guards. Unit requesting support should ensure there is an Englishspeaking representative at the pickup site.

Patient Nationality and Status

From Evaluation of Patient

Medic or Senior Person Present

NBC Contamination (Wartime)

From Situation

Medic or Senior Person Present

Required to assist in planning for the mission. (Determine which evacuation vehicle will accomplish the mission and when it will be accomplished.)

Terrain Description (Peacetime)

From Area Survey

Personnel at site

Required to allow evacuation personnel to assess route/avenue of approach into area. Of particular importance if hoist operation is required.

A-3

APPENDIX B AIR MISSION BRIEFING FORMAT Reference: FM 3-04.113 The following format is a guide. Its use will help ensure that essential information is included in air assault mission briefings. (Classification) TASK FORCE ORGANIZATION 1. Situation. a. Enemy forces (especially troop concentrations and locations and types of ADA assets). b. Friendly forces. c. Weather (ceiling, visibility, wind, temperature, pressure and density altitude, sunrise and sunset, moonrise and moonset, percent of moon illumination, end evening nautical twilight, beginning morning nautical twilight, PZ and LZ altitudes, and weather outlook). 2. Mission. Clear, concise statement of the task that is to be accomplished (who, what, and when, and, as appropriate, why and where). 3. Execution. a. Ground tactical plan. b. Fire support plan to include suppression of enemy air defenses. c. Air defense artillery plans. d. Engineer support plan. e. Tactical air support. f. Aviation unit tasks. g. Staging plan (both primary and alternate PZs). 1. 2. 3. 4. 5. 6. 7. 8. Pickup zone location. Pickup zone time. Pickup zone security. Flight route to PZ. Pickup zone marking and control. Landing formation and direction. Attack and air reconnaissance helicopter linkup with lift elements. Troop and equipment load.

h. Air movement plan. 1. Primary and alternate flight routes (SPs, ACPS, and RPs). 2. Penetration points. 3. Flight formations) and airspeeds. B-4

4. 5. 6. 7.

Deception measures. Air reconnaissance and attack helicopter missions. Abort criteria. Air movement table.

i. Landing plan (both primary and alternate LZs). 1. 2. 3. 4. 5. 6. Landing zone location. Landing zone time. Landing formation and direction. Landing zone marking and control. Air reconnaissance and attack helicopter missions. Abort criteria.

j. Laager plan (both primary and alternate laager sites). 1. 2. 3. 4. 5. Laager location. Laager type (air or ground, shut down or running). Laager time. Laager security plan. Call forward procedure.

k. Extraction plan (both primary and alternate PZs). 1. 2. 3. 4. Pickup location. Pickup time. Air reconnaissance and attack helicopter missions. Supporting plans.

l. Return air movement plan. 1. 2. 3. 4. 5. 6. 7. Primary and alternate flight routes (SPs, ACPS, and RPs). Penetration points. Flight formations and airspeed. Air reconnaissance and attack helicopter missions. Landing zone locations. Landing zone landing formation and direction. Landing zone marking and control.

m. Coordinating instructions. 1. 2. 3. 4. 5. Mission abort. Downed aircraft procedures. Vertical helicopter instrument flight recovery procedures. Weather decision by one-hour increments and weather abort time. Passenger briefing. B-5

6. 4. Service Support. a. FARP locations (primary and alternate). b. Ammunition and fuel requirements. c. Backup aircraft. d. Aircraft special equipment requirements, such as cargo hooks and command consoles with headsets. e. Health service support. 5. Command Signal. a. Signal. 1. Radio nets, frequencies, and call signs. 2. Communications-electronics operation instructions in effect and time of change. 3. Challenge and password. 4. Authentication table in effect. 5. Visual signals. 6. Navigational aids (frequencies, locations, and operational times). 7. Identification friend or foe (radar) codes. 8. Code words for PZ secure, hot, and clean; abort missions; go to alternate PZ and LZ; fire preparation; request extraction; and use alternate route. b. Command. 1. Location of air assault task force commander. 2. Point where air reconnaissance and attack helicopters come under OPCON as aerial maneuver elements. 6. Time Hack. All watches are synchronized.

B-6

APPENDIX C EXAMPLE AIR MOVEMENT TABLE

C-1

APPENDIX D EXAMPLE AIR LOAD TABLE

D-1

APPENDIX E

EXAMPLE METHODS OF MARKING FRIENDLY AND ENEMY POSITIONS (1 OF 2) E-1

EXAMPLE METHODS OF MARKING FRIENDLY AND ENEMY POSITIONS (2 OF 2)

E-2

APPENDIX F INSPECTION GUIDE

PLANNING WEIGHTS and SPECIAL EQUIPMENT NEEDED FOR A/C DURING SLING LOAD OPS CARGO REQUIRED A/C HOOK ACL EQUIPMENT UH-60A 8,000 lbs ALUMINUM SPACER on 10K apex UH-60L/M 9,000 lbs ALUMINUM SPACER on 10K apex CH-47D 26,000 lbs center hook NONE 17,000 lbs fore and aft hook separate NONE 25,000 lbs fore and aft hook combined NONE M998 HMMWV EMPTY WEIGHT 5,200 lbs ACL 2,500 lbs TOTAL COMBINED WEIGHT 7,700 lbs LINK COUNT: 80 FRONT / 3 REAR -10K sling set INSPECTION GUIDE 1. PASSENGER SIDE WINDSHIELD W/ 2 TAPE 2. MIRROR 3. HOOD LATCH 4. FRONT WHEEL PASSENGER SIDE 5. GLASS and PLASTIC SHATTERPROOFED W/ 2 TAPE 6. FRONT LINK COUNT 80, SECURE 7. HOOD LATCH DRIVER SIDE 8. FRONT WHEEL DRIVER SIDE 9. MIRROR 10. WINDSHIELD DRIVER SIDE 11. TROOP SEAT SECURED IN 2 PLACES 12. REAR LINK COUNT 3 13. BREAKAWAY 14. HOOKS AND CHAINS, SECURED 15. GLASS AND PLASTIC SHATTERPROOFED W/ 2 TAPE 16. LIFT POINT 17. TOWING PINTLE 18. ELECTRICAL CONNECTOR 19. LIFT POINT 20. GLASS AND PLASTIC SHATTERPROOFED W/ 2 TAPE 21. HOOKS AND CHAINS, SECURED 22. BREAKAWAY 23. REAR LINK COUNT 3 24. TROOP SEAT SECURED IN 2 PLACES 25. FUEL CAP 26. SEATBELT PASSENGER SIDE 27. BATTERY BOX 28. ENGINE ACCESS PANEL 29. TRANSMISSION SELECTOR LEVER IN NEUTRAL 30. HAND BRAKE 31. STEERING WHEEL 32. ELECTRICAL AND IGNITI0N SWITCHES 33. FUEL LEVEL 34. SEATBELT DRIVER SIDE 35. APEX PIN SECURE 36. APEX ORDER 37. BREAKAWAY ROLLBAR 38. BREAKAWAY CLUSTER M 1151 UP-ARMORED HMMWV EMPTY WEIGHT 10,300 LBS ACL 1,800 LBS TOTAL COMBINED WEIGHT 12,100 LBS INSPECTION GUIDE

F- 1

1. 2. 3. 4. 5. 6. 7. 8. 9.

MIRROR FACING IN / SECURED WITH TYPE III NYLON/ EXCESS SECURED WITH 2 TAPE HOOD LATCH PROPERLY SEATED / ADDITIONALLY SECURED WITH 2 TAPE FRONT WHEELS STRAIGHT TURRET AT THE 12 OCLOCK POSITION REFLECTOR / MARKER LIGHT SHATTERPROOFED FRONT LINK COUNT 30/30 GRABHOOK ASSEMBLY NOT INVERTED EXCESS CHAIN SECURED WITH TYPE III NYLON LIFTING CHAIN ROUTED THROUGH LIFT POINT ONE TIME -

10. TWO MANDATORY BREAKAWAYS

-ONE THROUGH BLACK POTTED EYES ONE HALF WAY BETWEEN BLACK POTTED EYES 11. APEX SECURED WITH BOLT, CASTELLATED NUT, AND COTTER PIN 12. TWO HEADLIGHTS, TURN SIGNALS, AND BLACKOUT LIGHT SHATTERPROOFED 13. FRONT WHEELS STRAIGHT 14. TURRET IS AT THE 12 OCLOCK 15. HOOD LATCH PROPERLY SEATED / SECURED WITH 2 TAPE 16. MIRROR FACING IN AND SECURED WITH TYPE III NYLON. EXCESS END SECURED WITH 2 TAPE 17. IGNITION AND LIGHT SWITCHES OFF 18. FUEL LEVEL 75% OR LESS 19. STEERING WHEEL SECURED WITH TWO PIECES OF TYPE III NYLON 20. PARKING BRAKE ENGAGED 21. TRANSMISSION SELECTOR LEVER IN NEUTURAL 22. WEAPONS STATION HATCH COVER SECURED WITH THREE LATCHES PROVIDED 23. TURRET LOCK ENGAGED 24. ALL SEATBELTS FASTENED AS WORN 25. TYPE III SECURED DOOR TO DOOR (REAR) 26. TYPE III SECURED DOOR TO DOOR (FRONT) 27. REFLECTOR / MARKER LIGHT SHATTERPROOFED 28. ANTENNAE THREADS PADDED WITH 2 TAPE 29. REAR DECK LID ADDITIONALLY SECURED WITH TYPE III NYLON 30. TAILGATE HOOKS SECURED WITH TYPE III NYLON 31. WINCH HOOK SECURED WITH TYPE III NYLON 32. TOW PINTLE SECURED WITH COTTER PIN PROVIDED 33. ELECTRICAL CONNECTOR COVER SERVICEABLE 34. REFLECTORS / BRAKELIGHTS SHATTERPROOFED 35. REAR LINK COUNT 3/3 36. TWO CHAINS ROUTED THROUGH CHAIN GUIDES 37. CHAIN ROUTED THROUGH LIFT POINTS ONE TIME 38. GRABHOOK ASSEMBLY NOT INVERTED 39. EXCESS CHAIN SECURED WITH TYPE III NYLON 40. TWO MANDATORY BREAKAWAYS -ONE THROUGH BLACK POTTED EYES -ONE HALF WAY BETWEEN BLACK POTTED EYES 41. APEX SECURED WITH BOLT, CASTELLATED NUT, AND COTTER PIN FUEL CAP LATCHED AND SECURE M119A2 105mm HOWITZER EMPTY WEIGHT 4,690lbs ACCOMPANYING LOAD 3,000 lbs TOTAL WEIGHT 7,690 lbs LINK COUNT: 55 (LEFT); 50 (RIGHT), 35 (REAR) -10K sling set INSPECTION GUIDE 1. MUZZLE COVER 2. RECUPERATOR PADDING 3. SPIDER WEB (FRONT) - TYPE III NYLON 4. TRAVEL LOCK (2 PINS) 5. SADDLE CLAMP (FRONT STAYS, TYPE III NYLON) 6. MACHINED PLAIN PADDING 7. CGU-1B SECURED W/ 2 PIECES OF 2 TAPE 8. BRAKES - ON 9. APEX SET UP FOR RIGHT A/C 10. APEX PIN SECURE 11. APEX ORDER 12. BREAKAWAY - CLUSTER 13. EQUILIBRATOR COVER 14. LINK COUNT - 55 15. EXCESS LINKS SECURE - TYPE III NYLON 16. CHAIN CLAMP OR 1/2 TUBULAR NYLON

F- 2

17. GUNNERS SIGHT MOUNT SECURE TYPE III NYLON 18. BREECH COVER SECURE TYPE III NYLON 19. RUN BACK STOP 20. REAR SPIDER WEB TYPE III NYLON 21. REAR STAY 22. FIRING PLATFORM CLAMP HAND TIGHT 23. JACK STRUT SECURE W/ 1 PIECE OF 2 TAPE 24. BREAKAWAY TRAVEL LOCK BAR 25. EXCESS LINKS SECURE TYPE III NYLON 26. LINK COUNT - 35 27. REAR BRAKE OFF 28. BRAKE ASSEMBLY PADDED 29. BREAKAWAY BEHIND REAR BRAKE ASSEMBLY 30. LIFT POINT 31. DETACHABLE SPADE SECURE TYPE III NYLON 32. TRAIL HAND SPIKE SECURE W/ 2 PIECES OF 2 TAPE 33. FIRING PLATFORM CLAMP HAND TIGHT 34. REAR STAY 35. EQUILIBRATOR COVER 36. LINK COUNT 50 37. EXCESS LINKS SECURE TYPE III NYLON 38. CHAIN CLAMP OR 1/2 TUBULAR NYLON 39. KNOCK OFF HUB PARALLEL TO GROUND CARGO NET MINIMUM WEIGHT 500 lbs 15 x 15 ACL 5,000 lbs 18 x 18 ACL 10,000 lbs LINK COUNT: 3 -10K sling set INSPECTION SEQUENCE 1. APEX PIN SECURE 2. APEX SET UP FOR APPROPRIATE A/C 3. CORRECT # OF SLING LEGS TO SUPPORT WEIGHT 4. GRABHOOK ASSEMBLY NOT INVERTED 5. LINK COUNT, 3 6. LIFT POINT 7. NUMBER 1 HOOK SECURED TO APEX W/ TYPE III NYLON 8. HOOK ORDER (1,3,2,4 / 1,3,4,2) 9. HOOKS TAPED 10. HOOKS ALTERNATING 11. BREAKAWAYS, 3 12. HOLE IN ROPE W/ KNOT (SECURE NON SLIP) 13. EXCESS ROPE SECURE 14. LOAD CENTERED 3 FUEL BLIVETS EMPTY WEIGHT (each) 250lbs RATED CAPACITY (each) 500 gal TOTAL WEIGHT (each) 4,200 lbs (full) LINK COUNT: 3 (DUAL); 55 (SINGLE) -25K sling set INSPECTION GUIDE 1. APEX PIN SECURE 2. APEX ORDER 3. BREAKAWAY, (BOTH) 4. CHAIN TO CHAIN CONTACT 5. LINK COUNT, 3 (DUAL) 6. COTTER PIN, (LIFT POINT) 7. FUEL CAP 8. SLING LEGS NOT MISROUTED 9. COTTER PIN, (LIFT POINT) 10. FUEL CAP 11. CHECK FOR OPPOSING TRIANGLES 12. REPEAT #s 3-10 OTHER SIDE 13. LINK COUNT 55 (SINGLE) 14. CHAINS ROUTED THRU ONE CLEVIS

F- 3

15. 16. 17. 18.

EXCESS LINKS SECURE COTTER PIN, (LIFT POINT) REPEAT #s 13-16 OTHER SIDE FUEL CAP

M149A2 WATER TRAILER EMPTY WEIGHT 2,800 lbs RATED CAPACITY 400 gal TOTAL WEIGHT 6320lbs LINK COUNT: 90 (REAR); 75 (FRONT) -10K sling set INSPECTION GUIDE 1. CHAIN THROUGH LIFT POINT ONE TIME 2. LINK COUNT 75 FRONT EXCESS SECURED W/ TYPE III nylon 3. SAFETY CHAINS SECURE W/ TYPE III NYLON 4. AIR/ELECTRICAL HOSES SECURE W/ 2 TAPE 5. JACK HANDLE SECURE W/ TYPE III NYLON 6. FAUCET BOX SECURE W/ TYPE III NYLON 7. REFLECTOR SHATTERPROOFED FAUCET BOX W/ 2 TAPE 9. HAND BRAKE ON 10. REFLECTOR SHATTERPROOFED REAR OF WHEEL WELL W/ 2 TAPE 11. REFLECTOR SHATTERPROOFED UNDER BRACKET W/ 2 TAPE 12. BRAKE LIGHT SHATTERPROOFED W/ 2 TAPE 13. LINK COUNT REAR 90 EXCESS SECURED W/ TYPE III NYLON 14. PADDING MATERIAL MADE OUT OF 2 TAPE 15. LINK COUNT REAR 90 EXCESS SECURED W/ TYPE III NYLON 16. BRAKE LIGHT SHATTERPROOFED W/ 2 TAPE 17. REFLECTOR SHATTERPROOFED REAR OF WHEEL WELL W/ 2 TAPE 18. REFLECTOR SHATTERPROOFED UNDER BRACKET W/ 2 TAPE 19. APEX SET FOR PROPER A/C 20. APEX PIN SECURE 21. APEX ORDER CORRECT 22. BREAKAWAY CLUSTER W/ COTTON WEBBING 23. FILL PORT COVER SECURE W/ TYPE III NYLON 24. FAUCET BOX SECURE W/ TYPE III NYLON 25. REFLECTOR SHATTERPROOFED FAUCET BOX W/ 2 TAPE 26. HAND BREAK ON 27. AIRHOSE SECURE W/ 2 TAPE A-22 CARGO BAG MINIMUM FLY WEIGHT ACL LINK COUNT: 3 -10K sling set 500 LBS 2200 LBS

A-22 RULE OF THUMB: GREEN, GREEN, METAL, GREEN INSPECTION GUIDE 1. APEX SET UP FOR PROPER A/C 2. APEX PIN SECURED 3. LINK COUNT 3 4. MEDIUM CLEVIS 5. LIFT POINT 6. MEDIUM CLEVIS BOLT TAPED ON EACH END 7. SUSPENSION WEBBING-ALL COTTON OR ALL NYLON 8. SUSPENSION WEBBING-PROPER ORDER 9. SUSPENSION WEBBING-NO MORE THAN 1/2 TWIST 10. BUTTERFLY HOOKS-FACING DOWN AND TOWARDS THE LOAD 11. BUTTERFLY HOOKS-SECURED WITH 2 TAPE 12. 188 STRAPS-CROSS CONFIGURATION 13. 188 STRAPS-NO QUICK RELEASE 14. 188STRAPS-NO TWISTS 15. 188STRAPS-PROPERLY SECURED WITH 2 TAPE 16. REPEAT STEPS 13-15 FOR 2ND 188 STRAPS 17. TOP LATERAL STRAP-NO TWISTS 18. TOP LATERAL STRAP-NO QUICK RELEASE 19. TOP LATERAL STRAP-PROPERLY SECURED TO SELF WITH 2 TAPE

F- 4

20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30.

REPEAT STEPS 17-19 FOR MIDDLE AND BOTTOM STRAPS LACING ROPE-550 LBS OR MORE LACING ROPE--ONE TIME THROUGH LACING LOOP LACING ROPE-GROUND TO SKY THROUGH LACING LOOP LACING ROPE-MAKES CROSS CORNERS LACING ROPE- ONE TIME THROUGH LACING LOOP LACING ROPE-GROUND TO SKY THROUGH LACING LOOP LACING ROPE-TIED WITH BOW KNOT (NON-SECURE) EXCESS SECURED WITH 2 TAPE REPEAT STEPS 21-28 FOR CORNERS 2,3 AND 4 SCUFF PAD NOT INVERTED

M1097/A2 HMMWV EMPTY WEIGHT 5,900 lbs ACL 4,400 lbs TOTAL COMBINED WEIGHT 10,300 lbs LINK COUNT: 60 FRONT / 10 REAR -25K sling set w/ extended sling legs INSPECTION GUIDE 1. PASSENGER SIDE WINDSHIELD W/2 TAPE 2. MIRROR 3. HOOD LATCH 4. FRONT WHEEL PASSENGER SIDE 5. GLASS and PLASTIC SHATTERPROOFED W/ 2 TAPE 6. HOOD LATCH DRIVER SIDE 7. FRONT WHEEL DRIVER SIDE 8. MIRROR 9. WINDSHIELD DRIVER SIDE 10. ENGINE ACCESS PANEL 11. TRANSMISSION SELECTOR LEVER IN NEUTRAL 12. HAND BRAKE 13. STEERING WHEEL 14. ELECTRICAL AND IGNITI0N SWITCHES 15. FUEL LEVEL 16. TROOP SEAT SECURED IN 2 PLACES 17. REAR LINK COUNT 10 18. BREAKAWAY UPPER BOW BRACED (ABOVE REAR WHEEL) 19. HOOKS AND CHAINS, SECURED 20. GLASS AND PLASTIC SHATTERPROOFED W/ 2 TAPE 21. LIFT POINT 22. TOWING PINTLE 23. ELECTRICAL CONNECTOR 24. LIFT POINT 25. GLASS AND PLASTIC SHATTERPROOFED W/ 2 TAPE 26. HOOKS AND CHAINS, SECURED 27. BREAKAWAY UPPER BOW BRACED (ABOVE REAR WHEEL) 28. REAR LINK COUNT 10 29. TROOP SEAT SECURED IN 2 PLACES 30. FUEL CAP 31. SEATBELT PASSENGER SIDE 32. BATTERY BOX 33. BREAKAWAY - ROLLBAR 34. FRONT LINK COUNT 60, SECURE 35. APEX PIN SECURE 36. APEX ORDER 37. BREAKAWAY CLUSTER

F- 5

SLING CONVERSION CHARTS

SLING CONVERSION CHARTS (Continued) G- 1

SLING CONVERSION CHARTS (Continued) G- 2

CHART FOUND IN FM 4-20.197, APPENDIX C

G- 3

APPENDIX H SLING LOAD INSPECTION RECORD Introduction: In order to improve sling load safety, all Army loads require an inspection by a qualified inspector prior to the arrival of the supporting aircraft using the Sling load Inspection Record, found in FM 4-20.197, Appendix I. Inspector Qualifications: Inspectors must meet the following qualifications: Be in the grade of E4 or above AND Be a graduate of one of the following courses: Pathfinder Air Assault Sling load Inspector Certification Distribution of the Sling load Inspection Record: The Sling load Inspection Record requires three copies. Distribute the form as follows: Copy One - To the supporting aviation unit. Copy Two - Securely taped or tied to the load. Copy Three - To the supported unit. The Sling load Inspection Record form may be reproduced locally pending official distribution. Completing the Sling load Inspection Record: Procedures for completing the Sling load Inspection Record are as follows: Block 1: Supported unit identification Block 2: Item description and serial/bumper number Block 3: Weight of load Block 4: Supporting aviation unit identification Block 5: Type of aircraft used Block 6: FM used to rig the load Blocks 7-10: Fill out only blocks that pertain to your load. Persons rigging and inspecting the load must INITIAL the appropriate blocks. Block 11: Identifies the supported unit person rigging the load and the date the load was rigged. Block 12: Identifies the supported unit person inspecting the load and the date the load was inspected. Remarks: List any deficiencies found in the load.

H-1

H-2

APPENDIX I

I-1

APPENDIX I

I-2